General Specifications For Overhaul of Surface Ships (GSO) PDF

For Official Use Only
DEPARTMENT OF THE NAVY

NORFOLK NAVAL SHIPYARD
PORTSMOUTH, VIRGINIA 23709-5000
223-032-04
06 January 2005
From: Commander, Norfolk Naval Shipyard
Subj: GENERAL SPECIFICATIONS FOR OVERHAUL OF SURFACE SHIPS (GSO)
Ref:
(a) General Specifications for Overhaul of Surface Ships (GSO)

NAVSEA S9AA0-AB-GOS-010/GSO dtd 2000 CD-ROM
(b) General Specifications for Overhaul of Surface Ships (GSO) AEGIS Supplement
NAVSEA S9AA0-AB-GOS-030/GSO dtd 1996
Encl: (1) General Specifications for Overhaul of Surface Ships (GSO)

NAVSEA S9AA0-AB-GOS-010/GSO dtd 2004 CD-ROM
1. Reference (a) forwarded the 2000 edition of the General Specifications for Overhaul of
Surface Ships (GSO) to provide technical and administrative requirements for the modernization
and repair of surface ships built to US Navy standards. Users of the GSO have generated
numerous changes and recommendations since the issue of the 2000 edition. The 2004 edition,
enclosure (1), incorporates these approved changes.
2. Enclosure (1) is forwarded for information and action and shall be invoked by all activities
involved in defining the technical requirements for modernization and repair of surface ships. A
list of the approved changes with the affected sections and a brief statement describing each
change has been included in enclosure (1). Changes in the body of the document are identified
with change bars.
3. The initial distribution of the GSO 2004 edition, enclosure (1), is being issued as a CD-ROM
only. The AEGIS Supplement 1996 edition, reference (b), previously issued on a CD-ROM with
the GSO 2000 edition, has been included on enclosure (1).
4. Addressees are required to review and familiarize themselves with the content of enclosure
(1) and forward any recommended changes in accordance with enclosure (1), Section 042,
paragraph 042g.
5. Norfolk Naval Shipyard point of contact is Randy J. Wykle, Code 200, DSN 386-3279 or
commercial (757) 396-3279.
/signature on file/
B. J. Cumming
By direction
NAVSEA S9AA0-AB-GOS-010/GSO
REVISION 04
GENERAL SPECIFICATIONS FOR

OVERHAUL OF SURFACE SHIPS
GSO
INCLUDING THE AEGIS SUPPLEMENT
(NAVSEA S9AA0-AB-GOS-030 SUPPL)
2004 EDITION
THIS DOCUMENT SUPERCEDES NAVSEA S9AA0-AB-GOS-010/GSO, DATED 31 AUGUST 2000

NAVAL SEA SYSTEMS COMMAND
WASHINGTON NAVY YARD, DC 20376-1010
DISTRIBUTION STATEMENT D
DISTRIBUTION AUTHORIZED TO DOD AND DOD CONTRACTORS ONLY FOR
ADMINISTRATIVE OR OPERATIONAL USE EFFECTIVE 30 NOVEMBER 2004. OTHER
REQUESTS FOR THIS DOCUMENT MUST BE REFERRED TO NORFOLK NAVAL SHIPYARD.
THIS SPECIFICATION IS NOT RELEASABLE TO FOREIGN ENTITIES
FOR OFFICIAL USE ONLY
30 NOVEMBER 2004
S9AA0-AB-GOS-010
2004 Edition
GENERAL SPECIFICATIONS FOR OVERHAUL

OF SURFACE SHIPS (GSO)
SUMMARY OF APPROVED CHANGES INCORPORATED BY GSO 2004 EDITION
ACP
Affected
Sub Section
Changes
417
320d
Added information stating Close-in Weapon System (CIWS) is a category I load

and requires back-up power supply from an emergency switchboard.
481
244b.5, 244b.6, 244c
Eliminated the filling of stern tube and strut barrel void areas with corrosion
preventative compound. Adequate preservation is provided by the application of an
epoxy paint.
526
572h, 572k, 572l
Changed to correct typographical errors only. No change in technical content or

scope. No change bars.
527
573a, 573l, 573n

528
575l

549
556b, 556c, 556d,

556h
Incorporated various changes resulting from technical review of section 556 by

Norfolk Naval Shipyard Mechanical/Fluid Systems Division.
573
042c
Changed to state that the Commanding Officer of the U.S. Naval Ship Repair
Facility, Yokosuka, Japan (SRF) is designated as Supervisor for the application of
duties, responsibilities and authority for GSO specifications.
586
505k1
Incorporated a reference to NSTM chapter 505 in lieu of specific hydrostatic test

requirements.
587
505b5, 505b9,
505b12, 505c1,
505h1
Incorporated requirements and guidance for using titanium piping and components
in the replacement of copper-nickel piping and components in the firemain,
machinery seawater cooling and CHT systems.
593
507c, 602h
Changed material for machinery room label and information plates from engraved
stainless steel to Type H Photosensitive Aluminum as specified in MIL-DTL15024.
597
505c2, 505c8,
505c9, 505 figures 1
&2
Provided provisions for the use of belled end fittings and Reinforced Thermosetting
Resin (RTRP) corrosion resistant ball valves.
600
070p
Incorporated the specific guidance issued by NAVSEAINST 5400.95A to provide

policy for non-nuclear non-conformance approval and to delegate technical
authority to Naval Shipyard and SUPSHIP Chief Engineers.
S9AA0-AB-GOS-010
2004 Edition
SUMMARY OF APPROVED CHANGES INCORPORATED BY GSO 2004 EDITION (contd)
ACP
Affected
Sub Section
Changes
603
303h; 303 tables I,

II, & V; 304c; 331c;
320 tables I & II
Changed text and tables to reflect the use of 20AMP isolation receptacle circuits
which allow 600watts per duplex receptacle, 300watts per individual receptacle,
and no more than 8 individual receptacles or 4 duplex receptacles per circuit.
608
505h3
Changed to reflect the need to consult system Selected Record Drawing (SRD)
minimum wall thickness values when available, rather than using GSO calculation
guidelines.
610
304d
Changed to require the use of unarmored cable for both nuclear powered and nonnuclear powered surface ships, and directed that armored cable may only be used
when approved by NAVSEA.
611
070f
Changed to eliminate any conflict between the GSO and NSTM 075 on limiting the
use of BOCTBF aboard ships.
613
437d
Changed to make the GSO technically adequate and consistent with present design
practices and requirements relating to airflow rate setting for the air flow alarm
system.
614
302f
Directed the use of sealed bearings in order to eliminate the maintenance

requirement to lubricate non-sealed bearings.
615
320g
Changed to reduce the number of portable casualty power cables and associated
stowage racks outside the machinery spaces.
618
505h1
Changed to reduce risk of injury or death as a result of steam piping failure by

improving inspection of copper service steam and service return piping.
619
320d
Incorporated updated categories to include vital versus non-vital power

designations for various tactical and associated support systems for machinery
control.
620
300d, 400b, 400c,

665f
Changed to ensure consistent requirements for grounding of electrical/electronic

workbenches.
621
528f1
Changed to make the GSO consistent with the present design practices and
materials of construction.
622
505c3
Deleted expansion joint class and type designations.
623
505b10
Incorporated updated information regarding selection criteria for Remote Operating

Gear (ROG) and made the GSO technically adequate and consistent with present
design practices and requirements.
S9AA0-AB-GOS-010
2004 Edition
SUMMARY OF APPROVED CHANGES INCORPORATED BY GSO 2004 EDITION (contd)
ACP
Affected
Sub Section
Changes
624
558d, 655d
Updated dry cleaning fluid specification from Fed. Spec. O-T-236C to ASTM
D4081.
625
072d
Changed to agree that valve and valve operators in shock Grade A or B systems
shall be tested for qualification in accordance with MIL-STD-798, Section 11.
626
045c
Modified the requirements for the procedure of transferring flammable liquid

aboard ship, and usage of direct fueling vehicles aboard ship.
627
512g
Changed material from CRES 304L to CRES 316L, because CRES 316L is a
superior corrosion resistant material used for ductwork.
631
092e, 073b.2.b
Added requirements that new or newly overhauled machinery shall satisfy vibration
requirements of specific average machine values if the item is included in the ships
machinery vibration analysis (MVA) program.
S9AA0-AB-GOS-010
2004 Edition
(THIS PAGE INTENTIONALLY LEFT BLANK)
S9AA0-AB-GOS-010
2004 Edition

TABLE OF CONTENTS
SECTION
TITLE
GROUP 000 - General Guidance and Administration

General Administrative Requirements
042
Care of Ship During Overhaul
045
Control of Work and Testing in Support of Flooding Prevention and High Risk Evolutions
046
General Requirements for Overhaul
070
Access
071
Shock
072
Vibration
073
Castings, Welding, Mechanical Fastening, and Allied Processes
074
Threaded Fasteners
075
System Safety
077
Supply Support
083
Drawings
085
Technical Publications
086
Shipboard Tests
092
Ship Trials
094
Weights for Surface Ships
096
Inclining Experiment
097
Models and Mockups
098
Photographs
099
GROUP 100 - Hull Structure
General Requirements for Hull Structure
100
Shell Plating
111
Underwater Appendages
114
Structural Stanchions
115
Framing for Shell and Inner Bottoms
116
Structural Bulkheads
120
Decks and Platforms
130
Superstructure
150
Boiler Incinerator Combustion Exhaust Gas System
162
Ballistic Plating
164
Masts and Spars
170
Foundations
180
Combat System Alignment
184
Compartment Tightness
192
GROUP 200 - Propulsion Plant
General Requirements for Machinery Plant
200
Boilers
221
Propulsion Steam Turbines
231
S9AA0-AB-GOS-010
2004 Edition
TABLE OF CONTENTS (contd)

SECTION
TITLE
Propulsion Internal Combustion Engines

233
Propulsion Gas Turbine Engines
234
Electric Propulsion Systems
235
Propulsion Reduction Gears
241
Propulsion Clutches and Flexible Couplings
242
Propulsion Shafting
243
Propulsion Shaft Bearings and Seals
244
Propellers
245
Forced Draft Systems
251
Machinery Control Systems
252
Steam Systems
253
Steam Condensers and Air Ejectors
254
Condensate and Feedwater Systems
255
Water Systems, Fresh and Seawater
256
Internal Combustion Engine, Combustion Air and Exhaust Systems
259
Lubrication Systems
262
GROUP 300 - Electric Plant
General Requirements For Electric Plant
300
Electric Motors and Associated Electric Equipment
302
Protective Devices for Electric Circuits
303
Electric Cable
304
Electrical and Electronic Designating and Marking
305
Ship Service and Emergency Generator Sets
310
Storage Batteries and Servicing Facilities
313
Electric Power Supply Conversion Equipment
314
General Requirements for Electric Power Distribution Systems
320
Switchboards and Panels for Electric Power and Lighting
324
General Requirements for Lighting Systems - Distribution and Control
331
Illumination Requirements
332
GROUP 400 - Command and Surveillance
General Requirements for Electronics Systems
400
Secure Electrical Information Processing Systems
402
Radio Frequency Transmission Lines
404
General Requirements for Electromagnetic Interference (EMI) Reduction
406
Nonelectric/Nonelectronic Navigational Aide
421
Navigation Lights, Signal Lights, Searchlights, and Lights for Night Flight Operations
422
Electrical Navigational Systems
426
Inertial Navigation System
427
General Requirements For Interior Communication Systems
430
Switchboards for Interior Communication Systems
431
Telephone Systems
432
Amplified Voice Communication, Recording, Television, and Entertainment Systems
433
Voice Tube and Message Passing Facilities
435
Electrical Alarm, Safety, and Warning Systems
436
Indicating, Order, and Metering Systems
437
S9AA0-AB-GOS-010
2004 Edition

SECTION
TITLE
443
475
476
480
494
GROUP 500 - Auxiliary Systems
502
503
504
505
506
507
508
509
512
516
521
528
529
531
532
534
541
542
551
552
555
556
558
561
562
570
571
572
573
575
581
582
583
584
588
592
593
595
GROUP 600 - Outfit and Furnishings
602
603
Whistles
Deguassing Systems
Mine Countermeasures Systems
Fire Control Systems
Meteorological Requirements
Auxiliary Machinery
Pumps
Instruments and Instrument Boards
General Requirements for Piping Systems
Overflows, Air Escapes, and Sounding Arrangements
Machinery and Piping Designating and Marking
Thermal Insulation for Machinery, Equipment, and Piping
Thermal Insulation and Acoustic Absorptive Treatment for Ducts and Trunks
Heating, Ventilation, and Air Conditioning (HVAC)
Refrigerating Plants
Seawater Service Systems
Plumbing Drains, Plumbing Vents, and Deck Drains
Drainage and Ballasting System
Distilling Plants
Fresh Water Service Systems
Machinery and Piping Systems Drainage
Fuel Systems
Gasoline and JP-5 Systems
Compressed Air Systems
Compressed Gas Systems
Fire Extinguishing Systems
Hydraulic Power Transmission Systems
Special Piping Systems
Steering Gear
Rudders
General Requirements for Replenishment Systems
Replenishment at Sea Systems
Stores Handling Systems
Cargo Handling Systems
Military Vehicle Handling and Stowage System
Anchor Stowage and Handling
Mooring and Towing Systems
Boats; Stowage and Handling
Bow Doors, Ramps, Gates and Turntables
Aircraft handling, Launching, and Landing Facilities
Diver Life Support Systems
Environmental Pollution Control Systems
Mechanical Handling Systems for Electronic Equipment
Hull Designating and Marking
Draft Marks
S9AA0-AB-GOS-010
2004 Edition

SECTION
TITLE
604
605
611
612
613
621
622
624
625
630
631
632
633
634
635
636
637
638
640
641
642
643
644
651
652
654
655
661
663
664
665
670
671
672
673
GROUP 700 - Armament
702
703
710
720
730
770
780
792
797
GROUP 800 - Integration/Engineering
800
Locks, Keys and Tags

Ratproofing
Hull Fittings
Rails, Stanchions, Platforms and Life Lines
Rigging and Canvas
Non-Structural Bulkheads and Partitions
Ladders, Handrails, Floor Plates, Staging, and Grating
Doors, Hatches, Scuttles, Emergency Escape Panels and Manholes
Airports, Fixed Port Lights and Windows
Corrosion Control
Painting
Metallic and Metallic-Enriched Coatings
Cathodic Protection
Deck Covering
Thermal Insulation and Acoustic Absorptive Treatment of Compartments
Hull Damping
Sheathing
Thermal Insulation for Refrigerated Spaces
General Requirements for Living, Messing and Recreation Spaces
Officer Living, Messing, and Lounge Spaces
Chief Petty Officer and Master Sergeant Living, Messing, and Lounge Spaces
Crew, Marine, and Troop Living, Messing, and Recreation Spaces
Plumbing Fixtures and Fittings
Foodservice Spaces
Medical and Dental Spaces
Service Spaces
Laundry
Offices
Electronic Control Centers
Damage Control Spaces
Work Shops, Laboratories, Tool Issue Rooms and Industrial Plant Equipment
General Requirements for Stowage
Special Stowage Arrangements
Storerooms and Stores Issue Rooms
Cargo Stowage Spaces
Armament Installations
General Requirements for Weapons Handling and Stowage Systems
Ship's Ammunition and Miscellaneous Ordnance
Surface-to-air guided missiles; handling and Storage Components
Subsurface Weapons, Handling and Stowage
Cargo Weapons; Handling and Stowage Systems
Air Launched Weapons; Handling and Stowage Systems
Nuclear Weapons Systems
Small Arms
Special Technical Data Requirements
S9AA0-AB-GOS-010
2004 Edition

SECTION 042
GENERAL ADMINISTRATIVE REQUIREMENTS
042a. Scope
This section contains nontechnical requirements and procedures, the intent of the General Specifications for Overhaul of Surface
Ships (hereinafter referred to as GSO), definitions of administrative terms, specification requirements, schedule and correspondence
requirements, and similar requirements.
042b. Intent
The GSO establishes NAVSEA requirements for the administration and conduct of quality surface ship overhauls. It is the intent of
these specifications to obtain a ship or ships with machinery, equipment, and systems complete and in every way ready to perform during
its next operating cycle, to the extent that work is specifically authorized, and to secure uniformity in workmanship and procedure, and
standardization of all auxiliaries and fittings on all ships of the same type. It is the responsibility of work authorizing activities to ensure
the technical specifications are invoked for all authorized work assigned to the overhauling activity.
Ship Alterations - The GSO is the primary source of technical requirements for ship alterations. Therefore, the GSO contains the
technical requirements to be invoked throughout the SHIPALT and associated drawing development process. Since SHIPALTS often
provide state of the art technical improvements, the GSO cannot totally define all potential design specifications. Therefore, specifications
which exceed the requirements specified herein shall be included in the SHIPALT.
The SHIPALT development process shall also include a review of original shipbuilding specifications to assure that SHIPALT
specified criteria do not result in inadvertent re-design of an as-built ship design unless an upgrading of ship design is the intent of the
SHIPALT. It is not the intent of the GSO to invoke or authorize upgrading of ships systems to current GSO specifications. Should system
upgrade be intended, the upgrade will be accomplished by shipalt as outlined in Section 085.
Section 085 herein provides the
requirements for the SHIPALT developmental process.
Review of original shipbuilding specifications is required also when developing SHIPALTS for ships built to commercial
specifications.
Overhaul and repair - The GSO is the primary source of technical requirements for overhaul and repair of ships' equipment. Other
GSO sections herein contain technical specifications for overhaul and repairs including the use of Technical Repair Standards (TRS).
Paragraph 042c. further defines overhaul and repair criteria.
It is not the intent of the GSO to invoke or authorize upgrading of ship systems to current GSO specifications. Should system
upgrade be intended the upgrade will be accomplished by shipalt as outlined in section 085.
In certain instances, work and test requirements have been identified as a mandatory requirement which the work authorizing activity
shall invoke for overhauls. These work and test requirements determined to be mandatory are specifically identified in the applicable GSO
section.
It is the responsibility of the overhauling activities to accomplish all work authorized and to comply with the corresponding
applicable specifications. Non-compliance with specifications or non-accomplishment of authorized work is subject to waiver and
deviation approval in accordance with MIL-STD-973.
The applicable authorizing activity is to notify NAVSEA in writing whenever the authorizing agent does not intend to invoke a
specification contained in the GSO, with the authorizing activities supporting rationale. NAVSEA approval is required on such requests.
General - In general, requirements for new and modified systems and requirements for overhaul of existing systems are identified
within each GSO section.
Where technical guidance is not considered adequate for new installations or modified systems the cognizant Engineering Agent
shall request appropriate guidance from NAVSEA.
These specifications and the individual work specifications define the services and materials to be provided.
The provisions of the GSO do not apply to any work in the reactor plant or tender nuclear support facility area. For overhaul work,
routine repair work and alterations in non-reactor propulsion plant spaces on nuclear ships, see Nuclear Supplement, NAVSEA
S9AA0-AB-GOS-020.
Unauthorized modifications to naval ships shall not be accomplished. OPNAVINST 4720.93 provides prohibitions against
unauthorized modifications and OPNAVINST 4720.2 provides planning procedures for the Fleet Modernization Program (FMP).
With respect to materials of construction and items or components of machinery, equipment, and outfit, which by their nature may be
manufactured or procured as distinct items or components, these specifications generally contain requirements and information that pertain
Section 042
S9AA0-AB-GOS-010
2004 Edition
to selection, installation, shipboard performance, shipboard inspection and tests, and pre-installation handling by the Contractor.
Requirements such as physical or chemical properties, manufacturer test and inspection requirements, or other requirements applicable
only to manufacturers, are contained in Government Specifications, standards, drawings, or in other documents referenced herein.
It is, therefore, inappropriate to incorporate any section(s) of these specifications by reference in Contractor procurement documents.
Such incorporation imposes an unnecessary burden on manufacturers and suppliers. If one or more paragraphs of these specifications are
considered applicable for a particular procurement, they should be expressly quoted in the Contractor's purchase specifications or other
procurement documents.
042c. Definitions
As based throughout the GSO, the following terms have meanings as indicated:
The Government is the United States Government.
The Department is the Department of the Navy.
The Secretary is the Secretary of the Navy or his authorized representative.
NAVSEA is the Headquarters of the Naval Sea Systems Command, and supersedes NAVSHIPS and NAVORD. Where the term
NAVSEA is used in these specifications in connection with letters, instructions, and manuals it shall be understood to include existing
non-cancelled documents still having NAVSHIPS/NAVORD/BUWEPS/BUSHIPS designation.
SPAWAR is the headquarters of the Space and Naval Warfare Systems Command.
Wherever such terms as "as approved" "for approval" or "as directed" are used without further qualification, it is the approval,
decision, or direction of the Supervisor that is intended.
The term Supervisor, as used in these specifications means the Supervisor of Shipbuilding, Conversion, and Repair, USN. Under
certain conditions the duties of the Supervisor may be transferred to a Contract Administration Services Activity of the Department of
Defense in which case that activity becomes the Supervisor. The Commanding Officer of the U.S. Naval Ship Repair Facility, Yokosuka,
Japan (SRF) is designated as Supervisor for the application of duties, responsibilities and authority for specifications herein. The Shipyard
Commander assumes the responsibilities and duties of the Supervisor for ships being overhauled in a Naval Shipyard.
A Contractor is a firm holding a prime contract with the Government for overhaul of the ship. For ships being overhauled in a Naval
Shipyard, the term "Contractor" shall be construed as referring to the Shipyard Commander.
Specification requirement - A statement of means or criteria (such as size, quality, or performance) governing process, materials,
constructions, repairs.
Supervisor Work Specifications are the specific work requirements authorized for the ship overhaul. This term is synonymous with
the term Bid Package.
Work items are items of authorized work identified in the Supervisors Work Specifications.
Standards are documents that establish engineering and technical limitations, application of items, materials, processes, methods, and
engineering practices.
Overhauled system - A system which is refurbished but not changed, except for replacement of defective equipment.
Modified system - A system where configuration is changed either through a change in the configuration of the equipment or
components comprising the system or by relocation of these equipments and components within the system.
New system - A system not previously installed.
Naval Ships' Technical Manual - NAVSEA S9086-AA-STM-000 (hereafter referred to as NSTM) - The NSTM provides technical
information and requirements for ships of the United States Navy. The various chapters of the NSTM contain detailed administrative and
technical instructions which amplify U.S. Navy regulations and other authoritative documents. The NSTM also provides information to
govern industrial activities in ship and equipment repair and overhaul.
Technical Repair Standards (NAVSEAINST 4160.2) (hereafter referred to as TRS) - A TRS is a technical document which provides
the minimum requirements and procedures for the overhaul of an item to a specified condition (as defined herein). The TRS is a standard,
not simply a procedure or a substitute for a technical or maintenance manual.
Unless otherwise specified, wherever the terms "installed," "fitted," "furnished," or "provided" are used, it is the intent of these
specifications that the Contractor shall provide and install or provide adequate onboard stowage for the equipment, as applicable.
Where the term overhaul appears, it shall be construed to include conversion when the ship using this specification is in fact
undergoing conversion. The term overhaul as used is intended to include work performed during Regular Overhauls (ROH), Complex
Overhauls (COH), Baseline Overhauls (BOH), Selected Restricted Availabilities (SRA), and Phased Maintenance Availabilities (PMA).
Where the term "existing ship" is referenced herein, it is intended to mean the ship under Contract.
Where the term "herein" is used, it is intended to mean these General Specifications for Overhaul of Surface Ships (GSO).
When reference is made herein to class of overhaul for ship systems and components, the following definitions apply:
Class A - Work that requires such overhaul or repairs, modifications, field changes, ORDALTS or SHIPALTS as will sustain or
improve the operating and performance characteristics of the system, subsystem, or component being repaired or altered to meet the "most
recent" design and technical specifications for that item. It is intended that the end product be in "like new" condition in appearance as
Section 042
S9AA0-AB-GOS-010
2004 Edition
well as in operation and performance. All manufacturers' and technical manual performance standards and specifications, unless
superseded by proper authority, will be met, as will all technical documentation. The repair activity will demonstrate that the end product
successfully meets all performance criteria specified by the governing specifications. Defining an overhaul as Class "A" means that all
actions required to meet the definitions are authorized. The definition is applicable to all components, subsystems, and systems whether
machinery, electrical, hull, electronics, or weapons.
Class B - Work that requires such overhaul or repairs as will restore the operating and performance characteristics of a system,
subsystem, or component to its original design and technical specifications. If it is required to restore the operating and performance
characteristics of an item to other than its original design and technical performance specifications, it must be so specified and the
performance criteria defined. SHIPALTS, ORDALTS, MACHALTS, field changes, and modifications, even if applicable, are not to be
accomplished unless specified by the customer. Maintenance, adjustment, and calibration routines specified by the applicable instruction
manual, unless superseded by authority, are required. The repair activity will demonstrate that the end product successfully meets all
performance criteria specified by the governing specifications.
Class C - Repair work on a system, subsystem, or component specified by the work request or that work required to correct the
particular deficiencies or malfunctions specified by the customer. The repair activity must demonstrate that the work requested has been
accomplished or that the conditions or malfunctions described have been corrected, but the repairing activity has no responsibility for the
repair or proper operation of the associated components of the equipment or for the operation of the system as a whole. The term Class
"C" is synonymous with the term "repair".
Class D - Work associated with the "Open, Inspect, and Report" type of work request in which the customer cannot be specific about
what is or may be wrong with the item. This class of work is intended to be diagnostic and thus may require various tests, followed by
inspection, to assist in a complete diagnosis. The repair activity will report findings, recommendations, and cost estimates to the customer
for authorization prior to any repair work. When requested by the customer, minor repairs and adjustments may be accomplished without
prior authorization to the extent specified.
Class E - Work required to incorporate all alterations and modifications specified for a designated system, subsystem, or component.
The repair activity will demonstrate the successful checkout of the work accomplished to assure compliance with the performance
standards established for the modification only to the extent of the work performed. When required by the customer, the repair activity
will conduct system tests to prove system operability through affected interfaces. Repairs, if any, are minor.
Repair - The word repair is synonymous with a Class "C" overhaul as defined herein.
Concerning Class "B" overhauls - The repair and refurbishment of systems, equipments and components is intended to restore items
to their original performance profiles and to assure the items will function properly without failure between ships overhauls. The class "B"
repair does not necessarily require all items to be restored to an "as new" condition. Therefore, sections of this GSO include repair
specifications and allowances for wear and use (i.e., Sections 300, 503, 505). These allowances for wear and use are provided herein for
use when there is no applicable Technical Repair Standard (TRS). Should a class "B" overhaul be required on an item and a TRS has been
developed, the Supervisor's Work Specification shall invoke the TRS.
042d. Referenced Documents
Documents which are referred to in these specifications or in documents referred to herein are of the types defined below and are
hereinafter termed "referenced documents". Referenced documents form a part of these specifications to the extent specified.
Standard drawing - A NAVSEA drawing identified as "Standard Drawing" which delineates arrangements or details of systems,
equipment, or components. No departure from a standard drawing is permissible without specific approval.
Type drawing - A NAVSEA drawing identified as "Type Drawing" which delineates or illustrates design features of systems or
components. No departure from any feature stated to be mandatory is permissible without specific approval. The illustrative features are
subject to detail design development to assure full compliance with these specifications.
Installation Control Drawing (ICD) - A drawing that sets forth information and interface characteristics for an item in terms of area,
weight, space, access clearance, drainage, mounting, ship service requirements, cleaning, testing, clearance, and pipe, waveguide, and
cable attachments required for the installation and co-functioning of the installed item with related items.
Design Data Sheet (DDS) - A NAVSEA document which contains material for information and guidance in the design or
modification of a ship's system or component. Design Data Sheets illustrate typical design and calculation methods and procedures which
are acceptable to the Government.
Government specification - A Government document identified as a Federal Specification (Fed. Spec.) or Military Specification
(Mil. Spec.) which describes the technical requirements for items, materials, or services, including the procedures by which it will be
determined that the requirements have been met.
Government standard - A Government document identified as a Federal Standard (Fed. Std.) or Military Standard, (Mil. Std.) or by
13 digit NAVSEA publication number, that establishes engineering and technical limitations and applications for items, materials,
processes, methods, design, or engineering practices.
Section 042
S9AA0-AB-GOS-010
2004 Edition
Industry standard - A document promulgated by recognized non-Government organizations (such as ANSI, or ASTM) that
establishes engineering and technical limitations and applications for items, materials, processes, methods, design, and engineering
practices.
Procurement of unclassified Military and commercial specifications and standards referenced in the Supervisors Work Specification
is the responsibility of the Contractor. Unclassified Military Specifications and Standards may be obtained from the Navy Printing and
Publication Office. Classified Military Specifications are available at the office of the Supervisor.
References Primary: Any document which is directly cited for use or application by an identifying number or name in these specifications
for each particular use or application for which it is so cited.
Sub-tier: Any document which is cited in a primary reference or in a document referenced therein.
Note that any individual document may be a primary reference in one instance, and a sub-tier reference in another. However,
in this instance, it shall be considered primary only for those particular uses or applications for which it is so cited.
042e. Other Requirements
Order of precedence - In case of inconsistency between these specifications and referenced documents, the following order of
precedence applies:
1.
Supervisor Work Specifications
2.
GSO Specifications
3.
Primary References (i.e., government specifications, NAVSEA standard and type drawings, authorized approved repair
standards, NAVSEA Standard Items and NAVSEA Standard Work Items.
4.
Sub-tier References
5.
(Where this specification is silent), Selected Record Data, Original Working Drawings and Original Ship's Detail
Specifications.
In any case, silence of one document with respect to details shown in another shall not be considered an inconsistency.
Notices, instructions, letters, publications, and standard and type drawings referenced herein form a part of these specifications and
shall be those in effect on the date specified in the Supervisors Work Specifications or in the overhaul Contract. If for any reason the
Contractor desires to use other than the effective issue or alternates of Industry, Federal or Military Specifications and Standards, or
NAVSEA standard and type drawings, he shall obtain Supervisor's approval.
The Contractor is responsible for carefully and critically reviewing drawings, (including SHIPALT drawings), if provided, and the
Supervisors Work Specifications immediately upon receipt. In case of error, omission, discrepancy, or lack of clarity in the drawings or
specifications, the Contractor shall promptly notify the Supervisor requesting clarification. Work performed, based on such an error,
omission, discrepancy, or lack of clarity, shall be at the Contractor's own risk.
Effective issue - The term "effective issue" refers to the issue of a referenced document, as revised or amended, which in accordance
with the requirements of this section, forms a part of these specifications. Reference is made normally only to basic Government
specification, standard, or drawing number, without prefix zeros or suffix letters or numbers which identify revisions or amendments.
However, the effective issue, revision, or amendment shall not be one whose terms of promulgation make it applicable only to agencies
other than NAVSEA. Department of Defense or government supplements forming a part of the industry standards apply when the basic
standard is invoked. The effective date of issue shall be as defined in the Supervisors Work Specification.
Wherever a primary reference is identified by both its basic number and by issue, revision, or amendment date or designation
including those for which specific exceptions are specified, such identified issue shall be the effective issue for the particular use or
application cited. Unless otherwise specified, the effective issue of other referenced documents shall be that in effect on the date indicated
in the applicable Supervisors Work Specifications.
Use of other than effective issues - The effective issues of referenced documents are those invoked by the Contract and as described
herein. In accordance with the procedures specified herein for use of other than effective issues, the Contractor may use document issues
other than the effective issues. In the event of the use of other than the effective issue, it is the responsibility of the Contractor to assure
that the item or material which is in accordance with a document other than the effective issue is not technically inferior to, and is
interchangeable as defined in Section 070 with that prescribed by these specifications, does not adversely affect logistic support, and does
not impair performance, life, safety, maintainability, and reliability. If use of other than the effective issue would result in any degradation
of the requirements of these specifications, the Contractor shall recommend action which will assure that the substitute item or material is
technically acceptable for the application.
Where primary references are referred to by citing a particular issue (including those for which specific exceptions are specified),
approval shall be obtained to use any issue other than the particular issue cited.
It is intended that repair and replacement of existing equipment and structure shall duplicate the existing installation. When it is not
practicable to duplicate the existing installation, applicable specifications and standards of a later date for equivalent work may be used
after approval of the change.
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Where other primary references are referred to only by use of the basic identification name or number (without citing a specific issue
date or designation), the Contractor may use a later issue (including a superseding issue of a different number) or, subject to written
approval, may use an earlier issue (including a superseded issue of a different number) than the effective issue. The Contractor shall notify
the Supervisor promptly upon electing to use such later issue and shall identify the expected impact of such substitution upon essential
system design parameters or components. If the Supervisor does not concur with the substitution, he will notify the Contractor in writing
within 20 calendar days of receipt of the Contractor's notice of election to use a later issue. It is understood that electing to use earlier or
later issues than those specified shall be at no cost to the Government. Where an earlier or later issue is used, it shall be used in its entirety
(that is, all requirements pertaining to a particular type or class), unless specifically approved otherwise.
Unless otherwise specified, these specifications do not prescribe effective issue requirements of sub-tier references.
Allowance List - The Contractor shall provide such data as may be required by the Supervisor to aid the latter in the preparation of
the allowance lists.
Departures - Departures from specifications shall be reported by the Contractor in accordance with MIL-STD-973.
042f. Overhaul Schedules and Reports
The Contractor shall prepare schedules necessary for the purpose of establishing an orderly and systematic overhaul program.
1.
These schedules shall include but shall not be limited to the following:
a.
A Principal Events Schedule for overhaul of the ship. This schedule should be prepared by the Contractor, with schedule
and actual dates listed for each item. These networks shall reflect to the maximum extent practicable the manner in which the total project
will be performed. Networks shall contain a NAVSEA provided set of milestone events together with sufficient detail to provide
intermediate check points at which progress toward each of these milestones can be measured. The number of NAVSEA provided
milestone events will be held to the minimum number required for effective management control, but in no case shall the required number
cause undue complication in computer updating of the basic networks. Should this condition arise, additional networks to accommodate
all milestone events, shall be developed and maintained, to facilitate computer updating. Networks shall be updated on a continuing basis
to reflect changing situations. Two copies of an updated complete set of networks shall be submitted to the Supervisor not later than 120
days prior to the start of the overhaul availability. Unless otherwise specified these networks shall be in PERT/CPM format.
b.
The Overhaul Contractor shall process the total network data and produce a report consisting of the NAVSEA provided
milestone events together with the scheduled date, expected date, latest allowable date and slack time (positive or negative) for each
milestone event. Slack time shall be shown in terms of working days. The milestone event report will be provided in three sequences: by
NAVSEA milestone event number and title; by scheduled event date; and by slack time. The milestone event reports shall be
accompanied by a narrative analysis of the four most critical paths and a statement of management action being taken or planned and other
comments as appropriate. The initial milestone report shall be submitted with the preliminary network.
c.
As a minimum, the Overhaul Contractor shall perform computer updating of basic network data to reflect current status,
as follows: (1) Under the initial (overhaul preparation) Contract, monthly. This will include, but is not limited to, re-estimates of time,
additions, deletions, completions, and changes to schedule dates. A revised milestone event report shall be provided from each updating.
Updated milestone event reports, together with supporting narrative statements, shall be submitted so as to arrive at NAVSEA not later
than seven calendar days after the cut-off date for the report data. The Contractor shall attend meetings for discussions concerning
scheduling and networks when requested by NAVSEA.
2.
A drawing schedule showing the required availability dates, current schedule dates, and final delivery dates of all drawings,
including vendor drawings. The schedule shall be maintained current and shall contain other data as approved by the Supervisor. The
schedule shall be submitted to NAVSEA as directed by the Supervisor.
3.
A schedule of required dates for Government Furnished Material (GFM), showing the dates on which this material is required
at the shipyard for fabrication, erection, or installation. This schedule shall contain other data as approved by the Supervisor. Schedules
shall include dates for technical support requirements.
4.
A material ordering schedule, as required by the Supervisor, showing the dates on which each item should be ordered, updated
to show current estimated and actual contract award dates, to meet the shipyard required dates as listed in the schedule of required dates for
material. This schedule shall contain other data as approved by the Supervisor.
5.
A technical publications schedule listing all Contractor-furnished technical manuals and books, including changes, or
modifications, as well as microfilm including a breakdown of types and categories thereof. This schedule shall indicate the estimated and
actual shipping date of preliminary and final publications to ships, follow yards (including appropriate Naval Supervising Activity) and
tenders. Where provision of a publication is dependent upon receipt of design or lead yard furnished publication, the estimated and actual
receipt date of the design or lead yard publications shall be shown. The schedule shall also contain a brief explanation for delinquency
including designation of activity responsible for current holdup and expected release date. The above schedule shall be submitted monthly
after the start of overhaul and shall contain other data as approved by the Supervisor.
6.
Test schedules shall be kept current with the progress of the work. As each item on each schedule is completed, this shall be
indicated, thus, these schedules will also serve as reports on the progress of the work. Similarly, if the Contractor encounters difficulty in
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meeting requirements or anticipates difficulty in complying with the contract schedule dates, this shall be indicated. Overhaul schedules
and reports required throughout these specifications shall be prepared.
7.
When it is determined by the Contractor that additional work or material procurement may be necessary in order to produce a
reliable or complete repair for a work item, a report containing supporting data shall be submitted as early as possible. Such reports shall
contain the name and hull number of the ship, job order and work item numbers, a description of the conditions found with supporting
data, recommendations, and a list of material required.
8.
NAVSEA may assist the Contractor in the preparation of required schedules. However, such assistance will not relieve the
Contractor of his responsibility for effective scheduling and timely completion of the ship.
9.
Post Overhaul Analysis Report - A post overhaul analysis shall be prepared after the end of each overhaul. This analysis
should identify significant problems (non-nuclear) encountered during pre-overhaul and overhaul periods.
The Contractor shall submit a report coincidentally with the departure report. Narrative analysis of critical items with management
action and the networks established in 042f form the basis for this report.
Specific areas of consideration are as follows, however, they are not intended to be all inclusive or to preclude other areas of
consideration.
a.
Estimated vs actual costs, limit to gross differences. Estimated costs are those provided by a Naval Shipyard in the
Overhaul Work Booklet, and for private overhaul yards as provided in the Contract Proposal. Actual costs are those provided in departure
reports.
b.
Performance for overhaul preparation and conduct.
c.
Performance analysis, including event identification, of early and late overhaul completion.
d.
Delineate areas of major shipwork where original plans for accomplishment were changed due to either infeasibility or
because a better way was found.
e.
Timeliness and accuracy of software and Long Lead Time Material (LLTM) product availability; or inadequacy and
resultant impact on overhaul.
f.
Impact of emergent or new work items on overhaul cost and schedule.
g.
Effectiveness of liaison arrangements, including Liaison Action Record (LAR).
h.
Recommendations for improvement of future overhaul work packages.
i.
Recommendations on minimizing material problems.
j.
Comparison of milestone/key events schedule versus actual accomplishment dates.
k.
Effectiveness of the Pre-Overhaul Test Program including recommendations where the Contractor is responsible for such
pre-overhaul testing.
l.
Innovative scheduling or work procedures used which contributed to reduction in time or cost.
m. Recommendations and/or corrective actions taken to preclude delays or cost overruns or both.
n.
Lessons learned and recommendations to improve planning and support (such as drawing or material delivery).
o.
Final material costs as compared to the initial material estimates, and impact statement due to inflationary trends.
p.
Impact upon final overhaul costs as compared to initial planning estimate due to changes in shipyard wage rate.
q.
Impact upon overhaul cost, mandays, and schedule due to major changes in technical and administrative requirements.
The intent of this analysis and report is to provide to management in NAVSEA, SUPSHIPS, PERA, Overhaul Yards, Planning Yards, and
Work Sponsors, solutions to critical problems arising in the actual pre-overhaul planning and overhaul conduct, thereby avoiding costly
and time-consuming efforts for solving problems in subsequent overhauls when solutions may already be available.
042g. Specification Change Procedures
Advance Change Proposals (ACPs) may be initiated by users of the GSO. GSO ACPs are to be submitted to Norfolk Naval
Shipyard (Code 240) and must provide the following information:
1.
Name of originating activity, address, organizational code, point of contact, phone number, and date prepared.
2.
Title of affected section.
3.
Number of affected section.
4.
Description of proposed change - explicit instructions as to what words, lines or paragraphs are proposed to be deleted and
what words, lines or paragraphs are proposed to be added must be provided in the ACP. The ACP originator should describe the change
exactly as he wishes to see it in print.
5.
Justification for the proposed change - a comprehensive discussion of either the problem the ACP intends to correct or the new
capability the ACP intends to provide. The nature of the defect, failure, incident, malfunction, shall be described in detail, substantiating
the need for change.
6.
Estimated cost impact per ship if the proposed change is implemented. If practical, the estimate should include total
installation costs (e.g., testing, Technical Manual update, Selected Record Data update).
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7.
Signature and title of submitting official. Norfolk Naval Shipyard will provide a technical review and forward
recommendations to NAVSEA. NAVSEA will evaluate proposals and will either approve them or will inform the submitting official that
the ACP will not be approved together with the reasons for disapproval.
Changes, as a result of NAVSEA approved ACPs, will be issued to all users of the GSO by Norfolk Naval Shipyard, Code 240.
NAVSEA field activities shall incorporate Changes into the basic GSO and Nuclear Supplement in accordance with the implementation
instructions of the Change.
042h. Correspondence
All correspondence of the Contractor with NAVSEA, however addressed, shall be submitted via the Supervisor.
In general, subjects relating to payments, changes, or delivery shall be covered by separate letters. Other subjects may be covered by
single letters. Section 085 contains requirements for correspondence concerning drawings.
The Contractor's correspondence shall be signed by his authorized representatives. The Contractor shall furnish the Supervisor with
lists of the names of these representatives.
All letters sent to the Supervisor by the Contractor shall be accompanied by the number of copies directed by the Supervisor.
042i. Purchase Orders
Copies of all purchase orders and changes thereto shall be furnished to the Supervisor upon request. Purchase orders shall contain
complete information as to applicable specifications and drawings, firm name, address of subcontractor or vendor, the location of the
material, if other than address above, time of completion, all tests and inspections required, and similar information.
An index of purchase orders shall be prepared and shall contain, but not be limited to, a listing of all Contractor-furnished equipment
and components which could be maintained by the replacement of parts or by a like component. For each item listed, the index shall
include the purchase order number, date of issue, nomenclature and end use of equipment, name of manufacturer, manufacturer model or
type number, and APL number as available. (See Section 083.)
Communications relative to purchase orders from a Contractor shall refer to the number and date of such order and shall give the
name or Government designation of the ship for which the material is intended.
If the applicable equipment specification does not contain Military Specification MIL-Q-9858, each procurement accomplished in
fulfillment of these specifications shall invoke Military Specification MIL-I-45208 or directly specify the following:
1.
Inspection and test requirements associated with the procurement do not relieve the vendor of his responsibility to provide a
high quality product which meets all specification requirements.
2.
If, during the overhaul, equipment fails to meet all Contract requirements, as determined either by Contractor or Government
inspections, the Contractor is financially responsible for correcting these conditions.
3. Navy inspection or exemption of inspection at source of manufacture will be in accordance with the requirements of the
Supervisor.
042j. Government-furnished Material (GFM)
All material that will be furnished by the Government will be included in a list separate from these specifications. This list will be
made a part of the Contract. All material required by these specifications and not included in the list of GFM shall be furnished by the
Contractor.
The following information shall be maintained for GFM: Ship's name and hull number, Job order and work item numbers, date
received, shipping document or Bill of Lading number and date issued.
GFM shall be received and accounted for only by those persons authorized to do so. The names and signatures of authorized persons
shall be submitted to the Supervisor. GFM shall be inspected by the Contractor upon receipt to verify conformance with description and
requirements in accordance with Section 070, and for possible shipping damage. When GFM is received directly, one signed copy of the
Shipping Document and one copy of the Government Bill of Lading shall be forwarded to the Supervisor.
The Contractor shall unload GFM shipped to him, shall do cleaning necessitated by exposure in transportation, shall remove
temporary preservative at appropriate time, shall handle, care for, assemble, and store such GFM.
All articles and equipment furnished by the Government shall be installed by, or have satisfactory stowage aboard ship provided by,
the Contractor. The Contractor shall furnish all labor and material, including wiring, piping, and accessories necessary for their installation
and performance or stowage.
Where an item furnished by the Government is intended as a part of a system or assembled equipment, the Contractor is responsible
for satisfactory operation of the system or assembly as a whole.
GFM identified as a repairable item in job summary of a work item are kind-in-kind replacement for installed item. The item to be
replaced shall be packaged and crated for shipment and delivery to the Supervisor at the earliest opportunity. Packaging and crating shall
be equal to that used for the GFM provided by the Government. Special requirements for early unshipping of equipment will be included
in the Work Item.
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Material purchased from the Government under the "Cash Sale" procedure and not incorporated into the end product being procured
under the Contract, or consumed directly in the performance of such Contract, shall be returned to the Government at the Contractor's
expense in the same condition as received. Material permanently removed from the ship for replacement, substitution, or elimination,
whether serviceable or not, including equipment units, parts and items determined by the Supervisor to be of value to the Government shall
be inventoried, marked with ship's name and hull number, Job order and item number, and item description in preparation for shipment to
the Government. All such material returned to the Government shall be inventoried and a copy of the inventory sent to the Supervisor.
042k. Outfitting Material
In addition to Schedule "A" material, a list of outfitting material for which storage required will be provided by the Government at
least 6 months prior to delivery.
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SECTION 045
CARE OF SHIP DURING OVERHAUL
045a. Scope
This section contains nontechnical requirements for the care of ship during overhaul, repair, and alteration. Unless otherwise
directed, the following requirements shall be complied with for ships entering an industrial availability. General care of the ship and
surrounding area requires surveillance 24 hours per day, 7 days a week.
045b. General
All parts of the ship including, but not limited to, structure, deck coverings, fittings, equipage, outfit, furniture, insulation, paint
work, boilers, machinery, auxiliary systems, appliances, and apparatus shall be maintained in a satisfactory condition during the entire
period the ship is in the Contractor's possession. Appropriate measures shall be taken, where necessary or if directed by the Supervisor, to
keep to a minimum wear and damage incident to overhaul, and to prevent corrosion or other deterioration, especially to unpainted,
polished, and moving parts. Unless otherwise specified herein, piping, machinery, and equipment subject to freezing shall be kept drained,
except during tests and trials.
Special measures shall be taken during the overhaul period to keep the ship's ventilation ducts clean by installing temporary filter
material over each system.
Equipment, prefabricated parts, furniture, and items such as lines and canvas, which are stowed in warehouses or on piers during the
ship overhaul period shall be thoroughly examined for and rid of mold, fungus, or vermin before being placed on board.
Machinery and Equipment - The Contractor is responsible for the care of all machinery, repair parts, and equipment, whether
furnished by him or by the Government. Electric and electronic equipment and machinery shall at all times be protected against dust,
moisture, or other foreign matter and shall not be subjected to temperatures above or below their designed limits. Any item allowed to
deteriorate, due to lack of care in storage as indicated above, may be subjected to tests at the Contractor's expense to determine its
condition and, if necessary, repair or replacement. Replacement or repair of Government-furnished material damaged because of improper
care, stowage, or handling by the Contractor, between the time of receipt and the time of completion of overhaul, shall be accomplished at
the expense of the Contractor.
The Contractor shall maintain environmental conditions to protect all machinery and equipment against dirt, dust, moisture or other
foreign matter from the time of receipt to the completion of the overhaul, as approved by the Supervisor, to prevent damage and
deterioration. Any item or system allowed to deteriorate or suffer loss of cleanliness, may be subjected to tests at the Contractor's expense
to determine its condition and necessity for repair or replacement.
All preservatives applied by the manufacturer shall be left intact (or replaced if necessary) until installation of the machinery or
equipment on the ship. If removal of the preservative is necessary for testing the machinery or equipment prior to installation, the
Contractor shall represerve in accordance with applicable specification and protect the machinery or equipment until installed.
All unpainted machinery parts, both interior and exterior, shall be adequately protected against corrosion and deterioration during the
interval between manufacture and placing in service onboard ship. Unless otherwise recommended by the equipment manufacturer, all
preservative on working parts shall be thoroughly removed prior to operation of the machinery or equipment. Unless otherwise specified
herein, machinery which will contain water when in service shall be kept either dry or entirely filled with water. Machinery so filled shall
be kept from freezing. NAVSEA S9086-HK-STM-101/CH-241, Naval Ships Technical Manual Chapter 241 shall be followed to prevent
rusting of propulsion gears. Dehumidified air shall be circulated if this proves more effective.
If unpacking is necessary for any reason, equipment shall be repacked, as approved by the Supervisor, to prevent deterioration and to
provide adequate protection until the equipment is installed.
Freshwater in diesel engine cooling systems shall be chemically treated in accordance with publication, NAVSEA S9086-HB-STM010/CH-233.
The Contractor shall prepare and maintain a material history for Contractor-furnished and Government-furnished equipment in
accordance with publication, NAVSEA 0901-004-0001. The material history shall be turned over to the Supervisor for transmittal to ship's
force at end of overhaul. Appropriate NAVSEA forms will be provided by the Supervisor upon request.
Drydock work period - The Contractor shall provide a certified dockmaster and drydock facilities including railways adequate for the
type of work to be accomplished and certified safe in accordance with MIL-STD-1625. The Contractor shall be responsible for the safe
docking and undocking of the ship (in accordance with the ship's docking plan) and its condition of stability when waterborne.
Prior to any docking or undocking of the ship, the Contractor shall prepare written procedures for the particular ship and a
certification of dockmaster. These procedures shall be submitted to the Supervisor for approval.
Should there be any evidence that the ship has been strained or damaged during undocking, the ship shall be drydocked immediately.
Grounding - Precautions shall be taken to ensure that the ship does not ground at any time. Should grounding occur, the Supervisor
shall be notified promptly, and the ship shall be drydocked, if requested by the Supervisor, for thorough examination. A detailed report
shall be made for damage covered by insurance, or which may become the subject of any inquiry.
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Repair of damage - The Contractor shall repair all damage resulting from collision, docking, fire, corrosion, or other causes, to the
extent provided in the Contract. A detailed report shall be made for damage covered by insurance, or which may become the subject of an
inquiry.
045c. Fire Protection
Fire zone boundaries shall be designated by the Supervisor, with the concurrence of the ship's designated representative responsible
for fire protection and damage control, prior to start of overhaul work. Existing transverse watertight, airtight and fume-tight bulkheads
shall be used on ships built prior to the requirement for fire zones. Where ships have fire zones by design, the designated bulkheads shall
be used. The fire zone boundary shall be continuous throughout the vertical extent of the ship, from keel up to flight deck on carrier-type
ships and from keel up to main deck on other ships. On carrier type ships, where hangar deck arrangement makes this impractical, a means
should be provided to close the hangar division doors in case of fire. Ships equal to or over 600 feet in length with two or more machinery
spaces shall group those spaces together and divide that group into at least two groups by a fire zone boundary. The following table shall
be used as a guideline in establishing fire zone boundaries:
Ship Length
Minimum Number of
Fire Zone Boundaries
2
3
Under 600 feet

600 feet and over
Each fire zone shall be identified by installing a sign adjacent to each entrance.
The Contractor shall install and remove temporary services penetrating fire zones, maintain fire zones and maintain records of the
fire zones. Ship's force is responsible for setting fire zones in the event of a fire. Temporary access cuts may be made in fire zone
boundaries if they are provided with fume-tight closures. Service lines shall not be run through fire zone boundaries unless quick
disconnects are installed in temporary service lines at the opening, door or closure and must be securable within three minutes, and written
authorization for the service line is made. Rigging of hoses, welding leads and temporary lights shall be kept clear of the decks on
temporary "trees" or brackets and be arranged to minimize tripping and other safety hazards. Passageways shall be kept clear of
obstructions. Boundary degradation shall be permitted only upon granting written waiver for a limited time, jointly authorized by the ship
and the Contractor. An up-to-date record of boundary openings and their locations shall be kept aboard ship by ship's force. On ships with
three or less accesses to each machinery space, at least one access shall remain unobstructed for use as an escape route, and for ships with
four or more accesses to the machinery spaces, at least two accesses shall remain unobstructed for use as an escape route.
Seawater Supply - Seawater for firefighting in both drydock and wet berth shall be provided to the ship through sufficient 2 1/2-inch,
3 1/2-inch, or 4-inch size hoses to efficiently carry capacities specified by Table 1. These requirements shall be in addition to saltwater
required for flushing and cooling, and shall be available upon demand within 3 minutes. Examples of additional seawater requirements are
water supply for sanitary flushing, electronic cooling, air conditioning, foundry cooling, eductor operations, and berthing barges. (See
Table 2 for estimating cooling and flushing loads.) The number of hoses connected to the ship to meet fire protection needs shall be
determined by dividing the water supply capacity from Table 1, plus cooling and flushing loads by the hoseline capacity from Table 3 for
length of hose to be used. Maximum use of the ship's installed shore firemain connections shall be made to avoid supply through ship's
fire plugs and corresponding elimination of fire plug service. Where shore supply must be connected to ship's fire plugs a tri-gate hose
connection furnished with the ship's P-250 pumps can be used to permit fire plugs to remain in service while also acting as shore firemain
connections. The number of hoses connected to the ship from pier shall not be reduced when ship's pumps become operational unless the
installed pumping capacity of the ship can meet the entire fire protection water supply requirement of Table 1.
Section 045
TABLE 1
FIRE PROTECTION WATER SUPPLY REQUIREMENTS
SHIP TYPE
AD
ADG
AE
AF
AFS
AG
AGEH
AGF
AGFF
AGM
AGMR
AGOR
AGP
AGS
AH
AK
AKS
AKR
ANL
AO
AOE
AOG
AOR
AP
APB
AR
ARB
ARC
ARG
ARL
ARS
ARSD
ARST
ARVA
ARVE
ARVH
AS
ASR
ATA
ATF
ATS
AVM
CV, CVN
CG,CGN
DD
DDG
Destroyer Tender
Degaussing Ship
Ammunition Ship
Store Ship
Combat Store Ship
Miscellaneous Auxiliary Ship
Hydrofoil Research Ship
Miscellaneous Flagship
Frigate Research Ship
Missile Range Instrumentation Ship
Major Communications Relay Ship
Oceanographic Research Ship
Gunboat Support Ship
Surveying Ship
Hospital Ship
Cargo Ship
Store Issue Ship
Vehicle Cargo Ship
Net Laying Ship
Oiler
Fast Combat Support Ship
Gasoline Tanker
Fleet Replenishment Oiler
Transport Ship
Self-propelled Barracks Ship
Repair Ship
Battle Damage Repair Ship
Cable Repair and Laying Ship
Internal Combustion Engine Repair Ship
Landing Craft Repair Ship
Salvage Ship
Salvage Lifting Ship
Salvage Tender
Aircraft Repair Ship
Aircraft Engine Ship
Helicopter Tender
Submarine Tender
Submarine Rescue Ship
Ocean Tug
Ocean Tug Fleet
Salvage and Rescue Tug
Guided Missile Ship
Aircraft Carrier
Guided Missile Cruiser
Destroyer
Guided Missile Destroyer
S9AA0-AB-GOS-010
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*FLOW, GAL/MIN
1500
500
1500
1500
1500
1500
500
2000
1000
1500
1500
500
2000
1000
1000
1500
1500
1500
500
1500
1500
1000
1500
1000
500
1500
500
1000
1500
1000
500
500
1000
1000
1000
1500
1500
600
500
500
500
1500
3000
1000
1000
1000
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TABLE 1
FIRE PROTECTION WATER SUPPLY REQUIREMENTS (Continued)
SHIP TYPE
*FLOW, GAL/MIN
FF
FFG
FFR
IX
LCC
LFR
LHA xx
LKA
LPA
LPD xxx
LPH xx
LPR
LSD xxx
PTF
YRB
YRBM
YRBL
LST xxx
MCS
MSC
MSF
MSH
MSI
MSO
MSS
PCH
PG
PGH
PHM
Frigate
Guided Missile Frigate
Radar Picket Frigate
Unclassified Miscellaneous
Amphibious Command Ship
Inshore Fire Support Ship
Amphibious Assault Ship
Amphibious Cargo Ship
Amphibious Transport Ship
Amphibious Transport Dock
Amphibious Assault Ship
Amphibious Transport-Small
Landing Ship Dock
Fast Patrol Crafts
Repair and Berthing Barge
Repair, Berthing and Messing Barge
Repair, Berthing and Messing Barge (large)
Landing Ship Tank
Mine Countermeasures Ship
Minesweeping Coastal Ship
Fleet Minesweeper Ship
Minesweeper-Hunter
Minesweeper-Inshore
Minesweeper-Ocean
Minesweeper-Special
Hydrofoil Patrol Craft
Patrol Combatants
Hydrofoil Gunboat
Hydrofoil Missile Patrol Combatants
1000
1000
1000
1500
1000
500
2500
1500
1500
1500
2500
500
2000
500
500
500
500
1500
1000
500
500
500
500
500
1000
500
500
500
500
xx Includes supply to operate two hangar sprinkler groups and two 2 1/2-inch hoselines.
xxx Includes supply to operate one sprinkler group and two 2 1/2-inch hoses.
*
All flows are from the pier or drydock outlet and are available at adequate residual pressures from those systems in compliance with
present design criteria for drydocks and piers as reflected in NAVFAC design manuals (DM-29 and DM-25).
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TABLE 2
SANITARY FLUSHING UNITS
1 - 50
51 - 100
101 - 150
151 - 200
201 - 250
GAL/MIN
50
70
90
100
110
CENTRAL AIR CONDITIONING

PLANTS AND PACKAGED AIR
CONDITIONING UNITS
1 TON
GAL/MIN
5
TABLE 3
HOSE CAPACITY, GAL/MIN*
SIZE, IN.
LENGTH
2-1/2
3-1/2
4
100 FT.
300
750
1000
150 FT.
200 FT.
250 FT.
225
600
825
200
500
700
175
450
650
*Based on 20 psi total friction loss.

Work shall be planned and executed in such a manner that permanent fire fighting systems will be out of service for the minimum
amount of time.
Preference shall be placed on utilizing a ship's permanent firemain piping system with associated fire plug coverage and installed
sprinkling systems rather than a shipyard furnished temporary firemain. Firemain gages provided and utilized during overhaul shall be
calibrated and in proper working order. Where temporary firemains are necessary, they shall be equipped with a minimum of two
segregation valves between shore supply feeders. Additional segregation valves shall be placed in the remainder of the firemain loop so
that the maximum distance between any two adjoining valves does not exceed 200 feet. Where water supply to lowermost compartments
is provided through fire hoselines dropped to hose stations, those lines shall be valved at the source of supply and the lines unpressurized to
preclude inadvertent flooding. Pressure gages shall be installed at the midpoint of the temporary main.
For ships other than carrier type ships, where fire hose coverage cannot be provided by using the ship's installed fire plugs supplied
from the ship's permanent firemain or a temporary firemain piping system, hose manifolds shall be located on the weather deck or on any
lower deck where flooding due to a ruptured hose could be tolerated. Water supply to hose valve manifolds shall be via 2 1/2 inch jumper
hose lines from pier outlets. Hose valve manifolds shall be provided in sufficient numbers such that all parts of the ship can be reached by
at least two 100 foot hoses. Where coverage of the lowermost compartments is impossible with 100 feet of hose, unpressurized 2 1/2 inch
drop lines, supplied from the manifolds, with 2 1/2 inch by 1 1/2 inch by 1 1/2 inch wye-gate fittings shall be rigged to lower levels. 1 1/2
inch hoses and nozzles shall be preconnected and faked on racks nearby. Activating instructions shall be posted by the manifold.
Manifolds shall have at least four valved outlets of 1 1/2 inch size. One hundred foot lengths of 1 1/2 inch hose shall be preconnected to
two of the manifold outlets and the hose faked on portable hose racks. Hoses shall be equipped with 1 1/2 inch combination straight
stream and spray pattern nozzles having a spray pattern capacity of approximately 60 gal/min at 100 psi. Where weather and flow
conditions are such that freezing may occur, a recirculation capability from each manifold back overboard in a safe location shall be
provided. Where a permanent or temporary firemain piping system is used aboard ship, water shall be discharged from at least one fire
hose immediately after installation at a location remote from the water supply connection to verify valves are not secured or obstructions in
the piping system are not present. This requirement shall apply when the ship is in drydock as well as wet berth.
Annual water flow rates for firefighting systems at piers and drydocks serving ships in overhaul shall be performed by a competent
authority to verify that water supplies specified are available.
All mobile office trailers placed aboard carrier type ships, such as LPH, LHA, LHD and CV shall have sprinkler systems. The
sprinkling system shall be designed for 0.1 gal/min square foot and shall utilize automatic sprinkler heads. Operation shall sound an
audible alarm outside the trailer.
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A fire alarm system shall be installed on the quarterdeck (as designated by ship's representative) and arranged to send a signal
directly to a central station service, a remote station service, a cognizant fire department, a shipyard fire department, or a continuously
manned location within the shipyard where trained operators can take immediate action to transmit an alarm.
The means to summon the fire department from within the shipyard shall consist of a direct electrically supervised circuit to the fire
department or manual operation of a cognizant fire alarm box within 50 feet travel distance of the centrally manned location. Shipyard
furnished fire alarm systems shall be reliable, use electrically supervised circuits and provide facilities at the centrally manned location for
making daily tests of the system. Defective or inoperative alarms shall be repaired or replaced immediately. Fire alarm devices placed
aboard ship shall be either a fire alarm pull box or a non-dial telephone. In addition, a dial telephone shall be placed on the quarterdeck as
an alternate means of calling the cognizant or shipyard fire department.
For all ships not possessing an Operational Damage Control (D.C.) Central, a suitable equivalent shall be provided. If D.C. Central
is not relocated to another space within the ship, then it may be established off the ship in a portable building within close proximity of the
ship. D.C. Central shall function as a command post for directing fire fighting operations of both military and civilian personnel.
Facilities within the space should include, but not be limited to: (a) telephones for communicating to the shore and internally within the
ship, (b) the Ship's Damage Control Books and Plates, and (c) fire zone boundary status. For all ships that do not possess an operational
general announcing system, a temporary system with equivalent speaker coverage shall be installed.
Hot work shall only be conducted after a written notice for each job or separate area of hot work aboard ship is provided and a fire
watch posted. The notice shall state a description of the work to be done, the location of the work, the time hot work will commence, the
current gas-free status of the area, the absence or existence of combustible material in the vicinity of the operation, and if combustible
material exists, the action taken to protect the material from fire, the provision and assignment of a fire watch, and affirmation that
conditions at work site (ventilation, temporary lighting, accesses) permit the fire watch to observe all areas where the hot work constitutes
a fire hazard. The notice shall affirm that a suitable fully charged fire extinguisher is available at the job site and provide for an inspection
of the area 25 to 35 minutes after completion of the hot work or the cessation of hot work at the job site as the final action to complete the
notice. The notice shall be signed by a supervisor specifically designated as responsible for coordination of hot work and fire watch
requirement. Delivery of the notice to the Commanding Officer shall precede the initiation of the actual hot work. The notice shall be
effective for 24 hours unless a shorter period is specified in the contract or the gas free status of the work area or system required stopping
the work. A new notice is required if work is interrupted due to loss of gas-free status. Unless otherwise provided for, the ship's
Commanding Officer shall provide personnel for fire watches, in addition to those required of the Contractor.
All fire watches shall undergo a training program that covers their responsibilities, use of fire extinguishing and other required safety
equipment, inspection of immediate and surrounding areas before, during and after hot work, assigned station during actual hot work,
method of communication between fire watch and hot work operator, the appropriate reporting procedure for a fire while assigned as a fire
watch and the sounding of fire alarms.
Work shall not be conducted in closed or poorly ventilated spaces subject to the risk of fire, explosion, exposure to toxic substances,
suffocation or asphyxiation, until all test and procedures conducted by either a certified gas-free engineer (in naval shipyards) or a certified
marine chemist have been completed. In addition, gas freeing procedures used by the Contractor shall be provided to the Supervisor prior
to the start of hot work and shall meet, as a minimum, the requirements of OSHA Safety and Health Regulations, Volume 119, Part II,
dated June 19, 1974 as well as National Fire Protection Association (NFPA) Standards 51B, 312 and 306. In addition, a certified Marine
Chemist(s) responsible for preparing certificates required by the referenced OSHA Safety and Health Regulations shall be designated and a
copy of his/her certificate shall be posted at a minimum of two locations on the ship designated by the Supervisor. A copy of the
Department of Labor Form OSHA 73, "Designation of Competent Person" shall be forwarded to the Supervisor as shall any changes of
such competent persons.
The responsibilities for prevention of fire described in the referenced OSHA Safety and Health Regulations and NFPA Standards,
together with the assignment of each of those responsibilities to personnel under cognizance of the Contractor and the specific procedures
by which they will be carried out, shall be delineated. Such procedures shall describe the method for assignment of additional fire
watches, and for the supervision and control of such additional personnel and for specific assignment of these fire watches.
Flammable compressed gas cylinders placed aboard ship shall be minimized. When circumstances allow, locate supply on the pier
and furnish gases from a header to manifolds on the ship. When gas cylinders are required to be placed aboard ship, limit the number to
those actually being used and rigged with gages and hose. In order to allow personnel to replenish their gas supply, additional gas
cylinders, not to exceed one-half the number of in-use cylinders, may be located in a remote area on the ship's weather decks.
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Fifty-five gallon or larger drummed quantities of flammable liquid with minimum specification flash point of 150 degrees F. or less
shall ONLY be permitted aboard ship during TEMPORARY operations such as flight deck resurfacing in an approved fuel storage tank
placed in an approved location on the flight deck. Flammable liquids brought aboard in smaller approved containers including degreasers ,
solvents and fuels shall be kept topside in safety cans when not in actual use or when left unattended and shall be limited to one day's
supply and shall not be stored aboard ship. The use of equipment-moving vehicles fueled by gasoline, propane or other flammable gases
shall be restricted aboard ship except where no suitable alternate is available. Fueling operations shall be conducted at designated sites on
exposed weather decks. All fuel shall be transferred aboard ship in approved safety containers. Direct fueling of vehicles aboard ship
shall be avoided but may be utilized during operations such as flight deck resurfacing via an approved fuel storage tank on the flight deck
provided the following safety precautions are maintained:
> Fuel tank used will be either of double wall construction or have integral cofferdam sized to exeed tank capacity. Therefore, double
casualty is required for uncontrolled release of liquid fuel.
> Fuel tanks will be located in area open to atmospereon flight deck and not in confined spaces where a build up of fuel vapors would
be of concern.
> Fuel tanks are to be inspected and verified to meet safety requirements by safety personnel.
> Perform and document weekly inspections of the fuel tanks.
> Two chemical fire extinguishers provided for each fuel tank.
> Signs posted at each tank designating ownership and contact numbers in the event of an emergency.
> Oil absorbent material staged at each fuel station.
Metal coamings 4 inches high, tack welded and caulked to the deck, shall be installed around all through deck access openings in the
main deck and shall serve to control flammable liquid spills. Where waivers are necessary, they shall be jointly authorized, for a limited
time only, by the shipyard and the ship's designated representative responsible for fire protection and damage control, and consideration
shall be given for retention of coamings at a height less than 4 inches.
Combustible crated material and equipment incidental to an overhaul shall not be stored in interior to a ship in excess of one work
shift's supply. The intent is to uncrate and off-load all such crating materials by the end of the work shift. Storage of material aboard ship
shall be limited to that which is required for work in progress. Such storage shall be located in areas that do not interfere with access to
fire fighting equipment or personnel access.
Where equipment and materials, including that stowed in bins, is placed and held temporarily on hangar decks, well decks or tank
decks, a limit of 8 feet shall be established for high piling stock. A twenty-foot-wide lane should be kept free and clear at all times.
Material shall occupy a deck space not to exceed 25 feet by 25 feet with adjacent six-foot-wide aisles on all sides for ready hoseline
access.
The use of wood shall be minimized to reduce fire hazard. Where wood is used in the form of plywood, or for platform or scaffold
planking aboard ship or in the vicinity of the ship, such wood shall be procured with a fire retardant treatment in accordance with MIL
SPEC MIL-L-19140, Type II Treatment and Category 2 marking. Pieces cut from scaffold planking need not be remarked or rebranded.
Pieces larger than about 1 square foot which are cut from plywood shall show some part of the original mark of staining or shall be
remarked to distinctly indicate that it is fire retardant heated.
Fireproof or fire-resistant covering such as fireproofed canvas, fire-resistant synthetic fabrics, noncombustible fabrics, metal covers,
or other suitable materials, shall be used to protect intricate and vulnerable items of machinery and equipment from falling sparks or other
potential sources of fire.
Fire resistant coverings shall be secured prior to commencing hot work to adequately protect piping equipment. Combustible fabrics
shall be treated and tested in accordance with NFPA Standard No. 701. Fire resistance tests shall be performed and material marked with
Symbol "FR".
A safety and housekeeping inspection shall be conducted on a daily basis whenever work is in progress and shall be made jointly
with the Shipyard or Supervisor or their designated representative and the ship's representative. A written report of the discrepancies and
corrective action to be taken shall be prepared by the Contractor and copies distributed to the Supervisor and Commanding Officer of the
ship within four hours after completion of inspection.
A fire bill will be posted on the quarter deck on the ship and elsewhere as needed. The bill shall describe how to turn in an alarm and
actions to be taken by shipyard workers in case of fire.
Gangways
1.
Provide one gangway located at the ship's quarterdeck.
2.
Provide two additional gangways, one forward and one aft. Gangways and landing platforms shall be a minimum of 3 feet in
width and be designed and constructed to support a minimum load of 75 pounds per square foot. The entire length of gangways and
adjacent areas shall be illuminated with weathertight lights, shielded to prevent temporary blinding of personnel.
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3.
Safety nets shall be installed under gangways and platforms that are not fitted with side rails having a vertical height of 42
inches nominal and metallic meshing or similar material with small openings (approximately 1/2 inch) between the top of the rail and the
gangway platform deck. Safety nets, when used, shall extend 6 feet beyond each side of gangways and platforms.
4.
Gangways shall be maintained free of debris, ice, snow and foreign matter.
Portable 15-pound carbon dioxide fire extinguishers shall be the primary means of fighting fires in way of those compartments which
contain components or piping made of materials subject to stress corrosion. Freshwater supply and adequate hose for complete coverage
shall be available for use in the event that the fire cannot be controlled by carbon dioxide extinguishers.
Shipyard fire fighting doctrine shall include adequate preplanning for a probable fire aboard ship. Preplanning shall cover response
procedures that ensure the Senior Shorebased Fire Officer and his party responding to a ship fire will report to the ship's quarterdeck, ask
for the Command Duty Officer and advise that he is ready to assist. If the ship desires assistance, the shorebased fire officer and his men
shall commence operations under the supervision of the ship's Command Duty Officer. The senior member of the shorebased fire
department will make recommendations to the Command Duty Officer concerning all aspects of fighting the fire and will retain direct
supervision of his own personnel. In the event the Command Duty Officer aboard decides that the shorebased fire department (SBFD)
should stand by, he will ensure that the senior member of the SBFD present promptly inspects the area of the fire. On completion of
inspection of the fire area, the senior member of the SBFD will make his recommendations to the senior officer onboard. Both the
Commanding Officer of the ship and the Shorebased Fire Chief are each responsible for safety of their men. If at this time, the ship
decides that the SBFD will continue on standby, then the senior member of the SBFD may notify the higher authority having jurisdiction
of the situation. When the ship is in a Naval Shipyard, this authority is the Shipyard Commander. When the Ship is in a private shipyard
this authority is the Senior fire chief from the cognizant fire department. This officer will proceed to the scene of the fire and, in
consultation with the senior officer onboard, determine the best course of action to fulfill the responsibilities of the Commanding Officer of
the ship and the shore authority in controlling damage. For overhauls undertaken in private shipyards, a fire prevention pre-fire planning
conference will be held within 5 days after arrival of the ship at the Contractor's facility. The cognizant fire department whose jurisdiction
includes the contractor's facility shall be notified in writing of the projected date for ship arrival in the Contractor's facility. Notification
shall include name of ship, hull number, size of crew and planned ship's berthing at the time of entry into the contractor's facility.
Representatives of the cognizant fire department shall be invited to attend this conference and to meet with representative of the
Contractor, the SUPSHIP, and the ship to establish liaison and to review the fire fighting plan. The purpose of the conference is to
familiarize (a) the ship's force with the Contractor's procedures for fire fighting and fire prevention, (b) the ship's force with procedures
that will be in use by cognizant fire fighting organizations, (c) the Contractor and cognizant fire fighting organizations with the ship
arrangement, shipboard fire prevention fire fighting systems equipment and organization, and (d) all parties with the scope of work and
ship conditions that have significance in fire prevention and fighting. With the concurrence of the cognizant fire department, tours for their
benefit shall be conducted on the ship and on berthing facilities afloat in order to provide familiarity with conditions of a ship in overhaul.
Tours shall be conducted by ship's force (preferably the Damage Control Assistant) and shall be offered initially at the time of preplanning
and once again when equipment access cuts have been made and the ship is in a disrupted state. Schedule for these tours shall be
established on a not-to-interfere-with-production basis and when possible shall include personnel from different work shifts to effect
maximum exposure. The fire fighting and fire prevention plan shall be as required by the contract and the conference shall cover:
1.
Name, type and location of ship and shipyard.
2.
Duration of time for which the ship will be at drydock or wetberth locations, or both.
3.
Response procedures.
4.
Manning practice including size and location of duty watch and proximity of crews berthing quarters to the ship.
5.
Designation of senior inport fire party personnel.
6.
Ship security requirements.
7.
Method of transmitting fire alarm from ship to fire department.
8.
Nature of industrial work to be accomplished.
9.
Expected status of ship including equipment access cuts, type and location of temporary services; status, location and means of
operating ships communication and firemain systems.
10. Water supply to the ship including type and location of saltwater and freshwater hydrants, pumper suction hydrant connections
and where installed fireboat connections.
11. Pumper drafting location.
12. Communication between command post, quarterdeck, shipyard fire pumps and fire fighting forces.
13. Ship arrangement including frame and deck numbering systems, and access routes.
14. Designation and availability of shipyard personnel and assign them to the ship, to stand by fire pumps if needed, and to rig
temporary services such as lighting, ventilation, cutting torches and dewatering equipment.
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15.
16.
Designation of shipyard or ship's force, or both, personnel to secure temporary services from the pier or on the ship.
Designation of ship's force personnel to advise the cognizant fire department regarding changes in stability and buoyancy due
to the accumulation of fire fighting water.
Shipyard fire regulations shall provide preplanning for a probable fire aboard ship. Preplanning shall ensure that the fire department
(a) supplies back-up assistance for answering a second fire while on stand-by assignment, (b) receives all calls from a ship for fire
department assistance as a working emergency requiring the presence of the fire department, (c) assures that senior members of the fire
department establish liaison with senior in-port fire party personnel designated by each ship undergoing an overhaul, (d) ensures at least
one fire drill involving ship's force and the shipyard fire department be conducted aboard all ships undergoing overhaul early in
availability, and that a follow-up drill be conducted if either the ship or shipyard considers the drill unsatisfactory, (e) ensures shipyard
personnel are designated to stand by and monitor shipyard fire pumps, rig temporary services such as power, ventilation or cutting tools,
(f) ensures fire boats are available and accessible, (g) ensures provisions are made for communication between the fire house and ship.
An up-to-date set of industrial shipboard fire regulations shall be maintained. The Contractor's fire protection program for each ship
overhaul shall be forwarded to the Supervisor for review and approval. That program shall address, as a minimum, facilities for fire
fighting, fire signaling, storage and handling of hazardous materials, inspections, control of hot work and gas freeing procedures,
Contractor organization and fire fighting personnel.
The responsibility for placement and maintenance of shipyard fire regulations. The roles, including coordination, of Ship
Superintendent, Repair Superintendent, Production Safety Advisor, Shipyard Safety Office and Shipyard Fire Department, as it relates to
fire protection in overhaul, shall be maintained in shipyard fire regulations.
Firefighting systems: The ship's permanent firefighting systems or equivalent portable facilities provided by the ship or by the
industrial activity shall be maintained in a ready-for-use condition during the entire availability. Ship's Force or industrial activity shall
provide a fire watch for all shipboard burning and welding operations.
During transit from drydock to wet berth, all ships without installed pumping and dewatering capability shall maintain portable
saltwater pumping capability. Retention of gasoline in the fuel tanks of portable P-250 fire pumps is acceptable.
045d. Tagout Requirements
The Supervisor and the ship's Commanding Officer shall agree to the formal procedure for accomplishing tagouts. The tagout
procedure shall be formal in nature, familiar to both the Contractor and ship's force, and shall include the requirements of OPNAVINST
3120.32, paragraph 630.17, a copy of which will be furnished by the Supervisor upon request. The tagout procedure used will include
those installed devices which are used to prevent flooding such as blanks, cofferdams, and plugs. Pre-position material for flooding
control shall not be included under the provisions of the tagout procedure.
045e. Flooding Protection During Overhaul
General - A comprehensive and effective system of flooding detection, prevention, and control shall be maintained during the times
the ship is waterborne. A copy of the flooding protection organization chart and instructions shall be submitted by the Contractor to the
Supervisor prior to arrival of the ship at the overhaul site. The flooding organization chart and instructions shall be kept up-to-date and
shall be resubmitted if changed. Revisions, as required, shall be submitted for approval prior to reaching the overhaul phase to which they
are to be applied. The flooding instructions shall also contain requirements and restrictions applicable to inspection and casualty-control in
security areas, and areas requiring radiological control. See Section 046 for control of work in testing support of flooding prevention in
high risk evolutions.
Surveillance of the ship and surrounding area for flooding hazards shall be maintained 24 hours a day, 7 days a week, by ship's force
during the entire overhaul period. This surveillance may be combined with the fire protection surveillance. A centralized flooding
protection group, reporting to shipyard management, shall be established. This group may be combined with the fire protection group.
Group personnel shall be skilled in the control of flooding. The shipyard shall coordinate responsibilities with ship's force for reporting
and responding to flooding.
The central casualty-control station (normally the ship's DC Central) shall be used for both fire and flooding protection purposes.
Facilities shall include the following, in addition to those specified in Section 045c:
Locator diagrams for the ship flooding control equipment.
Flooding protection tag log.
Diagrams of the ships installed de-watering systems displaying system completion status and an up-to-date system line-up,
including indication of valve position.
Drawings and diagrams shall be maintained current and shall include all temporary accesses and cuts.
Training drills shall be conducted periodically to determine the adequacy of the system and to observe personnel reactions. One
flooding drill shall be conducted by the contractor prior to refloating and once every 3 months thereafter until completion of the overhaul.
The Supervisor will conduct one drill between undocking and completion of the overhaul. The drill selected by the Supervisor will not be
made known in advance; however, in order to maintain an orderly construction schedule, the Contractor shall provide the Supervisor with a
Section 045
S9AA0-AB-GOS-010
2004 Edition
list of suitable times for the Supervisors drill. The Contractor shall correct any deficiencies discovered and take prompt remedial action to
improve training or equipment, or both, prior to the next drill.
Alarms - For those ships with installed flooding alarms, a flooding alarm system shall be maintained in all spaces normally protected
by alarms. In compartments where ship's existing flooding alarms have been de-energized, temporary flooding alarms shall be installed.
Where feasible use of ships installed alarms in lieu of temporary alarms shall prevail. A temporary power supply may be provided to ships
installed alarms. Temporary alarms shall be set to trip when the water level in the compartment reaches a level of 2 feet, unless installed
equipment will be threatened, in which case the alarms shall be set to trip before the water level can damage the equipment. If temporary
alarms are installed and as the installed
flooding alarm system becomes available, the spaces protected by the installed alarm will no longer require the temporary alarm. Alarm
conditions shall cause audible and visual indication in the casualty-control station. The alarm system shall be provided with surveillance
measures to indicate system malfunctions.
Overhaul flooding protection - The ships main transverse watertight bulkheads shall be used as flooding boundaries during overhaul.
These bulkheads shall be maintained watertight up to a level 4 feet above the maximum anticipated waterline, however temporary
personnel access cuts provided with watertight doors may be made through bulkheads dividing machinery spaces above the upper platform
level. Service lines shall not be run through these personnel accesses. Access cuts may be made through watertight boundaries for the
purpose of shipping or unshipping machinery; these openings, however, shall be made watertight when not actually in use or, if the
openings are in the shell, they may be provided with cofferdams as defined below. NAVSEA S0600-AA-PRO-160/CH 16, Underwater
ship husbandry manual, Chapter 16, Cofferdams provides requirememnts for design, fabrication, and installation of temporary closures.
For openings through the hull or through the portion of a main transverse watertight bulkhead which is used as flooding boundary ,
each opening below a waterline 4 feet above the maximum anticipated waterline shall be secured with a suitable closure. Temporary
closures shall be installed where permanent closures cannot be reinstalled before undocking (e.g., sea valves). Closures shall be welded
patches, blank flanges, two shut valves (or equivalent blanking), watertight doors, or other effective means. See Section 046 for control of
work in testing support of flooding prevention in high risk evolutions. NAVSEA S0600-AA-PRO-160/CH 16, Underwater ship husbandry
manual, Chapter 16, Cofferdams provides requirememnts for design, fabrication, and installation of temporary closures.
Closures shall be controlled by a formal tag-out system. The flooding control tag-out procedure shall be approved by the Supervisor
and shall implement the Equipment Tag-Out Bill Section of OPNAV 3120.32, which will be furnished by the Supervisor upon request.
Tags shall require concurrence of central casualty-control before the following operations as a minimum:
a. Sea valves - Before opening or performing any work on the valves. Sea valves shall be locked shut when not in use.
b. Bulkhead cut-out valves and watertight doors - Before any disassembly or operation which would prevent rapid re-closure.
c. Welded patches and blank flanges - Before opening or removing the closure.
Valves through which flooding could occur if left open (for example, sea water vents, drains, or boundary valves to incomplete or
open portions of the system) shall also be tagged. Tags for these valves shall require central casualty-control concurrence for any
disassembly or operation.
For openings which must remain unsealed for long periods of time (for example, bulkhead penetrations for propeller shafts, during
shaft alignment), pre-cut patches or plugs, together with tools required for installation, shall be readily accessible near the opening at times
when the closure is not installed. Central casualty control shall concur with the quantity, nature, and location of the materials and tools
provided and shall control these items using the tag-out system.
Tags shall be posted and logged in place before undocking. The tag-out log shall be maintained in the central casualty control
station through out the duration of the waterborne period until end of overhaul.
Temporary hull cuts or access openings in the hull that have less than 4 feet of freeboard above the maximum anticipated waterline
shall be provided with cofferdams which are watertight to a level 4 feet above the maximum anticipated waterline, until closed. The
Supervisor and the watch in the casualty-control station shall be notified prior to cutting such temporary hull cuts or access openings.
For ships in overhaul where damage, deterioration, modification and/or repairs have substantially degraded watertight integrity or
stability, a naval architectural review shall be performed to determine if additional flooding detection methods shall be invoked. One such
flooding detection method is the use of draft warning tapes. Draft warning tapes shall be installed a maximum of 12 inches above the
maximum anticipated waterline. Tapes are to be 12" x 48" highly visible marks installed forward and aft adjacent to the ship's draft marks.
Marks are to be inspected once each shift. If the waterline approaches the marks, investigate the reason immediately. If a mark enters the
water it is to be reported and treated as a flooding incident.
During overhaul, priority shall be given to:
Completing work which affects openings in boundaries.
Completing piping runs through flooding boundaries to the first closure.
Work required on the main drainage system as soon as practical after fire main pressure is available.
Packing stuffing tubes promptly after cable is pulled through flooding boundaries.
Repair of flooding alarms in machinery and electronics spaces.
Precautions shall be taken prior to and after docking to ensure the watertightness of the hull.
Section 045
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A diver qualified in damage control and salvage operations shall be available at docking and undocking in a graving or floating
drydock. Sweep lines shall be provided to aid the diver in locating underwater hull penetrations. Sweep lines shall be maintained-installed
until just prior to Overhaul Sea Trials. Frame line markers on hull may be used in lieu of sweep lines.
Trash and debris shall be removed from the ship with particular emphasis being given to bilge areas that might contain debris
capable of plugging installed or emergency pumping equipment.
Flooding control systems - The ships installed dewatering capacity, especially the main drain, shall be given a high priority for
being in an operable status. As sections of the system become available, they shall be put into operation while maintaining isolation
between such segments from inoperable parts of the system.
Prior to completion of the repairs to the systems and prior to undocking, portable dewatering equipment shall be provided. Enginedriven pumps, electrical pumps, or eductors shall be located through-out the ship to be available in the event of flooding.
Damage control equipment boxes, painted red and marked DAMAGE CONTROL EQUIPMENT - FLOODING EMERGENCY
USE ONLY shall be provided and shall contain an assortment of material and equipment useful for plugging, patching leaks, and other
forms of flooding control. A damage control equipment box is required for each 300 feet of overall length, or fraction thereof. Damage
control equipment boxes shall be located near, but not in, spaces most susceptible to inadvertent flooding. Contents of damage control
equipment boxes shall be inventoried at least monthly and shall include the following as a minimum:
EQUIPMENT
Battle lantern, Mil-Spec. MIL-F-16377/53, Symbol 100.2
Fire hose, 1- inch
Oakum caulking
Wood damage control wedges
Wood damage control plugs
Maul, 10 pounds
Ax, 5 pounds
Hammers, 2 pounds
Pipe wrenches, 18-inch
Hemp twine
Rope, 1/2 inch or larger
Canvas
Rubber sheet, 1/8 inch thick
QUANTITY
10 each
100 feet
10 pounds
10 each
10 each
1 each
1 each
2 each
2 each
1 pound
50 feet
16 square feet
16 square feet
Aternatives to installing temporary damage control equipment boxes may be considered for the following situations:
1. Availabilities in which the Ships crew is stationed on the Ship, the Ships damage control equipment is not removed from
the Ship or placed out-of-commission and the Ships crew maintains damage control responsibilities.
2. The Contractor maintains an Emergency Response Team such as a base or Shipyard Fire Department that maintains damage
control equipment and training to adequately respond to flooding casualties. The Emergency Response Team shall meet the requirements
of Section 5000-0-j for periodic drills.
3. The centralized flooding protection group of the contractor shall evaluate each availability and determine method of
response to a flooding casualty. The following conditions shall be considered:
a. Duration of availability.
b. Volume and type of work, especially work that affects watertight integrity, work that affects flooding recovery or
work that breaches sea water systems.
One portable dewatering pump and associated equipment shall be available adjacent to each damage control equipment box such that
200gal/min at a discharge head of 50 feet of dewatering capacity can be used at the scene of a casualty within 3 minutes of receiving an
alarm. Additional dewatering capacity to provide 1,000 gal/min at a discharge head of 50 feet at the scene shall be available within 15
minutes.
During the waterborne overhaul period, no damage control system associated with flooding prevention and control or any portion
thereof shall be removed or made inoperable without prior notification of the Supervisor and to the casualty-control station and until a
back-up system has been established.
045f. Piping Corrosion Prevention
Seawater system lay-up. - Seawater systems shall be provided with the necessary connections such that one or more of the following
system lay-up requirements can be accomplished without the need for any special preparation other than line up:
Short term lay-ups up to one week
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Mid-term lay-ups of more than one week and less than four months
Long term lay-ups of four months or longer.
After the necessary drain connections have been installed on each ship, the following lay-up requirements shall be accomplished:
Condition 1. - For short term lay-ups of up to one week, sea water systems shall be kept filled and circulated once a day for at
least ten minutes by running the installed system pump. If unable to circulate for three or more days in succession, the system shall be
drained and refilled with fresh water of potable or feedwater quality. (Note: Firemain systems are activated at all times.)
Condition 2. - If seawater system is to be idle for more than one week and less than four months, it shall be drained and
immediately filled with fresh water of potable or feedwater quality. After the initial two to three weeks, the system shall be drained and
refilled with new fresh water again. Thereafter, the seawater system shall remain filled with fresh water until operation. The water shall be
changed on a monthly basis. (Note: Firemain systems are activated at all times.)
Condition 3. - If a seawater system is to be idle for four months or longer, it shall first be drained, then flushed out with fresh
water of potable or feedwater quality, drained again and thereafter remain drained. If flushing cannot be accomplished within one week
after shutdown, the system shall be laid up in accordance with Condition 2 until flushing can be accomplished.
CAUTION
A SYSTEM IN SEAWATER LAY-UP CONDITION 3
SHALL BE INSPECTED EVERY FOUR TO SIX MONTHS
FOR LEAKAGE AND WATER ACCUMULATION
The inspection shall consist of opening all low point system drains and all heat exchanger drains below the waterline and observing if
any liquid is discharged. If drainage is observed, the drain points shall remain open until all liquid flow has ceased and then closed. If
liquid flow does not cease or continues for more than ten minutes, the drain point shall be closed and an investigation initiated to determine
and correct the cause for the leakage. Following correction, Condition 3 lay-up procedures shall be performed for that part of the system
between the corrected cause and the low point drain.
When a heat exchanger is in a lay-up condition, and filled with fresh water or seawater, the waterbox vents shall be opened after the
circulating pump and seawater inlet and discharge valves are secured. If leakage for these valves is noted, the waterbox vents shall be kept
closed. If the overboard valves are left open after circulating pump is secured, the water box vents shall be kept closed.
Sea connected system inspection. - The following systems, if lay-up is performed, shall be inspected prior to end of availability or
overhaul period for evidence of internal corrosion, erosion or other forms of deterioration due to past system operation and environmental
exposure during ship overhaul, repair and alteration:
Seawater cooling
Firemain and seawater sprinkling
Oily waste transfer
Drainage
AFFF system, tanks and hose reels
Each system shall be inspected by means of a random ultrasonic or mechanical measurement means to that extent necessary to
provide an accurate assessment of overall system structural and operational condition. All measurements taken shall be documented as to
the system, locations within the system, pipe or component, material, size, pressure rating and type, conditions observed and results of all
measurements taken.
A plan shall be prepared as to the extent, method and testing which are to be accomplished and reported on.
All data items including photographs that may have been taken to support observed conditions shall be included in a final report.
Section 045
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SECTION 046
CONTROL OF WORK AND TESTING IN SUPPORT
OF FLOODING PREVENTION AND HIGH RISK EVOLUTIONS
046a Scope
Requirements specifically contained in this section are mandatory for on or off shipyard, CNO scheduled availabilities. This section
does not apply to availabilities that are not scheduled by the CNO (e.g., Intermediate Maintenance Activity (IMA) Upkeep's, Technical
Availabilities, Restricted Availabilities, etc.,).
046b Intent
The intent of this section is to provide specific requirements for the control of work and testing which could affect flooding protection
as defined in section 045e and specific high-risk evolutions. For the purposes of this section high risk evolutions are as follows:
1. Docking and Undocking
2. Off Hull Steam Introduction
3. Oxygen Charging/Discharging
4. Fueling/Defueling
5. Flooding the Drydock
046c Responsibilities
The responsibility for the safety of ships is stated in U.S. Navy Regulations, OPNAV instructions, NAVSEA instructions, and
applicable ship's force regulations. This section delineates responsibilities of the Commanding Officer/Officer-in-Charge of the ship
(hereafter referred to as the CO) and the NAVSHIPYD/SUPSHIP (hereafter referred to as Supervisor) regarding ship safety during CNO
scheduled availabilities.
When contractor personnel in or out of a shipyard perform maintenance and repair work, controls are required to ensure the work is
properly coordinated. When work is also being performed by other activities, such as ship's force and IMA's, coordination between
participating activities is more complex. Accordingly, the necessary controls shall be included in a written Memorandum of Agreement
(MOA) which defines functions, assignments and responsibilities of the various participating activities. The Supervisor shall be
responsible to prepare and obtain the necessary concurrence to the MOA. This MOA(s) shall be between the ship, Supervisor and
concurred in by other participating activities
(e.g., squadron and IMA). As a minimum it should address the following functions and responsibilities:
1. Methods for authorizing, scheduling, and coordinating work and testing as specified in sections 046d1 and 046f.
2. Method for controlling tagouts as specified in section 046d2.
3. Requirements for testing as specified in section 046d3.
4. Requirements for controlling high risk evolutions as specified in section 046e.
5. Training or indoctrination, focused on administrative procedures applicable to work and testing controls, provided to ship's force
and other participating activities by the contractor to aid in making the transition from an at-sea operational status to an industrial
availability status.
6. Requirements for ship safety and support equipment and who will provide (i.e., blanks, cofferdams, temporary lighting, fire
fighting equipment, and flooding control and pumping equipment).
Such an agreement(s) may reference processes already in place and may vary in degree of detail depending on the complexity of work
being undertaken. Agreements shall list responsible parties and alternates and should include a duration of applicability. Procedures
invoked must be concurred with, and be familiar to all participating activities. Changes to the written agreement must be agreed to by the
activities affected by the changes. Nothing in this agreement shall relieve the CO of his responsibilities under applicable regulations and
instructions.
046d Flooding Prevention
An effective system of flooding detection, prevention, and control shall be maintained during the times the ship is waterborne or
under simulated waterborne conditions. The definition of, and the specifications for flooding protection are specified in section 045e. The
following processes are essential for implementation of the section 045e specifications:
1. Work Authorization and Control. The work authorization process aids the party with primary responsibility for ship safety (the
ship's CO), to fulfill that responsibility. The process must ensure the ship's force representative specified in the MOA approves all work
that affects flooding protection and high risk evolutions. The document(s) for work authorization and completion shall be specified in the
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MOA. The authorization document(s) for work and test which affect flooding prevention or high risk evolutions shall include the
work/test scope definition, special conditions and authorization signatures. The work control document must also provide a means to
record completion of planned work/test. A project coordinator, as assigned in the MOA, shall categorize scheduled work and testing
which affects flooding prevention and high risk evolutions accomplished by all activities. A categorized work/test list shall be maintained
current through the duration of the availability.
2. Tagout Process. Each contractor/ship shall have a formal tagout process which conforms to the requirements of section 045d and
the Equipment Tag-Out Bill of OPNAV 3120.32. Danger tags shall also be installed for protection of personnel and equipment to comply
with the double closure criteria required by section 045e when the ship is in a waterborne or simulated waterborne condition. When
waterborne, tags need not be hung on blanks installed below the waterline external to the hull which are controlled by work authorizing
documents.
3. Test Procedure. Written test procedures or equivalent documentation are required for all shipboard tests. These procedures shall
specify, as appropriate, prerequisites, ship conditions, system status, precautions, and steps to be followed during conduct of the test.
System status is defined as the specific lineup of system valves, circuit breakers, fuses, freeze seals, blank flanges, etc., in sufficient detail
to ensure that scheduled testing can be safely accomplished. The Supervisor and ship's force will determine which organizations will
prepare, coordinate, conduct and concur in written test procedures.
046e Prerequisite Lists For High Risk Evolutions:
Prerequisite Lists for High Risk Evolutions shall be prepared by the activity with authorized responsibility for accomplishing the
evolution. Prerequisite lists shall include steps to ensure the degree of ship safety and flooding prevention specified elsewhere in this
section and in section 045e. Prerequisite lists may be derived from any official contractor or ship's force directive. Prerequisite lists shall
be signed by all activities supporting the evolution as specified in the MOA. The activity signature indicates that the status of all work and
systems under its cognizance will support the specified evolution. The evolutions that are considered high risk are defined in section 046b.
It is recognized that not all of these evolutions will be executed in a particular CNO scheduled availability.
046f Double Valve Closure Non-Conformance
For instances which preclude double valve closure protection as specified in section 045e, approval of the non-conformance by the
CO or his designated representative is permitted, provided the following stipulations are complied with and recorded as special conditions
on the work authorization document.
1. Single valve closure must be locked shut, mechanically disabled and red tagged.
2. Single valve remote operators must be disabled and red tagged.
3. Work/test steps shall be taken to minimize duration of condition.
4. Watchstanders shall be utilized during duration of the non-conformance condition to monitor single valve position and integrity.
5. Ship CO or designated representative authorized to approve double closure non-conformance's shall be assigned in the MOA.
Approval signature shall be obtained for each non-conformance condition.
6. The above stipulations shall be verified complete for each non-conformance prior to authorizing work to proceed.
Section 046
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SECTION 070
GENERAL REQUIREMENTS FOR OVERHAUL
070a. General
This section contains the required standards for materials, workmanship, installation, inspections, and tests required by changes
effected during overhauls. The term overhaul as in the GSO encompasses all repair, installation, overhaul, modifications, and
modernization work normally performed during a specified ship availability period.
Requirements of other sections of these GSO specifications, or of referenced industry or government specifications and drawings,
that are in excess of the requirements of this section, shall have precedence over this section. Work to be accomplished for any overhaul
will be specified in the individual Supervisors Work Specifications. Requirements of original shipbuilding specifications or their
equivalent shall pertain for material selection, fabrication, method, and design of components and systems plant except where the
Supervisor or NAVSEA (as applicable) has changed or waived requirements. The use of alternate specifications which are not equivalent
specifications shall be subject to Supervisor, NAVSEA (or both) approval.
The Contractor shall have written instructions provided by Supervisors Work Specifications for the control of testing and ship
conditions. These instructions shall be approved by the Supervisor. These instructions shall formalize the requirements for the control of
work and testing which could affect ship conditions and shall also provide formalized controls of especially hazardous evolutions during
periods of conversion, overhaul and other availabilities in shipyards.
Information delineating the design and technical requirements for specific work requirements for the overhaul is included in other
sections of the GSO.
Requirements herein apply to any Supervisor specification requirements pertaining to structure, fittings, equipment and installations.
Existing structure, fittings and installations shall not be altered unless necessary to comply with the overhaul requirements. Existing
fittings and equipment that are in good and acceptable condition, unless otherwise specified, may be reused to the maximum practicable
extent subject to the approval of the Supervisor.
It is the intent of the Government that the Contractor shall alter and complete the ship in every respect as required by the Supervisors
Work Specification. This includes repairs, modification, installation, inspection, and testing of all systems involved, and removal of
existing items made redundant. Preparation of new operating manuals and technical manuals for new installations, and revision to same
for system modifications shall be accomplished as specified in the Contract. Sections 042, 085 and 086 contain additional information on
this requirement.
Authorization of alterations, changes, and arrangement variations shall be in accordance with OPNAV Instruction 4720.76.
Any part of the ship, such as wiring, wireways, cable straps, fixtures, piping, hangers, foundations, insulation, duct work, or other
items of the ship which the overhaul requirements make redundant, inoperative or unnecessary, shall be removed from the ship by the
Contractor unless otherwise specified in the Contract or approved by the Supervisor. All areas damaged or exposed by such removals shall
be repaired, closed in, and finished out by the Contractor in a neat and workmanlike manner matching the surrounding area in material,
degree of tightness, and finish painting. Newly installed or repaired equipment shall be operated by the Ship's Force when such operation
is required for test and check-out purposes. Such requirements will be coordinated by the Supervisor.
The above described installations, removals, and modifications due to redundant installations shall be accomplished by the
Contractor. The requirement to perform same shall be included in the Contract, but not necessarily identified individually throughout the
Contract.
"Interferences" is defined as any part of a ship, whether installed or portable, that must be moved or disturbed in the accomplishment
of other work specified in the contract.
Interferences shall be kept to the minimum required to accomplish authorized work and shall be identified in the Supervisor's Work
Specifications. When authorized work items cannot be accomplished without the removal of interferences not previously identified in the
work package and identified below, the Supervisor shall be notified by report from the contractor stating the necessity for the action,
equipment protection which will be provided, and alignment and test procedures to be performed after re-installation. If approved, the
additional interference removal will prompt a change in the Supervisor's Work Specification.
Interferences requiring Supervisor approval prior to removal
1.
2.
3.
4.
5.
Main steam and catapult systems.

Gaseous oxygen piping systems which operate at pressures higher than 1000 lb/in2, liquid oxygen piping from oxygen plant to
the liquid oxygen charging carts, and the overboard drain piping from the liquid oxygen storage plant and spillage drain.
Steering system piping.
Degaussing systems.
Electric cables which cannot be removed without cuttings.
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Interferences requiring Supervisor approval prior to removal (continued)

6.
7.
8.
9.
10.
11.
12.
13.
15.
16.
17.
18.
Hydraulic systems.
High pressure air systems.
Life support systems.
Cryogenic systems.
Spring hangers.
Hull structure involving watertight integrity, strength, decks and main transverse bulkheads.
Halon systems.
Boiler blow systems.14.
Level I systems
Sonar dome pressurization system
Passive countermeasure materials
Fragmentation protection (secondary sheathing)
MOGAS (gasoline)
Stenciled metal tags or their equivalent shall be installed on removed interferences to indicate the nomenclature of the item, ship,
ship location, and item identification number where possible.
Reinstallation - The Contractor shall accomplish reinstallation of all removed, repaired or replaced equipment including aligning and
conducting appropriate strength, tightness, and operational tests and ensuring that the reinstalled interferences perform their normal
functions within the system.
To minimize cost, existing equipment and materials shall be reused, where practicable, and shall be put in satisfactory operating
condition. New material, when approved for use, shall be equal in composition, strength, design, type, and size as existed prior to removal
of the interferences.
Install new insulation and lagging including removable pads in place of that removed as interference. Clean, prepare, prime and
paint new and disturbed surfaces to match surrounding areas. Restore compartment, equipment and systems labeling.
Work incidental to overhaul - Where work specifications call for a class of overhaul (i.e., Class B), incidental to accomplishing the
overhaul such work shall include, in addition to any other work detailed in the particular work specification, the minimum requirements as
defined in Section 042.
Preparation of SHIPALTS shall be in accordance with Sections 042 and 085.
Replacement of fasteners and hangers - In areas where work has been performed, the contractor shall replace lost, missing, or
otherwise unserviceable fasteners (nuts, bolts, studs, screws, clips, washers), gaskets, pipe hangers (other than spring hangers), and
wireway hangers, even though such replacement may not specifically be mentioned in the work specification.
All items, including scrap, removed and not required to complete the work, shall remain the property of the Government. Such items
shall be stowed and suitably protected until disposed of as directed by the Supervisor.
Standardization and Interchangeability - All ships of the same design class under a single overhaul Contract shall have identical
machinery and equipment arranged and located identically in new areas common to one or more ships to the maximum extent practicable;
exceptions to be approved by the Supervisor.
For individual ships, machinery and equipment installed during the overhaul which are functionally interchangeable shall also be
identical in form, fit and function. As used herein, the term "machinery and equipment" refers to hull, mechanical, electrical, and
electronic items that can be maintained by the replacement of parts; the term "functionally interchangeable" means that two or more items
are sufficiently alike in all essential respects to permit replacement of one such item by the other in all applications where the item is used
without modification on either the item or the system in which the item is used. New or modified portions of systems shall be designed to
use the lowest practicable variety of types and sizes of multi-application items (such as valves, motors, and controllers).
Unless otherwise specifically approved by NAVSEA, "part common" materials (such as piping, tubing, electrical cable, and
electrical fittings) shall be standard material in the Federal Supply System (FSS), or where non-standard equipment is used, an acceptable
FSS substitute shall be indicated on the appropriate working drawings or material lists.
Access to equipment and machinery - Pipes, ducts, wireways, and other permanent fittings shall not be installed in the space that will
be inaccessible behind certain equipment (such as deck mounted front-serviced electric and electronic equipment mounted adjacent to
bulkheads), or in a manner which will prevent accessibility to equipment, machinery, or their foundations for purposes of maintenance,
adjustment or repair. Permanent fittings and structure shall be kept clear of routes required for the removal of machinery.
Human Engineering Design - Direction of movement, arrangement, and grouping of controls as well as other standardization efforts
shall be in accordance with MIL-STD-1472, whenever applicable.
Habitability - Features affecting habitability include all elements that make a ship more livable and comfortable. They include
ventilation and air conditioning, lighting, access, color schemes, noise levels, sheathing, and furniture design. Habitability areas shall be
such as to maintain a pleasing appearance without compromising functional efficiency. The run of piping, wiring, and ventilation ducts
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shall be minimized in living complexes, staterooms, sanitary spaces, food service spaces, recreation spaces and lounges. Where run
through such spaces, piping, wiring, and ventilation ducts shall be located so as to provide maximum deck height above the minimum in
order to simplify suspended overhead installation. See Sections 071 and 637.
Where damage control shoring or other equipment that does not contribute to habitability must be located in habitability areas, every
effort shall be made to minimize any adverse effect on habitability.
Alteration and repair work shall not reduce ship habitability features without approval of the Supervisor and/or NAVSEA as
applicable. Desirable departures involving improvements in habitability should be brought to the attention of the Supervisor.
For aircraft carriers: The Contractor shall not perform any work or alteration which violates any of the following:
No part of the ship's fixed structure, armament, or installed equipment (not readily removable in 48 hours) shall extend outboard
beyond a limit line 126 feet from the center line of the ship.
Hangar areas shall provide for the maximum practicable clear width. Particular attention shall be given to limiting protuberances
and bulkhead mounted equipment and stowage shall be minimized in quantity and dimensional projection.
Flight deck installations - Outboard of the flight deck edge, no projections shall be installed above a horizontal plane 6 inches above
the flight deck, that cannot be retracted, hinged, or removed in 75 seconds by the ship's crew, except adjacent to the island as shown on the
deck arrangement drawing and in the following areas, where requirements are more stringent:
Forward of the axial deck and forward angled deck ramps, nothing shall project above a plane tangent to the ramp and inclined
15 degrees below the horizontal. The 15-degree angles shall be measured along the ship appropriate axial and angled deck centerlines.
Outboard of the port axial gallery deck walkway bulwark or liferail from the angled deck forward, nothing shall project above
a plane passing through the top of the bulwark, extended to the bow, and inclined 15 degrees below the horizontal.
Outboard of the angled deck edge, from the Optical Landing System forward to the angled deck ramp, nothing shall project
above a plane passing through the deck edge and inclined 5 degrees below the horizontal.
Aft of the after ramp, nothing shall project above a horizontal plane 4 feet below the flight deck level.
Except for the island and adjacent structure, no deviations shall be made from the foregoing requirements without written NAVSEA
approval.
Ship structures and equipment installed within the blast and heat patterns of jet engines in aircraft on the flight deck, shall withstand
the heat and blast. Data on heat and blast patterns may be obtained from NAVSEA for use in placing equipment.
No structure or equipment shall exceed a height of 175 feet above the minimum operating condition waterline or 174 feet above the
optimum battle condition waterline (for ships with side protective systems) unless it can be lowered by ship's force. For ships having a
navigational draft of over 30 feet, the limiting height shall be 185 feet or 184 feet, respectively, in lieu of the above.
No structure or equipment on tenders and other selected ships, as designated in the detail building specification shall exceed a height
of 150 feet above the minimum operating condition waterline unless it can be lowered by ship's force.
No structure or equipment shall exceed a height of 198 feet above the waterline corresponding to a condition of loading equal to the
lightship weight, plus weights of complement and their effects, and 1/3 of the weight of provisions, stores, and liquid loads in the full load
condition. In this condition, it is assumed that no ammunition, aircraft, cargo or passengers are aboard, and that oily ballast has been
discharged.
The conditions of loading and weights used in determining these waterlines shall be those of the accepted weight estimate (Section
096).
070b. Environmental conditions
Climatic conditions - Unless otherwise specified, the design of new structure, systems and equipment and alteration and repair of
portions of structure, systems and equipment shall be compatible with operation of the ship in seawater temperatures of 28 degrees F
minimum and 85 degrees F maximum. This shall include the propulsion machinery plant.
Structure shall be capable of withstanding a wind loading of 30 lb/ft2 of projected area. Reduction of projected area because of heel
shall be neglected for vertical members.
Structure shall be capable of withstanding snow and ice loading of 7.5 lb/ft.
Ship supporting structure and foundations shall be designed for a load transmitted as a result of a wave slap of 500 lb/ft acting on the
projected area of that portion of equipment and machinery, mounted on the weather deck, that is located beneath the line established for
the hydrostatic head specified for weather deck design.
Propulsion plant components taking air from the weather, such as gas turbine engines, shall be capable of starting and operating
satisfactorily in any weather air ambient temperatures between minus 40 degrees F and 125 degrees F with a relative humidity of zero to
100 percent.
The air conditioning and ventilation system shall be designed on the basis of weather air temperature of 90 degrees F (dry bulb) and
a wet bulb temperature of 81 degrees F.
Non-arctic operations - Equipment and machinery installed in exposed locations shall be capable of operating satisfactorily at a
minimum temperature of minus 20 degrees F with a concurrent wind velocity of 40 knots.
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The heating system shall be designed on the basis of weather air temperature of 10 degrees F.
Cold weather operations (ice-strengthened ships) - Equipment and machinery installed in exposed locations shall be designed to
operate satisfactorily at a minimum temperature of minus 40 degrees F and a wind velocity of 70 knots. The heating system capacity shall
be designed on the basis of minus 20 degrees F.
Arctic operations - The design criteria shall be:
Maximum wind velocity for any area 100 knots from any quadrant which will reverse direction in 3 minutes.
Relative humidity from 10 to 100 percent with change of 50 percent in 4 hours or 80 percent in 7 hours.
Temperature change of 50 degrees F in 1 hour.
Wind velocities from dead calm to 70 knots within 4 minutes and back to dead calm just as rapidly.
The heating system shall be designed on the basis of weather air temperature of minus 50 degrees F.
Equipment and machinery installed in exposed locations shall be designed to operate satisfactorily at a minimum temperature of
minus 65 degrees F and a wind velocity of 100 knots.
Service operation during ship motion in a sea way - New masts, superstructure, other structures, and fittings shall be designed to
withstand dynamic forces produced by motion of the ship in a sea way. Stowed equipment and appurtenances shall be secured to avoid
damage or dislodgment.
Unless otherwise specified, equipment and machinery shall be capable of operating satisfactorily, maintaining satisfactory
lubrication, and without loss of oil from machinery or hydraulic systems, under the following conditions:
When the ship is permanently trimmed down by the bow or stern as much as 5 degrees from the normal horizontal plane.
When the ship is permanently listed up to 15 degrees to either side of the vertical.
When the ship is pitching 10 degrees up or down from its normal horizontal plane.
When the ship is rolling up to 45 degrees to either side of the vertical or
When the ship is rolling up to 30 degrees to either side of the vertical for aircraft carriers.
070c. Materials, equipment, and machinery
General - All material, equipment, and machinery required for overhaul shall be installed or stowed, as appropriate, by the
Contractor.
For new installations component parts of such material, equipment and machinery shall be new and unless otherwise specified, not
have been produced by refurbishing or rebuilding used, scrap, or salvage parts. Unless virgin raw materials only are specifically required
to be used in the process of manufacturing such parts, reclaimed raw materials may be used whenever possible and economical.
Recovered material (i.e., materials that may be recovered by reprocessing solid or liquid waste) may be used provided the composition and
quality of the parts conform to the applicable specifications and that the serviceability and life of the end products are indistinguishable
from like products when produced wholly from virgin raw materials. Where specifically required, virgin materials shall be used in level I
applications. For all other applications, referenced documents that specify virgin materials, or prohibit the use of reclaimed or recovered
materials shall be referred to the Supervisor for verification.
Except where alternative materials are authorized in accordance with the procedure outlined herein or in referenced specifications,
all new materials that are incorporated into the ship structure or any of the ship equipment or machinery shall conform to the referenced
specifications or the requirements herein, if more stringent.
Instruments, equipment, fittings, paint, insulation, adhesives, or other items containing material or components that would give off
noxious fumes at its operating temperature or any temperature below 200 degrees F shall not be installed or applied in manned spaces. For
paint and adhesives, this requirement applies after drying or curing is complete.
Material and equipment installed or relocated in the vicinity of magnetic compass during the overhaul period shall possess a normal
magnetic permeability which does not exceed 2.0. A list of material exceeding this limit shall be submitted to the Supervisor.
For interior finish materials and furnishings, the fire performance requirements and test limits of MIL-STD-1623 shall be met. These
requirements supersede the less stringent requirements contained in other applicable referenced documents.
Equipment and machinery - Equipment and machinery provided shall conform in type, number, size, pattern, and details with the
requirements set forth herein.
Unless otherwise specified, for non-shock hardened ships, any requirements for hi-shock contained in referenced specifications,
standards, drawings, or similar documents are not mandatory. Section 072 provides shock requirements as they relate to ships overhaul.
Commercial brand name products - Where a commercial manufacturer's type, model, or other designation is referenced herein,
together with terms such as "similar to" or "or equal", such identification is intended to be descriptive, but not restrictive, and is to indicate
the applicable characteristics as they existed on the effective issue date cited for referenced documents as defined in the work package or
as defined in Section 042 herein as applicable. Contractor's proposals offering equal products will be considered for approval if such
products are clearly identified in the proposals and are determined by the Supervisor to be equal in all material respects to the specified
brand name product. Suitability for marine service, the readiness with which repair parts can be obtained, reliability, maintainability,
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availability, installation, and operating and upkeep costs will be considered in granting approval. The term "or equal" is not a
representation by the Government that there is, in fact, another product available for procurement that will be equal.
To ensure that sufficient information is available to permit evaluation of alternatives, the Contractor shall furnish as part of his
proposal all descriptive material such as cuts, illustrations, drawings, or other information necessary for the Supervisor to determine
whether the product offered meets the specified requirements and to establish exactly what the Contractor proposes to furnish and what the
Government will be binding itself to accept. The information furnished may include specific references to information previously
furnished or to information otherwise available to the Government. If the Contractor proposes to modify a product to make it conform to
the specified requirements, he shall include in his proposal a clear description of such proposed modifications and clearly mark any
descriptive material to show the Government.
070d. Workmanship
General - Workmanship shall be first class in every respect. That is, exhibit the quality in fabrication, detail, and appearance
typically produced by a competent and conscientious journeyman.
Cleaning - All parts, especially those having working surfaces or passages, and all piping shall be kept clean and protected during the
overhaul, including manufacture, storage, installation, assembly, and after installation. Chips, shavings, refuse, dirt, and water shall be
removed at least daily from the ship during overhaul. Compartments and spaces such as chain lockers, tanks, and voids shall be clean and
pass Supervisors inspection before being closed. Rubbish shall be removed from places that are to be permanently covered, or that may
become inaccessible. Piping and castings shall be cleaned of sand, scale, metallic chips and turnings, and other foreign matter. All parts,
especially those having working surfaces or passages or piping for lubricating oils or hydraulic fluids shall be kept clean during
manufacture, storage, during assembly and after installation.
Fillets - The provisions of fillets, rounded corners, and avoidance of stress concentration in general are matters of proper design.
Adequate fillets shall be provided at shoulders, offsets, collars, and other points where change of direction is made.
Arc strikes and weld splatter - Precaution shall be taken to prevent random arc strikes and weld splatter on ship structure, machined
surfaces, equipment, high pressure lines, and pressure containers (such as cylinders, flasks, and vessels). These items shall be temporarily
shielded (asbestos-free shields shall be used), when in the vicinity of welding operations. Similar precautions shall be observed when
using an oxy-acetylene torch for welding or cutting. Asbestos-free shield curtains shall be provided to shield welding operations to protect
personnel in the surrounding area from flashburn damage to their eyes.
Finish - The finish of all metallic surfaces shall be in accordance with the finish specified on referenced drawings, specifications, or
standards (including Technical Repair Standards). If such specifications do not exist, the following is a general guide to the parts of
machinery that shall be finished machined in accordance with commercial marine practices, as follows:
Bearing, mounting or faying surfaces of machinery bases and foundations that require accurate alignment.
Bearing surfaces for nuts and bolt heads.
Faying surfaces of all projections from the bodies of pedestals, blocks or other supports meeting finished parts.
Sealing surfaces.
Working parts.
070e. Inspection and Material Identification
Materials, equipment, and machinery received, purchased, manufactured, or assembled and the work performed under contract shall
be inspected by the Contractor prior to submission to the Government to verify conformance with specification requirements. The
Contractor shall offer to the Government only those supplies determined by the Contractor to conform to specification requirements. The
Supervisor will reject defective or improper materials, equipment, machinery, and workmanship. Defects and deficiencies, regardless of
whether identified by the Supervisor or exposed as a result of tests or trials, shall be corrected in accordance with the terms of the contract.
The Contractor shall establish and maintain an inspection system. The inspection system plan shall be set forth in accordance with
DID No. DI-R-4803. The inspection system of the Contractor shall be set forth in writing and copies shall be furnished to the Supervisor.
Naval shipyards shall maintain a Quality Assurance Program in accordance with the requirements of NAVSEA
TL-855-AA-SPD-010 - Naval Shipyard Quality Control Program Manual (QPM).
The Contractor shall establish and maintain a system of material identification including handling and inspection which will ensure
that materials installed on naval ships are in fact, materials specified. In addition to the above mentioned material control system, the
following documents shall be implemented for the material specified within: NAVSEA INST 4855.30; "Control of Non-Level Material"
(Controlled Industrial Material) and NAVSEA 0948-LP-045-70l0; "Material Identification and Control (MIC) for piping systems".
The Contractor shall, upon request of the Supervisor, furnish samples of materials and information concerning their quality and use.
Wherever the identity or quality of an item is in doubt, it shall not be installed until its identity of quality has been positively established by
tests conducted by the Contractor.
For rotating electrical equipment, quality control shall be in accordance with the requirements of MIL-I-45208.
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The Contractor shall maintain a system that will assure control of materials having a finite shelf life and this system shall prevent
materials that have exceeded shelf life requirements from being installed in systems or equipment.
In addition, Contractor purchased materials with a finite shelf life which are known to be identified by National Stock Numbers shall
be controlled in accordance with publication NAVSUP 4105.
Where certificates of compliance are presented as quality evidence, such certificates shall indicate that the material or equipment was
previously tested and met all requirements and shall contain test data, or a statement that such data is on file at the vendor's plant, refer to
witnessing, inspectors, or present other verifiable quality data. Data on file shall be retained for a period of 3 years from date of shipment.
Material, equipment, or machinery which has been inspected and passed shall not be diverted from its intended purpose without
approval of the Supervisor.
When a material defect has come to the attention of the Supervisor from other sources, such as other ships, and the Supervisor
notifies the contractor of the suspect defect, the contractor is required to inspect the ship under contract and submit a report to the
Supervisor as to the absence or presence of the suspected defect.
070f. Materials
General - Any material, furnished by the Contractor, and whether previously accepted or not, which proves defective and unfit for
service either before or after incorporation into the ship or any of its equipment or machinery, shall be replaced with proper material,
acceptable to the Government.
The specifying of material requirements for Hull, Machinery and Electrical (HM&E) material in these specifications, and the listing
of applicable government specifications shall not relieve the Contractor of any obligation under the terms of the contract for the
performance of any HM&E apparatus or equipment.
The Contractor shall remove or relocate any parts of the ship, its fittings, or equipment, as necessary to accomplish the work
specified; however, all such material removed or relocated shall be documented and subsequently replaced, as required.
Unless otherwise specified, organic materials such as wood, rubber, plastics, and natural synthetic fibers shall not be installed or used
in the repair or alteration of the ship.
High yield strength steel - Wherever high yield strength steel is specified herein for structural purposes, or required by referenced
equipment specifications, only nickel- chromium- molybdenum steel (HY-80 or HY-100, as applicable) conforming to the following
specifications shall be used:
MIL-S-16216 for plates, MIL-S-23008 for castings, MIL-S-23009 for forgings, MIL-S-22664 for extruded shapes, MIL-S-21952 for
bars, MIL-S-22958 for HY-80 and HY-100 hot rolled shapes. MIL-S-24645 for HSLA-80 and HSLA-100 plates, sheets, coils.
High yield strength is defined as a value of yield strength greater than 75,000 psi at 0.2 percent offset. If the Contractor proposes
the use of alternative materials, the proposal shall be submitted to NAVSEA for approval, and shall include the specific intended use, the
chemical composition, the mechanical properties (including Charpy values), and other characteristics considered pertinent to the
application.
Alternate materials - The use of materials differing from those specified for a given application will be considered when higher
technical authority (Supervisor or NAVSEA as applicable) has identified equivalent specifications or has approved/waived the material
substitution proposed based on the necessity for such substitution and when the material proposed is a satisfactory alternative.
Low Ductility and High Transition Temperature material - Low ductility material is material showing less than 10 percent elongation
in a standard tension test (See ASTM E8). High transition temperature material is material having a Nil Ductility Transition Temperature
(NDTT) above the minimum operational temperature. Where required, the NDTT shall be measured by the drop weight test in accordance
with ASTM Procedure E208. Charpy V-notch impact values may be used as criteria when these have been correlated with drop weight
test results. Unless specified otherwise herein, or where the Supervisor approved its use for a particular application, low ductility or high
transition temperature material shall not be used.
Electrolytically dissimilar materials - To prevent destructive electrolysis, direct contact of electrolytically dissimilar metals shall be
avoided as far as practicable.
Aluminum alloys - Threading directly into aluminum alloys is prohibited unless authorized by the supervisor.
Requirements for attachment of aluminum alloy fittings to structure, or of fittings of other material to aluminum alloy structure, are
contained in Section 100.
The use of aluminum alloys 6061-TS and 70xx-T6 is prohibited for hull structural applications. Their use shall also be avoided for
load bearing fittings and components, except in special cases which must be approved by NAVSEA in advance.
Magnesium - Magnesium and its alloys shall not be used for structural members or for equipment under the cognizance of NAVSEA,
except for antennas that are installed in the open above the flight deck of aircraft carriers and above the main deck on other types of ships.
In certain cases, other Commands may furnish material and equipment composed of magnesium or its alloys, including the onboard
repair parts which require below-deck stowage. In selecting stowage arrangements and locations for these onboard repair parts, their
flammability characteristics must be considered, particularly the hazard of concentrated stowages. Stowage locations near flammable
liquid stowages or near magazines, or both, is prohibited.
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Supervisor's approval shall be obtained for installations and stowages involving magnesium and its alloys.
Cadmium - Cadmium-plated parts and fasteners, including washers, shall not be used in applications above 400 degrees F or where
they will be in contact with fuel, lubricating oil, grease and oil-based hydraulic fluid systems. For fastener applications, see NSTM
Chapter 075.
Black Oxide Coated Threaded Brass Fasteners (BOCTBF) - Black oxide coated brass threaded fasteners present a potential threat for
improper installation, particularly in place of steel fasteners which may also be black oxide coated. For all applications, use the
requirements for black oxide coated brass fasteners contained in the applicable section in Naval Ships technical Manual, Chapter 075,
Fasteners (NAVSEA S9086-CJSTM-010/CH-075).
Asbestos - Asbestos shall not be used in applications where an approved functionally-equivalent substitute is available. Material
containing asbestos which is removed as an interference shall not be reinstalled.
Mercury - The use of mercury shall be as specified in NAVSEAINST 5100.3 and Section 504.
Lubricants and penetrating fluid - For bolted joints, Fel-Pro C5-A (or a substitute specifically approved by NAVSEA) shall be
substituted for red lead and graphite in mineral oil (MIL-L-24479). When installation torques for use with MIL-L-24479 are specified on
drawings or in technical manuals, the same torques may be utilized with Fel-Pro C5-A. No substitute is authorized for the following:
Diesel Engine Oil per MIL-L-9000
Refrigerant Compressor Oil per VV-L-825
Graphite in isopropanol per MIL-L-24131 (Military symbol CGI)
Molybdenum disulfide in isopropanol per MIL-L-24478
Antiseize compound per MIL-A-907
Grease per MIL-G-24139 in outboard lubrication applications
070g. General applications of metals
Temperature limits - The normal maximum sustained temperature for each of the following metals shall be limited as follows:
DEGREES F
MATERIAL
T1
T2
Aluminum alloys, except 5454

Aluminum alloy 5454
Aluminum bronze
Cast Iron
Copper, brasses, bronzes
Copper-nickel: 70:30
90:10
Monel
Steel, carbon
Steel, carbon Molybdenum
Steel, 1 1/4 percent chromium, 1/2 percent molybdenum
Steel, 2 1/4 percent chromium, Steel, 1 1/4 percent
chromium, 1/2 percent molybdenum
Steel, 2 1/4 percent chromium, 1 percent molybdenum
150
150
250
425
250
450
350
650
650
700
700
150
450
600
425
450
700
600
900
775
875
1000
700
700
1000
1050
The above materials may be used up to the temperature T1 assuming properties equal to those at room temperature. At temperatures
above T1, the design stresses shall be based upon the stress for rupture or the stress corresponding to 1 percent creep (both in 100,000
hours), whichever is lower, and an adequate safety factor consistent with the application. The materials shall not be used at temperatures
exceeding T2, except that for the steels listed above, fluctuations of not more than 25 degrees F in excess of T2 for short durations are
permissible. The above requirement is not applicable to piping; temperature limitations for piping shall be as specified in Section 505.
070h. Installation of equipment, machinery, and materials
General - Fittings and equipment on the weather deck shall be kept to a minimum. Wherever these are installed on the weather deck,
the following shall apply:
They shall be located where they will be protected from blast and heavy seas.
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They shall be installed so that deck foundations and attachment hardware will withstand the stresses imposed under adverse sea
conditions.
They shall be attached clear of the stringer strake where possible.
Foundations and brackets for equipment installed in the weather shall be configured to provide access for cleaning, painting,
preservation, and maintenance, and to prevent accumulation of water, dirt, and foreign material.
Connecting piping and wiring shall be run to allow only minimum exposure to weather. Bulkhead and deck penetrations shall be as
close as practicable to the equipment being served, preferably by direct connection through the adjacent deck or bulkhead. Electrical
junction boxes, panels, switches and controllers shall be located inside the hull or superstructure or in a sheltered location.
Wiring and piping to mast-mounted equipment shall be contained within the mast structure to the maximum extent possible.
Unless otherwise specified, machinery space equipment shall be installed so that personnel shall not be required to enter the bilge
region below the lowest floor plating level to unbolt the equipment or disconnect wiring or pipe connections. Access to bolts shall permit
the use of a pneumatic wrench.
Means shall be provided for controlled drainage and containment of liquids when equipment is removed or dismantled for
maintenance or repair.
Access to equipment and machinery - Systems, equipment, and components shall be installed to facilitate accessibility for operating
efficiency and for requirements for inspection, adjustment, maintenance, repair, replacement, and removal. Work area and space shall be
provided to enable the disassembly, repair, test, and checkout of systems and equipment to be overhauled and repaired in place without
dismantling other machinery, piping, or structure.
Access to equipment shall permit maintenance and operation by a 90-percentile (MIL-STD-1472) and shall permit the movement
and positioning of portable tools and test and support equipment required to perform maintenance and operational tasks. Pipes, ducts,
wireways, and other permanent fittings shall not be installed in the space that will be inaccessible behind certain equipment (such as
deck-mounted front-serviced electric and electronic equipment mounted adjacent to bulkheads), or which will prevent accessibility to
equipment or its foundations for purposes of overhaul maintenance, adjustment, or repair. Walkways that interfere with such access shall
be made portable. Permanent fittings and structure shall be kept clear of routes required for the removal of machinery and equipment.
Nooks, cracks, and openings where water, dirt, dust, or foreign material can accumulate shall be avoided.
Equipment and machinery and handling and lifting gear for such items shall be located so that onboard repair parts can be installed
or removed without interference with the ship's structure or other machinery. The arrangement shall permit making repairs in a seaway.
Bilge regions - For new installations the design of machinery, systems, and equipment in machinery spaces, in addition to
requirements appearing elsewhere herein, shall be such that continued operation thereof will not be affected when the bilge regions, as
defined below, are flooded. Machinery, equipment, or material which would be damaged by bilge water shall not be installed in such
regions unless it can be suitably protected from the bilge water.
The bilge region in the main machinery rooms, auxiliary machinery rooms, and pump rooms consists of the volume below the lowest
level of floor plating plus an additional volume. The additional volume is the volume, port and starboard, bounded by the outer boundary,
the lowest level of floor plating, and a plane extending upward and outward from the lowest level of floor plating, at a 45-degree angle,
spanning the length of the room. The plane begins at a variable distance inboard of the outboard boundary measured at the maximum
room width at the lowest floor plating level. The distance shall be 3 feet when this width is less than 30 feet, 4 feet where the width is 30
feet or greater but less than 40 feet, 5 feet where the width is 40 feet or greater but less than 60 feet, and 7 feet where the width is 60 feet or
greater. In applying these criteria, local recessed floor plating areas constituting less than half of the area of the compartment shall be
omitted in determining the level of the lowest floor plating. The minimum height of the top of the bilge area shall be uniform throughout
the compartment. The bilge region shall not extend above the next level above the lowest floor plating level.
If the boundaries of the bilge regions as determined above prohibit satisfactory arrangements, partial bulkheads or baffles shall be
installed. When calculating the bilge regions in this case, the aforementioned "compartment" shall be considered to be the volume bounded
by the inner hull and the partial bulkheads.
Rotating machinery - Unless otherwise specified or approved by the Supervisor, rotating machinery shall be installed with the axis of
rotation as nearly horizontal and parallel to the centerline of the ship as practicable, except machinery designed specifically for vertical
axis rotation.
Interference with line-of-sight or structure - The view and the lines of sight as shown on the arrangement drawing, from ship control
bridges, signal stations, air defense stations and antennas, helicopter control stations, and directors shall be maintained or improved. The
view aft from the navigating bridge and the flag bridge and the view from the helmsman to the bridge wing pyloruses shall be
unobstructed.
Fittings and auxiliary equipment shall be designed and located to avoid obstruction of lines of sight or fire from the armament.
Interference with rotating and traversing equipment - Rotating or traversing equipment shall not strike structure, fittings, or other
installed equipment throughout the entire range of movement.
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Interfaces - Unless otherwise specified herein, interfaces between HM&E systems and equipment shall comply with
DOD-STD-1399. Systems and equipment shall comply with the static magnetic field environmental interface constraints in Section 406 of
this GSO. Individual sections of this GSO may refer to applicable sections of DOD-STD-1399 and MIL-STD-1310.
Protection of personnel - Protection of personnel against operating hazards shall be provided. Passageways shall have minimum
widths as defined in Sections 071 and 643. Shafting, couplings, gears, flexible shafts, and similar items shall have adequate guards
installed for protection of personnel. Such protective guards shall be removable without dismantling the machinery surrounded. Guards
shall be constructed of sheet or expanded metal as light as is consistent with required protection. Guards fitted on parts requiring frequent
attention shall have doors, covers, or other ready means for access, secured by wing nuts or other simple fastenings.
False floors, for covering wiring in locations exposed to traffic, shall be of light construction fitted in portable sections for inspection
and access purpose and shall be stiffened for support of personnel and local loading.
Protective guards shall also be installed as barriers to prevent personnel from inadvertently contacting energized and exposed
electrical circuits, components, and terminals which present shock and high voltage hazards.
Electrical and electronic equipment and workbenches shall be grounded in accordance with the requirements of MIL-STD-1310.
Safeguards against RF radiation hazards and RF burn hazards, including the posting of warning signs at dangerous radiation areas, shall be
provided in accordance with Section 400.
Warning signs - Warning signs, advising personnel of electrical, electronic, or radio frequency (RF) voltage hazards or dangers, shall
be posted within the entrance area of compartments and walk-in enclosures wherein such hazards are commonly present: for example, the
radio transmitter room, motor generator rooms, and power distribution centers. Warning signs shall be conspicuously located at eye level
or above, in full and clear view of entering personnel. Signs shall also be posted at locations on or near equipment that are particularly
dangerous or exposed. The following warning signs shall be used as indicated, for A.C. or D.C. voltage.
DANGER SHOCK HAZARD (In accordance with drawing, NAVSHIPS No. RE-2699757, where voltages are between 30 volts and
500 volts).
DANGER HIGH VOLTAGE (In accordance with drawing, NAVSHIPS No. RE-2680621, where voltages are in excess of 500 volts.
Where voltages both below and above 500 volts are present in a space, only the DANGER HIGH VOLTAGE warning sign shall be used.
Such signs may be procured as laminated placards from the Naval Publications and Forms Center, Philadelphia, PA 19120).
Protection of equipment - Equipment shall be protected against the hazard of personnel brushing against or being thrown against the
equipment, particularly under heavy sea conditions, and inadvertently causing damage to exposed components or resulting in
maladjustment of exposed functional controls such as push buttons, knobs, and switches. Equipment and electric cables shall also be
protected against similar hazards from accidental movement or shifting of equipment and material in exposed locations such as storage
spaces. Protection shall be provided by equipment arrangement or installation techniques designed to afford such protection or by
installation of enclosures, screens, or guard rails. Such enclosures, screens, or guard rails shall be designed to withstand a static load of
500 pounds and of being used safely as handholds if so configured. The protective method utilized shall not inhibit access to the
equipment as required for normal operational and maintenance procedures. Equipment, piping, ventilation ducting, and electrical cables
exposed to willful damage within the brig shall be encased by 5.1-pound steel plate.
Installation in vicinity of magnetic compass - Except for material shown on the arrangement drawings, all material in the vicinity of
a magnetic compass shall be either nonmagnetic or sufficiently separated from the compass to preclude any uncorrectable permanent or
transient deviations. All necessary magnetic materials shall be located symmetrically with respect to the compass.
For installation purposes, materials having a normal magnetic permeability of 2.0 or less (after fabrication) shall be considered as
nonmagnetic. In general, a permeability of less than 1.02 is required before fabrication.
The compass shall be placed as far as practicable from large masses of magnetic material (such as gun mounts and stacks) and from
the extremities of elongated masses of magnetic materials.
Because of stray magnetic fields which will result from operation of electronic equipment, components of the electrical and
electronics installations shall be installed as far from the standard and steering magnetic compasses as practicable. If passage of electric
current through equipment so located results in a deviation of the magnetic compass for which there can be no correction, the stray field
shall be compensated by shielding or by incorporating a current loop in the circuit of the electric component. The number of ampere turns
and the arrangement of any current loop about the equipment shall be established so that the magnetic compass will function satisfactorily.
Cables shall be installed at a maximum distance from the magnetic compass to prevent magnetic fields from creating a compass
deviation for which there can be no correction.
Table I shall be used as a guide in locating magnetic material, and electric and electronic equipment at a distance sufficient to
prevent a compass deviation in excess of 1/4 degree.
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TABLE I
LOCATION OF MAGNETIC MATERIAL
Minimum safe distance in feet from
Std. Compass
Steering (1) compass
4
3
1.5
1.5
Item
Alarms, power failure
Compass compensating coil
control boxes
Conduits, steel
Deck plating, magnetic
Loudspeaker:
Small Speakers
Large bull speakers:
Fixed position
Movable position
Magnetic material, fixed (except
deck plating)
Magnetic material, movable (2)
Meters, electric (other than repeating,
or portable types)
Meters, electric (repeating type)
Meters, portable
Motors A.C.
Below 5 hp
From 5 to 25 hp
Over 25 hp
Motors D.C.
Below 5 hp
From 5 to 25 hp
Over 25 hp
Pilot House control stands
Radar equipment:
Indicators
Modulators
Repeaters
Transmitters
Radio equipment:
Antennas, telescoping
Receivers
Transmitters
Transmitter remote control station
Radiophone units
Rheostats, degaussing
Switches, magnetically controlled
Switches, (except magnetically
controlled), distribution panel
and D.C. circuit breakers
Synchro and step-by-step indicating and
transmitting equipment, including
ship's course indicators and engine
room telegraph:
A.C.
D.C.
Section 070
10
4
6
4
10
15
8
12
10
12
6
8
2
5
5
2
3
3
10
12
14
6
7
8
12
14
16
6
7
8
10
4
7
7
7
7
6
6
6
6
10
7
7
7
7
10
8
6
4
4
4
4
7
5
2
3
2
3
10
S9AA0-AB-GOS-010
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TABLE I
LOCATION OF MAGNETIC MATERIAL (Continued)
Minimum safe distance in feet from
Item
Std. compass
Steering (1) compass
Telephone headsets, sound powered
7
4
Voltage regulators
7
4
Windshield wipers, electrically
4
3
operated
NOTES:
1. If the steering compass is also to be used as a standard compass, the limiting distance for the use of
magnetic materials shall be as specified for the standard compass. For the transmitter of remote indicating
compass, limiting distances for use of magnetic materials shall be as specified for the steering compass.
2. Steel doors and hatches, movable steel furniture, including movable steel parts of furniture, are
considered movable magnetic materials.
Electromagnetic Interferences (EMI) - All equipment and installations newly installed during overhaul shall meet the EMI requirements of
MIL-STD-1310. Equipment, items and cables installed with EMI protection measures incorporated in the original installation, such as
shielding and grounding, and removed during overhaul, shall be re-installed during equipment installation. Section 406 herein provides
EMI specifications and requirements.
Electromagnetic Pulse (EMP) Protection - Ships with EMP protection installed shall not be compromised during overhaul. The EMP
grounding and shielding devices and hardware, if removed during overhaul, shall be replaced. Any new installed cables, pipes, antennas
and waveguides shall be EMP protected in accordance with the guidance provided in MIL-STD-1310. If specifically authorized during
overhaul by SHIPALT or other authorized sources, EMP protection shall be added to the ship in accordance with the SHIPALT and in
accordance with MIL-STD-1310.
Cofferdams - For new installations, cofferdams shall be provided between reserve feed water tanks and tanks containing liquids other
than fresh or seawater.
070i. Weight and Stability
Weight and stability changes shall be reported as required in the SHIPALT authorization letter. Weight and moment compensation
(including ballast changes) shall be authorized by NAVSEA in advance of such changes.
The cognizant activity shall identify the last inclining experiment and all subsequent weight changes to the overhauling Planning
Yard if an updated condition A and D summary, or if a weight compensation is to be required. The cognizant activity shall provide the
above information to the executing activity 180 days in advance of the work to be performed.
070j. Vital Spaces
Vital spaces are those in which continued operation is essential for maintaining ship control, propulsion, communications,
seaworthiness, and mission capability.
Vital space boundaries shall be designed, to the extent practicable, to afford protection from fumes, fire, and flooding in order to
assure continued operation of equipment and protection of personnel. For ballistic requirements, see Section 164.
Vital spaces entirely or partially below the flooding water levels (V-lines) shall have watertight boundaries. Vital spaces entirely
above the V-lines shall have airtight boundaries, except where one or more boundaries are required to be watertight or airtight for other
purposes. All vital spaces, except fan rooms, and electronic cooling equipment rooms, are considered manned. For access to vital spaces,
see Section 071.
The following is a partial list of compartments considered to be vital spaces:
Central control station
CIC
Damage control central
Degaussing generator rooms
Emergency generator rooms
Enclosed operating station
Fan rooms, air conditioning machinery rooms, cooling water machinery rooms, and other spaces containing ancillary
equipment serving essential equipment in vital spaces
IC and gyro rooms
11
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Main and auxiliary machinery rooms

Other command/control rooms
Pilot House
Pump rooms
Radio, radar, countermeasures, and sonar rooms
Shaft alleys
Steering gear rooms
Weapon control, stowage, handling and checkout rooms
Fwd and aft designated heads to be used during condition zebra
070k. Preventive Maintenance Program
The Contractor shall establish a preventive maintenance program and shall prepare a preventive maintenance plan for all HM&E
equipment including that which is Government-furnished. The program shall encompass the preventive maintenance to be performed from
the time of receipt of the HM&E equipment until turnover of the equipment to ship's force or end of overhaul whichever is specified in the
Contract, including inactive equipment maintenance required pending installation and activation of an item of machinery or equipment
aboard the ship. Specific preventive maintenance requirements for each piece of Contractor-furnished HM&E equipment shall include, but
not be limited to, a simple but complete description of the action to be taken and the schedule (periodicity) and other circumstances
relating to when it should be accomplished. Utilization of existing Navy Planned Maintenance System (PMS) documentation is authorized
and encouraged where applicable in the preparation of these requirements. The initial preventive maintenance plan shall include the
Contractor's planned approach to and organization for the total preventive maintenance program, a listing of HM&E equipment (both
Contractor and Government-furnished) that the program will be applicable to and the specific preventive maintenance requirements for
HM&E equipment identified up to that date. Subsequent addendums to include the specific requirements for additional HM&E equipment
shall be prepared until all the HM&E equipment listed in the approved initial plan is included in the final approved plan.
The Contractor shall perform all preventive maintenance in accordance with the approved plan. The Contractor shall record all
preventive maintenance actions as required by the respective contract.
070l. Fire Zone Boundaries
General - A fire zone boundary is a physical boundary designed to retard the passage of flame and smoke. Fire zones apply
primarily to transverse bulkheads. Exceptions are longitudinal bulkheads in tanks and wells as on landing type ships. Surface ships with
an overall length greater than 220 feet shall be divided into main vertical fire zones by utilizing the main subdivision bulkheads and
portions of decks where the subdivision is stepped. Fire zone bulkheads shall be continued from main subdivision bulkheads through the
superstructure, stepped as necessary. The distance between fire zone bulkheads shall not exceed 131 feet.
Fire zone boundaries, designated by the symbol FZ, shall be in locations shown on the arrangement drawings. Where the symbol FZ
is used with a tightness designation such as WT, both requirements shall be satisfied. Where a boundary is designated FZ only, the
requirements for fumetightness apply. The tightness of a fire zone boundary shall never be less than "fumetightness". See Section 192.
Material and construction - Fire zone boundaries of steel hull ships shall be constructed of steel, suitably stiffened, and made intact
with principal structure of the ship, such as structural bulkheads, decks, shell, and deckhouse. Ships with aluminum superstructures shall
have aluminum fire zone boundaries in the superstructure. Fittings in fire zone boundaries, except gaskets for watertight and oiltight
closures, shall be of noncombustible material.
070m. Principal Watertight Features
The main transverse watertight bulkheads (and in some ships the longitudinal watertight bulkheads), the shell, and the bulkhead deck
shall constitute the watertight envelope and subdivision which enable the ship to maintain watertight integrity and survive extensive
underwater damage. The bulkhead deck is defined as the uppermost deck, or decks, to which bulkheads are carried watertight.
Main watertight bulkheads and watertight decks shall be located as specified. Other bulkheads and decks shall be watertight as
follows:
Boundaries of vital spaces, where required.
Boundaries of tanks (watertight or oiltight)
Damage control deck, unless otherwise specified.
First deck or platform above the keel, to limit the flooding in case of stranding (the inner bottom satisfies this requirement).
Portions of decks which connect steps in main subdivision bulkheads.
Trunks and other decks as specified.
Requirements pertaining to watertightness, including penetration of watertight boundaries, are specified in other sections of the
specifications, such as:
Access closure tightness (See Section 071)
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Hydrostatic design heads for watertight bulkheads and watertight decks (See Sections 120 and 130, respectively).
Location of deck drain valves (See Section 528).
Piping system penetration integrity (See Section 505).
Stuffing tubes for cable and extent of cable and sealing (See Section 304).
Vital space tightness (See Section 070).
Watertight closure requirements and vertical extent to which ventilation ducts shall be carried watertight (See Section 512).
In order to reduce the number of closures in ventilation ducts which penetrate main watertight bulkheads or the bulkhead deck,
flooding water levels have been developed and are defined as follows:
Flooding Water Level I (FWL-I) - The highest level that can be expected on any particular intact main transverse watertight
bulkhead when that bulkhead serves as a confining boundary to flooding which the ship is expected to be capable of surviving.
Flooding Water Level II (FWL-II) - The highest water level that can be expected above the bulkhead deck at any particular intact
watertight subdivision after any flooding elsewhere in the ship which the ship is expected to be capable of surviving. Flooding water
levels (V-lines) on main watertight bulkheads and over the bulkhead deck shall be as specified. These flooding water levels usually do not
coincide with the height to which bulkheads are specified to be watertight. Certain watertightness requirements for ventilation systems,
drainage systems, and cable end-sealings are governed by FWL-I and FWL-II. In order to reduce the number of closures in ventilation
ducts, and at the same time protect the ship against the flooding of otherwise undamaged compartments, preference shall be given to
locating ventilation ducts, rather than other systems such as piping and wiring above FWL-I. Watertight integrity of boundaries shall be
maintained both above and below flooding water levels; however, except for fire zone bulkheads, ventilation closures are not required
above the flooding water level.
070n. Emergency and Damage Control Systems
Emergency and damage control systems are those systems which provide the ship with the ability to maintain its assigned mission
during any emergency or battle damage condition. These systems include all equipment, materials, devices, and techniques that can be
used to prevent and minimize damage as well as to restore the ship from the effects of damage.
Emergency and damage control functions include the following, to the extent specified for the individual ship as defined in OPNAV
3501.2 or class of ships in the respective sections herein:
Preservation of stability and watertight integrity by compartmentation and access closures, flooding restrictions, ballasting, and
drainage.
Continuation of services such as electrical power and communications (normal and casualty), propulsion, lighting, alarms,
ventilation, chilled water, fuel (such as gasoline, JP-5), and compressed air.
Prevention of personnel casualties.
Maintenance of the following:
Fire power including the facilities for supporting the operation of aircraft.
Ability to effectively segregate systems.
Mobility and maneuverability of the ship.
Firefighting ability, including prevention, detection and warning, isolation, extinguishment, and minimization of the effects
of fires by sprinkling, CO(2), HALON 1301, Aqueous Film-Forming Foam (AFFF), and dry chemical installations.
Detection confinement, and removal of the effects of nuclear, biological, and chemical attack by means of personnel
protective equipment, detectors, indicators, ventilation filters and compartmentation, and other related equipment.
070o. Classification of Ship and Craft
For purposes of these specifications, ship types are classified as indicated in Table II.
TABLE II
LIST OF CLASSIFICATION OF NAVAL SHIPS AND SERVICE CRAFT
(PARTIAL LIST BASED ON SECNAV CLASSIFICATION)
1. COMBATANT SHIP CATEGORY
a. Warship Classification
(1) Aircraft carrier type
(a) Multi-purpose aircraft carrier
CV, CVN
(2) Surface combatant type
(a) Guided missile cruiser
CG
(b) Destroyer
DD
(c) Guided missile destroyer
DDG
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TABLE II (continued)
(PARTIAL LIST BASED ON SECNAV CLASSIFICATION) (Continued)
(d) Frigate
FF
(e) Guided missile frigate
FFG
b. Other Combatant Classifications
(1) Patrol combatant type
(a) Patrol coastal
PC
(2) Amphibious warfare type ships
(a) Amphibious assault ship (general purpose)
LHA
(b) Amphibious assault ship (multipurpose)
LHD
(c) Amphibious assault ship (helicopter)
LPH
(d) Amphibious transport dock
LPD
(e) Amphibious cargo ship
LKA
(f) Dock Landing Ship
LSD
(g) Tank Landing Ship
LST
(h) Amphibious command ship
LCC
(3) Mine warfare
(a) Mine countermeasure ship
MCM
(b) Minehunter, Coastal
MHC
(4) Combat Logistics Type Ships
(a) Ammunition ship
AE
(b) Store ship
AF
(c) Combat store ship
AFS
(d) Oiler
AO
(e) Fast combat support ship
AOE
(f) Replenishment oiler
AOR
2. AUXILIARY SHIP CATEGORY
a. Auxiliary Classification
(1) Mobile logistic type
(a) Destroyer tender
AD
(b) Repair ship
AR
(c) Submarine tender
AS
(2) Support type
(a) Salvage ship
ARS
(b) Fleet ocean tug
ATF
(c) Salvage and rescue ship
ATS
(d) Miscellaneous
AG
(e) Deep submergence support ship
AGDS
(f) Missile range instrumentation ship
AGM
(g) Oceanographic research ship
AGOR
(h) Surveying ship
AGS
(i) Hospital ship
AH
(j) Cargo ship
AK
(k) Vehicle cargo ship
AKR
(l) Gasoline tanker
AOG
(m) Cable repairing ship
ARC
(n) Training aircraft carrier
AVT
3. COMBATANT CRAFT CATEGORY
a. Combatant Craft Classification
(1) Patrol type
(a) Patrol boat
PB
(b) Patrol craft (fast)
PCF
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(PARTIAL LIST BASED ON SECNAV CLASSIFICATION) (Continued)
(c) Fast patrol craft
PTF
(d) River/roadstead craft
ATC
(2) Amphibious warfare type
(a) Landing craft
AALC, LCAC, LCM, LCPL, LCPR, LCU, LCVP, LWT
(b) Special warfare craft
LSSC,, MSSC,, SDV, SWCL
(3) Mine warfare type
(a) Mine countermeasures craft
MSB,MSD, MSI, MSR
4. SUPPORT CRAFT CATEGORY
a. Support Craft Classification
(1) Dry docks
AFDB, AFDL, AFDM, ARD, ARDM, YFD
(2) Tugs
YTB, YTL, YTL
(3) Tankers
YO, YOG
(4) Lighters
YC, YCF,YCV, YF, YFN, YFRT
(5) Miscellaneous
DSRV, DSV, NR, YAG, YD, YFB, YM, MCS 12, YNG, YP
070p. Standardization and Non-Conformances
It is Navy policy to make every effort to achieve and maintain standardization throughout the life cycle of its ships. There are three
discrete types of standardization which should be pursued: intra-Navy, intra-class, and intra-ship.
Intra-Navy standardization is achieved by selecting and acquiring equipment or components for new ships or requirements which are
already in the Navy inventory and fully supported. The NAVSEA Standard Components List (SCL) provides a list of hull, mechanical,
and electrical equipment which are installed on at least one active ship, are available for procurement, and are supported by spare parts
available from the original equipment manufacturer. This list should be used in the design selection process for assistance in identifying
standard equipment. The SCL lists equipment by APL number, referenced from either a specification or equipment nomenclature, and
includes extensive information on equipment technical characteristics and applications in existing ship installations.
Intra-class standardization is achieved by installing identical equipment and components on all ships of the class. Intra-class
standardization is essential to achieving adequate logistics support and to minimize future engineering costs. While the need for intra-class
standardization is widely recognized, it is not normally considered justification for a sole source contract. The acquisition of each
component or equipment must be strategized individually to achieve standardization. Since there are many personnel involved and the
acquisitions may take place over a long period of time (it can take up to nine years from alteration inception to installation of that
alteration on the last ship of the class), finding the appropriate strategy for each component/equipment is very difficult. The difficulty is
exacerbated by budget limitations and constraints, data base limitations, changing technology and the need for free and open competition.
Acquisition strategies to promote intra-class standardization include the following:
1.
Procuring for all ships of the class with a single contract.
2.
Use of a multi-year contract to acquire out-year ship requirements.
3.
Use of contract options to acquire out-year ship requirements.
4.
Procuring standard Mark and Mod equipment to a government owned design.
5.
Procuring standard Make and Model commercial equipment on a sole source basis.
6.
Utilizing FAR l4.201-8 price related factors. This allows selection on the basis of the lowest aggregate cost to the government
in lieu of the lowest offered price. This method will tend to favor items which are already supported. It is particularly applicable when
procurement must be made for a single ship of a multi-ship class such as in the case of a maintenance replacement.
Intra-ship standardization is achieved by minimizing the number of different equipment and components of each ship. Effort should
be expended during the design and equipment selection processes to minimize the number of different equipment and components of
essentially the same size or capacity for installation on the ship.
In addition to requirements for equipment standardization in new design and equipment changes or replacements, consideration
should be given to eliminating unsupported equipment when economically feasible. The NAVSEA Unsupportable Equipment List lists all
equipment installed in the fleet which are no longer supported with spare parts by the original equipment manufacturer. This list should be
used to identify such equipment for consideration for replacement.
Non-Conformances All non-conformances shall be dispositioned in accordance with NAVSEAINST 5400.95 (series). This
instruction applies to all non-nuclear non-conformances, including non-reactor plant propulsion plant systems as defined by
NAVSEAINST C9210.4.
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The executing shipyard shall document the disposition of all non-conformances and maintain a log of non-conformances, LARS, and
resolutions which are issued in accordance with these requirements. This log shall contain, as a minimum, the following: (a) serial
number, (b) short title, (c) classification (major/minor), (d) type of non-conformance (waiver, deviation), (e) date requested, (f) date
resolved, (g) approval or disapproval status, and (h) conditional approval comments (if applicable).
The executing shipyard and/or Planning Yard shall prepare appropriate software mark-ups and/or changes, as required, to document
accepted non-conformances that may affect future maintenance, alterations, or repairs.
Note: The primary role of the Planning Yard in processing non-conformances is to maintain configuration control. Planning
Yard should be provided record of accepted non-conformances involving configuration control, changes to logistics support, or
changes/problems with shipalt plans. Planning Yard is not required to document the majority of repair type minor non-conformances
which address the substitution of piece part materials of components, minor dimensional variances or other non-conformances that do not
affect the configuration or operational attributes of a system or component.
Section 070
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SECTION 071
ACCESS
071a. Scope
This section contains the general requirements for access and applies only to those compartments, spaces and areas that
are created new or modified as a result of physical, functional or related system changes. For limitations on locations and
spacing of access openings, see Section 100.
071b. General
All compartments, usable spaces, and voids within the ship shall be provided with doors, hatches, scuttles, manholes,
arches, and removable plates, as appropriate, to afford the most convenient practicable access. Access closures shall meet
the requirements specified in Section 624. Where traffic is heavy or in way of escape routes, access closures shall be of the
"quick-acting" type.
Access shall be provided in foundations to permit preservation of the foundation and of the deck or other structure
beneath.
Foundations where access is impractical shall be treated as inaccessible voids in accordance with Section 631.
Swash bulkheads, breasthooks, and other nontight structure within tanks or voids shall have swash holes and openings,
as necessary, to afford access to all parts of the spaces.
Access shall be provided to masts, antennas, antenna towers and lights.
Headroom in walking and working areas shall permit normal operations required in the space without undue
interference caused by striking objects overhead. Lighting fixtures, ventilation ducts, piping and wiring shall be installed as
close to the overhead as practicable. A clear headroom of 6 feet 5 inches is desired in all areas, but in no case shall clear
headroom be less than 6 feet 3 inches.
Whenever possible, machinery, piping, operating rods, brackets, trolley tracks, and other items that restrict passage or
are a source of danger to personnel, shall be kept clear of normal routes of access.
Where such installations cannot be avoided, guards or protective padding shall be provided.
Passageways that are intended for use by pallet transporters shall normally be at least 6 feet wide. In no instance shall
the clear width of these passageways be less than 5 feet. This minimum width is permissible upon approval of the
Supervisor only at structural elements or in way of essential bulkhead mounted equipments that cannot be functionally
located elsewhere.
Unless otherwise approved by the Supervisor, passageways for heavy personnel traffic shall be maintained not less than
36 inches clear.
Wherever practicable, hatches shall be aligned vertically, to conserve space and to facilitate handling materials into and
out of the ship. This requirement applies particularly to striking-down hatches, and to hatches for personnel traffic.
Additional doors, hatches, scuttles, and manholes shall be provided, as required, in the development of access and
damage control arrangements, or to meet special requirements.
Where provided, two lines of access, well separated port and starboard, shall be maintained on the damage control
deck. Where only one line of access is provided, it shall be maintained as near the centerline as practicable.
071c. Requirement for New or Modified Spaces
Each manned vital space intended to be manned by 10 or more men and all other spaces intended to contain 21 or more
men or seats shall have two means of egress as widely separated within the space as arrangements permit. Within the
watertight envelope of the ship, the two means of egress shall, without compromising watertight integrity, open into spaces
separated by watertight construction. For vital spaces which do not have direct access at a location above the V-lines, as
defined in Section 070, normal access shall be by means of a watertight trunk to a location above the V-lines. However, if
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this would extend the trunk above the weather deck, the trunk shall be terminated at the highest practicable level within the
ship. Unless otherwise specified, trunks which extend above the damage control deck, shall be provided with access doors
on the damage control deck. The closure between the trunk and the space it serves shall be a watertight hatch or door, as
appropriate.
Spaces which are below the watertightness level and which are manned at general quarters shall be provided with
access in the overhead.
Any space manned during normal operations with access to a hangar shall have a separate means of egress to allow
escape other than into the hangar. Any space manned during normal operations with access to a gallery deck walkway shall
have a separate means of egress to allow escape into the ship without going onto the gallery deck walkway or into the
hangar.
In ballistically protected control spaces in the superstructure where normal access is through one or two doors which
could easily be blocked or jammed by an explosion, an additional means of escape shall be provided. This escape may be
through either the deck or the overhead, whichever is the better arrangement, but preferably through the thinner plating.
Quick-acting spring-balanced hatches, hatches fitted with escape scuttles, or escape scuttles in decks, as appropriate,
shall be installed to ensure ready access to and from quarters, manned vital spaces and other spaces where general access or
means of escape are essential at all times.
Where a secondary means of egress is required but cannot be otherwise provided, an emergency escape panel in
accordance with drawing, NAVSHIPS No. 804-4563128, shall be installed in non-tight bulkheads. Emergency escape
panels shall not be obstructed by furniture, fixtures, or other items.
Scuttles installed for normal access shall be operable from both sides. Scuttles shall be provided with locks or locking
devices on the non-secure side where the space served is restricted or requires positive security (see Section 604). Scuttles
installed for secondary means of escape shall be operable from both sides and no locks shall be provided. However, where
the space served is restricted or requires positive security, it shall be provided with a mechanical securing device with a quick
release feature on the secure side only. Escape scuttles in bulkheads shall open out of the compartment being exited unless
the scuttle would open into a passage, in which case the scuttle shall open into the compartment.
Access requirements for manned vital spaces shall be of the following types:
Compartments above V-lines Quick-acting doors
Quick-acting spring-balanced hatch, hatch with escape scuttle in overhead, or escape scuttle in overhead.
Compartments entirely or partially below V-lines. Quick-acting doors for compartments on damage control deck and above.
Hatch with quick-acting scuttle (or quick-acting spring-balanced hatch) in overhead if access terminates on
damage control deck above V-lines.
Watertight trunk to damage control deck with hatch with quick-acting scuttle (or quick-acting spring-balanced
hatch) at upper end if access terminates above V-lines.
Watertight trunk with quick-acting door at damage control deck (except where prohibited for ballistic reasons) and
hatch with quick-acting scuttle (or quick-acting spring-balanced hatch) in deck above damage control deck if watertight
trunk intersects damage control deck below V-lines.
The bottom of trunks to vital spaces shall be fitted with quick-acting spring-balanced watertight hatches (or watertight
hatches with quick-acting scuttles). Unless otherwise specified, if the trunk extends into a vital space, it shall be fitted with a
quick-acting watertight door: Where space permits, the door shall open into the trunk. Access trunks serving several vital
spaces shall be combined into a single trunk, unless a combined trunk is prohibited elsewhere. Unmanned vital spaces (such
as fan rooms) do not require trunked access. See paragraph 071d for special gasoline and aviation fuel pump room
requirements. See paragraph 071e for machinery space escape trunk requirements.
Without exceeding the size limitations, hatches and doors affording access to machinery spaces, electronic spaces,
switchboard rooms, and shops shall be large enough to permit the removal of shop equipment, electronic equipment,
switchboard units, and machinery items that are difficult or impractical to disassemble. Where the size of items or
components to be shipped or unshipped exceeds acceptable door or hatch sizes, certain areas shall be arranged to be clear of
piping, wireways, ducts and other obstructions such that structure can be readily removed and components shipped or
unshipped.
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Where vane axial fans are located in spaces which are not suitable for their disassembly and replacement of bearings,
the access door to the space shall be large enough to pass such fans. Otherwise, a bolted access plate of sufficient size shall
be provided. Bolted plates shall be avoided in strength bulkheads and watertight bulkheads.
Manholes shall be provided for access to all compartments, tanks, cofferdams, voids, and pockets not provided with
other means of access.
Manholes of 15-inch by 23-inch clear opening shall be provided throughout the ship except where structural or space
conditions require reduction of this basic size to a minimum of 15-inch by 18-inch clear opening. Double bottom access
openings shall be 15-inch by 23-inch clear opening in longitudinal members and 18-inch diameter clear opening in
transverse floors except where structural or space conditions require reduction of these basic sizes.
Except as otherwise specified herein, for any tank, double bottom compartment, or void (exclusive of cofferdams), two
manholes shall be provided. In any tank or void, in which it is impractical to fit two manholes, one manhole and one
opening fitted with a cover, for a ventilation hose shall be provided. In either arrangement, the openings shall be located at
the diagonal extremities of the space. Cofferdams, in general, shall be fitted with a manhole at one end and a ventilation
hose opening with cover at the opposite end. For very small tanks or cofferdams, only the access manhole shall be fitted, and
the ventilation hose opening shall be omitted.
Any tank or void, requiring access through a ballistic deck shall be provided with one manhole and one ventilation hose
opening with cover, except that when such a space is very small it shall have the manhole only.
All manholes and ventilation openings in tanks and voids shall be in the uppermost level of the tank or void. At least
one manhole in each tank or void shall be at the highest practicable point in the uppermost level of the tank or void.
Manholes shall not be installed in decks in way of vehicular and hand truck traffic routes.
Flush type manholes shall not be installed in decks where latex mastic or terrazzo deck coverings are used.
071d. Watertight Integrity and Structural Limitations
In providing means for new permanent access throughout the ship, watertight integrity, ballistic protection, and strength
shall be maintained.
In ballistic decks, the number and size of openings for access and for other purposes shall be held to a minimum.
Manholes shall not be installed in underwater side protective system bulkheads.
Main subdivision bulkheads shall not be penetrated for access below the damage control deck.
Watertight access trunks to magazines and handling rooms, control rooms, steering gear rooms, and pump rooms shall
not be penetrated between the damage control deck and the ballistic deck.
Access trunks to gasoline and aviation fuel pump rooms shall have two watertight closures, one at the top of the trunk
and one at the pump room. The sides of the trunk shall not be penetrated for access to any other space. Where the gasoline
or aviation fuel pump room is located directly below, on, or above the damage control deck, a watertight trunk shall be
installed extending from the deck over the pump room to the next deck above. Where the gasoline or aviation fuel pump
room is located more than one deck below the damage control deck, a watertight trunk shall be installed extending to the
damage control deck. Where the gasoline or aviation fuel pump room is located on or immediately below the weather deck,
the access shall be from the weather deck and shall be watertight.
Access openings shall be located so as to avoid interferences with girders, longitudinals, transverse web frames, and
major bulkhead stiffeners.
Openings in the strength deck stringer plating for access or other purposes shall be avoided throughout the amidship
3/5-length of the ship.
Temporary openings for purposes of construction or testing shall not be cut in strength decks or bulkheads without the
approval of the Supervisor. Provision shall be made for fire and flooding protection in accordance with Section 045. Such
openings shall be permanently closed, and the full strength of the original structure shall be restored.
071e. Machinery Space Requirements
Each main and large auxiliary machinery room shall have at least one normal access and one escape route.
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Normal access to machinery spaces shall be obtained through a watertight trunk extending from the damage control
deck to the deck over the machinery space. Rungs shall be provided as an emergency means for reaching the normal access
opening for use in case of casualty to the ladder.
An additional access route for emergency escape shall be provided via a trunk, leading from the floor plates at the
lowest operating level of the space to an exit point on or above the damage control deck. The trunk shall be of steel
fumetight construction within the machinery space, and of watertight construction above it. The lower end of the trunk shall
be fitted with a balanced type joiner door in accordance with Section 624, opening into the trunk. The upper end of the trunk
shall be fitted with a quick-acting spring-balanced hatch.
Trunks shall be thermally insulated in accordance with Section 635.
When a normal access trunk or escape trunk, as described above, pierces a ballistic deck between the damage control
deck and the machinery space, the sides of the trunk shall not be penetrated between the damage control deck and the
ballistic deck. Side penetrations in other portions of the trunk shall not be made without the Supervisor's approval.
Each switchboard room and enclosed operating station shall be provided with an escape scuttle in addition to the
normal access. For escape trunk ladders and insulation requirements see Sections 622 and 635, respectively
071f. Additional Requirements - Aircraft Carriers
Open longitudinal gallery walkways shall be maintained port and starboard, below and outboard of the flight deck.
Walkways shall be approximately midway between the flight and gallery decks.
Access shall be maintained from the walkways to the gallery deck, flight deck, airplane crane machinery, masts, and
ramp lights, and for passage across the ship under the flight deck.
On the gallery deck, direct longitudinal passages, port and starboard, shall be maintained.
Not less than four enclosed access routes, well distributed fore and aft, shall be maintained between the hangar and
gallery decks so that, in the event of a fire on any portion of the hangar deck, personnel below this deck will be provided
with a means of escape through the fire area. These routes shall be fitted with airtight doors to prevent "chimney" effect in
the event of fire below decks. One of these routes shall provide a direct means of access from the second deck to the island
and the flight deck in way of the island.
A walkway shall be maintained on the outboard side of the island structure at the flight deck level, to provide an
emergency access route to the island in the event that access from the inboard side is cut off by fire or other casualty. Doors
and scuttles shall be maintained, opening on this walkway, to provide access to companion ladders within the island.
If weapon assembly areas are provided forward and aft on the damage control deck, the passages connecting these areas
shall be of sufficient width to permit ready emergency bomb handling from one area to the other as required by the
arrangement drawings.
071g. Technical Documentation
Temporary access cuts - For proposed temporary access cuts, located in primary hull structure, other than those cuts
shown on approved structural drawings, the contractor shall prepare technical documentation to be submitted to the
Supervisor for review. Primary hull structure consists of main strength deck(s) and shell plating and their supporting
framing, innerbottom tank top, vertical keel, collision bulkheads, and main transverse bulkheads. Cuts in sheer, stringer, or
bilge strakes; major transverse framing; or flat keel require approval of the Supervisor prior to making the cut. The technical
documentation shall include, but not be limited to, the following:
Location of the access with respect to deck or distance above baseline of ship, frame, and distance off the
centerline of ship, deck edge, or existing longitudinal bulkhead structure. (See Section 100.)
Size and shape of access. (See Section 100.)
Identification of structure to be cut (i.e. shell, deck, bulkhead).
Thickness and material identification of plating and structural members to be cut.
Utilization of previous cuts or existing builders' seams and butts for the access cut or the intersections of these
with the access cut, if applicable. (See Section 100.)
Welding details for reinstallation of the access closure plate and non-destructive testing requirements. See Section
100.
Tightness testing requirements.
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Any temporary structural reinforcement required to prevent distortion of ship structure.

A description of the temporary access closure or enclosure when required. (See Section 100.)
Permanent access alterations - When modifications or new installations, or both, include permanent access alterations,
pertinent ship's selected records, i.e., Booklet of General Plans and Damage Control Plates, shall be revised to reflect
permanent access alterations.
Section 071
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SECTION 072
SHOCK
072a. Scope
This section contains the requirements for the application of shock hardening criteria to the overhaul, modernization, conversion, and
repair of naval surface ships.
072b. Definitions and Grade Designations
Grade A - Machinery, equipment, and systems essential for the safety and continued combat capability of the ship. Design shall be
suitable to withstand shock loadings without significant effect on performance and without any portion of the equipment coming adrift or
otherwise creating a hazard to personnel or to grade A machinery, equipment, or systems.
Grade B - Machinery, equipment, and systems not required for the safety or continued combat capability of the ship. Design shall be
suitable to withstand shock loading without the equipment or any external portion of the equipment coming adrift or otherwise creating a
hazard to personnel or to grade A machinery, equipment, or systems.
Grade C - Equipment and systems which have no shock requirements, except that they must be arranged or located so as not to
become a hazard.
Hazard - An item constitutes a hazard if, as a result of shock, the item or a portion of it could endanger grade A equipment or
personnel at battle stations. In determining this possibility, the assumption shall be made that the item or portion thereof could be
projected upwards or sidewards as much as five feet before striking or rebounding into a target. Consideration shall also be given to the
relative weight of the item and the presence of any intervening structure.
System - A system is an arrangement or combination of principal units and items necessary to perform a specific operational
function or functions (such as the piping systems, refrigeration systems and electronic systems).
Additional definitions relating to shock requirements are contained in Mil. Spec. MIL-S-901.
Grade designations - To determine the appropriate shock grades, the following capabilities shall remain unchanged during and after
an attack by non-contact underwater explosion:
Design speeds in all modes of propulsion and at all operating conditions
Aircraft arming, refueling and controlling
Countermeasures and expendable ordnance/weapons
Emergency and damage control systems (see Section 070)
Interior communication and data processing systems necessary to support the capabilities of this list
Maneuvering
Navigation
Radar
Radio
Replenishment-at-sea (stowed condition)
Sonar
Visual reconnaissance
Weapon control
Weapon stowage, reloading, and firing or launching
Any ancillary system required to support the above capabilities shall be grade A if the ancillary system is necessary for 100 hours
consecutive operation of the above capabilities following exposure to shock. The 100 hours mentioned for grade A equipment is to give
guidance for choosing the shock grade for ancillary equipment and does not relate to the grade A equipment itself, which is expected to
operate indefinitely without reduction in performance.
Principal units, items, or systems not essential for the above capabilities shall be designated grade C if arranged or located so as not
to become a hazard during or after the attack, but designated grade B if not so arranged or located.
Overhaul equipment installation drawings submitted for approval shall indicate the grade of shock resistance. A list of any items not
appearing on such drawings shall be submitted to the supervisor within 9 months of the date of the contract and shall show the grade of
shock resistance of the items. Significant changes shall be reported as they occur.
The required grade of shock resistance shall be as specified herein. Omission of such indication does not relieve the contractor of the
responsibility for determination of shock grades consistent with the capabilities indicated herein.
Section 072
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072c. Requirements for Non-shock Hardened Ships

Items intended for installation aboard operational non-shock hardened ships undergoing overhaul, modernization, or conversion shall
possess shock resistance characteristics equal to those originally specified in the detail building specifications for the ship in question.
Therefore, the criteria for shock specified in the following paragraphs herein apply only to ships built to shock hardening criteria
unless the specific intent of a SHIPALT, conversion or modernization is to include upgrade of a non-shock hardened ship to a
shock-hardened status.
072d. Requirements for Shock Hardened Ships
Unless otherwise directed by the Supervisor, the following basic shock hardening criteria apply to overhaul, modernization or
conversion of shock hardened ships:
(1) New shipboard systems, equipment, and foundations furnished for overhaul, modernization or conversion shall meet shock
testing requirements and foundation shock design requirements specified herein.
(2) Where a system or structure is designated herein as requiring a grade of shock (i.e., grade - A, B), and the grade of shock
specified conflicts with an individual ships detailed specifications, the ships detailed specification shall take precedence.
(3) The shock resistance of new shipboard installations shall not be purposely reduced to equal that of existing ship systems.
(4) Existing shipboard systems of shock hardened ships need not be upgraded to match higher shock resistance of later designs of
shock hardened equipment or systems installed by SHIPALT, modernization, or conversion programs unless the upgrading of existing
equipments or systems is a specific objective of the SHIPALT, modernization, or conversion.
Items designated as grade A or B, whose size and weight permit shock testing in accordance with Mil. Spec. MIL-S-901 shall be
shock qualified by meeting the requirements contained therein.
Items requiring heavy weight shock testing in accordance with MIL-S-901 due to size or weight limitations shall be proven
acceptable by shock testing aboard the Large Floating Shock Platform, Floating Shock Platform or Submarine Shock Test Vehicle, test
facility schedules and other factors permitting. Test levels shall correspond to those of Mil. Spec. MIL-S-901.
Items which cannot be shock tested, and foundations for equipment which are required for performance of the ship functions
specified, which cannot be included due to weight or size, shall be designed to withstand shock loadings. These loadings shall be
established on the basis of dynamic analysis procedures outlined in publications NAVSEA 0908-LP-000-3010, "Shock Design Criteria For
Surface Ships" and Design Data Sheet DDS 072-1, "Shock Design Values" (CONFIDENTIAL).
In general, items to be resiliently mounted shall be shock-tested while installed on the same type of resilient mountings, including
buffers (snubbers), that will be used for shipboard installations. If an item is to be mounted both directly to foundation structures or on
resilient mountings onboard ship, or both, the item may be tested for direct mounting (upon concurrence from NAVSEA) without
additional testing for resilient mounting. Mountings used in shock testing shall not be used aboard ship.
Government-furnished equipment shall not be subjected to shock testing after delivery to the contractor. Unless otherwise specified,
when contractor-furnished consoles, racks, and enclosures containing Government-furnished equipment are shock tested, the
Government-furnished equipment shall be simulated by equivalent dummy loads.
Where Government or other applicable equipment specifications require shock proofing for other than non-contact underwater
explosions, the requirements of such other specifications shall also apply.
Valves and valve operators in shock Grade A or B piping systems shall be tested and inspected for qualification in accordance with
MIL-STD-798, Section 11.
Sea water system hull valves which have been subjected to shock tests shall not be installed in the ship as hull valves, but may, after
proper examination and testing, be used as line valves when found to satisfy the requirements of MIL-STD-798, Section 11.
Castings which have been subjected to actual shock testing shall not be installed in the ship between the sea and the associated hull
valves.
Following shock tests, valves shall be disassembled and inspected for evidence of mechanical binding, or distortion of components,
and shall be inspected for soundness before and after shock testing, through the use of magnetic particle or dye penetrant tests complying
with MIL-STD-271.
Items which are qualified for a higher grade of shock resistance may be used where a lower grade is specified.
Equipment shall not be attached to both of two structures which can deflect relative to each other under shock loadings.
Buffers employed to limit deflection under shock loading are subject to the same requirements as foundations.
Unless otherwise specified herein or in Government specifications, government-furnished equipment will be suitable for mounting
directly to foundation structures.
Section 072
S9AA0-AB-GOS-010
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Unless specified otherwise in these specifications, bolts for shock grade A and B equipment shall be installed in holes no greater than
the following sizes:
Nominal bolt diameter (inches)
3/4 and smaller
Larger than 3/4
Maximum diameter of hole (inches)

Nominal bolt dia. plus 1/32 inch
Nominal bolt dia. plus 1/16 inch
For mounting hole size of DIM mounted equipment see Section 073.
Where grade A or B machinery or equipment is removed for overhaul or repair, replacement hardware for reinstallation of equipment
(bolts, fittings, hangers, etc.) shall be in accordance with original installation drawings so that original shock resistance shall be preserved.
The following shock requirement paragraphs of this section are cross-referenced to its associated technical requirements by the
applicable specifications section number. For example, paragraph 072-180 herein contains the shock requirements for associated technical
requirements contained in Section 180.
072e. Hull Structure Shock Requirements
072-100. Hull Structure
Hull structure designed for normal ship dynamic loads is generally adequate for shock loading. For shock design purposes,
foundations shall generally be considered to end at the point where normal ship structure begins. Care shall be taken to avoid any sudden
structural discontinuity between foundations and ship structure. Pads, chocks, brackets, or local stiffening of ship structure shall be used to
provide structural continuity where necessary.
For non alignment-sensitive installations, local headers, pads, chocks, or brackets added to stiffen plating or framing in way of
equipment, or to provide attachment points for foundations, need not be designed to withstand shock loadings. For alignment-sensitive
installations, all structure expressly added for support of the equipment (including additional headers, pads, and normal ship structural
members whose size has been locally increased specifically to suit the installation) shall be designed to withstand foundation reactions
under shock loadings. Insofar as practical and compatible with other requirements, supporting ship structure for alignment-sensitive
installations shall be balanced from the standpoint of resistance to deflection in the vertical direction to minimize tilting (angular
misalignment) due to vertical shock.
Stanchions provided primarily to support heavy equipment shall be treated as an extension of the foundation and designed to
withstand shock loadings.
Machinery space upper levels which are provided solely as a support for auxiliary machinery shall be considered as foundations
grounded on frames or inner bottom and shall be designed to withstand shock loadings.
072-164. Ballistic plating
Parasitic protective plates and their connections to ship structure shall meet grade A shock requirements.
072-170. Masts and spars
Foundations and support structure for essential equipment mounted on masts and spars shall meet grade A shock requirements.
072-180. Foundations
Strength and rigidity of foundations shall be suitable to withstand shock loads (where required) and to distribute them into the
structure of the hull.
All foundations which support grade A or B equipment shall be assigned the same shock grade as the supported equipment.
If practicable, foundation structure for grade A and grade B equipment shall be shock tested with the equipment it supports. If this is
impracticable, the foundation shall be designed to the dynamic shock analysis procedure indicated in Section 072d.
In general, possible shock damage shall be minimized. If misalignment would not interfere with operation of equipment, permanent
deformation of the foundation is preferable to damage to the equipment or the hull. In any case, deformation should take the form of
buckling or bending of local structure, rather than permitting the equipment to tear loose from its attachment. Foundation structure shall be
proportioned to give a reasonable and uniform stress distribution, permitting maximum absorption of energy through elastic deformation.
Re-entrant corners and other causes of stress concentrations shall be avoided. Brittle materials, such as cast iron, shall not be used. Under
vertical shock forces, belts shall be stressed in tension rather than shear, insofar as practicable. For permissible bolt hole clearances, see
Section 072d.
072f. Propulsion Plant Shock Requirements
072-200. Propulsion plant
Unless otherwise specified, all systems and components of the propulsion plant, including propeller and shafting systems as well as
all other independent auxiliaries necessary for the safety and continued combat capability of the ship shall meet grade A shock
requirements.
Section 072
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072-231. Propulsion steam turbines

Turbines and accessories shall meet grade A shock requirements.
072-235. Electric propulsion systems
Electric propulsion systems and their components shall meet grade A shock requirements.
072-243. Propulsion shafting
The shafting system and its components shall meet grade A shock requirements. The dynamic design analysis method specified
herein shall be used. The shafting system shall not be shock tested. For purposes of dynamic design analysis, the shafting system shall
include the shafting, bearings, seals, stuffing boxes, propeller, and associated units.
072-245. Propellers
The propeller and all its components shall meet the requirements of grade A shock. However, the propeller shall not be shock tested
or dynamically analyzed but shall be considered as a mass in the analysis of the shafting system.
072-251. Forced draft systems
The forced draft blowers and combustion air systems and associated components of these systems shall meet grade A shock
requirements. The associated components shall include main steam inlet valve, nozzle valves, shutters, and speed controls.
072-253. Steam systems
Where applicable, the steam systems and all components shall meet the following grades of shock resistance:
Grade A:
Main steam systems
Catapult steam system
Catapult exhaust and blowdown systems
Auxiliary steam systems
Gland sealing systems
Auxiliary exhaust systems
Missile heating system
Reduced pressure steam systems except those listed below as Grade B or C
Grade B or C:
Service steam system
Steaming out connections
Escape steam systems
Lubricating oil heating
Shore Steam Piping
072-255. Condensate and feedwater systems
Equipment and components of the condensate and feedwater system shall meet the grade of shock resistance as follows:
Grade A:
Boiler feed
Condensate
Emergency feed
Reserve feed
Grade B:
Boiler blow
Boiler compound injection
Emergency feed fill and transfer
Morpholine condensate treatment system
Reserve feed fill and transfer
072-256. Machinery seawater circulating water and cooling water systems
All equipment and components of the machinery circulating water and cooling water systems of combatant ships and selected
auxiliary type ships shall meet the grade of shock resistance as follows:
Grade A:
Air conditioning refrigeration seawater cooling system
Air deballasting compressor cooling system
Auxiliary machinery seawater cooling system
Internal combustion engine seawater cooling system
Propulsion seawater circulating systems
Turbo-generator condenser seawater circulating system
Section 072
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Grade B:
Jet engine test facility seawater cooling system
Ships Service refrigeration seawater cooling system
072-259. Internal combustion engine, combustion air, and exhaust systems
The induction air and exhaust systems shall meet grade A shock requirements.
072-262. Lubricating systems
All equipment and components of the lubricating oil systems shall meet the grade of shock resistance as follows:
Grade A:
Lubricating oil service systems for main propulsion units and turbine/diesel driven generators
Lubricating oil service systems or portions thereof furnished with machinery units
Grade B or C:
Lubricating oil filling, transfer, and purifying systems
Aviation lubricating oil system
Contaminated aviation lubricating oil systems
072g. Electric Plant Shock Requirements
072-300. Electric plant
Components of the electric plant shall meet the following grades of shock resistance:
Grade A:
Equipment, auxiliaries, and controls, serving or supporting equipment required to meet grade A shock requirements
Equipment required to meet grade A shock requirements by their individual specifications
Navigational equipment and facilities
Replenishment-at-sea equipment and facilities
Ship service and emergency generators, their auxiliaries and controls
Ship service and emergency lighting fixtures
Ship service, emergency, casualty power, and lighting distribution systems. This shall include all equipment, auxiliaries,
and controls of these systems from the electric power source to the terminals of the load to be served.
Weapons control equipment and facilities
Grade B:
Battery charging panels
Detail lighting fixtures
Electric furnaces
Equipment required to meet grade B shock requirements by their individual specifications
Shore terminal boxes
Test panels and test switchboards
Welding motor-generators
Grade C:
Electrical equipment not covered by grade A or grade B classification
072h. Command and Surveillance Shock Requirements
072-400. Electronic systems
Government-furnished electronics equipment shall not be subjected to shock testing by the contractor. When contractor-furnished
electronics consoles, racks, enclosures, or foundations are shock tested, the contractor shall simulate the Government-furnished electronics
equipment by the use of equivalent dummy loads, unless otherwise specified.
Electronic equipment shall be installed on resilient mounts only if required by the Government. Equipment-to-equipment and
equipment-to-bulkhead clearance shall be provided for the effects of mount excursion. If resilient mounts require replacement they shall
be replaced with the same type and size as those provided as part of the equipment. Cabling and transmission line installations shall not
impair mount excursion.
The shock grade requirements, defined herein, shall apply to all components, including transmission lines, remote facilities, and
mounting facilities. Equipment and facilities shall be graded as follows:
Grade A:
Command decision and display installations
Countermeasures facilities
Electronic navigation facilities
IFF facilities
Section 072
S9AA0-AB-GOS-010
2004 Edition
Infrared beacon facilities

Infrared communications facilities
Meteorological facilities
Radar facilities
Radio communication facilities (except AN/SRC-34 transceiver)
Sonar facilities
Grade B:
Bathythermograph facilities (except probes)
TACAN facilities
Teletype terminal facilities
Grade B or C:
AN/SRC-34 radio transceiver
Bathythermograph probes
Magnetic recording tape
Portable electronics test equipment
072-430. Interior communication systems
Unless otherwise specified, all systems designated vital or semi-vital, ship control console, and interior communication switchboards
shall meet grade A shock requirements. Other systems including voice tubes, pneumatic tubes, passing scuttles, and passing tubes shall
meet grade B shock requirements.
072-443. Whistles
Whistles and fog timers shall meet grade B shock requirements.
072-475. Degaussing systems
The degaussing system and all components shall meet grade A shock requirements.
072-476. Mine countermeasure systems
Electrical control equipment for use in mine countermeasures shall meet grade A shock requirements unless mounted in a
shock-mitigated area. Mine hunting and mine neutralization equipment and stowage chocks, racks, and cradles for all countermeasures
equipment shall meet grade A shock requirements.
072-480. Fire control systems
All fire control equipment and systems shall meet grade A shock requirements.
072-494. Meteorological requirements
Meteorological equipment and systems shall meet grade A shock requirements, except for remote environmental sensor and sensor
readout equipment which shall meet grade B shock requirements.
072i. Auxiliary Systems Shock Requirements
072-502. Auxiliary machinery
All auxiliary machinery and associated system shall meet grade A shock requirements.
072-503. Pumps
The shock grade requirements for all pumps shall be as specified for the system of which the pump is a component.
072-505. General requirements for piping systems
Piping systems shall have sufficient flexibility to prevent overstressing of piping materials or supports, leakage of joints, and
unacceptable distortion of connected equipment due to shock loadings (where applicable).
Supports shall be installed on or adjacent to concentrated weights in the piping system to preclude contact with adjacent pipe,
equipment, and structure under shock loading.
Where resilient mounts are used for supports, the supports shall be at least two in a "V" configuration with suspension such that each
mount will be loaded along its axis and will provide maximum pipe support and shock attenuation under vertical and athwartship shock.
Mechanical components shall meet the grade of shock as specified herein for the individual system of which they are components.
Pipe flanges and standard fittings are not required to be high impact shock tested.
Positions and pressure conditions under which valves shall be mechanically shock tested shall be in accordance with MIL-STD-798.
072-506. Overflows, air escapes, and sounding arrangements
Overflows, air escapes, and sounding tubes shall meet grade A shock requirements if they support grade A shock equipment or are
required for damage or casualty control. Otherwise they shall meet grade B or C shock requirements.
072-512. Heating, ventilation, and air conditioning (HVAC)
The HVAC systems that are classified "W" or circle W and all components of these systems (except those components noted herein)
shall meet grade A shock requirements.
Section 072
S9AA0-AB-GOS-010
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Humidistats and humidifiers which do not meet grade A shock requirements, shall be mounted to meet grade B or C shock
requirements.
The HVAC systems that are classified "X", "Y", or "Z" and all components of these systems shall meet grade B or C shock
requirements, except those systems, portions of systems, and components which are related to the preservation of stability of
watertightness shall meet grade A shock requirements (example - watertight bulkhead valves).
072-516. Refrigeration plants
Air conditioning, cargo, and ships stores refrigerant machinery and associated systems thereof shall meet grade A shock
requirements.
Self-contained and unitary equipment and associated systems thereof shall meet grade B or C shock requirements.
072-521. Seawater service systems
All seawater service systems and components shall meet the requirements of grade A shock, except for those portions of the flushing
system which are secured during condition ZEBRA. These portions shall be arranged and located to meet grade C requirements, or where
required, grade B requirements.
072-531. Distilling plants
Distilling systems shall meet grade A shock requirements.
072-532. Fresh Water Service System
The Air Conditioning Chilled Water System, Electronics Water Cooling System, Internal Combustion Engine (Diesel) Jacket Water
Cooling System, and all components of these systems shall meet the requirements of Grade A Shock.
All components of the Potable Water System involved in supply to IOIC Equipment, Machinery Spaces, Decontamination Stations,
Medical Treatment Facilities, Photographic Spaces and Vital Electronic Space Fire Fighting System shall meet Grade A Shock.
The remaining portions of the Potable Water System in addition to Catapult Water Brake Cooling System shall meet Grade B Shock
requirements.
072-534. Machinery and piping systems drainage
All equipment and components of the machinery and piping systems drainage systems for combatant type ships and selected
auxiliary type ships shall meet the following grades of shock resistance:
Grade A:
ASROC steam heating drainage
Catapult drainage
Distilling plant drains
Freshwater drain collecting system
Fuel service heater drainage
Fuel transfer heater drainage
High pressure steam drainage
Main and turbo-generator air ejector drainage
Turbine drainage
Grade B:
Heat exchanger vents and drains (downstream of cutout valve)
Oily water drain system
Overall oil heating drainage
Service steam drainage
Waste water drain system
Whistle drains
072-541. Fuel systems
Equipment and components of fuel systems shall meet the grade of shock resistance as follows:
Grade A:
Cargo oil fill and transfer systems
Emergency generator fuel transfer and service systems
Fuel fill, transfer, stripping, and service systems
Grade B:
Tank liquid level indicating systems
Grade C:
Cargo oil tank cleaning and gas freeing systems
072-551. Compressed air systems
Equipment and components of compressed air systems shall meet grade A shock requirements.
Section 072
S9AA0-AB-GOS-010
2004 Edition
072-552. Compressed gas systems

The nitrogen systems and all components of these systems shall meet grade A shock requirements.
072-555. Fire extinguishing systems
All fire extinguishing systems and components shall meet grade A shock requirements.
072-558. Special piping systems
Systems containing flammable or hazardous fluids shall meet grade A shock requirements except for the dry cleaning plant and
photographic processing equipment which meets grade C shock requirements.
072-561. Steering gear
All components of the steering gear system shall meet grade A shock requirements.
072-562. Rudders
The rudders, rudder stocks, bearings, and support assemblies shall be designed to meet grade A shock requirements.
072-571. Replenishment-at-sea systems
Equipment and components of replenishment-at-sea systems shall meet grade A shock requirements in the stowed position.
072-572. Stores handling systems
Stores handling equipment shall meet grade B shock requirements in the stowed position.
072-573. Cargo handling systems
Cargo handling equipment including cranes, booms, elevators and conveyors shall meet grade B shock requirements.
072-581. Anchor stowage and handling
All anchor stowage and handling equipment shall meet grade B or C shock requirements except where the windlass (wildcat, spud,
brake, brake linkage, shaft, and clutch) is required for towing the ship, then grade A shock requirements shall be met.
072-582. Mooring and towing systems
Capstans and all components shall meet grade B shock requirements. Mooring fittings shall meet grade B or C shock requirements.
072-583. Boats, stowage and handling
Boat stowages, other than inflatable boats, with their associated fittings and handling equipment, shall meet grade B or C shock
requirements with the boat in its stowed position depending on the danger to personnel and vital systems located in the boat stowage area.
All attachment welds, foundations, and backup structure used to attach the inflatable lifeboat stowages to the ship shall satisfy grade
A shock requirements.
072-584. Bow doors, ramps, gates, and turntables for landing ships and craft
Bow doors, ramps, gates, turntables and their respective components making up each system shall meet grade A shock requirements
in the stowed condition.
072-588. Aircraft stowage, handling, launching, and landing facilities
Jet blast deflector panels, panel operating gear, and other components of system shall meet grade A shock requirements when panel
is in the stowed and in the raised positions.
The following shall meet grade A shock requirements: helicopter elevators, hangar doors, elevator operating machinery, hatch cover
in the closed and locked condition and helicopter control station hatches in the closed and locked position.
The following shall meet grade B shock requirements: lighting fixtures and helicopter blade stowage.
072-593. Environmental pollution control systems
All pollution control systems and components shall be designed to meet grade B shock requirements.
072-595. Mechanical handling systems for electronic equipment
AN/SLQ-25 (NIXIE) - The NIXIE system and all components and stowages for this system shall meet grade A shock requirements.
AN/SSQ-61, AN/SSQ-61B (Bathythermograph-XBT) launcher, recorder, and ready service and stowage racks shall meet grade A
shock requirements. All other equipment shall meet grade B or C shock requirements.
072j. Outfit and Furnishings Shock Requirements
072-611. Hull fittings
Stowages for portable davits shall meet grade B or C shock requirements.
072-621. Nonstructural bulkheads and partitions
Where grade A or B shock-resistant equipment is mounted in way of, or on nonstructural bulkheads, provision shall be made, if
necessary, for withstanding the loads and deflections that will be developed. Deflection connections, or additional or reinforced
attachments, shall be provided as required.
072-622. Ladders, handrails, floor plates, staging, and gratings
Ladders, ladder rungs, floor plates, grating, handrails, grabrods, and staging brackets shall be secured to meet grade B or C shock
requirements.
Section 072
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2004 Edition
072-624. Doors, hatches, scuttles, emergency escape panels, and manhole covers
Watertight (WT), airtight (AT), and firezone (FZ) closures shall meet grade A shock requirements with the closure closed (and
dogged, where applicable).
072-640. General requirements for living spaces
Unless otherwise noted, furniture and equipment shall meet grade C shock requirements. For each item of furniture for which
another grade shock hardening is specified, the contractor shall submit information to the Supervisor which illustrates the method of
installation used to achieve the shock requirements.
Berths, lockers, and other fixed items within spaces to which personnel are assigned during general
quarters shall meet grade B shock requirements.
072-644. Plumbing fixtures and fittings
Fixtures and equipment shall meet grade C shock requirements, except where location or arrangement requires grade B.
072-652. Medical and dental spaces
Administrative type furniture, such as desks, chairs, and filing cabinets in the apparatus room, operating room, pharmacy,
sterilization room, surgical dressing room, and main and auxiliary battle dressing stations shall be designed for grade B shock. Furniture
and equipment in all other spaces shall be designed for grade C shock. All professional medical material shall be designed for grade C
shock. Wherever practicable, stowage designed for grade B shock shall be provided for loose gear in medical spaces.
072-655. Laundry
Laundry equipment shall meet grade C shock requirements.
072-661. Offices
Installation of furniture and equipment in offices manned during general quarters shall meet grade B shock requirements.
072-663. Electronic control centers
Installation of furnishings in electronic control centers manned during general quarters shall meet grade B shock requirements.
072-664. Damage control spaces
072-665. Workshops, laboratories, test areas, and portable tools and equipment
Unless otherwise specified, workshop and laboratory equipment shall meet grade C shock requirements.
072-670. General requirements for stowage
Stowage aids shall be designated grade C for shock unless grade A or grade B protection is required as specified herein or by
referenced drawings or specifications.
072k. Armament Shock Requirements
Furnishings and stowages shall meet grade B or C shock requirements, except where the equipment is specified or designed to meet
grade A shock requirements. In such cases, stowages shall meet grade A shock requirements.
072-702. Armament installations
Armament installations shall meet grade A shock requirements.
072-703. General requirements for weapons handling and stowage systems
Unless otherwise specified, weapons handling equipment shall meet grade A shock requirements in the unloaded and stowed
condition.
Weapon stowage equipment shall meet grade A shock requirements in the loaded condition.
Section 072
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Section 072
10
S9AA0-AB-GOS-010
2004 Edition

SECTION 073
NOISE, VIBRATION, AND RESILIENT MOUNTING
073a. Scope
This section contains general requirements relative to noise and vibration for new, modified, or overhauled machinery, equipment
and components. It also contains general requirements for the conduct of acoustical surveys and for resilient and hard mounting of
shipboard equipment.
073b. Vibration and Acoustic Surveys
Acoustic surveys shall be conducted if required by the Contract. The surveys, as defined below, shall be conducted by the
overhauling activity or Contractor in accordance with the following general procedures unless superseded by specific test procedures
invoked in the Contract.
1.
Airborne noise survey
2.
Machinery vibration survey
3.
Mast vibration survey
4.
Isolation system survey
5.
Sonar self-noise survey
6.
NAVSEA acoustical trials
073b.1. Airborne Noise Survey
The effects of airborne noise on personnel range from annoyance in living quarters or speech interference at operating stations to
temporary or permanent hearing damage in machinery spaces. Permissible noise levels have been established according to the normal
function of the compartment. To make airborne noise criteria and noise measurements correlate with the effects of noise on personnel, a
frequency weighting scale was established which approximately matches the frequency sensitivity of the human ear. Noise levels
weighted in this manner are referred to as "A" weighted levels.
Airborne noise levels shall meet the "A" weighted values specified in Table I. When airborne noise exceeds Table I levels, octave
band measurements shall be taken in accordance with NAVSEA S9AA0-AA-SPN-010/Gen. Spec. (NSN 0910-LP-007-4100) for
diagnostic purposes and reported.
Ship compartment noise categories are specifically identified in NAVSEA 0938-018-0010. Airborne noise categories are defined as
follows:
Category A - Spaces other than category E spaces, where intelligible speech communication is necessary.
Category B - Spaces where comfort of personnel in their quarters is normally considered to be an important factor.
Category C - Spaces where it is essential to maintain especially quiet conditions.
Category D - Spaces or areas where a higher noise level is expected and where deafness avoidance is a greater consideration
than intelligible speech communications.
Category E - High noise level areas where intelligible speech communication is necessary.
Category F - Topside operating stations on weather decks where intelligible speech communication is necessary.
"A" weighted noise levels specified in Table I shall not be exceeded at any microphone measuring position when all machinery and
equipment in and around the surveyed space, area, or station is operated in a normal manner. The minimum number of microphone
positions shall be two and shall include all watchstander stations. Instrumentation and procedures shall conform to the requirements of
MIL-STD-740 and NAVSEA 0900-LP-004-3000.
For category A, B, C, and F spaces, measurements shall be made at any convenient ship speed. For category A, B, and C spaces,
airborne noise levels shall be evaluated with full ventilation feeding the compartment. Category D and E spaces shall be measured at the
maximum obtainable ship's speed during the time of the survey. Full power is preferred. If airborne noise levels exceed Table I levels in
any D or E compartment, a second measurement shall be recorded at the ship's normal cruising speed.
OPNAVINST 6260.2 establishes exposure limits for potentially hazardous noise levels of 85 dBA (continuous or intermittent) and
140 dB peak sound pressure (impulse or impact). Work areas or equipment which produce sound pressure levels of 85 dBA or greater or
140 dB peak sound pressure level shall be appropriately labeled. NAVMED 6260/2, Hazardous Noise Warning Decal, 8" x 10 1/2" and
the NAVMED 6260/2A, Hazardous Noise Labels (displayed on hand tools), 1" x 1 1/2" are approved decals and labels for appropriately
marking noise hazardous areas or equipment.
Section 073
S9AA0-AB-GOS-010
2004 Edition
Airborne survey reports shall be prepared and distributed to the Supervisor. All survey reports shall provide recommendations for
work to correct excessive noise.
TABLE I
"A" WEIGHTED SOUND PRESSURE LEVEL,
(dBA re: 20 micro pascals)
NOISE
"A" WEIGHTED
CATEGORY
SOUND PRESSURE
LEVEL dBA
A
70
B
78
C
68
D
less than 85
E
82
F
less than 85
Airborne noise related procurement specifications for new machinery and equipment shall be in accordance with OPNAVINST
6260.2.
073b.2. Machinery Vibration Survey
Machinery vibration analysis shall be performed to evaluate the mechanical fitness of shipboard machinery with regard to balance,
alignment and bearing performance. Shipboard machinery items are categorized as follows:
1.
Machinery not covered by specifications.
2.
Machinery covered by specifications.
3.
Main engine and reduction gear vibration, not covered by specifications.
4.
Reciprocating equipment (i.e., air compressors, A/C and refrigeration compressors, diesel powered equipment), not
covered by specifications.
New auxiliary machinery and equipment shall be certification tested in accordance with the requirements of MIL-STD-167-1, except
for the following:
1.
Equipment identical to equipment previously approved prior to 1969.
2.
Test equipment and equipment for dockside use only.
Where minor differences in construction and design exist between proposed equipment and previously approved equipment, the
Supervisor shall determine whether or not testing is required. The vibration tests and analysis shall be conducted in accordance with
MIL-STD-740 and a copy of the results forwarded to the Supervisor.
In-service machinery vibration analysis shall be performed by the contractor when authorized by the Supervisor. Machinery and
equipment shall be tested in a normal operating mode with bearing temperatures stabilized. Motor generators and turbine generators shall
be vibration tested with an electrical load of 35-50%, if possible.
Vibration levels shall be recorded at all machinery bearing locations or at locations specified in applicable MCA test procedure. If a
machine consists of a driver and driven component separated by a flexible coupling, measurements shall be made on or near bearing caps
of both the driver and driven component.
Handheld or clamped on devices are not considered satisfactory attachments for mounting of vibration transducers. Steel mounting
blocks which meet MIL-STD-740 specifications shall be welded or epoxied to individual bearing caps. Prior to cementing, the mounting
point surface shall be cleaned to bare metal. Cement must be completely hardened before measurements are recorded. Vibration
transducers shall be attached to the mounting block in the vertical, transverse and axial directions using either stud mounting or magnetic
attachment. Before transducers are mounted on a block, all mating surfaces shall be cleaned of all dirt, grease, and other foreign matter in
preparation for mounting.
Instrumentation systems for conduct of machinery vibration tests shall be in accordance with MIL-STD-740, and shall respond at
known repeatable levels over a frequency range of at least 10 HZ to 5K HZ. The vibration analyzer shall be capable of measuring
vibration levels in bandwidths at least as narrow as 1/10 octave. The dynamic range of the instrumentation system shall provide a range of
at least 60 dB in order to permit identification of all spectral components of the vibration signature relative to the various machinery. Data
shall be recorded in such a manner that broadband levels are within and not more than 10 dB below the upper limit of the instrument
system usable dynamic range envelope
Section 073
S9AA0-AB-GOS-010
2004 Edition
073b.2.a. Machinery Not Covered by Specifications

This category covers machinery vibration analysis surveys not authorized for conduct under a specifically developed test
specification.
Machinery vibration analysis shall be performed when authorized to evaluate the mechanical fitness of the unit for continued service.
Vibration measurements are to be recorded from bearing positions with machines operating at normal speed and load. Vibration
levels are to be measured and reported in velocity decibels (V dB) where
V dB = 20 log measured rms velocity (cm/sec)
10-6 (cm/sec)
Broadband VdB levels shall be recorded from each triaxial mounting block in the vertical, axial and transverse directions at bearing
locations. If for a given machine, no broadband level exceeds 110 VdB no further vibration measurements are required and the unit is
considered satisfactory. If, however, any broadband level exceeds 110 VdB, vibration levels at applicable forcing frequencies shall be
measured in bandwidths no wider than 1/10 octave at all transducer locations on the machine. If the narrowband vibration data identifies
no forcing frequencies above 110 VdB within the analysis frequency range, no further evaluation is necessary and the units are considered
satisfactory from a vibration standpoint. Should forcing frequencies for the machine exhibit high levels (above 110 VdB) and influence
the mechanical integrity of the machine, then corrective action is required. Typical forcing frequencies are:
1.
Rotation (driver and driven), balance
2.
Twice (2 times) rotation, alignment
3.
Sub-rotational frequencies; such as oil whip, oil (water) whirl
4.
Gear mesh
5.
Pump impeller rate
6.
Turbine blade rate
7.
60 Hz and, 120 Hz (electrical machines)
8.
Ball bearing frequencies
The acceptance criteria specified above is to be used as a guide in the evaluation of mechanical fitness for equipment designed to
more liberal specifications. In such instances, the basis for judgement shall be reported.
073b.2.b. Machinery Covered by Specifications
This category covers machinery vibration analysis authorized for conduct under specifically developed test specifications. Test
procedures may be invoked which establish specific requirements for instrumenting, performing, and evaluating machinery vibration.
Work authorized by the Supervisor for the purpose of conducting pre-overhaul or post-overhaul machinery vibration testing shall be
conducted in accordance with the approved and invoked steam plant test procedure. New or newly overhauled machinery included in the
ships vibration analysis (MVA) program shall satisfy vibration requirements of specific average machine values. Such programs are in
compliance with NAVSEA S9073-AX-SPN-010/MVS and depend on the ships applicable Vibration Test and Analysis Guide (VTAG) to
identify machinery, provide pertinent measurement locations, numbering conventions, test conditions, manufacturers configuration
information, analysis ranges and major forcing frequencies. Acceptable vibration data results shall not exceed like unit average machine
values (statistically averaged signatures maintained in the ships/ Class program database). For pre-overhaul vibration testing, units shall
be compared to the Mean plus two Standard Deviations of the statistically aberaged machine data as criteria. New or newly overhauled
units shall be compared to the Mean plus one Standard Deviation of the statistically averaged machine data as criteria. Vibration testing
and analysis of the equipment shall be in accordance with NAVSEA S9073-AX-SPN-010/ MVA, using the ships applicable VTAG, and
the following.
1.
Test the equipment at normal operational speed and load using the equipment technical manual for guidance.
2.
Vibration data shall be recorded after obtaining stabilized bearing temperatures for continuous duty equipment.
3.
Prior to collecting any data:
Operate pumps with electric motor drivers a minimum of four (4) hours.
Operate pumps with auxiliary turbine drivers a minimum of two (2) hours.
Operate other equipment a minimum of one hour.
Section 073
S9AA0-AB-GOS-010
2004 Edition
4.
5.
For auxiliary turbine drivers or other variable speed equipment data shall be acquired within plus or minus 5 percent of the
specified speed.
Intermittent or special duty equipment shall have vibration data collected during the normal operating cycle.
For surface ships, other than aircraft carriers, VTAG and average machine values are available on a web site location. Go to URL
http://aecnt.navsses.navy.mil/production/login.cfm Complete User Registration Form
Upon receipt of User name and Password approval, return to System Assessment Webstie (TPOCs for website 215-897-7467 or 215-8978471). Select Vibration Tools from menu on left side of introductory screen. Select VIBADS MVA Utility By HULL or VIBADS
MVA Utility By APL under Vibration Tools Menu
From the VIBADS MVA Utility, or VIBADS APL/MVA Utility Screen, the user may retrieve available machinery pictures showing
sensor locations, VTAG data, and averaged vibration data by using an interactive criteria such as:
1.
Ship Class
2.
Hull
3.
Machine, or
4.
APL
5.
Select Retrieve Criteria- Available machinery pictures showing sensor locations, VTAG info, and averaged data will be
displayed. For the CWP MVA site, you automatically get order-normalized low and high range spectra; graphs of MEAN plus
One STD. You can also select AVG and AVG plus 2 STD. If you wish to convert spectra to frequency format (i.e. 500 Hz
and 5000Hz) you need to fill in RPM (Machine fundamental) and scale (500) and spectra data will be stretched accordingly.
The TEXT option gives tabulated numeric values of each spectral line by sensor location.
For aircraft carriers, VTAG and average machine values are availavle from the Integrated Planning Activity, call (757)967-6022.
073.b.2.c. Main Engine and Reduction Gear Vibration, Not Covered by Specifications
Unless otherwise directed, main propulsion steam turbines shall be evaluated from a structureborne vibration standpoint in
accordance with MIL-T-17600.
Vibration analysis on both the H.P. turbine and L.P. turbine shall be conducted in accordance with MIL-STD-740. Vibration levels
shall be recorded from triaxial mounting blocks attached to the center of the bearing housing for both the turbine free end and turbine drive
end of the propulsion turbines. Measurements shall be made in the vertical, transverse and axial directions for each triaxial mounting
block location. Vibration transducers shall be stud mounted to the blocks in accordance with MIL-STD-740. Handheld, clamped on or
magnetic transducer attachments are not considered adequate for main propulsion turbine vibration analysis because of the high vibration
levels and frequencies encountered.
Unless otherwise specified, broadband measurements shall not be used to determine propulsion turbine condition. Measurements
shall be taken at least at all fundamental forcing frequencies in bandwidths no wider than 1/10 octave.
Vibration levels shall not exceed propulsion turbine vibration limits specified in Figure 5 of MIL-T-17600. Vibration data shall be
measured on the propulsion turbines at the maximum achievable shaft RPM. Full power vibration data is preferred. Corrective action is
required should internally induced structureborne vibration levels exceed displacement levels specified in MIL-T-17600.
Reduction gear, attached lube oil pump and shaft thrust bearing internally-induced vibration levels shall be measured using
MIL-STD-740 analysis techniques. Steel triaxial mounting blocks shall be attached to equipment bearing locations for measurement of the
vibration signature in the vertical, transverse and axial directions. Stud mounting or magnetic transducer attachments are acceptable.
Vibration levels shall be measured and reported in VdB relative to 106 cm/sec. If no broadband levels exceed 110 VdB, then no further
vibration measurements are required and the machinery is considered satisfactory. Should broadband levels exceed 110 VdB, vibration
levels at fundamental forcing frequencies shall be measured in bandwidths no wider than 1/10 octave at all transducer locations on the
machine. If narrowband analysis determines that non-fundamental forcing frequencies above 5K HZ are controlling the broadband level,
the machinery should be considered satisfactory from a noise and vibration standpoint.
073b.2.d. Reciprocating Equipment (i.e., Air Compressor, A/C and Refrigeration Compressors, Diesel Powered Equipment), Not
Covered by Specifications
New reciprocating equipment designed for shipboard use shall meet the requirements of MIL-STD-167-2, type III. Equipment
which contains only minor differences in construction or design between proposed equipment and previously approved equipment can be
waived of testing requirements upon approval of the Supervisor.
Equipment shall be vibration tested for internally excited vibration. Vibration levels shall be recorded from triaxial mounting blocks
attached to machinery bearing locations. Vibration levels shall be recorded in the vertical, transverse and axial directions.
MIL-STD-167-1 should be used as a guide for evaluating balance, alignment and bearing related frequencies of the machinery. Since
piston rate levels generally influence the entire noise signature of a reciprocating machine, engineering judgement should be the governing
factor in determining the acceptability of the equipment for continued service.
Section 073
S9AA0-AB-GOS-010
2004 Edition
073b.3. Mast Vibration Survey

A mast vibration survey shall be conducted to determine the natural frequency of the mast and the correlation of ship speed with the
amplitude of mast vibration. Mast vibration levels shall be evaluated from the standpoint of structural integrity of the mast and supporting
structure, and the suitability of the mast as the platform for mast-mounted equipment. MIL-STD-167-1, Type 1 vibration limits apply.
073b.4. Isolation System Survey
A pre-overhaul isolation system survey shall be conducted to verify that the ship's resiliently mounted systems are adequately noise
isolated. Section 3-117 of Ship Acoustical Surveys NAVSEA 0900-LP-004-3000 shall be used as a guide in evaluating the existing
condition of noise isolation features. The Isolation System Survey shall consist of a visual inspection of sound isolation equipment such as
resilient mounts, flexible pipe connections and flexible ground straps to ensure they are installed correctly, undamaged, non-shorted and
not outdated. The following inspection items should be included:
1.
Inspect resilient elements and distributed isolation material (DIM) for deterioration, cracks, or excessive compression. Minor
paint spatter on rubber elements is acceptable. Inspect for improperly installed resilient mounts (upside down or cocked). Mount
compression/loading is checked by measuring the mount height and comparing it to the mount height tolerance specified for a particular
mount. Shim thicknesses shall not be included.
2.
Inspect ground straps and piping attached to resiliently mounted components to ensure that the components can move freely.
3.
Ensure that there is a minimum of 18 inches of cable, with at least 3 inches of slack, between the point of attachment on
equipment and the first hanger.
4.
Check snubber clearances to ensure that snubbers do not sound-short resilient mounts.
5.
Inspect for improperly installed flexible pipe connections caused by misalignment between machinery flange and pipe flange.
6.
Perform housekeeping inspection of resiliently mounted systems. Inspect bedplates for sound shorts.
A report shall be issued to the Supervisor listing sound shorts, improper resilient mount installations and defective flexible
connections. Each problem and its location should be identified. The final report should include recommendations for corrective action.
073b.5. Sonar Self-Noise Survey
A sonar self-noise survey shall be performed during post-repair trials for the purpose of verifying proper operation of the sonar
system and minimum flow noise in the area of the sonar dome. This survey measures the ship's self-induced noise level at the face of the
sonar hydrophones versus ship's speed. Refer to Section 092 for specific requirements regarding sonar self-noise surveys.
073b.6. NAVSEA Acoustical Trials
NAVSEA acoustical trials are funded by the Surface Ship Silencing Post Overhaul Acoustic Trials Program and scheduled by the
Type Commander, preferably within the ship's overhaul warranty period. A post-overhaul underway radiated noise trial shall be conducted
by NAVSEA to:
1.
Establish a new radiated and structureborne baseline for the ship.
2.
Verify the effectiveness of the silencing package installed during the overhaul, if appropriate.
3.
Identify Contractor-responsible items when accomplished within the warranty period.
073c. Mounting of Equipment
073c.1. Resilient Mounts
Table III lists the standard Navy approved resilient mounts along with plan numbers. Where the installation requires the use of other
than standard Navy mounts, the mounts shall be tested by the contractor in accordance with MIL-M-17185 prior to application for
shipboard use.
Requirements regarding the procurement, selection, application, inspection and replacement of resilient mounts and the design of
resilient mounting systems are specified in the Resilient Mount Handbook, NAVSEA S9073-A2-HBK-010 and Ship Noise Control,
NAVSEA S9073-AF-SNC-010/(C).
Resilient mountings shall be used only for the specified application, or where approved, to meet noise, shock, or vibration
requirements.
All resiliently mounted equipment shall have flexible connections.
Temporary chocks or straps should be installed, or jacking bolts utilized, between the foundation and subbase of resiliently mounted
equipment to maintain mounting system alignment and proper mount loading during the installation of flexible piping connections.
Special attention is necessary to ensure the removal of all chocks, straps or jacking bolts after assembly is complete.
All units installed on resilient mounting shall have sufficient stability to prevent excessive motion under shock, and all ship motions.
Sufficient clearance shall be provided to prevent the unit from striking structure, adjacent fixed or resiliently mounted units, or other fixed
Section 073
S9AA0-AB-GOS-010
2004 Edition
objects during maximum deflections (shock conditions) of the unit. The portions of piping rigidly attached to a resiliently mounted unit
and extending to the flexible connection shall be considered as integral with the unit. Maximum deflection of the resilient mounts which
can be expected under shock conditions are listed in Table II:
TABLE II
MAXIMUM DEFLECTION OF RESILIENT MOUNTS UNDER SHOCK LOAD
MAX DEFL UNDER
MAX DEFL WITH
SHOCK LOAD (IN.)
AUX SNUBBERS (IN.)
MOUNT
AXIAL
RADIAL
AXIAL
RADIAL
TYPE
(D)
(E)
(D)
(E)
6E100
1-1/8
1-1/8
3/8
3/8
6E150
1-1/8
1-1/8
3/8
3/8
7E450
1-1/4
1-1/4
3/8
3/8
6E900
1-1/4
1-1/4
3/8
1/2
6E2000
1-1/4
1-1/4
3/8
1/2
11M215
1
5/8
11M25
1
5/8
1/4
1/4
10M50
1
5/8
1/4
1/4
7M50
1
3/4
6M150
1
3/4
6M450
1
5/8
6M900
7/8
11/16
5M10000H
7/8
5/8
7/8
5/8
5B5000H
1-1/4
1-1/4
3/4
3/4
15P50A
1
1
15P100A
1
1
15P150A
1
1
15P220A
1
1
15P300A
1
1
15P400A
1
1
15P550A
1
1
15P700A
1
1
15P800A
1
1
15P1000A
1
1
15P1200A
1
1
15P2000A
1
1
Resilient elements shall not be painted.
All welding or flame-cutting in way of mounts shall be finished before installation of the mounts.
When installing or replacing resilient mounts, special attention should be given to ensure that the shelf life (storage life) of the mount
has not exceeded seven years. Where the shelf life of a resilient mount has exceeded seven years, the mount can still be installed aboard
ship providing the mount successfully passes a resonant frequency test and a load deflection test in accordance with their applicable
specification.
The service life of a resilient mount shall commence on the date the mounts are loaded. The loading date shall be stamped on the
metal part of the mount adjacent to the mount identification data and shall be visible after installation. Where mounts are inaccessible for
inspection after installation, a metal tag incorporating the required data shall be attached to the equipment subbase or foundation adjacent
to the applicable mounts.
Resilient mounts shall be replaced after being in service for 10 years or at the overhaul closest to, but not exceeding, 10 years from
the date of installation or as indicated by current NAVSEA requirements.
If, in an installation required to be placed on resilient mountings, there is a possibility of misalignment between two or more
components connected by shafting, the components shall be mounted on a common subbase with the resilient mountings installed between
the subbase and the ship structure.
Where braces must be employed to afford stability under vibration, these braces shall be designed to fail under a load caused by a
force equal to five times the weight of the unit. This load shall be assumed to be acting at the center of gravity of the unit.
Section 073
S9AA0-AB-GOS-010
2004 Edition
Snubbers have the function of reducing equipment excursions. They should engage and limit the equipment motion caused by heavy
seas, shock, or sudden maneuvers. Noise isolation of equipment must not be compromised by the snubber arrangement. Snubber
clearances should be sufficient to allow the machinery to float on the resilient mounts during normal ship maneuvers. NAVSEA
0900-LP-089-5010 shall be used as a guide for setting proper snubber clearances.
RESILIENT
MOUNT
DESIGNATION
11M215
11M25
10M50
6E100
6E150
7E450
6E900
6E2000
5B5000H
5M10000H
15P50A
15P100A
15P150A
15P220A
15P300A
15P400A
15P550A
15P800A
15P1000A
15P1200A
15P2000A
TABLE III
RESILIENT MOUNT PROCUREMENT AND GENERAL INFORMATION
SPECIAL SNUBBERS
RESILIENT
RESILIENT MOUNT
MILITARY
FOR MOUNTS PLAN NO.
MOUNT
NATIONAL STOCK
SPECIFICATION
PLAN NO.
NO.
NO.
Machinery Mounts
MIL-M-19379
1H-0099-LL-HDA-V535*
1385824
None
MIL-M-19379
9Z-5340-00-530-8810
1385824
1889948
MIL-M-19379
1H-5340-00-687-5684
1385824
1889948
MIL-M-17508
9Z-5340-00-543-3574
1385778
1889946
MIL-M-17508
9Z-5340-00-543-3575
1385778
1889949
MIL-M-17508
9Z-5340-00-664-4473
1385778
1889943
MIL-M-17508
9Z-5340-00-598-8824
1385778
1889942
MIL-M-17508
9Z-5340-00-598-8825
1358778
1889944
MIL-M-19863
9Z-5340-00-543-3867
1385709
1385709
MIL-M-21649
9Z-5340-00-064-8269 Comp
1385873
1385873
9Z-5340-00-064-8292 Shear
9Z-5340-00-064-8291 Snub
MIL-M-17191
9Z-5340-00-473-3397
1385777
None
MIL-M-17191
9Z-5340-00-550-2968
1385777
None
MIL-M-17191
9Z-5340-00-550-9525
1385777
None
MIL-M-17191
9Z-5340-00-531-9170
1385777
None
MIL-M-17191
9Z-5340-00-473-3400
1385777
None
MIL-M-17191
9Z-5340-00-598-6118
1385777
None
MIL-M-17191
9Z-5340-00-550-2969
1385777
None
MIL-M-17191
9Z-5340-00-531-9171
1385777
None
MIL-M-17191
9Z-5340-00-531-9173
1385777
None
MIL-M-17191
9Z-5340-00-473-3402
1385777
None
MIL-M-17191
9Z-5340-00-550-9526
1385777
None
Section 073
S9AA0-AB-GOS-010
2004 Edition
TABLE III (continued)

RESILIENT MOUNT PROCUREMENT AND GENERAL INFORMATION (Continued)
SPECIAL SNUBBERS
RESILIENT
RESILIENT MOUNT
MILITARY
RESILIENT
FOR MOUNTS PLAN NO.
MOUNT
NATIONAL STOCK
SPECIFICATION
MOUNT
PLAN NO.
NO.
NO.
DESIGNATION
Pipe Hangar Mounts
7M50
MIL-M-24476
1H-0099-LL-HDA-V536*
5001002
None
6M150
MIL-M-24476
1H-0099-LL-HDA-V537*
5001002
None
6M450
MIL-M-24476
1H-0099-LL-HDA-V538*
5001002
None
6M900
MIL-M-24476
1H-0099-LL-HDA-V539*
5001002
None
6M2000
MIL-M-24476
(Est. Avail: 1977)
5001002
None
7E450BB
MIL-M-17508
9Z-5340-01-020-5589
1385778
None
6E900BB
MIL-M-17508
9Z-5340-01-020-5071
1385778
None
UBST1
ZZ-R-768
9Z-5340-00-375-6645
2145600
None
UBST8
ZZ-R-768
9Z-5340-00-473-3199
2145600
None
UBST15
ZZ-R-768
9Z-5340-00-473-3206
2145600
None
UBST50
ZZ-R-768
9Z-5340-00-473-3216
2145600
None
UBST100
ZZ-R-768
1H-3040-00-473-3208
2145600
None
UBST200
ZZ-R-768
1H-3040-00-473-3212
2145600
None
*Activity control numbers assigned as interim identification.
073c.2 Distributed Isolation Material (DIM)
Distributed Isolation Material (DIM) shall be selected on its demonstrated compatibility with the ship's environment, on its ability to
attenuate noise and vibration in the desired frequency range, and to avoid objectionable amplification outside this range. Fabcell, Isomode,
Elasto-Rib or equivalent approved materials are considered satisfactory DIM material.
DIM shall be loaded to the degree specified by the manufacturer for proper isolation and shall be provided with means to prevent
excessive loading as well as means to maintain the mounted item captive under shock. Bolt holes shall have bushing of material similar to
the DIM or O-rings installed to prevent metal-to-metal contact. The diametral clearance between bolt and hole shall be twice the wall
thickness of the bushing. Guidance regarding DIM installation is contained in Ship Noise Control, NAVSEA S9073-AF-SNC-010/(C).
073c.3. Flexible Steel
Flexible steel - Where resilient mountings for equipment are not necessary, mountings in the form of flexible steel supports that
deform under high impact shock may be used to provide shock protection for the equipment. Should resonance occur, damping or other
means shall be used to prevent magnification of steady state shipboard vibration by a factor greater than three.
073c.4. Mount drawings
Whenever resilient mountings are installed, the type and quantity of these mountings shall be listed in the bill of material on the
foundation drawing or on the resilient mounting installation and design data plan and the following information shall be shown on a
drawing under the heading "Mounting Installation Design Data" or shall be provided with the foundation drawing for each unit:
Speed range of the mounted unit.
Total weight of the mounted unit in the operating condition. This shall include the weight of the subbase, fluids, piping, and
any other weight that may contribute to loading of the mountings.
Location of the center of gravity of the mounted unit in the operating condition.
The moments of inertia and products of inertia of the mounted unit in the operating condition about three mutually
perpendicular axes with the origin at the center of gravity of the mounted unit and the orientation of the axes indicated with respect to the
equipment and the ship. The six natural frequencies of the mounted unit in the operating condition.
List of assumptions made in calculating the natural frequencies.
The propeller shaft speed at which the resiliently-mounted unit may be resonant with the propeller shaft or blade frequency.
Section 073
S9AA0-AB-GOS-010
2004 Edition

SECTION 074
CASTINGS, WELDING, MECHANICAL FASTENING, AND ALLIED PROCESSES
074a. Scope
This section contains installation and repair requirements for castings, welding, structural mechanical fastening (using rivets,
lockpins, and prestressed nuts and bolts), brazing, and allied processes including associated inspections to ensure quality and reliability of
ship structure, casting, and machinery fabrication.
074b. General
The term combatant, as used herein, implies those ships and craft listed in Section 070 and other ships and craft whose primary
mission requires operation in a combatant environment. Fabrication and inspection requirements given in other sections of the GSO or in
Supervisor's Work Specifications shall take precedence over the requirements of this section.
Prior to accomplishing any repair or alteration welding, the material types being welded should be determined to assure that the
correct welding procedure is used. The method of material identification (plan, Tech Manual, sample, etc.) shall be determined by the
installing activity. Particular attention should be taken with high hardenable steels (HY80, HY100, STS etc.) since these are potential
problem areas requiring special welding procedure.
074c. Structural Applications
For all ships and craft (combatant and noncombatant), fabrication, welding, mechanical fastening, and inspection shall be
accomplished in accordance with Naval Ships' Technical Manual, NAVSEA S9086-CH-STM-010 Chapter 074 (NSTM Chapter 074).
For noncombatant ships and craft originally built to ABS standards, ABS rules may be used in lieu of publication, NSTM Chapter
074. If ABS rules are used, the following additional requirements shall be applied: All structure exposed to the weather, subject to
washing down by hose, in wet spaces, or ballast and water tanks shall be seal welded. Unfairness of welded plating shall not exceed the
limits required by NSTM Chapter 074. When work is performed without ABS surveyors, repairs and new welds for structural applications
shall be non-destructive tested in accordance with MIL-STD-1689.
For small boats and craft 100 feet and less in length, publication NAVSEA 0900-LP-060-4010 may be used in lieu of NSTM Chapter
074.
074d. Machinery Applications
Machinery, piping, and pressure vessels shall be fabricated and inspected in accordance with S9074-AR-GIB-010/278, except as
specified in NSTM Chapter 074 and herein.
In those applications where backing rings are authorized, stepped backing rings may be used provided difference in internal
diameters does not exceed 0.250". Exceptions are: For 1200 psi main steam systems, difference in internal diameters shall not exceed
0.125".
Pipe end gap clearance shall be 1/8" - 0" for socket weld joints.
074e. Casting Applications
Requirements governing casting applications for the service intended are specified in the applicable sections of these specifications.
The requirements of the applicable portions of the following documents shall be met when performing testing, inspection and repair
of castings:
Structure: For all ships and craft over 100 feet in length, publication, MIL-STD-1689. For noncombatant ships and ships originally
built to ABS standards, ABS specifications may be used.
Piping, machinery, and pressure vessels: For all ships; S9074-AR-GIB-010/278.
074f. Allied Processes
Thermal spray - When aluminum/zinc or other NAVSEA approved coatings are used specifically for corrosion control of
components; process, qualification and inspection shall be accomplished in accordance with DOD-STD-2138(SH). The use of thermal
spray for repair of machinery parts shall not be accomplished unless authorized by work specifications or the Supervisor. All thermal
spray for machinery parts shall be accomplished in accordance with MIL-STD-1687(SH). See Section 630.
Section 074
S9AA0-AB-GOS-010
2004 Edition
Section 074
S9AA0-AB-GOS-010
2004 Edition

SECTION 075
THREADED FASTENERS
075a. Scope
This section contains requirements for threaded fasteners not contained in other sections of these specifications.
075b. General (New Installations and Modifications to Existing Systems)
This section defines threaded fastener requirements applicable to shipyard assembled joints and attachment of machinery and
components to their foundation or to hull structure. Threaded fastener requirements for components shall be as defined in the applicable
military component specification except that where no requirements exist, the requirements herein shall apply.
Definitions shall be as given in the following:
Screw-Thread Standards for Federal Services, FED-STD-H-28.
Glossary of Terms for Mechanical Fasteners, Standard ANSI B18.12.
Screw threads shall comply with the standards of FED-STD-H-28 or standard ANSI B1.1. Threads for fasteners shall be of the unified
series unless otherwise specified.
Where the use of a thread locking compound is allowed, the material and its application shall comply with Mil. Spec. MIL-S-22473
and be inspected, after installation, in accordance with DOD-STD-1371. The use of a class 2 or 3 thread fit with a thread locking compound
may be used in lieu of a class 5 thread fit as an alternative method for setting studs where design temperatures are 200 degrees F or less.
Unless otherwise specified, bolts and studs shall be installed in holes no greater than the following sizes (see Section 072 for shock
requirements):
Nominal Bolt Dia.
(Inches)
3/4 inch & smaller
Larger than 3/4 in.
Maximum Dia. of Hole

(Inches)
Bolt diameter + 1/32
Bolt diameter + 1/16
Coating of fasteners shall be in accordance with MIL-S-1222. See Section 070 restrictions on the use of cadmium plated fasteners.
Threaded fasteners shall comply with the following specifications:
Studs, bolts, hex cap screws and nuts
Cap screws - socket head
Machine screws
Setscrews
MIL-S-1222
FF-S-86
FF-S-92
FF-S-200 & FF-S-210
Threaded fasteners of commercially stocked lengths shall be used unless otherwise specified or approved. The following provides the
guidance that should be used for threaded fastener installations.
a.
For any installations where new fasteners are being installed.
(1) The minimum thread protrusion for male threaded fasteners is one full thread beyond the face of the nut or plastic insert of
self locking nuts. Excessive protrusion should be avoided, particularly where necessary clearances, accessibility and safety are important.
Where practicable, the number of threads protruding should not exceed five. In no case should thread protrusion exceed ten threads. In the
case of studs, excessive thread protrusion may indicate that the stud has not been properly driven in the blind hole.
(2) For self-locking (plastic insert) nut installations, where the distance from the face of the nut to the edge of the plastic insert
is equal to or greater than the chamfer on the bolt or stud end, the bolt or stud end may be flush with the face of the nut after the threaded
fasteners have been installed and tightened. Tests and service experience have shown this to provide sufficient thread engagement for these
installations.
b.
For existing threaded fastener joints and for installations where threaded fasteners are being reused.
(1) Where standard or heavy hex nuts are used the acceptable minimum protrusion would be where the leading edge of the
first male thread on the bolt or stud end is flush with the face of the nut. No maximum amount of thread protrusion is established except
where excessive protrusion could cause damage to machinery or harm to personnel.
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(2) For self-locking (plastic insert) nut installations the requirement of a. (2) above must be met. Washers shall not be used for
the sole purpose of lessening thread protrusion. Thread engagement for the setting end of a stud or bolt shall be sufficient so that the shear
load strength of the engaged threads is more than the tensile load strength of the stud or bolt. FED-STD-H-28 gives an acceptable method of
determining required length of engagement. The length of internal thread (length of engagement) and the diameter, shall be sufficient so
that, taking into account a possible difference in strength of material of the internal and external threads, the full strength of the stud will be
developed before either the external or internal threads strip. Where the material into which the stud is engaged is as strong as or stronger
than the stud, strength calculations are not required, provided that the length of engagement is not less than the thickness of the
corresponding size of regular finished hexagon nut as given in Mil. Spec. MIL-S-1222.
Where threaded fasteners are installed for applications above 300 degrees F, an anti-seize compound, Mil. Spec. MIL-A-907, shall be
used on the threads.
Internal fasteners, accessible only by disassembling a component, shall be of a self-locking type in accordance with Mil. Spec.
MIL-N-25027 or MIL-F-18240.
Unless otherwise specified herein, mechanical thread locking devices and methods such as lockwashers, either spring, tooth or tab
type, peening, wiring, pinning or thread upset after assembly shall not be used.
For fasteners manufactured by shipyards or bought in quantities of 500 or less, and for receipt inspections of fasteners, thread
dimensional verification may be by System 21 gaging per ASME B1.3M where applicable fastener specification requires System 22 gaging.
Except for high stress cyclic shipboard applications, fastener thread manufacture may be by cutting, grinding or rolling even though
the fastener specification limits manufacture to thread rolling. A high stress cyclic application is one in which a minimum of 1000 cycles per
year is expected, and the stress due to load or preload exceeds 2/3 the minimum yield strength of the fastener.
075c. Bolting for Hull Integrity and Maximum Impact Strength (New Installations and Modifications to Existing Systems)
Maximum impact strength shall be provided for bolted connections which are located below the full load waterline and which cannot
be isolated from the sea by the sea valve. This can be achieved by threading over the entire length, by reducing the unthreaded shank
diameter to a dimension that falls between the pitch diameter and the root diameter or by leaving the unthreaded area of rolled threads the
same diameter as the unthreaded shank. Fasteners having changes in cross-sectional area, such as headed bolts, are acceptable provided the
cross sectional changes are not abrupt and an essentially uniform strength fastener cannot be used.
Threaded fasteners subject to loosening by shock or vibration shall be of the self-locking type.
For applications requiring a thread locking feature, either self-locking nuts in accordance with Mil. Spec. MIL-N-25027 or self-locking
male fasteners in accordance with Mil. Spec. MIL-F-18240 may be used. The qualification requirements of Mil. Spec. MIL-F-18240 shall
not apply for the coarse thread series and for sizes greater than 1/2-inch diameter except that the torque requirements for fine threads shall
apply.
Self-locking nuts having plastic inserts can be used at temperatures not to exceed 250 degrees F for polyamide plastic inserts, and 450
degrees F for polyamide plastic inserts. The following Military Standards apply for nuts of the indicated material:
Nickel-copper alloy
Carbon or alloy steel
Corrosion-resisting steel
MS-17828
MS-17829
MS-17830, MS-21044, MS-16228
(Where regular thickness cannot be used, MS-16228 may be used providing strength requirements are not violated.)
For temperatures up to 800 degrees F, see Mil. Spec. MIL-N-25027. Where controlled pre-stress of threaded fasteners is a design
consideration, the Contractor shall provide necessary tightening instructions on the applicable drawing. Methods for tightening fasteners
shall be in accordance with FED-STD-H-28 where tightened under controlled conditions, excluding tightening by the feel method.
In applications other than hull integrity (such as foundation bolting), preferred bolting designs may be achieved by drilling an axial
hole through the unthreaded portion of the body of the bolt for more uniform strength in tension and beveling the mating surfaces of the bolt
holes for better resistance to shear forces. Bolt hole bevels shall be 1/16 inch by 45 degrees for bolts 3/4-inch diameter size and smaller, and
1/8 inch by 45 degrees for bolts larger than 3/4-inch diameter size.
For applications other than hull integrity where maximum impact strength is a consideration, bolts, studs and stud bolts shall be of
nickel-copper alloy with dimensions in accordance with Mil. Spec. MIL-S-1222. Nuts may be of either nickel-copper alloy or nickel-copper
aluminum alloy. See Section 180 for additional foundation bolting requirements.
075d. Fitted Hold-Down Bolting (New Installations and Modifications to Existing Systems)
Where alignment must be maintained, fitted bolting in accordance with Table 1 shall be used.
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Foundation hold-down and alignment bolting shall be fitted and the holes reamed with the coupled parts in position. The fit shall be as
specified in Table 1. The mating surfaces of the bolt and bolt hole shall have a surface smoothness of 63 micro-inches RHR (Roughness
Height Rating) or smoother in accordance with Standard ANSI B46.1.
075e. Material for Bolting (New Installations and Modifications to Existing Systems)
Material for threaded fasteners shall be as specified in Table 2 and herein.
Non-magnetic fasteners shall be in accordance with Mil. Spec. MIL-F-19700.
Aluminum and aluminum alloy parts shall be assembled with steel fasteners coated in accordance with MIL-S-1222. Where through
bolting is not possible, inserts to take fasteners shall be cast or threaded into the aluminum or aluminum alloy. Insert material shall be
corrosion resistant steel, or steel coated in accordance with MIL-S-1222. (See Section 070 for cadmium restrictions). The design of the
insert shall include a method of locking the insert in place to prevent backing out when in use. Provided that strength, wear, shock and
vibration requirements can be met, either solid wall (bushing) in accordance with MIL-I-45914 or helical coil type in accordance with Mil.
Spec. MIL-I-8846 shall be used. Length of engagement shall be sufficient to develop the full strength of the bolt. Washers of the same
material and coating as the bolts and nuts shall be fitted below all nuts and bolt heads which adjoin aluminum or aluminum alloys.
Fasteners fabricated by powder metallurgy process shall not be used.
075f. Repair and Overhaul Requirements
MIL-STD-777 may be utilized for overhauled or repaired piping systems. Removal of studs only to determine condition of threads is
1.
Chasing (tap or die)
2.
Welding, with subsequent machining (tap or die)
3.
Use of helicoil inserts per MIL-I-8846
4.
Tapping to a larger size threaded fastener
The above list is not all-inclusive, nor is it intended to be blanket approval in all situations. Supervisor approval is required for
welding, helicoils and tapping to a larger size.
TABLE 1
MATERIAL FOR FASTENERS (FOR GUIDANCE ONLY)
Application
Fed or Mil Spec and Material
Services not covered by other sections of these specifications
For services up to and including 650 degrees F
MIL-S-1222: Bolts, studs and nuts; grade 5 steel
MIL-S-1222: Bolts and studs, grade B7 or B16; nuts, grade 2H or 4
For services 775 degrees F
MIL-S-1222: Bolts and studs, grade B16; nuts, grade 4
MIL-S-1222: Bolts and studs, grade 2, 5 or 8 steel; nuts, grade 5 or
8 steel
For services to 1000 degrees F

For all services in which JP-5, lubricating or fuel oil, or
flammable gas or liquid of any kind, regardless of pressure
and temperature which are within 3 feet of hot surfaces
(above 650 degrees F) and where steel tubing is required
Bolting subject to seawater corrosion: (other than hull integrity
bolting. For hull integrity bolting see para 075c.) Connections
of material in contact with bilge or seawater and bilge regions as
defined in Section 070.
Bolts and studs class A and nuts, class A or B nickel-copper alloy in

accordance with QQ-N-281 to dimensions of MIL-S-1222. Where
greater strength is required, use bolts and studs, nickel-copperaluminum alloy QQ-N-286 K-monel) and MS-18116 and nuts,
nickel-copper alloy (R-monel) MS-17828.
MIL-S-1222: Bolts and studs, grade 5 or 8 steel; nuts, grade 5 or 8
steel
Bolting where strength is paramount, such as machinery

holding-down bolts or for structural purposes
Section 075
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TABLE 1
MATERIAL FOR FASTENERS (FOR GUIDANCE ONLY) (Continued)
Application
Fed or Mil Spec and Material
MIL-S-1222: Manganese, bronze, nickel aluminum bronze,
Connections of non-ferrous material except aluminum and
phosphor bronze, or nickel-copper
aluminum
alloys and wood
Fastening wood work (furring and framing for refrigerated
MIL-S-1222: Bolts and studs, grade 2, 5 or 8 steel (zinc plated);
spaces)
nuts, grade 5 or 8 steel (zinc plated)
Gland studs and nuts
Manganese bronze, QQ-B-728, or phosphor bronze, QQ-B-750;
nickel-copper alloy QQ-N-281. All to dimensions of MIL-S-1222.
Mounting radio and radar antennas to their foundations
MIL-S-1222: Corrosion resistant steel. Bolts and nuts, with threads
coated with anti-seize compound, MIL-A-907.
Washers
MS-16212 and MS-27183
NOTE:
Copper-silicon alloy (silicon bronze) shall not be in contact with felt or other substances treated with coal-tar or anti-fouling
compound.
TABLE 2
LIMITS FOR FITTED HOLD-DOWN BOLTING
Nominal size (inches)
Maximum clearance (+) and
Interference (-) inches
1/2 to 1 1/8
+0.0005 - 0.0010
1 1/4 to 1 7/8
+0.0006 - 0.0013
2 to 3
+0.0007 - 0.0016
Section 075
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SECTION 077
SYSTEM SAFETY
077a. General
The principal objective of a system safety program during overhaul is to ensure that safety is designed into new or modified systems,
subsystems, and equipment. The interfaces between new or modified systems and existing systems must be examined to ensure that
hazards are not introduced and that the safety features in the baseline ship are not inadvertently degraded. For tailoring guidance, System
Safety Program Plan Development guidance, and for definitions relating to systems safety, see MIL-STD-882.
077b. System Safety Program Requirements During Overhaul
The Contractor for Overhaul shall prepare a System Safety Program Plan which shall include requirements to:
a. Define the methodologies to be used to identify and resolve hazards.
b. Review standards, specifications, regulations, and other sources of design requirements to ensure that during the design of new
systems or modifications to existing systems, inherent safety is not degraded nor new hazards introduced.
c. Locate new equipment so that personnel exposure to hazards such as voltage, electromagnetic radiation, cutting edges and sharp
points is minimized.
d. Conduct a safety review of proposed engineering changes, waivers, and deviations and submit a brief safety review summary with
each.
e. Follow the order of precedence in MIL-STD-882 in developing solutions to identified hazards.
f. Prepare and submit periodic system safety progress reports which describe the safety effort for the reporting period including
safety actions, any safety items of particular concern, and identified hazards and their resolution. Include in the final report a summary of
any hazards that were not resolved and recommended further action.
g. Provide a representative to assist in the investigation of mishaps in order to identify design deficiencies in the ship or SHIPALT
and to recommend corrective actions.
077c. System Safety Program Requirements During SHIPALT Development
Developers of SHIPALTs, including Planning Yards, shall:
a. Review standards, specifications, regulations, and other sources of design requirements to ensure that during the design of new
systems or modifications to existing systems, inherent safety is not degraded nor new hazards introduced.
b. Locate new equipment so that personnel exposure to hazards such as voltage, electromagnetic radiation, cutting edges and sharp
points is minimized.
c. Review the interfaces of the altered system to existing systems to ensure that hazards are not introduced and that the safety
features in the baseline ship are not inadvertently degraded.
Section 077
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Section 077

6
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SECTION 083
SUPPLY SUPPORT
083a. GENERAL
Section 083 establishes Naval Supervising Activity (NSA) (i.e., cognizant naval shipyard, ship repair facility or Supervisor of
Shipbuilding - SUPSHIP) Allowance section Integrated Logistics Support (ILS)/Integrated Logistics Overhaul (ILO) related
responsibilities and procedures for updating Navy Surface Ships Allowance Lists and Publication Applicability Lists (PAL) to reflect ship
configuration following an overhaul.
Allowance Lists, depicting authorized onboard repair parts and equipage support of shipboard equipment and components are
published as a Coordinated Shipboard Allowance List (COSAL). The COSAL provides authorization for procurement of
noncomponent-related equipage and miscellaneous categories of material. The mechanized COSAL is printed and distributed by the Navy
Ships Parts Control Center (SPCC), Mechanicsburg, PA.
The content of the COSAL is based upon configuration records maintained in the SPCC Weapons System File (WSF). These
configuration records are generally maintained at the component level. Within the COSAL, all repair parts and equipage for individual
components are listed in Allowance Parts Lists (APL) or on Allowance Equipage Lists (AEL). The quantity of each repair part or
equipage item, or both, authorized to be carried onboard a ship is shown on the Stock Number Sequence List (SNSL) and is determined by
SPCC computations for each item listed in the COSAL.
The initial COSAL is built from configuration records input to the WSF during new construction in accordance with procedures
contained in NAVSEA 0900-LP-060-0080 and NAVSEAINST 4444.10. COSAL maintenance procedures used after issue of the new
construction COSAL are contained in SPCC INST 4441.170 CH1, NAVSEA SL720-AA-MAN-010 and NAVSEA SL105-AA-PRO-010.
Ships undergoing an overhaul of 12 months or more receive an updated COSAL at Start of Overhaul (SOH). At End of Overhaul
(EOH) minus six (-6) months with concurrence of SPCC and the Officer in Charge (OIC) of the Supply Operations Assistance
Program/Integrated Logistics Overhaul (SOAP/ILO) a load COSAL is generated.
For overhauls of six or more months, the NSA is required to forecast EOH adds and deletes to SPCC to meet the COSAL cutoff date
of SOH-4 months. For overhauls of less than six months, the NSA shall forecast change information to the WSF prior to established
COSAL cutoff dates. All planning/overhaul activities and logistic support managers will receive a Ship Alteration Management
Information System Ordnance Module (SOM) at SOH-6. This Fleet Modernization Program (FMP) product prepared and maintained by
Naval Weapons Station (WPNSTA), Concord, CA provides an EOH forecast of ordnance equipment. This forecast will be updated at
SOH-6 months upon issuance of the overhaul authorization letter. Data provided by the SOM forecast will be included in the Summary
List of Component Changes (SLCC) provided to SPCC at SOH-4 months by the NSA. SPCC will load the ordnance configuration
changes submitted by the NSA with other Hull, Mechanical and Electrical (HM&E) and Electronics information contained in the SLCC.
This becomes a part of the ship's SOH COSAL.
COSAL Overhaul Planning (COP) shall commence one year prior to SOH. The NSA shall be funded for COP from Ship Selected
Records (SSR) funds by the cognizant NAVSEA Ship Logistic Division (SLD) approximately one year prior to SOH in order that COP
may commence. The NSA is responsible for coordinating with lead activities to establish mutually agreeable dates to publish a detailed
COP schedule at SOH-6 months. The schedule will establish COSAL cutoff, COSAL publication/distribution and ILO repair parts
analysis cutoffs. Copies of the schedule and functions will be provided to NAVSUP, NAVSEA 904, NAVSEA 05L, the cognizant SLD,
SPCC, the cognizant Type Commander (TYCOM), SOAP/ILO Team, cognizant Planning and Engineering for Repairs and Alterations
(PERA), Navy Ships Systems Engineering Station Detachment, Mechanicsburg (NAVSSESDETMECH) and Naval Sea Support Center
(NAVSEACEN). These activities will be notified of any delays in accomplishing scheduled tasks and significant changes to the published
schedule.
At SOH-6 months, the NSA or accomplishing activity shall assume maintenance of the configuration baseline reflecting the actual
changes to ships configuration to be accomplished during the overhaul or availability and the Configuration Change Forms (CCF
4790/CK) submitted by the ship and ILO Site during this period. Once the COSAL, or load COSAL in case of overhauls 12 months or
more, is computed, the normal vehicle to execute this responsibility is the Allowance Appendix Package (AAPG). The package becomes
part of the COSAL until the next mechanized update and is an integral part of the SSR.
A COSAL Quality Review will be conducted at SOH-4 months whenever COSAL Overhaul Planning (COP) is required, unless
otherwise directed by the cognizant NAVSEA Ship Logistics Division. The quality review will be convened by the NSA with
participation by SPCC, SEACENs and ship's force as appropriate. The purpose of the review is to ensure that all configuration changes
Section 083
S9AA0-AB-GOS-010
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reported in the COSAL Overhaul Planning Process have been included in the SOH COSAL. This review changes the WSF, adding the
data or correcting errors found during the review.
083b. ALLOWANCE RESPONSIBILITIES
A. NAVAL SUPERVISING ACTIVITY (NAVAL SHIPYARD/PLANNING SUPSHIP/OVERHAULING SUPSHIP)
RESPONSIBILITIES. The NSA is the Naval industrial activity responsible for conducting a Regular Overhaul (ROH), Complex Overhaul
(COH), or Baseline Overhaul (BOH), which will result in configuration changes to the ship, with attendant changes to the ship's allowance
lists and related documentation. Within this context the use of the term NSA is restricted to delineation of responsibilities involving
policies and procedures for maintenance and update of the ships COSAL. The NSA may be the overhauling Naval Shipyard, the Planning
SUPSHIP, the accomplishing SUPSHIP, or under special circumstances, a NAVAL SHIP REPAIR FACILITY (NAVSHIPREPFAC). The
responsibilities of the NSA are:
1.
Upon receipt of pre-overhaul Design Services Allocation (DSA) COP funds from the cognizant NAVSEA SLD (360
days prior to SOH), assign a ship COSAL specialist who will:
a.
Review applicable documentation and participate in the overhaul planning process to project configuration changes
to the WSF.
b.
Develop and maintain a file of material adds and deletes on an individual alteration and ship basis. Such lists shall
be periodically verified against the SHIP ALTERATION MANAGEMENT INFORMATION SYSTEM (SAMIS) and work packages
(discrepancies shall be resolved).
c.
Participate in pre-overhaul ship checks as required and overhaul planning efforts at the Work Definition
Conference.
d.
Coordinate with lead activities to establish mutually agreeable COP dates and publish the COP schedule at SOH-6
months.
e.
Distribute the COP schedule and notify all recipients of significant changes or delays in meeting the schedule.
f.
Participate in overhaul progress meetings and report status of COSAL updates.
g.
Obtain an output of the WSF which lists the ships configuration records recorded for use in submitting planned
adds and deletes to be accomplished during the overhaul, to SPCC.
2.
Obtain support from NAVSEA ILS activities and In-Service Engineering Agents (ISEA), as required, to provide
Weapons System logistic support reviews during the overhaul.
3.
Review or monitor all sources of information for equipment additions for Provisioning Technical Documentation (PTD)
input to the Inventory Control Point (ICP). PTD is currently processed and provided in accordance with MIL-P-15137C. MIL-STDS 1552
and 1561 will replace current procedures upon final approval.
4.
At 180 days prior to overhaul start (SOH-6 months) actively assume responsibility as point of contact for identifying,
receiving and processing information on component and equipage configuration changes applicable to the ship during the planned
overhaul, including Configuration Change Forms (CCFs) submitted by the ship and by SOAP/ILO. This responsibility continues until the
end of overhaul. This includes submission of configuration related data elements for all configuration changes (adds, changes and deletes)
to the WSF and for coordinating the resolution of differences between ILO reported changes and NSA records.
5.
Publish a total number of anticipated add and delete configuration changes at SOH. Equipment counts should include
only those estimates based on authorized work and approved material lists, such as, 180 Day Letter, SAMIS Reports, PERA Long Lead
Time Material Lists. For purposes of continuity, all activities involved with the preparation of allowance input statistical documentation,
shall use the following count criteria:
a.
Count one for each range APL added.
b.
Count one for each range APL deleted.
c.
Count one for each time an APL is increased in-depth.
d.
Count one for each time an APL is decreased in-depth.
6.
Brief the appropriate ships force members concerning overhaul yard ILS functions and responsibilities during the
availability.
7.
Submit timely and accurate configuration change data (actual and planned adds, changes and deletes) to ensure full
maintenance and supply support at completion of the overhaul. To achieve this, the following standards are established for the submission
of equipment configuration change data to SPCC and SOAP/ILO:
Section 083
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LENGTH OF OVERHAUL
MONTHS
12 or longer
6 or longer
ALLOWANCE INPUT PERCENTAGE

COSAL CUTOFF
SOAP/ILO
NAVAL SHIPYARD
90%
90%
75%
50%
CUTOFF
EOH
SUPSHIP
85%
100%
75%
100%
Percentages represent the relationship between the actual number of configuration inputs completed to the total number of inputs
anticipated for a specific hull. The COSAL cutoff is defined as the latest acceptable date by which SPCC must have configuration inputs
that will be included in the mechanized baseline COSAL. The SOAP/ILO cutoff is defined as the latest date the SOAP/ILO team must
have the equipment change information to be included in the NSC Oakland Electronic Accounting Machine (EAM) process. Because the
ship's COSAL must be manually changed for equipment changes occurring after COSAL cutoff, equipment changes should be submitted
prior to COSAL cutoff.
8.
In accordance with procedures of NAVSEAINST 4441.3:
a.
Submit all configuration changes to SPCC for WSF input.
b.
Develop AAPG to update the COSAL to reflect ship's configuration as modified from the COSAL at
cutoff.
c.
Provide documentation for APL development.
d.
Provide supply support documentation to SOAP/ILO adjusted to the end of overhaul configuration.
9.
Ensure that adequate PTD is immediately obtained and prepared in accordance with MIL-P-15137C for all locally
procured or fabricated components.
10. Site validation of equipment/components installed or removed during overhaul is mandatory and considered essential to
the maintainability of the ship's baseline. Site validations may be made upon receipt prior to installation, in staging assembly areas, on the
ship, or by verification of actual configurations by an acquisition manager of ISEA to ensure meeting the site validation requirements and
the change input goals and objectives.
11. Prepare final SLCC and SLEC during the last month of the overhaul utilizing a cutoff date of EOH minus five days. The
SLCC/SLEC, upon distribution, will be utilized as follows:
a.
As a temporary supplemental COSAL Index by the ship until the postoverhaul COSAL Index is received.
b.
As a summary of the configuration changes previously forwarded to the SOAP/ILO since baseline cutoff.
c.
As a configuration change input document to SPCC.
12. Certify in writing the EOH configuration baseline (all changes during current availability). Signed copies of the baseline
certification will be distributed with the SLCC/SLEC.
13. Publish revised pages to account for configuration changes which are necessary after publication of the SLCC/SLEC.
14. Distribute the SLCC/SLEC, including revisions, AAPG and source documents (as applicable) at EOH plus 15 days as
follows:
a.
Cognizant SOAP/ILO Team - 3 copies of SLCC/SLEC and 2 copies of applicable APL/AEL/AAP (SOAP Team
provides copies to ship)
b.
SPCC (Code 05521) - 1 copy of SLCC/SLEC and 1 copy of applicable AAP for WSF update
c.
Cognizant NAVSEACEN - 1 copy of SLCC/SLEC/AAP
d.
ISEA - 1 copy of SLCC/SLEC
e.
Applicable PERA
f.
Planning yard
15. The responsibilities and procedures for configuration and COSAL maintenance by activities accomplishing configuration
changes during availabilities other than COH, ROH, or BOH are the same as those identified herein for NSA's (Ref. NAVSEA
0900-LP-060-0210 part 10-C-6), except that the SLCC is provided to the NAVSEACEN for input to the WSF. For availabilities other than
COH, ROH, and BOH, a COSAL is not printed and the early planning and verifications of the WSF are not normally required. All
configuration and allowance equipage changes are incorporated for the AAPG produced at the end of the availability. Based on the size of
the AAPG's for the ship, a mini-COSAL may be requested by the ship or directed by SPCC. NSA allowance work normally commencing
360 days prior to overhaul need not start until 180 days prior to an availability other than an overhaul.
Section 083
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083c. OVERHAULS REGULAR/COMPLEX THAT INCLUDE A SUPPLY OPERATIONS ASSISTANCE PROGRAM INTEGRATED LOGISTICS OVERHAUL (SOAP/ILO).
The responsibilities and procedures contained in this section apply to maintenance of the COSAL for all active surface ships
undergoing ROH or COH by a NSA. This section outlines the NSA responsibilities and procedures for COSAL maintenance during
ROH/COH and defines the interfacing responsibilities of other ILS activities involved in the overhaul effort.
SPCC will develop an SOH COSAL based upon the WSF data and COP changes developed by the NSA which are scheduled to
occur during the overhaul. SPCC will provide the NSA and the SOAP/ILO team with a listing of planned equipment changes incorporated
into the COSAL 21-days prior to SOH.
1.
The NSA performing the overhaul will notify SOAP/ILO teams of any equipment changes made during the maintenance
overhaul in accordance with NAVSEA SL105-AA-PRO-010 and provide SOAP/ILO teams with APL/AAPG for new equipment installed
incident to the overhaul, for equipment previously installed but omitted from the Inventory Control Point (ICP) prepared COSAL, and for
equipment changes accomplished by ship's force or tender personnel during the maintenance overhaul and reported to the NSA on
CCR-4790CK. The supply aids to be provided by the NSA to the SOAP team shall be: APL, AEL, AAP and interim SLCC.
2.
During an overhaul, various activities assist the ship in documenting configuration changes into a COSAL. The
responsibilities of the NSA are defined in this section. The NSA has the responsibility for documenting configuration changes that take
place as part of the shipyard overhaul effort. The NSA also assumes responsibility for changes made outside of the overhaul and properly
reported on CCRs.
3.
NSA Responsibilities. The NSA has responsibilities as follows:
a.
The NSA will serve as the focal point for receipt of all CCR's applicable during an overhaul. This includes configuration
changes made by the ship's force and reported by the ship to the NSA.
b.
All configuration range increases, projected into the COSAL prior to overhaul, will be sight validated by the NSA.
c.
The NSA will identify all equipment changes to an existing APL/AEL and furnish two copies of the applicable
APL/AEL to the SOAP/ILO team for processing into the ship's COSAL. The NSA will maintain, at a minimum, one copy of the COSAL
indices and the Summary of Effective Allowance Parts/Equipage Lists (SOEAPL).
d.
If an equipment cannot be identified to an existing APL, the NSA will:
(1) Ensure PTD is procured and furnished to SPCC on NSA procured equipment. PTD must be approved by SPCC
and is utilized to develop APLs/AELs or to identify an existing APL/AEL.
(2) If PTD is not received from the vendor by EOH-2 months or has not been approved by SPCC, the NSA will
prepare an Allowance Appendix Page. The AAP provides parts support information for applicable equipments until such time as an
APL/AEL can be identified or developed. The appropriate ISEA or Ship Intermediate Maintenance Activities (NAVELEX equipment) is
responsible for assisting the NSA in identifying equipment and obtaining PTD.
e.
As equipment changes occur and an APL/AEL is identified or an AAP is developed, the NSA will forward copies of the
applicable support document under a letter of transmittal to the SOAP/ILO team to update the remaining portions of the ship's COSAL and
identify, document, and initiate procurement of parts support.
f.
Prior to the initial SOAP EAM input to the Naval Supply Center, Oakland, and prior to the preparation of the Master
SLCC/SLEC at the end of overhaul minus five working days, the letters of transmittal will be reconciled with the SOAP/ILO team to
ensure that all configuration changes that were documented by the NSA were received by the SOAP/ILO team.
g.
As configuration changes occur, the NSA will summarize them on an SLCC and/or SLEC.
h.
The NSA will consolidate all configuration changes processed up to and including the last month of overhaul or not later
than the End of Overhaul (EOH) minus five working days and distribute copies of the updated SLCC/SLEC, AAPs, and source documents
(if applicable) at EOH plus 15 days as follows:
(1) SPCC (CODE 0552)
1 copy
(2) Cognizant NAVSEACEN
2 copies
(3) Naval Ship Weapons Systems Engineering Station, Port Huemene
1 copy
(4) SOAP/ILO
3 copies
(5) PERA
1 copy
(6) Planning Yard 1 copy
The main purpose of forwarding the SLCC/SLEC to SPCC is to update the WSF to reflect configuration changes that occurred during a
ship's overhaul.
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083d. NSA ALLOWANCE PROCEDURES - SHIPS AVAILABILITY PERIOD THAT DOES NOT INCLUDE A SOAP/ILO
This section defines the responsibilities and the procedures for updating the COSAL during various availability periods when an
Allowance Branch of an NSA assists the ship to meet its responsibilities. These availabilities include, but are not limited to:
SRA-Selected Restricted Availability
RAV-Restricted Availability
TAV-Technical Availability
PSA-Post Shakedown Availability
FOA-Fitting Out Availability
When an NSA is assigned one of the above availability periods, the NSA assists the ship in basically the same manner as the
"Overhaul" procedures. The NSA provides assistance and performs certain functions such as documenting configuration changes on an
SLCC, identifying APLs for equipment, and providing copies of APLs to update the COSAL.
The one exception is that during an availability period a SOAP is not normally conducted and, therefore, the SOAP/ILO team is not
updating the COSAL. In this case, the aids to update the COSAL are sent to the ship and the supply officer must determine allowance
changes, order deficiencies, and update the retained portions of the COSAL not held by the NSA.
Specific responsibilities and procedures to be used during an availability period without a concurrent SOAP/ILO are as follows:
1.
Start of Availability. Upon arrival and on request by the NSA, the ship provides the Allowance Section a copy of Part I
of the COSAL. This copy includes any SLCC/SLEC not superseded by a revised COSAL Index from SPCC. The SOEAPL and Section
A, B and C Indices show all changes since the documents were published and reflect the current APL/AEL/AAP allowance lists that apply
to the ship's configuration.
The NSA uses the copy of the COSAL provided by the ship to verify all configuration changes reported by the ship, contractors, and
shipyard. The NSA validates and documents all configuration changes made by the NSA as they occur.
2.
Configuration Change Documentation. During the availability, the NSA Allowance Section serves as the focal point for
receiving information on ALL configuration changes applicable to a ship during that period. During the availability, the contractors report
all configuration changes to the NSA. The NSA validates and documents configuration changes made by the NSA as they occur.
Procedures for developing and processing configuration change documentation are contained in the following paragraphs a through d.
a.
The NSA Allowance Section initiates configuration change documentation for the following:
(1) Adds - Actual component/equipage added during the availability.
(2) Deletes - Actual component/equipage removed during the availability.
b.
Configuration Adds (Range). NSA sight validates NSA configuration range adds. Each range add is documented
as follows:
(1) Interim APL/AEL - If an equipment or equipage range add can be identified to an existing APL or AEL, the
APL/AEL is called an "Interim APL" or "Interim AEL". Interim APLs/AELs are obtained from the General Distribution Microfiche Bank
of APLs/AELs or from SPCC if the APL/AEL is not included in the microfiche bank.
(2) Allowance Appendix Page (AAP) - If a component/equipage range add cannot be identified to an existing
APL or AEL, the NSA prepares an AAP. Examples of documents used in preparing an AAP include PTD, Repair Parts Manuals,
Drawings, Bill of Materials, and Repair Parts Shopping Guides.
c.
Configuration Deletes (Range) - Where the NSA has verified that an equipment or equipage item included in the
ship's COSAL is no longer installed, it documents this delete by listing it on the SLCC/SLEC.
d.
Partial Configuration Changes (Adds/Deletes) - Where the NSA has verified that a partial configuration change
has occurred, it documents this change by listing it on the SLCC/SLEC.
As configuration changes occur, the NSA updates one copy of the ship's COSAL, Part I. The COSAL Index (Sections A, B and C) is
marked up to reflect all configuration changes. Where there is not enough space to add the change, new index pages are developed and
inserted. The SOEAPL is updated by lining out range deleted APLs and making a supplemental SOEAPL for APLs. The NSA provides
the ship with two copies of each configuration change APL/AEL/AAP. The ship is responsible for updating their second index and
SOEAPL to match the master provided by the NSA.
3.
Supply Support Process - NSA. The NSA's basic responsibility during the availability, that does not include ILO, is to
initiate the Supply Support Process. For each configuration "add", the allowed repair parts are identified on the appropriate
APL/AEL/AAP and a Supply Availability Card, NAVSUP Form 1109, is provided for each. Only those repair parts that fall within the
maintenance capability of the ship are included.
During the last month of the availability, but no later than End of Availability (EOA) minus five working days, the NSA
consolidates all configuration changes processed to date into a master SLCC and SLEC. No later than EOA, two copies of the master
SLCC and SLEC are delivered to the ship. The SLCC/SLEC shall be typed. It is formatted in Service Application Sequence for HME and
Nomenclature Sequence for electronics and ordnance. This document serves as a supplement to the ship's COSAL Index.
4.
SLCC/SLEC Revised Pages. Since additional configuration changes may be identified by the NSA after the
SLCC/SLEC printing, this method of documenting changes and updating the SLCC/SLEC is required. The NSA is responsible for
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forwarding the revised pages to the holders of the SLCC/SLEC with all necessary associated data (AAP/APL/NAVSUP Form 1109 cards)
forwarded to the ship.
5.
Distribution of the SLCC/SLEC. Two copies of the initial SLCC/SLEC are prepared for delivery to the ship no later
than EOA. At EOA plus 15 working days, the NSA distributes copies of the updated SLCC/SLEC to:
Weapons System File (WSF) SPCC (Code 0552)
1 copy
COMNAVSEASYSCOM (04K4) (w/o enclosures)
1 copy
CO, NAVSHIPWPNSYSENGSTA Port Huemene, CA (Code 5110) 1 copy
CO, NAVSSES (035C)
1 copy
CO, NAVSEACENLANT/PAC (Code 920)
1 copy
CO, NAVSEACENLANT/PAC (Code 936)
1 copy
CO, NAVSSESDETMECH (Code 6831)
1 copy
FOSAT (w/o enclosure) (for ships undergoing PSA's and FOA's)
1 copy
Applicable PERA
1 copy
Planning Yard
1 copy
With the SLCC/SLEC forwarded to SPCC (Code 570), the NSA includes a copy of each locally prepared AAP cited in
the SLCC and SLEC. In addition, if not previously provided to SPCC as PTD, the appropriate source documentation used to develop each
AAP will be sent to SPCC with the SLCC/SLEC package. The SLCC/SLEC package mailed at EOA plus 15 working days by the NSA
should include all configuration changes associated with the availability. The NSA must exert maximum effort to make sure this occurs.
If, for any reason, the NSA identifies additional configuration changes after distribution of the updated SLCC/SLEC, it ensures that copies
of the revised SLCC/SLEC pages are distributed to all holders of the SLCC/SLEC.
When the NAVSEACEN receives the SLCC/SLEC package from NSA, it updates the ship's record in the WSF to reflect all
electronics configuration changes. SPCC enters HM&E and Ordnance changes.
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SECTION 085
DRAWINGS
085a. Scope
This section contains general drawing requirements pertaining to preparation, approval, and indexing of Basic Alteration Class
Drawings (BACD) and Supplemental Alteration Drawings (SAD) required during overhaul, modernization, conversion, or selected
restricted availabilities. The Technical Specifications on Ship Alteration Proposal (SAP) and Ship Alteration Record (SAR) preparation
are contained in NAVSEA Technical Specifications Nos. 9090-400 and 9090-500 respectively, and provide the technical criteria for
preparation of the SHIPALT drawings.
085b. General
Within the requirements of this section and Mil. Std. MIL-T-31000, planning yards or overhaul design agents shall provide drawings
for ship alterations, conversion or overhaul which are suitable for direct use by overhaul shipyards on individual ships of a class. These
drawings shall then be used with a minimum of departure to promote standardization and reduce ship differences.
When contracting to a design services agent or private overhauling shipyard, the Government reserves the right to inspect and review
design service agent (Contractor) prepared drawings and associated software at any time. Normally, the Government will schedule
inspection at an agreed-upon time.
Security classification of drawings shall be in accordance with the approved contract security classification specification (DD Form
254).
Drawings prepared for or by NAVSEA shall be annotated with a distribution statement in accordance with NAVSEA
SL720-AA-MAN-010 located preferably to the right of the title block in the margin.
All drawings, reproducibles and other data specified to be furnished by a design services contractor to NAVSEA or its
representatives shall become the property of the Government and are deliverable in accordance with Contract requirements.
Distribution of drawings and disposition of final tracings to the assigned planning yard, shall be in accordance with NAVSEA
SL720-AA-MAN-010.
Table 1 is a list of drawings that shall be submitted to NAVSEA for approval. Those drawings shall be submitted to NAVSEA when
directed by the Supervisor.
Drawings submitted for review or approval shall be sufficiently complete to assure the drawings conform to the Contractual
requirements, including compatibility with other ship systems, that maintenance and repair accessibility is provided, a shipyard installation
can be accomplished as a stand alone set of documents for each SHIPALT without supplier assistance, and naval ships and shore activities
can repair and maintain the items without assistance from the original supplier.
Drawings, including reproducibles and prints, required to be furnished by a design service agent (Contractor) to NAVSEA or its
representatives shall become the property of the Government.
Drawings shall be marked in accordance with MIL-STD-1806.
085c. Definitions
SHIPALT Proposal (SAP) is the document used by the NAVSEA Engineering and Platform Directorates to arrive at a management
decision of whether or not to proceed with the development of a SHIPALT. The SAP in general defines the top level SHIPALT
requirements and serves as the authorization to initiate detailed development of the shipalt's technical aspects. Normally the preparation of
the SAP will be performed by the cognizant engineers in the NAVSEA Engineering Directorate. The detailed instructions for preparation
of a SAP are contained in NAVSEA Technical Specification 9090-400.
SHIPALT Record (SAR) is the document used by all commands that provides the detailed technical guidance and logistical
information for the design and installation of a SHIPALT. The planning yard for each ship class is the engineering agent for SHIPALTS
and serves as the single activity responsible for preparation, updating and maintenance of the SAR. The NAVSEA Engineering
Directorates are responsible for the technical and logistical adequacy and content of SHIPALTS. The NAVSEA Platform Directorates are
responsible for approval and issuance of the SHIPALT record and all changes thereto. The detailed instructions for preparation of a SAR
are contained in NAVSEA Technical Specification 9090-600.
Basic Alteration Class Drawings (BACD) are the first complete set of drawings prepared by the planning yard for a ship alteration.
They are directly applicable to the designated lead ship and are as accurate, suitable, and truly representative as possible for direct use on
other ships of the class covered by the alteration. Further data on the BACD is contained in NAVSEA Technical Specification 9090-600.
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Supplemental Alteration Drawings (SAD) are drawings prepared for use in lieu of the BACD when there are significant variations in
ship construction for follow on ships of the class receiving the SHIPALT. Further data on the SAD is contained in NAVSEA Technical
Specification 9090-600.
Ship Construction Drawings are NAVSEA(usually contractor) prepared drawings which are necessary for construction or major
conversion of the ship and other ship related drawings as required by these specifications.
Selected Record Drawings are a designated group of ship construction drawings made applicable to an individual ship and illustrate
final shipboard installations of important features, systems, and arrangements. Selected record drawings shall be designated as such in the
ship drawing index. They must be maintained up-to-date and correct throughout the life of the ship. The Shipyards/SUPSHIPS shall
revise and update or prepare new selected record drawings in accordance with the FMP Management and Operations Manual (NAVSEA
SL720-AA-MAN-010) and paragraph 085n herein.
The planning yard is the custodian of the originals of selected record drawings, BACDs and SADs. Overhaul yards may request
MYLARS of the originals from the Planning Yard.
Ship Equipment Drawings are drawings prepared by manufacturers of Government or Contractor-furnished equipment which are
identified by a manufacturer's drawing number. They include, but are not limited to, certification data sheets, drawing lists, outline
drawings, assembly drawings, subassembly drawings, and parts list.
Standard Drawings are NAVSEA drawings illustrating arrangement and details of equipment, systems or components from which no
departure in the manufacture of parts or intent of use is permitted without NAVSEA approval.
Type Drawings are NAVSEA drawings illustrating systems or components which may be subject to development by the builder or
manufacturer to assure full compliance with these specifications.
Certification Data Sheets see DOD-STD-100.
Final Drawings are ship construction drawings which have been corrected to illustrate final ship and system arrangement,
fabrication, and installation, as well as ship equipment drawings reflecting the equipment as installed aboard ship.
Photographic reproductions are those containing silver halides or silver salts as the sensitizing agent (see Mil. Spec. MIL-D-5480).
085d. Correspondence and Drawing Forwarding Procedure
The Design Services Agent (DSA) shall direct correspondence with NAVSEA or other Government activities concerning drawings
via the Supervisor.
Correspondence forwarding drawings, or lists accompanying drawings forwarded separately from correspondence, shall list each
drawing forwarded, indicating its title, drawing number, and latest revision letter. Drawing lists shall reference the forwarding letter.
Large shipments of DSA drawings designated for delivery to a Government activity may be sent directly to that activity provided a
copy of the forwarding letter and a list of the drawings sent are also enclosed; however, the original forwarding letter shall be sent via the
Supervisor.
Drawings, or reproductions thereof, designated for NAVSEA review, approval, or information and file, shall be addressed to:
Commander, Naval Sea Systems Command, Washington, DC 20362. (Attention: the Cognizant Ship Logistic Manager (SLM)).
Where specified in the SAR, correspondence regarding approval of drawings for transmittal to NAVSEA shall be limited to the
coverage of a single subject corresponding with the Ship Work Breakdown Structure (SWBS) categories listed in publication, NAVSEA
S9040-AA-IDX-010/SWBS, or the SAR.
Correspondence forwarding drawings for approval or other action shall be separate from correspondence forwarding drawings for
information and file.
Drawings forwarded for approval or other actions shall be clearly marked with the current date of issue and stamped to indicate
required action, (e.g., for approval or for review).
Correspondence regarding approval of drawing revisions shall include a detailed description of each change, the reason for it, and the
effect on related systems or equipment or both. Sketches may be attached for further clarification.
Prints forwarded to the Government shall be folded in accordion pleat form to a maximum overall size not to exceed 9 by 15 inches,
with maximum length of 45 inches, with the title block clearly visible, except for the Booklet of General Drawings (see paragraph 085o).
All drawings and reproductions shall be prepared for mailing or shipping in accordance with Mil. Std. MIL-T-31000.
085e. Engineering Drawings and Associated Lists
General - Ship construction drawings, ship equipment drawings, BACDs, SADs and associated lists, shall be prepared in accordance
with Mil. Std. MIL-T-31000, level 3, Technical Specification 9090-600, and DOD-STD-100 and unique requirements specified herein.
The level of drawing detail will vary depending upon the needs of various trades or production shops. In general, however, BACD's will
be sufficiently detailed so that no decisions affecting the features of the completed installation are required by production personnel. See
paragraph 085g for extent of details required for the ship's equipment drawings.
Drawings, booklets, and indices prepared by design services Contractors requiring approval shall be submitted for approval. Two
copies of the drawing shall be submitted to the Supervisor for approval.
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A schedule of drawings required shall be prepared by the Supervisor, indicating which drawings will be approved by the Supervisor.
The Supervisor will review this list and make final determination of those drawings requiring approval. In general, the Supervisor will
require approval only for those drawings which show principal design features. After approval of these drawings, only at the direction of
the Supervisor, shall revisions to drawings be submitted to NAVSEA for additional approval. The drawing schedule shall be revised to
indicate additions, revisions, corrections, and deletions. Unless otherwise specified, Navy format shall be used.
The metric system shall be used on drawings for those components designed in the metric system.
Unless otherwise specified, the Supervisor shall determine the drawing assembly level at which associated lists will be prepared.
Existing engineering drawings that can be modified to meet the specified requirements shall be altered, and reidentified in lieu of
preparation of new drawings, if this procedure is more economical to the Government. In such cases, drawings need not be redrawn by the
Supervisor. Where these drawings apply, they shall be referenced by a drawing number on the applicable arrangement drawing, assembly
drawing, or drawing list.
For NAVSEA drawings other than Selected Records Drawings (SRDs), either the original tracings (ink or pencil) or photographic
reproductions on cloth or polyester film may be used as final drawings, provided they meet the quality and legibility requirements of Mil.
Spec. MIL-D-5480 and are capable of producing legible prints and microfilm copy.
Graphite pencils shall not be used to revise or correct an inked or photographically reproduced drawing on polyester film. Plastic
pencils of the type designed for use on polyester film or similar film base drafting material may be used for making revisions on the film,
providing the microfilm image of the revised drawing meets the quality assurance provisions of Mil. Spec. MIL-M-9868/1. Revisions
made to selected record drawings shall be in black drawing ink.
Drawings shall include non-destructive test symbols per DOD-STD-100. However, non-destructive test symbols are not required on
drawings on which non-destructive test requirements are otherwise specifically defined.
When making reproducible prints, a four-inch margin to the right of the title block shall be blanked off so that the reproducibles will
have a four-inch wide white strip suitable for recording the recipient's print distribution or other data.
During the overhaul, any resolution of questions, change requests, waivers or deviations regarding the Planning Yard Drawing shall
be addressed by Liaison Action Record (LAR) in accordance with Technical Specification 9090-100.
Prints shall be clear and distinct. They may be diazo, blueprint, or electrostatic prints. Reproducible prints shall be direct reading.
Horizontal and vertical bar scales shall be included on compartment, deck, and other general arrangement drawings, to permit scaling
of all reproductions. Scales shall be centered approximately 9 inches to the left of the title block and 4 inches above the border.
Unless otherwise specified, new drawings, parts lists, and material lists for contractor furnished hull, machinery, electrical and
electronic equipment shall comply with Mil. Std. MIL-T-31000 and the provisions of paragraphs 085f through 085p.
Calculations - Unless otherwise specified, calculations required throughout these specifications in support of drawing development
or for any other purpose shall be prepared in accordance with Data Item Descriptions (DID) No. UDI-E-23213, except paper, can be 8 1/2"
X 11" size.
085f. Ship Overhaul and Conversion Drawings and Conversion Drawings
General - These drawings shall include drawings required for overhaul and conversion of the ship including hull (paragraph 085h),
machinery (paragraph 085i), electrical (paragraph 085j), IC and weapons control (paragraph 085k), electronic (paragraph 0851), tank
capacities (paragraph 085m), selected record drawings (paragraph 085n), booklet of general drawings, (paragraph 085q), as well as
drawings, other than ship equipment drawings, as required by the Technical documentation paragraph of other sections of these
specifications. When preparing a drawing, if the major portion is developed by reproducing an existing drawing, then upgrading to Mil.
Std. MIL-T-31000 is not required. However, a new NAVSEA number shall be assigned and a title block format conforming to
DOD-STD-100 modified by Drawing MS-18279 (SHIPS) shall be applied.
New or revised ship drawings shall be supported by engineering analysis to assure compliance with applicable requirements.
A complete list of material shall be integral with the drawing and as a minimum approximate lengths, or quantities, unit weight and
approximate total weight shall be entered.
All new and revised drawings shall be processed to achieve reproducibles which will meet the quality standards of Mil. Spec.
MIL-D-5480 and MIL-M-9868 as modified herein:
MIL-D-5480D, paragraph 3.2.l, modify to require clarity for second generation copies in lieu of fourth generation.
MIL-M-9868D, paragraph 3.8, after "From Class l Microfilm", delete "4" and substitute "l".
All new SHIPALT drawings (BACD's) shall be prepared in accordance with Technical Specification 9090-600.
SADs shall be prepared in accordance with Technical Specification 9090-600.
NAVSEA drawing numbers shall be assigned to all BACDs, SADs and test drawings.
The drawing number shall consist of two parts:
The applicable 3-digit Ship Work Authorization Breakdown (SWAB) number from publication, NAVSEA
9040-AA-IDX-010/SWBS for ships constructed after 1970 or "Bureau of Ship's Consolidated Index" (BSCI) number from NAVSEA
0902-002-2000 for ships constructed prior to 1970.
A serial number obtained from a block of numbers provided by the Shipyard or Supervisor.
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Drawings assigned NAVSEA drawing numbers shall have title block formats conforming to DOD-STD-100 (ANSI Y14.1). Block A
of the title block shall contain the designation as to which overhaul or planning yard has contracted for the design services. Block D shall
contain the Shipyard's name and address, approving names and dates, and other information as desired by the Shipyard. The ship type and
class identification shall appear as the first line in the drawing title area of the title block. The title block height may be increased from 2
1/2 inches up to 4 inches, if necessary for complete drawing title information.
Components and compartments shall be identified on drawings as specified in Sections 305, 507, and 602.
The drawing schedule required by Section 042 shall be revised to indicate additions, corrections and deletions. From this schedule,
the Supervisor will determine which drawings will require Government review and which shall be furnished only for information, file, or
distribution.
Applicability of drawings to a specific ship shall be indicated in the above drawing schedule and the Ship's Drawing Index.
The Supervisor will indicate specific ship applicability and print distribution information for in-house use in the 4-inch margin to the
right of the title block.
The Supervisor may recommend departure from the SAR prior to submittal of drawings. Such recommendations, however, shall be
submitted for approval separately from drawings submitted and it shall address specific proposed departures from the SAR together with
reasons for all proposed departures. The planning yard or NAVSEA must approve all departures.
Weight Control - Prior to issue, all drawings and subsequent revisions shall include scale/calculation of light ship and full load
weight and moment data as specified in Section 096.
New NAVSEA drawings which supersede previously submitted drawings shall be assigned new drawing numbers. Where existing
systems and arrangements have been modified, ship construction drawings shall consist of one of the following types:
A new drawing.
A modified reproduction of a basic drawing.
A modified reproduction of a basic drawing showing enough of the existing arrangement or system to define interfaces.
If new drawings are submitted which supersede or supplement previously submitted drawings in whole or in part, reference to the
superseded or supplemented drawings shall be made on the new drawings. Explanatory notes regarding the superseded or supplemented
drawings shall be shown on the new drawings. In addition, detail information and reasons for superseding or supplementing shall be
submitted by separate correspondence where complex differences are involved.
Stress diagrams. Unless otherwise specified, where stress diagrams are required, the diagram shall incorporate the following data:
Working load, test load, assumptions as to manner of loading (live, dead, alternating), assumed friction, materials (including
specification number), maximum stresses in each part (compressive, tensile, shearing, bearing, and torsional) developed by the working
load, and the factor of safety in each part.
Information regarding characteristics under dynamic loadings, where applicable, shall include calculations for natural frequencies of
vibration and for resistance to shock loadings, together with pertinent data.
Stress diagrams shall be submitted in a complete and rational form so that each step can be verified without difficulty. Pertinent
work sheets, such as for calculation of section modulus of an irregular section, shall be submitted with the stress diagram. The format of
these work sheets may be of any convenient form.
Interference control. Interference control drawings, overlay drawings or composite drawings, or computerized interference
elimination systems may be used to assist in eliminating sources of shipboard physical interferences by coordinating access openings,
arrangement of furniture, equipment, stowage, and fixtures, with the ventilation, piping, wiring, and other systems. The use of such
methods shall not reduce or eliminate requirements for system drawings specified elsewhere herein.
085g. Ship Equipment Drawings
Unless otherwise specified, drawings shall be in sufficient detail to:
Assure equipment conforms to the SAR.
Enables shipyards to install the equipment.
Enable navy shore and fleet activities to maintain and repair the equipment in conjunction with technical manuals.
At quarterly intervals during the overhaul period, and on a bi-weekly basis prior to overhaul, the drawing schedule shall be revised to
indicate additions, corrections and deletions. The Supervisor will use the schedule to determine which drawings shall be furnished for
Government review and which shall be furnished only for information, file, or distribution. After Government review and acceptance,
revisions to drawings will require additional review. A final drawing schedule will be issued at the end of the overhaul period.
085h. Hull Drawings
Hull drawings shall include lists of reference drawings referring to all other related drawings. Each drawing should clearly identify
all existing structure to which it attaches or modifies.
Drafting. New drawings shall be prepared to the following scale:
Section 085
Drawing
Decks, profiles and general drawings
Midship section
Decks, profiles and general drawing
Midship section
Berthing and docking
S9AA0-AB-GOS-010
2000 Edition
Inch to the foot

1/4 (ship length less than 450 ft.)
1/8 (ship length more than 450 ft.)
3/8 or 1/2 (ship length more than 450 ft.)
1/8 (ship length 200 to 599 ft.)
1/16 (ship length more than 599 ft. or 600 ft. or more)
Scales for drawings not otherwise specified, shall be as selected by the Supervisor and shall be suitable for proper interpretation and
meet the legibility requirements of Mil. Spec. MIL-D-5480.
Docking drawings. The final individual ship docking drawing shall incorporate actual dimensions taken from the ship before
launching or while in drydock prior to end of overhaul.
At the first docking of each ship or craft, the locating dimensions of the blocks shall be checked and the drawing revised to agree
with the lifted dimensions. Hull numbers and actual dimensions listed shall be forwarded to the Planning Yard for inclusion on the
appropriate group docking drawing.
At each subsequent docking, the ship shall be inspected for fit of docking blocks and location of shell openings. Any change to the
ship's hull below the full load water line which affects the docking drawing shall be reflected in a revision to the docking drawing. The
revision shall be in accordance with Naval Ship's Technical Manual, NAVSEA S9086-7G-STM-000, Chapter 997. A revision statement
shall be added to the drawing identifying the revision and stating the reason for the revision.
Where the deviation of the keel from the bottom of the keel midships extended exceeds 5/8 inch, a profile showing this deviation in
such areas shall be included in the docking drawing. In addition, an arbitrary base line for determining corrections to draft readings for
obtaining accurate displacements shall be shown as follows:
The arbitrary baseline shall be a straight line averaging the local irregularities if the keel is substantially straight, or a fair curve if the
ship has a permanent hog or sag.
The docking drawing shall indicate corrections which are to be made to forward, aft, and midship observed draft mark readings to
obtain correct displacements from curves of form. The correction shall be entered as zero if it is less than 1/4 inch.
General Information to be included on all docking drawings is as follows:
A plan view of the ship and the blocking arrangement.
A profile of the ship supported on the pier keel blocks.
Frame spacing of ship on profile view.
Sections, as required, to illustrate the transverse blocking arrangement, especially in cases where high blocking is required and
stability in dock is a consideration.
Location of keel blocks in all three docking positions.
Location of side blocks in all three docking positions.
Location of bitts and chocks on profile view.
Location of underwater appendages on both profile and plan views.
Indication of major transverse bulkhead on profile view.
Notes on the profile view in the vicinity of sonar domes, rudders, secondary propulsion units, and similar removable appendages,
specifying the clearance below the bottom of the keel required for their removal.
Notes on the profile view indicating the clearance required beyond the stern reference point for removal of the shaft or shafts.
Table of critical dimensions.
Table of displacements and other properties for docking.
Trim table for propeller clearances.
Table of block bearing areas and pressures.
A list of openings in the shell, together with locations.
Tables of offsets for side blocks and keel blocks, as required.
General notes: Any other information considered to be of aid in docking the ship.
Access study. Drawings shall list pieces of machinery and equipment to be handled through the indicated openings, giving the size
and weight of each. Route of handling shall be shown and clearances for principal pieces of machinery and equipment indicated.
Openings, such as hatches and doors, shall be shown. Details of special closure plates shall be shown. Ballistic plates which require
removal shall be clearly indicated.
Outboard fittings. Plan views and profile shall show outboard fittings such as are listed in Table 2.
Profile drawings. Profile drawings shall show underwater body and fittings in hidden lines, and shall indicate the heights of decks,
platforms, levels, masts, radar antennas, and waterlines.
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Topside Affected Area Plan. For shipyards, prior to start of any major overhaul, and when directed by the Supervisor, a top side
"affected area" plan is to be developed. This arrangement shall show all top side removals, relocations, and new installations in relation to
existing ship's structure. The purpose is to eliminate local interferences and to improve on ship's overall appearance.
Ship berthing drawing. A drawing for berthing alongside a pier or another ship shall be prepared showing all pertinent dimensions
including sponsons or other projections.
Compartment Areas and Volume. The booklet compartment of areas and volume shall be modified by the Supervisor whenever the
compartment deck area is changed. For identification of a compartment, see Section 602. The following information shall be included:
Compartment name
Compartment number
Molded deck area to the nearest square foot (except for compartments such as tanks, voids, and cofferdams which do not have decks)
Molded volume to the nearest cubic foot
Capacity drawings. A capacity drawing for cargo and supply type ships will show the current arrangement, net and gross cubic
volume, and vertical, longitudinal, and transverse coordinates of the center of gravity of cargo spaces and stores spaces.
Panama Canal Clearance Drawing. For ships that have a width of over 100 feet, including overhang and outboard appendages, the
drawing shall include:
Plan view
Section at maximum width
Sections at appendages outboard of 106 feet required to be removed for transit.
085i. Machinery Drawings
New machinery and piping arrangements shall be drawn to scales of not less than 1/4 inch to the foot. Where practicable, machinery
arrangements for the same class shall be drawn to the same scale. Diagrams, preliminary sketches, and other drawings which could be
misinterpreted because of lack of scale may be drawn without a definite scale provided the concept is clear. Symbols, diagrams and
designators for dimensioning and tolerances, fluid power components and diagrams, welding, surface texture, screw threads, gears, springs
and all associated components on machinery drawings shall be in accordance with DOD-STD-100.
Machinery arrangement drawings shall show piping systems, ventilation ducts, adjacent mechanical and electrical equipment, and
main wireways, as necessary to ensure against interference between any new and existing components and to prevent undesirable
conditions such as fluids from piping systems or moisture from ventilation ducts being directed on electric equipment, wireways, or lagged
surfaces. Machinery arrangement drawings shall also show, as applicable, other pertinent features such as major machinery foundations,
tube removal space outlines, unshipping of shafting in-place overhaul clearances, space outlines required for accessibility or attached
equipment removal during overhaul/maintenance, combustion air intake and exhaust systems, ladder landings and accesses, stanchions,
overhead structure, bulkhead stiffeners, and other hull structure necessary to indicate machinery obstructions, large piping such as main
injection and discharge piping, main sea connections and valves, location of removable plates for shipping and unshipping machinery,
permanent lifting gear and trolley arrangements, and locations of firefighting equipment. Main and auxiliary machinery shall be identified
by the nomenclature specified in Sections 305 and 507 and machinery compartments identified in accordance with Section 602.
Drawings shall be prepared illustrating any new or revised lifting gear arrangements (portable or permanent installations). Drawings
shall show lifting and moving arrangements for each part, weight of part to be moved, safe working capacity of lifting gear, and shall
identify by separate part number the different slings and shackles. Lifting gear, including slings and shackles, may have multiple uses and
need not be limited to single pieces of equipment. Drawings shall show details of lifting gear and shall include such notes as may be
necessary to describe parts. Drawings shall also show the method of testing the lifting gear, including padeyes and lifting lugs, which are
permanently installed in the ship or which must be dismantled to be removed from the ship.
085j. Electrical Drawings

Drawings showing both runs of wiring and structural work shall have the wiring runs shown in thick lines and structural work (such
as outlines of decks and bulkheads) in thin lines.
Power and lighting system drawings may be prepared as Book Form Drawings. The number of sheets per book should not exceed
250.
Symbols used on drawings to indicate type of appliances and fixtures shall comply with the Standard Electric Symbol List,
publication, MIL-HNBK-290.
Each drawing on which equipment, appliances, and fixtures are shown by a symbol shall have a legend which shall show, in parallel
vertical columns, each symbol used and its name or descriptive identification. For power and lighting drawings, symbol numbers only
may be used instead of drawing in the graphic symbols. Cables shown on drawings shall be identified in accordance with Section 305.
Wiring deck drawing should be drawn to a scale of 1/4, 1/2, 3/4, or 1 inch to the foot as detailed in Section 085h.
Wiring deck drawings and general arrangement drawings showing electrical wiring shall also show major structures which may
affect the run of electrical wireways. Doors, hatches, scuttles, manholes, patches, and removable plates shall be shown.
Section 085
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Wiring deck drawings shall show the location of equipment insofar as practicable. Cable ends to be sealed shall be indicated on
power and lighting drawings.
Each system wiring drawing shall have a reference drawing table referring to all other drawings of the system. Each of the deck
drawings showing electrical wiring shall have a similar table of reference drawings.
Wiring diagrams shall contain material lists. Applicable cableway installation drawings shall be included in the list of references.
Elementary wiring diagrams may be prepared in the form of cabling diagrams and conductor connection tables. Cabling drawings
need not be to scale.
Isometric drawings shall be drawn to a scale suitable for clarity. They shall show structural outline necessary to illustrate cable runs
relative to the main compartmentation.
085k. Interior Communications (IC) and Weapons Control System Drawings
General. Supplementing the requirements in Sections 430, 431,432, 433, 436, 437 and 480 the following shall be applicable to
Interior Communications (IC) and Weapon Control System Drawings:
Drawings of all IC and Weapon Control System arrangements and systems necessary for execution of the work shall be provided by
the Supervisor unless otherwise specified.
Drawings showing both runs of wiring and structural work shall have the wiring runs shown in thick lines and structural work (such
as outlines of decks and bulkheads) in thin lines.
Symbols used on drawings to indicate type of appliances and fixtures shall comply with the NAVSEA Standard Electrical Symbol
List publication, MIL-HNBK-290. Each drawing with symbols shall have a legend which shall show in parallel vertical columns, each
symbol used and its name and descriptive identification.
Cables shown on the drawings shall be identified in accordance with Sections 430 through 480 as cited above. Items of IC or
Weapon Control Systems equipment shall be identified on all drawings by their assigned nomenclature and model, or type number
designation. Wiring diagrams shall contain material lists. Applicable wireways installation drawings shall be included in the list of
references for electronic drawings.
IC Weapons Control, and Navigation system drawings shall have conductor markings as described in Section 305 shown for each
conductor, along with the cable identification markings.
Elementary wiring drawings shall show and identify the source of electric power, such as the distribution panel or switchbox. These
drawings need not be drawn to scale.
Cable ends to be sealed shall be indicated on the cable diagrams.
The IC and Weapons Control System equipment arrangement drawings shall show structure, ventilation, rigging, and all other
equipment and systems that may affect the equipment installation. The scale to which these drawings are drawn will be one inch to the
foot except for topside antenna arrangements which may be as small as 1/4 inch to the foot.
Overlay technique shall be used to assure all fouls and interferences are avoided when IC or Weapons Control System spaces are
reconfigured, receive multiple SHIPALTS or are added to ship's structure.
Each system installation drawing shall have references to all other drawings of the system such as elementary diagrams, and the table
will list in parallel vertical columns the NAVSEA drawing number, and title of each reference drawing.
Elementary wiring diagrams may be prepared in the form of cabling diagrams and conductor connection tables.
Elementary wiring diagrams shall be prepared for IC systems. Isometric wiring diagrams shall be prepared for major new IC system
installations having equipment separated by both bulkheads and decks. Systems may be depicted in block diagram form with compartment
layout corresponding to the ship general configuration.
Elementary wiring diagrams shall indicate all wiring. Wires requiring shielding and grounding shall be designated. Individual wires
shall be terminated at identified terminals within equipment. Distribution shall be indicated. Wire connections to be accomplished in
terminal boxes may be represented by intersecting lines representing wires with a solid dot at the point of intersection in lieu of actual
terminal box representation.
Isometric wiring diagrams will indicate the relative location of interspace cable runs between system components. For simplicity,
decks on which no system equipments are installed may be represented by a ship's frame centerline. Long cable runs along a deck may be
simplified by eliminating deck areas where no equipment is installed and by representing eliminated frame spaces with a broken line. The
centerline frame space scale for the diagrams shall not be less than 1/16 of an inch per foot. Compartment outlines for spaces containing
system equipments shall approximate the actual contours and shall be shown to indicate relative location within the ship. For clarity,
compartments containing multiple equipment or in which a great many cables are installed may be depicted as separate enlarged views. A
material list shall be provided. Applicable cableway installation drawings shall be included in the list of references.
Block wiring diagrams shall identify equipment and compartments. The diagram shall be arranged to indicate relative compartment
locations; for example: compartments located on forward part of the ship shall be shown on the right half of the diagram, and compartment
on the upper decks shall be shown on the upper half of the diagram.
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085l. Electronic Drawings

General. Supplementing the requirements of Section 400, 402, 404, and 494, the following shall be applicable to electronic
drawings.
In addition to complying with requirements in 085j working drawings shall be prepared as directed herein:
Cable running sheet drawings. A cable running sheet drawing is required for each major electronics system. A separate drawing is
required for each electronics system installed, except where two or more systems are related to each other functionally and are
interconnected, (such as radar and associated IFF circuits), in which case a single drawing will be satisfactory. Existing elementary wiring
diagrams may be used in lieu of cable running sheet drawings for those systems which have not changed or where only minor changes
have occurred. Interconnection wiring diagrams and cable running sheets furnished by the Government, in accordance with Mil. Spec.
MIL-D-23140 or MIL-S-21294, may be substituted for elementary wiring diagrams. Elementary wiring diagrams or cable running sheets
shall be prepared by the Supervisor, as required, to cover interconnections and installation instructions not covered by the furnished
diagrams.
Block diagrams. A block diagram shall be prepared for each electronics system. Each cable running sheet drawing shall have a
corresponding block diagram. Cables shall be marked with cable type and circuit or system designation to agree with the cable running
sheet drawing. Although isometric drawings are not required for systems specified in Section 400, existing isometric wiring diagrams may
be used in lieu of block diagrams for those systems which have not changed or where only minor changes have occurred.
Arrangement drawings. General arrangement drawings shall be prepared for each electronics space and for all other spaces in which
an appreciable amount of electronics equipment is installed. Spaces in which only remote station units are installed, such as radiophones,
key control, and jack-boxes, need not be included. Arrangement drawings shall be prepared for spaces having important items of
electronics equipment, such as radar and sonar repeaters. Arrangement drawings shall show a plan view, an elevation view, and such other
views as are necessary to show the arrangement clearly. Surrounding structural members, ventilation ducts, cableways, piping, and other
electronics equipment, if required to show the arrangement clearly, shall be indicated in phantom outline by light lines. The above
components shall be identified on the body of the plan but not in list of material. Obstructions and equipment service/access areas must be
shown and indicated in phantom outlined by medium light lines.
Antenna system drawings shall include all components which serve to tune or interconnect the antenna.
Overlay technique shall be used to assure all fouls and interferences are avoided when electronics spaces are reconfigured, receive
multiple shipalts or are added to the ship's structure.
Antenna arrangement drawings. Arrangement drawings of all topside electronics antenna systems, antenna, and lead-ins from
coupler to antenna shall be prepared. For new design or major reconfiguration of antenna systems, the antenna numbering and
identification shall be double digit or triple digit numbers separated by a hyphen between the first and second digit (example 3-5, 4-12).
The first digit of the number shall be used to designate the antenna category in accordance with NAVSEAINST 9405.1. The second and
third digits shall be even (e.g. 1-2) for port and odd (e.g. 1-1) for starboard whenever possible. The additional alphabetical letter may be
added when systems are fed from a common balanced feed point such as outboard (AS-3202/SRD-19) or SATNAV (AS-2815/SRR-1)
(e.g. 1-5A, 1-5B, 1-5C, and 1-5D).
The renumber of antenna arrangement drawings for those affected systems will be done at the same time the SHIPALT reconfigures
the topside arrangement of the ship. The drawings shall include, a plan view and elevation views (profile), if necessary, to show antennas
and their lead-ins to the point of entrance. Where applicable, the drawings shall include data on antenna weights, working circles, center
of gravity, and center of wind pressure.
Large transmission lines (waveguide and coaxial cable greater than one inch in diameter) are to be shown on general arrangement
drawings. Drawings are to show lead-ins, routing, size, length, number of supporting insulators, special fittings and all pertinent
installation design features such as access openings.
085m. Tank Capacities
General. For any new tank added or existing tank modified (including damage control voids) during an overhaul, a capacity curve,
sounding table or capacity table, or both, shall be developed or revised. If ship's selected record drawings exist for capacity curves,
sounding tables, capacity tables, or both, the format established shall be followed for all revisions made to the existing drawings. A
revision statement shall be added to each drawing revised, specifying each tank revised and reason for the revision. If no selected record
drawings exist for tank capacity curves, sounding tables, or capacity tables, or both, for the ship undergoing an overhaul, the following
specifications shall be followed, as applicable:
Calculations for all curves shall be based on the assumption that the ship is on an even keel (or at its design drag, if applicable) and
deductions shall be made for any significant obstructions such as structure, piping, and fixed ballast within the tank. Vertical centers of
gravity shall be referenced to the bottom of the keel amidships. Longitudinal centers of gravity shall be referenced to the same
longitudinal references as used in the curves of form. Transverse centers of gravity shall be referenced to the centerline of the ship. For
tanks which are completely symmetrical about the centerline of the ship, a note to this effect shall be added to the drawing.
For tanks with sounding tubes installed. A true projection of the sounding tube shall be plotted on the tank capacity curve drawing.
The scale shall show each foot of sounding above the point at which the sounding instrument hits the striker plate and shall be based on the
Section 085
S9AA0-AB-GOS-010
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sounding tube as actually installed. The scale shall have sufficient divisions and distance between foot marks to allow legible curve
readings of the increments. For tanks sounded by trycocks instead of by sounding tubes, a scale showing height of each cock shall be
substituted.
Tank capacity curves. These drawings shall include the following information for each tank which is fitted for carrying liquids,
including damage control voids:
A curve showing capacity in gallons for tank filled to any level, plotted against height above bottom of keel amidships.
Curves showing vertical, longitudinal, and transverse coordinates of the center of gravity of each tank for the tank filled to any
level. These curves shall all be plotted against height above bottom of keel amidships.
A curve showing the transverse moment of inertia of the free surface about its own neutral axis, for the tank filled to any level.
This curve shall be plotted against height above bottom of keel amidships.
Notes on the curves shall indicate the capacity of each tank at 100 percent full and, in addition, the capacity at 95 percent full
for oil tanks.
Notes indicating the heights of the low point and top of the tank above the bottom of the keel amidships.
Booklet of tank sounding tables. The booklet consists of a title page, revision page, an index page, a summary page, and pages
tabulating capacities, centers of gravity, and moments of inertia for each tank arranged for carrying liquids. Figures entered as total
capacities for oil tanks shall be the capacities of the tanks when 95 percent full.
The tables shall be prepared in booklet form with a page size of 8 1/2 by 11 inches. The NAVSEA drawing number and the ship
identification number shall appear on each individually numbered page, as well as on the title block of the main tracing.
The title page shall have the title Tank Sounding Tables.
The index page shall list all tanks with corresponding page numbers whereon pertinent data may be found.
The summary page shall include a tabulation for each type of liquid, showing total capacity (in gallons) of individual tanks and total
capacity for each type of liquid.
For each tank fitted with a sounding tube, the sounding tables shall consist of two parts: (1) a page listing tank capacities in gallons
for each inch of sounding, and (2) a page listing moments of inertia and the vertical, longitudinal, and transverse coordinates of the centers
of gravity for at least each 6 inches of sounding.
The heading of each page shall list the compartment number, type of liquid, and location of tank by frames.
Capacity tables. The capacity tables that are incorporated into the booklet of tank sounding shall have the following format:
Vertical columns from left to right with headings reading Sounding in Feet, and the remaining columns numbered 0 to 11, inclusive,
and subheaded Sounding in Inches.
In the left-hand column, a tabulation listing from top to bottom, each foot of sounding from zero to maximum reading.
Capacities in gallons shall be entered in the proper spaces so that for any given foot and inch of sounding the capacity can be
obtained.
The following information shall be noted on each page:
Sounding and capacity when the tank is full.
Sounding and capacity when the tank is 95 percent full (oil tanks only).
Amount of liquid remaining in each tank when the lowest point of suction has been reached.
The total length of each sounding tube from the upper terminal to the striker plate.
Height of the lowest point of the tank above the bottom of the keel amidships.
Height of the striker plate above the lowest point of the tank.
Top of tank or high point in tank
Correction to capacities for trim. If either of the following two conditions exist, two additional tank sounding tables corrected for
trim shall be included, one for 100 percent of the expected operating trim and another for 150 percent (corrected to the nearest foot of
trim):
If tank length is at least 10 percent of the length of the ship between perpendiculars.
If expected operating trim of the ship is at least 0.8 percent of the length of the ship between perpendiculars.
The additional tables shall be similar to the tables for zero trim and shall include vertical, longitudinal, and transverse centers of
gravity and transverse moments of inertia as well as tank capacities, all corrected for trim. The moment of inertia tables shall include
additional entries, as necessary, to describe any irregularities in the moment of inertia curve.
For cargo tanks of oilers where the ullage openings are near the fore-and-aft center of the tanks, and change in trim would not
materially affect even keel ullages, corrections to capacities for trim are not required.
When calculating capacities due to change in trim, deductions for obstructions such as structure and piping need not be considered
since the error will be negligible considering the entire contents of the tank.
Center of gravity and moment of inertia tables. The center of gravity and moment of inertia tables shall contain the following
information:
The vertical, longitudinal, and transverse coordinates of the center of gravity of the liquid and the transverse moment of inertia of the
free surface for at least each 6 inches of sounding.
Section 085
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Additional entries, as necessary, shall be added to the moment of inertia column to describe any irregularities, such as break points,
of the moment of inertia curve. The number of additional entries shall be sufficient to allow straight line interpolation between entries
without significant error. The soundings for these additional entries shall be entered in their proper numerical position in the soundings
column, the center of gravity columns shall be left blank, and the value of the moment of inertia entered in its column.
Notes shall be added giving the values of each function when the tank is full and when 95 percent full (oil tanks only).
Vertical centers of gravity shall be referenced to the bottom of the keel amidships. Longitudinal centers of gravity shall be
referenced to the same longitudinal reference as used in the curves of form. Transverse centers of gravity shall be referenced to the
centerline of the ship.
For tanks fitted with trycocks instead of sounding tubes, the capacity, vertical, longitudinal, and transverse centers of gravity, and
transverse moment of inertia at level of each cock shall be tabulated instead of the above tabulation for soundings.
For cargo tanks having ullage openings, the tabulation shall be arranged to list capacities, centers of gravity, and transverse moments
of inertia corresponding to ullage reading as follows:
Vertical columns from left to right reading FEET, INCHES, GALLONS, BARRELS, V.C.G., L.C.G., T.C.G. and MOMENT OF
INERTIA. A tabulation in the first two columns listing from top to bottom in correct numerical order, zero ullage, each subsequent even 6
inches of ullage, ullage at 95 percent capacity (oil tanks only), and maximum ullage. Should the ullage opening not be located in the
expansion hatch, full tank capacity shall also be listed in the tabulation and a footnote stating differences in height and location between
the ullage opening and expansion hatch noted. Additional entries, as necessary, shall be added to the moment of inertia column to describe
any irregularities, such as break points, of the moment of inertia curve. The number of additional entries shall be sufficient to allow
straight line interpolation between entries without significant error. The ullages for these additional entries shall be entered in their proper
numerical position in the ullage columns, the capacity and center of gravity columns shall be left blank, and the value of the moment of
inertia entered in its column. A note shall be added giving the amount of liquid remaining in each tank when the lowest point of suction
has been reached. Each sheet shall be titled ULLAGES and shall list the name of the tank, compartment number, and location of tank by
frames.
085n. Selected Record Drawings
General. Selected record drawings shall be prepared in accordance with the Design Services Allocation Manual for each ship. Each
drawing shall show the official hull number of that ship only. Separate NAVSEA drawing numbers shall be assigned to each drawing for
each ship. Drawings designated as Selected Record Drawings are contained in NAVSEA SL720-AA-MAN-010.
Numbering and indexing of selected record drawings - Each Selected Record Drawing will have a unique NAVSEA Number.
Selected Record Drawings shall be indexed and referred to in correspondence by NAVSEA/NAVSHIPS drawing numbers. No additional
local numbers are to be added to these drawings.
Superseding existing drawings - When existing drawings applicable to a ship are superseded by new drawings or are no longer
applicable to the ship, the listing of the canceled or superseded drawing in the Ship's Drawing Index (SDI) shall be lined out, but not
obliterated or rendered illegible. The new drawing will be annotated to indicate the drawing(s) which it cancels or supersedes, as required
by applicable directives governing the preparation of drawings. When SDIs are in ADP format, superseded/canceled drawings are placed
in one section at the end of the SDI.
New drawings - When alterations have been accomplished that would normally require correction of Selected Record Drawings, but
where these drawings have not been previously prepared, the following procedures shall be adhered to:
(1) Where only a class drawing exists, a reproducible copy is to be made from the class drawing and corrected to reflect the specific
hull configuration (Class Docking Drawings excepted). This drawing will be assigned a new NAVSEA drawing number and designated as
the Selected Record Drawing applicable only to the subject ship.
(2) When a specific Selected Record Drawing does not exist, or when such drawings are missing or were never provided by the
Planning Yard or the ship, a new original drawing is to be prepared by the Overhaul Yard (Class Docking Drawing excepted).
(3) Whenever the original of a Selected Record Drawing, because of age, extensive corrections or other reason deteriorates so that
legible prints cannot be made, a new drawing must be prepared retaining the same NAVSEA Number.
Approval and marking - Selected record drawings shall be examined and approved by the overhaul supervisor. The drawings shall
be stamped or marked SELECTED RECORD DRAWINGS adjacent to the title block. As each selected record drawing is completed, a
note shall be placed on the drawing to indicate that the drawing has been checked for incorporation of all outstanding changes and those
changes have been shipchecked and the drawing corrected to show conditions actually existing on the ship to the following extent:
Schematics and diagrams shall be correct.
Component or equipment identification shall be correct.
Physical layouts shall be correct to the precision required for such a drawing.
Preparation - Ship's Selected Record Drawings and drawing booklets shall be hand-inked or photographically reproduced on 4 mil
polyester film with plastic lead original.
New Selected Record Drawings (SRDs) shall be prepared in two formats; Photo-lithographic plastic and initial Graphics Exchange
Specifications (IGES) format, NBSIR 88-3813, latest approved version. Existing SRDs are to be revised in their current format or
Section 085
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S9AA0-AB-GOS-010
2000 Edition
converted to the IGES format if directed and funded by the applicable NAVSEA Program Office (PMS) or Direct Reporting Program
Manager (DRPM).
Approval and marking - Selected record drawings shall be examined and approved by the overhaul Supervisor. The drawings shall
be stamped or marked "SELECTED RECORD DRAWINGS" adjacent to the title block. As each selected record drawing is completed, a
note shall be placed on the drawing to indicate that the drawing has been checked and corrected to show conditions actually existing on the
ship.
Prior to transferring selected record drawings to the planning yard, the overhaul Supervisor shall furnish NAVSEA with a
reproducible of the Booklet of General Drawings, and one Type II, Class I microfilm aperture card of each selected record drawing.
Distribution. Ship Selected Record Drawings will be distributed in accordance with NAVSEA SL720-AA-MAN-010.
085o. Ship Drawing Index (SDI)
The Overhaul Supervisor (Contractor when authorized) shall prepare changes to the SDI to reflect any changes in the ship during the
availability for each ship, in tabulating card or magnetic, or both, tape and tabular listing, as specified in chapter 086.
085p. Microfilm
General. All new and revised drawings shall be microfilmed.
Security classification. The security classification of each completed roll of microfilm, prior to mounting in aperture cards, shall
correspond with highest classification marking indicated on any of the drawings contained on that particular roll. Rolls of microfilm
containing all drawings which are unclassified shall show no security marking. Title targets indicating the appropriate security
classification shall be inserted as the first and last frame of each classified roll of microfilm.
In addition, the applicable security warning note shall be added in accordance with Mil. Spec. MIL-M-9868. Microfilm mounted in
aperture cards shall be protected as specified in Mil. Spec. MIL-M-38761/2.
Quality assurance provisions, inspections, packing and marking of microfilm and other data. Quality assurance provisions,
inspection, packing and marking shall be in accordance with Mil. Spec. MIL-M-9868/1 and MIL-M-38761/2.
085q. Booklet of General Drawings
General. The Booklet of General Drawings consists of ship hull drawings and the applicable associated drawings and data arranged
in convenient booklet form for ready reference. The Booklet of General Drawings shall be classified as specified by NAVSEA. The
appropriate security classification shall appear on the cover sheet, on each plate of the booklet directly above the drawing title, and on each
sectional frame required to complete the plate.
The cover shall be marked in accordance with MIL-STD-1806.
The Booklet of General Drawings shall be updated during overhauls (COH/ROH), modernizations or conversions to incorporate all
authorized shipalts, ordalts and all changes in conditions noted on board ship based on a full walk-through inspection.
For Selected Restricted Availabilities (SRA) the booklet shall be updated to incorporate all authorized work, notations by the ship's
force, and all changes noted on board ship during the course of a partial walk-through inspection unless a full walk-through inspection is
specified.
The detail included in the update shall be consistent with the detail of the existing drawings. All effected items listed in Table 3, data
and tables shall be updated as applicable. Maximum height and draft dimensions affected by the overhaul or by repairs, additions, or
modifications accomplished between overhauls shall be verified certified prior to data update.
Since the Booklet of General Drawings will be photographically reproduced, the size and clarity of the lettering and drawing shall be
such that reproduction from the film or microfilm frames will meet the quality requirements of Mil. Spec. MIL-D-5480, MIL-M-38761/2,
MIL-M-9868, and MIL-M-9869.
Tracings shall not be cut into plates but shall be retained in their original form.
The booklet shall be assembled and folded as shown on Mil. Std. MS-18267. The width of the assembled booklet shall be 9 inches.
Plates of greater width shall be folded down to the 9-inch limit as shown on Mil. Std. MS-18267.
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TABLE I
LIST OF DRAWINGS AND DIAGRAMS FOR NAVSEA APPROVAL
Propulsion shafting arrangement and detail drawings
ASROC handling and strikedown
Steam plant piping
Boat davit
Missile tube systems
Catapult systems
Feedwater gageboard
Compressed gases systems
Steam plant gageboard
Docking drawing
Steam propulsion control panel
Drainage and ballast systems
Turbine-generator gageboard
Electronic and weapons service systems
Electric propulsion control
Damage control center
Gas turbine propulsion control
Fire fighting systems
Steam plant control
Missile component and warhead handling
Missile handling and strikedown
Propulsion shafting calculations (stress, alinement, and vibration)
Section 085
12
Airports
Anchors
Antennas
Awnings and side curtains
Bitts
Boats
Booms
Capstans
Catapults
Chocks, warping and mooring
Compasses
Cranes
Davits
Deck lines (profiles only)
Directors
Fenders
Fire control (exposed stations)
Fixed lights
Fueling stations
Life saving gear
Lights
Ladders
S9AA0-AB-GOS-010
2000 Edition
TABLE II
OUTBOARD FITTINGS TO BE SHOWN
ON PLAN AND PROFILE VIEWS OF HULL DRAWINGS
Masts
Navigation lights
Propellers
Rails
Range finders
Rigging
Rudder
Scuppers
Searchlight platforms
Shafting, propulsion
Ship control (exposed stations)
Sky lookouts
Smokestacks
Spars
Sponsons
Stanchions (rail and awning)
Stowage, boats
Stowage, exposed aircraft
Struts
Ventilators (indicate heights)
Winches
Windows
13
Section 085
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TABLE III
LIST OF ITEMS REQUIRED TO BE INCLUDED IN THE
BOOKLET OF GENERAL DRAWINGS
Doors-location and swing
Docking keels
Directors
Ducts, ventilation-plan view, major only
Dumbwaiters
Elevators
Escape scuttles
Fans, ventilation, major
Fenders
Fire zones
Frame, web-trace on deck drawings
Frame numbers-all drawings, each fifth frame
Fueling stations
Galley-outline of ranges, ovens, mixers, griddles,
kettles, and dressers
Generators-outline and number
Gong, fog
Gypsy heads
Hatches
Hatchways
Helicopter facilities
Helicopter platforms
Hawsepipes
Hospital spaces-outline and number of berths, cabinets,
lockers, and other large items
Kingposts
Ladders
Laundries, outline of washers, driers and presses
Life buoys
Life rafts
Lights
Light traps
Living spaces-outline of berths and lockers and number of
personnel accommodated in space
Lockers
Lookouts, sky and surface
Magazines-kind of ammunition stored only
Manholes
Masts, spars, booms; and yardarms
Messing-outline of tables and number of personnel
that can be seated in each messing compartment
Missile launchers
Airports and fixed portlights-trace on deck drawings

and outboard profile
Ammunition hoists-trace on deck drawings; number
hoists at upper and lower terminals
Ammunition passing scuttles
Anchors
Antennas, radio and radar
Appendages, major; such as struts and bilge keels
Arches in bulkheads
Armament-outline, location, number, size or type
Arresting gear deck pendants, deck sheaves and barricades
Auxiliary machinery-outline of major units such as
steering gear and anchor windlass
Awnings-extent of
Bakery-outline of ovens, proofers, dough troughs, and mixers
Bell, ship
Binnacle-with fixed and movable nonmagnetic
material circles
Bitts and chocks
Boat booms
Boats, giving length and type
Boat handling equipment
Bulkheads
Bulkheads, fire zone
Bulwarks
Cabins and lounges-outline of transoms, lounge
chairs, tables, and lockers
Capstans
Catapults
Chain pipes
Chairs, bridge wing and Pilot House
Compartments-all; identification number and use
Compasses
Control spaces-outline
Cowls
Cranes, cargo booms, and other weight handling devices
Davits (fixed types only)
Deck lines
Dental spaces-outline of large equipment
Section 085
14
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TABLE III
LIST OF ITEMS REQUIRED TO BE INCLUDED IN THE
BOOKLET OF GENERAL DRAWINGS (Continued)
Scuppers
Searchlights
Signal halyards
Smoke pipes
Sponsons
Stanchions
Stiffeners on main structural bulkheads
Storerooms-allocation
Struts, shaft
Switchboards, generator, distribution, and load center
Towing machine-outline
Towing pads
Tanks, potable-water, gravity and pressure
Trunks-plan view, principal
Ventilators (indicate heights)
Washrooms-list of major fixtures
Water closet spaces-list of major fixtures
Wildcats
Winches-outline and number
Windlass-outline
Windows
Windshields
Mine or depth-charge tracks or rails

Motors-outline and number
Offices-outline of desks, large cabinets, lockers, and tables
Package and pallet conveyors
Propeller lifting padeyes
Propellers-on outboard profile and hold drawing (with
outline showing maximum beam and propeller
guards on hold drawing in way of propeller)
Propulsion machinery-outline of turbines, boilers, gears,
generators, and other major items
Propulsion shafting on outboard profile and hold drawings
Power operated doors and hatches
Power panels, electrical
Rails
Ramps
Range finders
Refrigerated storerooms
Replenishment-at-sea stations-outline of landing areas
Rigging, standing
Rudder
15
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Section 085
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SECTION 086
TECHNICAL PUBLICATIONS AND SHIP SELECTED RECORDS
086a. Scope
Ship Selected Records (SSR) comprise hull level system technical documentation, which is maintained current throughout the life of
the ship. SSRs consist of three major categories: Selected Record Drawings (Section 085), Selected Record Data, and Allowance Lists
(Section 083). Each of these major SSR categories contain information of significant value to ships operations, maintenance, training and
logistics requirements. Additions and deletions to the SSR listed herein can only be made with the approval of CNO. Recommendations
for additions or deletions to the SSR listings shall be submitted to CNO via NAVSEA. Upon approval by CNO, NAVSEA will
promulgate appropriate changes. Technical Publications (Manuals) comprise system and equipment level documentation which is
maintained current throughout the life of the equipment. This Section and NAVSEA SL720-AA-MAN-010 provide the general
specifications to which the publications and records will be maintained during the life cycle of the ship or equipment.
HM&E Technical Manuals, for other than hull level Selected Record Data (SRD) Manuals, are maintained as directed by the
equipment life cycle manager or the Technical Manual Management Activity (TMMA) for a particular equipment.
086b. Definitions
Camera Ready Copy (CRC) - The original master art work, drawings, and typed pages of the technical publications.
Deferred ordering - Deferred ordering refers to deferring the ordering of technical data or computer software generated in the
performance of the contract until such time as a need can be established and the requirements can be specifically identified for delivery
under contract.
Microfiche - A sheet of film containing multiple micro-images in a grid pattern. It usually contains a heading or title which can be
read without magnifications.
Publication - A publication is any book, pamphlet, manual, or microfilm thereof manufactured by any method of printing,
duplicating, or reproduction, regardless of content, format, quality, distribution or intended end use.
Selected Record Data (SRD) - A group of technical manuals, tables, charts, drawing indices, damage control books, and other data
(excluding drawings, see Section 085), specifically selected for their reference value for operational, maintenance, training, and consulting
purposes to ship's force, fleet commands, shipyard personnel, training centers, and other naval activities, and maintained current
throughout the life of the ship.
Technical manual - A technical manual is a publication or any other form of documentation pertaining to defense material with
descriptions and instructions for effective use. It will normally include operational instructions, maintenance instructions, parts lists or
illustrated parts breakdown, (IPB), and related technical information or procedures, exclusive of administrative procedures. Other
categories of technical publications may be classified as technical manuals as determined by the Government.
Selected Record Drawings - Consist of important basic hull, mechanical, or electrical equipment, and related information about the
ship and are selected for their value for operational, maintenance, training and consulting purposes to individual ship's forces, fleet
commands, shipyard personnel, training centers, and other naval activities.
Technical Manual Contract Requirement (TMCR) - A TMCR is a definitive contract document that provides the Contract Data
Requirements List (DD Form 1423), and associated Data Item Descriptions, specific requirements and direction for preparation and
delivery of technical manual data items being procured from a Contractor. The TMCR facilitates tailoring technical manual requirements
to the particular hardware or software being procured by consolidating such requirements into a single document. The specifications for
procuring the technical manual are contained in NAVSEA S0701-AA-GYD-010/M-SPECS for TMCR's and Section 800 herein.
Technical Manual Identification Number (TMIN) - TMIN is a Navy-assigned computer-compatible number in accordance with
NAVMAT M000-00-IDX-000/TMINS that classifies a technical manual (including changes and revisions) according to subject or
commodity and provides a unique identification for all separately bound publications. It is used to track the manual throughout the
technical management system. The assigned TMIN may be composed of either one or two distinct parts. The first part is a basic number
that identifies the cognizant Systems Command, general classification of subject matter or commodity, type of manual, specific manual or
separately-bound part, and the issue category. The second part provides security information for classified manuals, and amplifying
user-oriented information, such as equipment designation, applicable hull numbers, and originating code.
Validation- Validation is the process by which the Contractor (or as otherwise directed by the Government) tests a technical manual
for technical accuracy and adequacy by actual performance of the instructions contained in the technical manual. It is conducted at a
Contractor's facility or at an operational site, and entails the actual performance of operational and maintenance procedures (including
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checkout, calibration, alignment, scheduled removal and replacement instructions and associated checklists) on the equipment/system for
which the manual was written to ensure completeness, technical accuracy, and adequacy. Disassembly and reassembly or unscheduled
parts removal and replacement procedures are validated by actual performance, or by simulation when actual performance would damage
equipment, be non-cost effective, or impractical to perform.
Verification - Verification is the process by which a technical manual is tested and proved by the Government to be adequate for
operation and maintenance of the equipment systems procured for operational units. Verification is conducted by user personnel and
consists of actual performance of selected operating and maintenance procedures and associated checklists which are procedures
comparable to the validation process.
086c General
The Selected Record Data listed in Section 086g shall be prepared/revised by the Supervisor/Planning Yard.
Technical Publications shall be revised, changed or prepared by the overhauling activity in accordance with the related TMCR and
NAVSEA S0701-AA-GYD-010/M-SPECS.
The format and contents shall deviate as necessary to suit the publication requirements specified herein and in the TMCR. Where
Mil. Spec. MIL-M-24100 is specified in the TMCR, Functionally Oriented Maintenance Manual (FOMM) technician manuals shall also be
supplied.
Technical manuals shall provide detailed instructions for operation and maintenance by personnel who have a ninth grade education
supplemented by specialized Navy training.
A TMIN shall be obtained from NAVAL SEA DATA SUPPORT ACTIVITY (NSDSA), Port Hueneme, CA and shown on each
NAVSEA-cognizant technical publication and permanent change or revision (including commercial manuals). When tasked to a
Contractor, the Contractor shall request the assignment of TMIN's via the Supervisor to NSDSA.
Contractor prepared technical publications, permanent changes, and revisions thereto shall be validated in accordance with Mil.
Spec. MIL-M-85337 prior to submittal of review copies to the Shipyard/Supervisor. A Validation Certificate, form NAVSEA 5600/4,
shall be submitted certifying that the validation has been completed and the technical publications are complete and accurate. Changes or
revisions resulting from the Supervisor reviews shall be incorporated and validated by the Contractor. Validation of previously approved
and issued manuals is not required; such manuals shall be examined, however, to ascertain that they remain applicable to the subject
equipment or system for which supplied, and if not, the correct manual or necessary changes, revisions, or supplements shall be supplied.
The Contractor shall correct all deficiencies noted during the verification process and submit revised copies to the Supervisor for
review.
Camera-Ready Copy (CRC) for approved and validated final technical publications, permanent changes, and revisions shall be
prepared in accordance with the TMCR and any specification requirements. The CRC shall be compatible with the microfiche
requirements specified in the TMCR.
The Supervisor will inspect and review a copy of the new or revised CRC and determine if it is acceptable for printing and
micro-publishing. The Supervisor will notify the Contractor if the CRC is acceptable prior to printing.
The overhauling Supervisor shall maintain custody of the approved preliminary technical publication throughout the life of the
contract, except during periods of printing and micro-filming.
The planning yard shall retain all CRC masters of hull level Selected Record Data in accordance with FMP Management and
Operations Manual, NAVSEA SL720-AA-MAN-010.
The printing and binding of the approved and validated final CRC publications shall be accomplished through Navy Publishing and
Printing Service Office (NPPSO). Printing of publications, permanent changes, or revisions by the Contractor is prohibited unless
publications are produced by suppliers and regularly carried as stock items for commercial sale or military use, require no significant
modifications, and are normally supplied with the equipment.
Manuscript copy and related illustrative material for preliminary technical manuals, changes and revisions, which are required to be
prepared and furnished for review and approval, may be reproduced or duplicated by the Contractor. Only final publications are printed by
NPPSO.
086d. Validation Plan
The Contractor's validation plan shall meet the requirements of Mil. Spec. MIL-M-85337. The validation plan shall specifically
identify all activities preparing technical manuals, technical manual validation schedules for each activity, and validation procedures to
ensure the following:
Agreement of Manuals with equipment and system configuration, including all engineering changes.
Agreement of illustrations with text.
Compliance with applicable material and equipment specification requirements.
Accuracy and completeness of descriptive and procedural data contained in text.
Demonstration of system-level to equipment-level troubleshooting techniques.
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086e. New and Existing System and Equipment Technical Manuals

The Development Plan will be authorized in accordance with TMCR for new system and equipment technical manuals and shall
contain, but not be limited to, the following information:
Proposed Technical Manual: (name)
Preparing Activity: (Contractor/Shipyard/Supervisor)
Applicable TMCRs: (This TMCR and proposed category 3 TMCR)
Applicable Government Specifications: (Example - Mil. Spec. MIL-M-24784 (latest revision), with rationale for specification
deviations, if such deviations are contemplated)
Scope: (Proposed scope of technical manual)
Microfiche required: (Yes/No)
Development Milestones: (As applicable)
Cross Project Technical Manual: (Yes/No) - Is the Contractor procuring identical manual under another contract?
Cost estimate and pricing proposal.
Existing system and equipment technical manuals shall contain, but not be limited to the following information:
Technical Manual: (Name)
Preparing Activity: (Contractor/Shipyard/Supervisor)
Applicable TMCRs: (This TMCR and proposed Category 3 TMCR)
Applicable Government Specifications: (Specification to which manual was previously developed)
Navy Technical Manual Number or Manufacturer's I.D. Number
Microfiche Format: (Yes/No) - Does manual currently exist in microfiche format?
Scope:
(1) Extent of proposed changes (change pages/revisions)
(2) Estimated number of illustrations and diagrammatics to be revised
Cognizant Government Office/Point of Contact
Development Milestones
Cross Project Technical Manual: (Yes/No) - Is the Contractor Procuring identical manual under another contract?
Cost estimate and pricing proposal.
System or Equipment technical, or both, manuals shall be provided for all repairable contractor-furnished or GFM/GFE equipment or
in accordance with the contract data requirements list or both.
Existing Navy-approved technical manuals shall be used to the maximum extent in lieu of procuring new manuals. Re-validation
and verification of previously approved Navy technical manuals is not required. The Supervisor/Integrated Logistics Overhaul (ILO) team
shall compare the existing manual with the nameplate data of the installed system or equipment to ensure that the manual precisely reflects
the approved configuration. If the technical manual requires modification to reflect the configuration of the system or equipment, the
Supervisor/design services agent shall determine whether or not the life cycle manager or in-service engineering agent have prepared a
change, and if not, then prepare, validate, and submit permanent change pages or a revision for Government verification and approval.
Where a technical manual is revised to reflect the ship's configuration, it shall not supersede the existing manual unless all Navy
ships have the same configuration. When a revised manual is developed that has unique configurations, a different TMIN shall be
assigned. The data comprising a permanent change or revision shall be in the same format as the data it replaces and contain all the
pertinent information necessary to ensure that the specificity and comprehension of the information is at least equivalent to the existing
technical manual material.
Commercial manuals meeting the requirements of Mil. Spec. MIL-M-7298 shall be provided only for simple, unsophisticated
equipment which requires no specialized training for maintenance (i.e., housekeeping equipment). All other commercial technical manuals
shall comply with the requirements of Mil. Spec. MIL-M-24784.
Where a commercial manual is used as the basis for preparing an equipment manual, any supplementary data prepared for
commercial manual shall meet the requirements herein. Supplementary data shall be integrated physically and functionally with the
equipment manual it supports.
Technical manuals for machine tools and industrial shop equipment shall consist of the manufacturer's commercial instructions,
including operational information, parts list, foundation and anchor bolt drawings, and wiring diagrams, all bound into a single volume.
Two sets of manuals and drawings shall be placed in one waterproof envelope marked "Technical Manual Foundation and Instruction
Data" and shall be forwarded to the ship.
086f. Selected Record Drawings
The drawings designated as Selected Record Drawings are to be maintained current and up-to-date throughout the life of the ship
concerned. NAVSEA SL720-AA-MAN-010 contains a list of those drawings currently designated as Selected Record Drawings.
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Recommendations for additions or deletions to the list of Selected Record Drawings shall be submitted to CNO via NAVSEA. Upon
approval by CNO, NAVSEA will promulgate a change to the DSA manual.
The responsibilities of overhauling activities relative to updating Selected Record Drawings are addressed in NAVSEA
SL720-AA-MAN-010. Forces Afloat responsibilities relative to maintaining and updating Selected Record Drawings are addressed in
NAVSEA SL720-AA-MAN-010. Specific procedures for updating Selected Record Drawings are detailed in Chapter 085.
Asbestos Removal Control Drawing (ARCD)
The ARCD is a NAVSEA drawing developed by the planning yard that identifies all asbestos and non-asbestos insulation and
lagging in all ventilation and piping systems throughout the ship. The drawing identifies each category of piping and ventilation by ship's
space, the piping linear footage or ventilation insulation square footage and documents the data and accomplishing activity that removed
the asbestos and replaced it with a non-asbestos insulation.
It will be continuously updated by the overhauling installing activity and that activity is responsible for marking up the ship's master
copy of the ARCD. Upon completion of an ROH or SRA, the Supervisor will forward a documented record copy to the planning yard for
ARCD update of the original drawing.
Booklet of General Drawings - The Booklet of General Drawings shall be furnished to the ship in final form at the end of the
availability. If late shipboard work precludes delivery of the final copy, a "marked up" copy in final format showing the actual conditions
existing in the ship shall be furnished to the ship by the end of the availability. In either case, full distribution in final form will be made
within ninety days after the end of the availability.
086g. Selected Record Data
Selected Record Data is that important basic technical information relative to certain shipboard arrangements, equipment, and
systems under the cognizance of NAVSEA that is selected for its value for operational, maintenance, training, and consulting purposes, to
an individual ship's force, fleet commands, Planning Yards, Overhaul Yards, training commands, and other naval activities. The data items
designated as Selected Record Data are to be maintained current and up-to-date throughout the life of the ship concerned. For ships
undergoing overhaul, existing SRD shall be revised to reflect overhaul conditions. If one or more of the listed SRD do not currently exist
for a ship, new publications shall be prepared only when specifically authorized by NAVSEA SLM.
The FMP Management and Operations Manual, NAVSEA SL720-AA-MAN-010 contains a listing of data currently designated as
Selected Record Data. Recommendations for additions or deletions to the List of Selected Record Data shall be submitted to CNO via
NAVSEA. Upon approval by CNO, NAVSEA will promulgate a change to the DSA manual.
Requirements for Updating Selected Record Data - The requirements of individual Shipyard/Supervisor relative to maintaining and
updating Selected Record Data are addressed in NAVSEA SL720-AA-MAN-010. The Forces Afloat responsibilities relative to
maintaining and updating Selected Record Data are addressed in NAVSEA SL720-AA-MAN-010. Reference NAVSEA Inst. 4160.3
provides NAVSEA policy for the maintenance of NAVSEA Technical manuals. Specific requirements for Selected Record Data are
detailed below:
Numbering of Selected Record Data. NAVSEA Technical Manual numbers, revision numbers and change numbers, as applicable,
are to be utilized in accordance with NAVMAT M0000-00-IDX-000/TMINS for Selected Record Data. NAVSEA numbers may be
obtained from Naval Sea Data Support Activity(Code 5700), Port Hueneme, CA 93043. Each volume of a multivolume document is to be
considered as an individual document and numbered accordingly. A unique NAVSEA number will be assigned, on an individual basis, to
each Selected Record Data item.
Updating Existing Selected Record Data. Overhaul Supervisor is required to update only that data which is directly affected by the
overhaul, data identified by ship's force as requiring updating when submitted in pre-overhaul package or during overhaul and to
incorporate all changes required to interface with other update actions. As required between overhauls, Planning Yards will update data
masters when data is forwarded by NSDSA.
Tabular data are to be updated as required. Illustrations are to be updated by overlay or replacement and limited to one text page.
Plate diagrams are to be updated as required.
A change is comprised of corrected pages to the basic manual. It consists of information that updates the manual without requiring
rewriting or reorganization of the technical content of the basic manual. Changes are to be issued when less than 25 percent of the pages in
the document are affected. All changes require TMINS numbers assigned by NSDSA Code 5700.
A revision is a subsequent edition of a document which supersedes the preceding edition. A revision shall be issued when more than
25 percent of the pages contained in a document have been changed. A revision shall incorporate all existing changes, and is identified by
the TMINS number obtained from the NSDSA.
New Selected Record Data. When alterations have been accomplished that would normally require correction of Selected Record
Data, but where these data have not been previously prepared, or where changes to the DSA manual are promulgated, the following
procedures shall be adhered to:
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(1) Unless otherwise authorized, where only a class data item exists, the data item will be corrected to reflect specific ship
conditions. The data item will be assigned a unique NAVSEA number and designated as the Selected Record Data applicable to subject
ship only. Acquisition of the new data item shall be in accordance with applicable NAVSEA instruction.
(2) When a specific Selected Record Data item does not exist, or when such data are missing and not available from the Planning
Yard, or ship, a new original data item is to be prepared (Type I Technical Manuals excepted) by the Overhaul Yard.
(3) Whenever the original of a Selected Record Data item (less Type I Technical Manual), because of age, extensive correction, or
other reasons, deteriorates, so that legible prints cannot be made, a new data item must be prepared retaining the same NAVSEA number.
Problems with Type I Technical Manual originals will be processed in accordance with NAVSEA instruction 4160.3.
086h. Selected Record Data Characteristics. (The following paragraphs describe specific Selected Record Data items together with
their general updating requirements.)
Ship Information Book (SIB) and General Information Books, (GIB). The SIB and its older counterpart, the GIB, provide a source
of technical information concerning shipboard arrangements and systems.
Updating SIBs/GIBs. SIB and GIB will be updated after the availability during which alterations are accomplished which affect the
system, functions, or procedures therein, in accordance with the following guidelines:
1.
In the event that equal or better information is readily available onboard ship in other Selected Record Drawings,
Selected Record Data, or publications, the information should not be duplicated in the SIB/GIB. Instead, the SIB/GIB should simply be
annotated to indicate that a change has been accomplished, and reference the source of updated information.
2.
A shipcheck may be required to verify accuracy of the SIB/GIB following work performed by an Overhaul Activity.
SIB/GIB for Surface Ships. The SIB for surface ships will normally consist of the following separately bound volumes or portions
of volumes. Only those volumes of a ship's SIB/GIB currently provided will be updated as Selected Record Data. No volume of a SIB is
to be added or deleted except by direction of NAVSEA.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Volume 1. Hull and Hull Mechanical Systems

Volume 2. Machinery Plant
Part
1.
Propulsion Plant, General Design, and Operating Procedures
Part
2.
Auxiliary Machinery, Piping, Air Conditioning, Ventilation, and Heating Systems
Volume 3. Power and Lighting Systems
Part
1.
General Description and Design Information of Systems
Part
2.
General Description of Electric Equipment and Electrically Operated Auxiliaries
Volume 4. Electronics Systems
Volume 5. Interior Communication Systems
Part
1.
Interior Communication Systems
Part
2.
Sound-Powered Telephone Systems, Voice Tubes, and Message Passing Facilities
Volume 6. Weapons Control Systems (Not required when Combat Systems Technical Operations Manual (CSTOM) applies)
Volume 7. Ballasting Systems
Damage Control Books and Diagrams. The Naval Ship's Technical Manual (NSTM) S9086-CN-STM-020 CN-079/V2 requires the
ship's force to mark up the damage control book and set of diagrams to reflect corrections and modifications made between overhauls and
submit the book and diagrams to the overhauling activity at the start of the overhaul.
The overhauling activity shall revise the damage control book and diagrams in accordance with MIL-STD-784B to reflect
modifications made during the overhaul. The overhauling activity shall distribute the revised material in accordance with the Fleet
Modernization Program (FMP) Management and Operations Manual SL 720-AA-MAN-010.
Technical Manuals (TM) - Technical Manuals separately describe equipment. Type I manuals are normally required for electrical
and mechanical equipment. Type II manuals are required for electronic and IC equipment. Type III manuals are normally required for
systems.
While technical manuals are important items of documentation, not all such manuals are considered as Ships Selected Records
(SSR). Only those technical manuals specifically identified in Chapter 10 of the DSA manual fall within the category of documentation
specified as SSR.
Unless otherwise directed by NAVSEA, only those technical manuals identified as SSR will be routinely updated under DSA
funding. Manuals to be updated will be identified in NAVSEA authorization letters. Activities concerned should review NAVSEA
authorization letters and advise NAVSEA of manuals meeting the criteria identified in Chapter 10 of the DSA manual believed to require
updating because of actual or planned accomplishment of SHIPALTS and not specifically identified for updating.
When, at any time, a Type I technical manual is known or suspected to be deficient, the deficiencies should be immediately brought
to the attention of NSDSA for initiation of corrective action.
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Technical manuals will be prepared and updated in accordance with the requirements of MIL-SPEC used for original preparation.
Publications Applicability List (PAL) - The PAL (formerly ITM) is issued by NSDSA (Code 5H00) each six months to active ships,
technical libraries and training activities, and upon request to requestors. The PAL is configured in four volumes:
Volume 1. General publications (electronics, safety, transportation, Naval Ships Technical Manual (NSTM), etc.). Selected Record
Data technical manuals are highlighted with an asterisk.
Volume 2. Electronic equipment and electronic test equipment publications.
Volume 3. Hull, Mechanical and Electrical (HM&E) equipment publications.
Volume 4. Ordnance systems and equipment publications.
Overhauling shipyards/SUPSHIPS/ILO teams in accordance with NAVSEA INST. 4700.8 are responsible for marking-up existing
PALs, marking all configuration and technical documentation deficiencies observed and changes (adds or deletes) made during the
overhaul. The marked up PAL will be forwarded to NSDSA by the ILO team. Code 5H00 (NSDSA) will issue an updated PAL four
weeks after completion of overhaul. Review and update may be performed on hardcopy or by microfiche reproduction.
The PAL will be marked up to indicate clearly which manuals are Selected Record Data by the Planning Yard prior to providing to
the Overhaul Yard for the next scheduled overhaul or availability.
Ship's Drawing Index (SDI) - The SDI is a list of ship's drawing and related design reference information compiled and recorded on
NAVSHIPS forms 9020/17 and 9020/19. SDI's or portions thereof prepared in ADP format are to be considered as part of the master SDI.
A Modified SDI (MSDI) has been supplied to some ships not originally intended to receive a standard SDI. The MSDI lists only the
title, NAVSEA drawing and numbers of applicable drawings revisions. For the purpose of this manual, the terms SDI and MSDI are
synonymous.
Contents and preparation - Ship construction drawings, and ship equipment drawings designated as certification data sheets,
equipment drawing lists, and assembly drawings which list detail drawings, shall be included in the SDI. All ships selected record
drawings shall be annotated in the SDI with an asterisk.
One tabulating card or magnetic tape or both, shall be prepared for each drawing applicable to the ship for which the SDI is being
prepared.
The overhaul Supervisor shall maintain the SDI tabulating cards/magnetic tape up to date throughout availability of the ship. The
cards shall be maintained in numerical sequence according to their functional 3-digit SWBS number (or BSCI for ships constructed prior to
1970.) This sequence shall then be used for printing the tabular listing.
The quality assurance provisions of Mil. Specs. MIL-M-38761 and MIL-M-38761/2 apply. In the event the Government inspects the
cards/magnetic tape and they do not meet those provisions, the cards will be returned to the original activity who shall recheck the cards,
eliminate all discrepancies, and resubmit.
The Government will supply the raw data necessary to develop those portions of the SDI covering GFM in accordance with schedule
of Government-furnished information.
The ship drawing schedule required by Section 042 shall provide cross check data of this document. Revisions shall indicate
additions, deletions, and corrections to the preceding issue.
The SDI tabulating cards or magnetic tape, or both, shall be completed as soon as practicable, but in no case later than 30 days prior
to the end of the guarantee period.
A copy of the SDI shall be maintained to indicate the status of the drawings (microfilmed aperture cards) of the ship. The completed
SDI shall indicate those drawings issued for the overhauled ship.
(1) SDI-Content - The SDI is a listing of all drawings applicable to the ship including reactor plant drawings. Working drawings,
systems diagrams, Selected Record Drawings having a NAVSEA/NAVSHIPS drawing number assigned, all manufacturing equipment
drawings designated as certification data sheets, equipment drawing lists, and assembly drawings which list detail drawings shall be
included in the SDI. Alteration drawing numbers, Ships Alteration (SHIPALT) number, NAVSEA/NAVSHIPS drawing numbers of
drawings used to prove systems or equipment, or both, installed or otherwise affected by the overhaul, will be included. Alteration
drawings will not be listed until after the alteration has been accomplished.
(2) Updating the SDI - The original SDI is to be corrected to reflect changes resulting from alterations accomplished, changes
reported by the ship or other activities when such changes are made between regular overhauls, and changes otherwise uncovered during
the availability. Since the SDI is the sole source of identification of all drawings applicable to a ship, the overhaul yard will ensure that all
applicable drawings are included in the SDI. Corrections may be made by typewritten mark-up of original SDI pages or appropriate
correction to SDIs in ADP format, or both. Ships, or other activities updating the SDI during an availability, other than a regular overhaul,
will mark up the appropriate page(s) of the ship's SDI. The marked-up "Ship's Master Copy" of the SDI will be forwarded, with other SSR
items, if applicable, to the Planning Yard with a request for correction and appropriate distribution. Particular attention shall be directed to
ensuring the accomplishment and verification of SDI corrections required as a result of equipment and configuration changes accomplished
during restricted availabilities, tender availabilities and voyage repairs. The updated SDI will be returned to the ship within sixty days of
completion of overhaul.
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(3) Arrangement and Status of SDI Data - The SDI shall have a technical manual number assigned/revised in accordance with
NAVMAT S0000-00-IDX-000/TMINS. Each page of the SDI will contain the hull number to which it applies. Pages of the SDI will be
numbered consecutively. All drawings having the same "S" group or 3-digit Consolidated Index Group (NAVSEA 0902-LP-002-2000)
Number of Ship Work Breakdown Structure (NAVSHIPS 0900-LP-039-6010), as applicable, will be listed on one or more sheets as
necessary, grouped by subject matter and listed consecutively. Where more than one page is required in order to add new drawings under
a particular group, the supplemental pages will be numbered the same as the original page, followed by an alphabetical suffix (e.g., 42a,
42b, 42c). A notation will be made at the bottom of each page which has been revised, indicating the revision number and date of revision.
Each page of the original SDI shall be stamped "ORIGINAL (APPLIED TO SHEETS STAMPED IN GREEN INK)".
The SDI will be marked up to clearly indicate which drawings are Selected Record Drawings. SDIs that have not been marked up in
the above manner are to be appropriately annotated by Planning Yard prior to providing to overhaul activity for next scheduled
availability.
(4) Superseding or Modifying Existing Drawings in the SDI - When existing drawings applicable to a ship are superseded by new
drawings, or are no longer applicable to the ship, the listing of the cancelled or superseded drawing should be lined out, but not obliterated
or rendered illegible. The number of superseding drawings should be entered in the last column of the SDI, in line with the lined out or
superseded drawing. When existing drawings applicable to a ship are modified by new drawings, the new drawings shall be listed in the
last column in the SDI in line with the modified existing drawings.
(5) Conversion and Update of SDIs to ADP Format - For those ships having SDI in ADP format, the Planning Yard will provide a
copy of the SDI in ADP format (usually magnetic tape) to the overhaul yard for correction to reflect changes required to the SDI resulting
from work accomplished during the overhaul, and changes previously accomplished and identified by ship's force. After completion of
overhaul, the corrected SDI in ADP format will be returned to the Planning Yard. Between overhauls the Planning Yard will correct the
SDI in ADP format to reflect changes reported by the ship or other activities when changes are accomplished between overhauls. The SDI
will be formatted in accordance with Mil. Spec. MIL-M-38761/2.
For those ships not having an SDI in ADP format, the Overhaul Yard will, as directed by the NAVSEA SLD, prepare the SDI in
ADP format. Upon completion of the overhaul, the Overhaul Yard will transfer the SDI in the new ADP format to the Planning Yard.
(6) Combat System Technical Operations Manual (CSTOM) - CSTOM technical manuals will be updated by NSDSA Code 5H00 in
response to direct tasking by cognizant NAVSEA program manager. Overhaul Activities do not have responsibility for CSTOM
maintenance. The CSTOM shall include but not be limited to detailed instructions to:
Assist in operating the ship during battle conditions. Define significant capabilities and limitations of the combat system. Maintain
material and personnel readiness of combat systems. Operate, maintain, and employ the ship's integrated combat system during tactical
engagements. The CSTOM shall be prepared in accordance with Mil-Spec. MIL-M-24570.
Propulsion Plant Manuals (for 1200 PSI ships) - The Overhaul Yard is responsible for updating and forwarding preliminary change
data to NAVSSES Philadelphia, who will issue the final change to the Propulsion Plant Manual.
Engineering Operational Sequencing System (EOSS) - NAVSSES, Philadelphia is responsible for maintaining EOSS documentation
under the direction of PMS 301. EOSS is the single authoritative source of operational and casualty control information relative to surface
ship engineering plant operation. EOSS is updated to reflect SHIPALT configuration changes to propulsion and support equipment and
systems. EOSS includes Engineering Operational Procedures (EOP), Engineering Operational Casualty Control (EOCC) and operational
procedures for selected support systems. The following operational evolutions shall be included as a minimum:
Shifting from shore activities to auxiliary steaming.
Shifting from auxiliary steaming to standby (underway) status.
Shifting from underway status to auxiliary steaming status.
Shifting from auxiliary steaming to shore services.
Any other operational evolutions required for the ship to perform within its design capabilities, meet its operational commitments,
casualty control and oil king procedures.
Propulsion Operating Guides (POG) - POGs are pocket-sized documents providing information in summary form of start-up, normal
operations, shut-down, damage/casualty control, and troubleshooting procedures and data for the propulsion plant and major auxiliary
systems. They are used for familiarization, training and operation of the main systems by ship's personnel.
Ship Service Motors and Controllers Technical Manual - The Ship Service Motors and Controllers Technical Manual shall include
complete instruction for the maintenance of all motors, separately mounted controllers, and associated electrical components installed in
each ship of a class. This manual shall be prepared as a class manual.
For ADP prepared SDIs, superseded or cancelled drawings are to be listed in an addendum at the end of SDI.
Ship Valves Technical Manual - The ship Valves Technical Manual describes the special valves (including operating mechanism and
actuators) installed in each ship of a class which are not included in separate technical manuals and are of a complexity that requires
explanatory information and instructions for proper installation, operation and maintenance.
Training Aid Booklet (TAB) - On a selected basis the TAB shall contain functional diagrams which illustrate the installation and
operation of ship piping, electrical and electronic systems. The TAB is primarily intended for use by the ship personnel in determining
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details of the installed systems and secondarily for use as reference material by engineering and technical personnel. The TAB shall be
changed or revised in accordance with the existing TAB format.
086i. Distribution.
Ship selected record data will be distributed in accordance with Chapter 15 of NAVSEA SL720-AA-MAN-010.
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SECTION 092
SHIPBOARD TESTS
092a. Scope
This section contains an overview of testing, testing terminology and general requirements for shipboard testing related to overhaul
and repair, and supplements testing requirements outlined in other GSO sections herein. Testing requirements applicable to post-overhaul
ship trials, both dockside and underway, are specified in Section 094.
092b. Test Programs
Testing Overview - Ship tests are onboard demonstrations of satisfactory installation and operation of equipments, subsystems and
systems. NAVSEA has developed test and certification (T&C) programs for various surface ship combatant ships. NAVSEA
T9093-AB-TRQ-010/SURF COMB (Combat System Test and Certification Manual for Surface Combatant Ships) and NAVSEA
0941-LP-053-6010 (1200 PSI Propulsion Plant Test and Certification Manual) are two T&C programs. When invoked by the Supervisors
Work Specification, ship test programs are to be conducted in compliance with the applicable T&C program.
The Supervisor's Work Specification shall identify and authorize required testing.
Hull, Propulsion and Electrical (HP&E) testing shall be limited to new, modified, or repaired portions of the ship unless specified
otherwise in the Supervisor's Work Specification. Should a T&C program be invoked on Hull, Propulsion, and Electrical systems, the
extent of testing required for the specific ships availability shall be defined in the Supervisors Work Specification. Should only selected
T&C test documents be authorized for accomplishment, the Supervisors Work Specification shall identify which tests are authorized.
Section 092c. provides the requirements for testing programs where a formal Test and Certification (T&C) Program has been
developed and invoked. Section 092d. provides test program requirements applicable to ship availabilities which have no formal T&C
program invoked.
092c. Formal Test and Certification (T&C) Programs
Total ship testing is a program to ensure equipment and systems installed, overhauled, repaired, or otherwise disturbed meets
performance criteria and to demonstrate that the ship is capable of fulfilling its mission requirements.
Industrial testing is conducted by using stages of testing for the progressive validation of the proper installation and performance of
equipment and systems. These stages are:
Stage 1 - Material Receipt Inspection/Shop Tests
Stage 2 - Shipboard Installation Inspection & Tests
Stage 3 - Equipment Level Operational Tests
Stage 4 - Intrasystem Tests
Stage 5 - Intersystem Tests
Stage 6 - Special Tests
Stage 7 - Dock Trials/Sea Trials
Total ship testing normally proceeds from the lower stages to the higher stages with each successive stage providing verification of
progressively larger systems, leading to a determination of the operational and material readiness at sea of the total ship. Stage 1 and 2
inspections and tests are quality assurance events conducted to ensure proper receipt, bench testing, and installation and are normally
performed by Contractor or installation personnel. Stage 3 testing is post-installation testing to demonstrate that individual equipment
meets operational parameters and performs within specified tolerances after installation. Stage 4 tests demonstrate the operation and
proper alignment of one independent system. Stage 5 demonstrates operations between two or more independent systems or subelements.
Stage 5 and below tests may also be assigned Stage 7 test numbers and may be conducted during trials in conjunction with or as a part of
Stage 7 testing. Stage 6 tests are those which require special facilities or resources. Stage 7 tests are those which must be conducted
during dock trials or sea trials.
Test Task Group (TTG) - A TTG comprised of Government, Contractor and ship's force representatives shall be established for each
ship overhaul to provide a vehicle for coordinating the test program between the Government and the Contractor. The Supervisor's
member will chair the group. The TTG's function is to augment the technical expertise of the Supervisor and the Contractor, especially
with regard to identifying and resolving test problems. The Contractor, as a member of the TTG, shall participate in the review, evaluation
and resolution of problems associated with the implementation of the test program.
Test Program Management - The Contractor shall coordinate the implementation of the total test program, including test conduct
responsibilities assigned ship's force and other Government test teams. The Contractor shall ensure, through the Test Task Group, that the
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latest test procedures are being used and that the Government portions of the testing have been identified and scheduled. The Contractor
shall implement and coordinate the test problem reporting and resolution system for all testing specified.
Grooming and cleaning required prior to conducting the tests shall be performed by the Contractor unless otherwise provided by the
Government. Grooming includes all actions necessary to prepare the equipment, subsystem, or system for test including alignment,
adjustment, tuning, peaking, etc. Contractor and subcontractor representatives will be offered the opportunity to inspect and comment on
deficiencies discovered in equipment provided or installed by the Contractor.
Ships undergoing complex overhauls and other availabilities of combatants, flag configured amphibious ships (LHA, LHD, LPH,
LCC, LPD) and AOE and AE 26 class ships shall utilize an Intergrated Test Planning Document (ITPD) and an Integrated Test Package
(ITP). Testing shall be accomplished as outlined in the ITPD and in accordance with the ITP for those availabilities in which the ITPD and
ITP are invoked.
Comprehensive Test Plan (CTP) - The Contractor shall develop a CTP for each overhaul. The CTP defines the Contractor's
approach and test organization for implementing the test program requirements. The CTP shall define the Contractor's interfaces with the
Government, processes for test conduct, processes for control and handling of test equipment, and systems or equipments recommended
for special test efforts. The CTP will reflect the Contractor's plan to implement the Overhaul Test Program.
Integrated Test Planning Document (ITPD) - The ITPD outlines testing requirements for combat systems, combat support systems
and propulsion systems. Initially, it will be prepared by the Government. The ITPD will include a test index, the source of available test
procedures, test conduct responsibilities, required certifications, testing man-hour estimates and test sequence networks. The Contractor
shall update the test index to keep it current.
Integrated Test Package (ITP) - The total ship ITP shall be prepared by the Contractor and approved by the Supervisor. The ITP
provides detailed testing procedures required to conduct testing of combat systems, combat support systems and propulsion systems and,
when so directed at the Work Definition Conference (WDC), auxiliary systems and other support systems. The total ship ITP is developed
utilizing the Government-furnished combat systems test package, Government-furnished test procedures for combat support and
propulsion plant systems and Contractor-prepared test procedures for all testing required by the ships work specifications in the ITPD. The
ITP shall consist of the test index, the test sequence networks and detailed test procedures for each test.
Test Procedure (TP) - A TP will provide detailed descriptions of the test operations to be performed and the pass/fail criteria of each
operation. Each test procedure shall include data sheets with spaces provided for recording the quantitative values when conducting the
test. The TP shall also include required procedures for safety of personnel and equipment. The test procedure content shall be in
accordance with the Test and Certification Manual, NAVSEA T9093-AB-TRQ-010/SURF COMB.
Test procedures will be prepared by the Government or the Contractor as determined at the WDC. Test procedures included in the
ITP shall be based on testing requirements delineated in the ITPD, in appropriate sections of these specifications, in the ships work
specifications and in applicable technical manuals of the equipment and systems. For minor combatants and auxiliary ships that do not
require an ITPD or ITP, test procedures shall be based on testing requirements that are included in these specifications, in the ships work
specifications and in applicable technical manuals.
Test Index (TI) - The test index as a minimum, provides a complete list by test numbers and title of all Stage 2 through 7 shipboard
tests. It indicates those tests for which test procedures are to be furnished by the Government and those to be furnished by the Contractor.
If a formal T&C program has been invoked, the TI shall provide a listing of all shipboard tests, including those for HP&E systems that do
not directly support combat systems, and test procedures to be used for conducting the tests shall be prepared for the seven stages of testing
as defined in paragraph 092c.
Test Sequence Network (TSN) - A TSN is a flow chart of the sequential order in which the tests should be performed. Test
interdependence will be shown by indicating tests which are prerequisites to others. TSNs will not show absolute dates or test time
requirements, only test relationships.
Test Schedule - The Contractor shall prepare an integrated test schedule. The schedule shall include all tests to be performed by the
Contractor, ship's force and the Government as part of the overhaul, including those to be conducted during post-overhaul trials. The test
schedule shall reflect the planned start and completion date of each test as well as the activity responsible for conducting the tests. The
sequencing of tests shall be related to specific milestones such as docking, undocking, light off, dock trials, fast cruise (if applicable), sea
trials and completion of the overhaul.
Test Problem Reports (TPRs) - A TPR shall be used to document each discrepancy and problem that occurs during testing. A
reportable problem exist when any portion of a test procedure cannot be satisfactorily completed as scheduled because of procedural
discrepancies, tolerance deviations, design limitations, equipment or computer program characteristics, or hardware discrepancies. When a
problem is identified during a test, the test conductor shall submit a TPR via the Contractor to the Supervisor. The test conductor shall also
investigate the problem and recommend corrective action. The TPR shall include a problem description, an assessment of problem impact,
and a proposed resolution. Where the Supervisor's Work Specification permits, the proposed resolution may be implemented on an interim
basis pending final resolution of the problem.
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092d. Test Program Requirements - Ship Availabilities Without Invoked T&C Programs
The following test program requirements apply to testing of ships systems and components that are authorized for test in the
Supervisors Work Specification for which a formal T&C program has not been invoked.
Comprehensive Test Plan (CTP) - The CTP shall define the Contractor's approach to implementing the test and evaluation
requirements of these specifications. The CTP shall define: the Contractor's test organization, documentation development and control
processes, interfaces with the Government, quality assurance provisions, processes for test conduct, processes for control and handling of
test equipment, and systems or equipments recommended for special test efforts. For nuclear powered ships the CTP shall define the
Contractors approach to testing in accordance with these specifications as related to nuclear interface tests.
Test Schedule - The Contractor shall prepare an integrated overhaul test schedule (Section 042). The schedule shall include all tests
which must be accomplished as part of the ships overhaul. The sequencing of tests shall be related to specific milestones such as docking,
undocking, light off, dock trials, fast cruise (as applicable), sea trials and completion. For nuclear ships the scheduling of work in support
of the test sequence shall meet the certification requirements for loop fill, cold operations, hot operations, and criticality as specified in
NAVSEAINST 4730.2.
The test schedule shall include tests performed by the Contractor and ships force. The schedule shall clearly show the sequencing
needed to complete the ship availability on schedule.
The test schedule shall include the planned and actual date of start and completion of each test document as well as the activity
responsible for conducting the tests.
Test task Group - A test task group comprised of Government and Contractor representatives shall be established in the shipyard
under the administrative control of the Contractor but chaired by the Supervisor. The test task group will be the primary activity
responsible for processing and resolving test changes and test problems. The Supervisor shall participate as a member of the test group in
the review, evaluation, and resolution of problems associated with the implementation of the ship test program.
Test Documents - Unless specified otherwise in the Supervisor's Work Specification, test document shall be prepared by the
Contractor and submitted to the Supervisor for approval.
When the Contractor is to be provided with test documents and/or special test program requirements, such as those required by the
Combat Systems Command (NAVSEA), the Contract shall specifically identify and invoke those requirements.
Test documents shall be serially numbered and indexed and shall refer to the applicable requirements of these specifications,
referenced equipment specifications, and referenced drawings. Test documents shall reference the sections of these specifications or
Supervisor specifications applicable to the system being tested. The format of the test documents shall be as simple as practical and shall
describe in concise statements the extent and method of conducting tests. If a separate test data form is used, it shall include test pressure,
or an approved test pressure code if pressure is confidential, test boundaries, duration of test and point where test pressure was applied.
Test documents shall provide the detailed description of the operations to be performed and the parameters to be measured during the
conduct of each test and the pass/fail criteria. Instructions for analysis of raw data shall be provided. Each test documents shall contain
data sheets which provide spaces for recording the quantitative values determined during the conduct of the test. Data sheets shall also
provide space for recording results of analysis of raw data taken during test conduct. Each test documents shall show specified values and
tolerance limits for each measured value. Each data sheet shall have a space for recording a Test Conductor signature, a Government
witness signature and test date. Provisions for recording a single verification signature and date to verify proper calibration of test
instrumentation and gages shall be included. The test documents may require collection of additional data for which there is no
acceptance criteria, provided the data sheet identifies that data is for information only.
Test Content - Test documents shall be developed utilizing requirements contained herein, specific requirements delineated in other
GSO sections and testing requirements from applicable technical manuals for specific equipment and systems.
Block diagrams, simplified schematics or diagrammatics may be used to clarify the procedure or simplify the test method. Comment
sheets shall also be included to record significant events and observations which occur during conduct of the test by either the Government
witness or the Test Conductor. Provisions for label plate data necessary for test certification shall be included when specified by other
sections. Test documents shall include name or number of ship (or ships) to which the test applies.
The Contractor may use test documents previously approved by the Supervisor in lieu of developing new test documents required by
this section, provided the following conditions are met:
1.
The test instructions, parameters, and criteria are applicable in all respects. If not, modifications shall be made to suit the
requirements of these specifications. Those modifications shall be identified on the Revision Record.
2.
New Title/Cover/Sign-Off, Revision Record, and Prerequisite Check-off and concurrence pages shall be added to each test
procedure.
3.
The Revision Record shall identify the previously used test procedure and Navy approving authority.
The previously used test documents with the changes required by 1, 2, and 3 above shall be submitted as new test documents.
Test changes shall be prepared by the Contractor and submitted to the Supervisor for all proposed alterations to approved test
documentation prior to conduct of the test. If the test is in process the test group Government member shall resolve and approve required
test changes to preclude unnecessary delays in test conduct. If the test problem cannot be resolved in this manner, the Contractor shall
forward a test problem report to the Supervisor. In any case, the test problem encountered shall be reported to the Supervisor by a test
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problem report. The report shall identify the problem and include information which identifies the corrective action as being the
responsibility of the Government, or the Contractor. If the problem has been resolved by the Government member of the test group this
should be so noted. If not, a proposed resolution for the problem encountered, if known, shall be included.
Test data shall include marked-up pages of the test documents, all completed data and comment sheets, and all supporting data such
as computer printouts, strip charts, oscillograph recordings, magnetic tapes, and photographs. All test data, which are not an integral part of
the test documents shall be annotated with the test number, hull number, date and any other pertinent information.
Tests shall be performed in accordance with the latest revision of the ship test schedule. The Contractor shall provide daily
(maximum) to weekly (minimum) confirmation to the Supervisor of the intent to conduct tests as scheduled. Upon Supervisors request,
cause of cancellation or deferral, current or planned corrective action, effect on other tests, and rescheduling information, shall be provided
to the Supervisor in writing within 48 hours.
092e. Test Conduct
The Contractor shall conduct the specified testing for both Contractor and Government furnished equipment, subsystems to
demonstrate compliance with these specifications using the appropriate test documents whether Contractor developed or Government
provided. The satisfactory completion of the test documents as documented by the test report shall serve to demonstrate compliance with
the related technical requirements of these specifications.
The Contractor shall ensure that all industrial work is completed in all compartments containing major electronic equipment prior to
the initial light off and testing of that equipment.
All tests shall be conducted in the presence of the Supervisor and in a manner satisfactory to him, except where the Supervisor may
authorize the Contractor to conduct and to report and certify the results of the tests. No official test shall be started without the permission
of the Supervisor.
The number of inspections and tests of a given component shall be kept to a minimum consistent with required results. If the
Supervisor determines that complete shipboard tests to prove certain equipment or systems are not required because of previous shop tests
or other available information, the specified tests may be modified. If a test scheduled for a definite duration has progressed with
satisfactory results to such a point that the Supervisor determines that the reliability of the installation has been demonstrated, the test may
be discontinued. The actual extent of the test shall be recorded.
Unless otherwise authorized, each test shall be performed using the latest issue of the approved test documents or test procedure as
applicable, including as appropriate any revision, change or test problem report resolution that is in effect at the time the test is
commenced. Each test shall be conducted in accordance with step-by-step instructions contained in the test documents or test procedure.
To minimize rescheduling and reconduct of tests, the Contractor shall ensure that the equipment to be tested and all required support
and test equipment are ready for the test, including any grooming and dry run performance as may be required. Instruments that require
calibrations shall have current calibration labels when used in performing any test.
Defects or deficiencies in Government-furnished items which are not the result of faulty installation or operation and test by the
Contractor will be corrected at the expense of the Government or will be corrected by the Government, as applicable. Defects or
deficiencies caused by faulty Contractor-finished equipment, materials, installation, or operation and tests, shall be corrected at the
expense of the Contractor. All costs incidental to conducting the tests shall be borne by the Contractor.
Where machinery components and systems are required to be cleaned, this cleaning shall occur prior to the performance of operating
tests except where final flushing is performed using installed systems equipment which may be conducted in conjunction with system
operational tests.
Where components and systems are required to be strength tested hydrostatically, this testing shall occur prior to the performance of
operating tests. Should hydrostatic strength testing be required subsequent to operating testing, the Supervisor shall review the impact of
such testing and shall determine the extent of repeat operational testing required.
All systems disturbed as a result of interferences shall be retested only to the extent necessary to certify that the part of the system
disturbed is reinstalled satisfactorily except where specific sections of these specifications require otherwise.
Selected shipboard systems are specified as requiring certification in accordance with NAVSEA S-9040-AA-GTP-010/SSCR
following construction, modernization, or overhaul of ships. Applicable certification requirements identified by that document or
referenced in other sections herein shall be identified in the Supervisor's Work Specification. The requirement for and applicability of
each certification requirement is established by the appropriate implementing authority. The certification process shall be clearly defined
to the Contractor by the Supervisor's Work Specification. The identity of the testing agent and test report requirements shall be as
specified in the Supervisor's Work Specification.
The Contractor shall conduct tests specified herein regardless of whether the item to be tested is furnished by the Government or the
Contractor. For ships having Steam and Electric Plant Manuals (SEPM), system operating and testing procedures shall comply with the
applicable SEPM as well as the GSO.
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The tests shall demonstrate compliance with specified requirements including those applicable requirements in Government specifications.
Tests shall also demonstrate satisfactory workmanship, alignment of machinery, adequate strength, rigidity, tightness, and suitability for
the purpose intended, and the provision of proper clearances for all moving parts and for all lines of sight. Equipment performance for
new or newly overhauled machinery shall satisfy vibration requirements of specific average machine values if the item is included in the
ships machinery vibration analysis (MVA) program.
The Contractor shall provide all necessary materials, power, equipment, instrumentation and personnel to conduct each test
authorized. Unless otherwise specified herein or in the Supervisor's Work Specification, all costs incidental to the conduct of the ship test
program shall be borne by the Contractor.
092f. Test of Auxiliaries and Fittings
An operational test shall be performed on operating parts and shipping and unshipping arrangements of all newly installed or
modified systems and components or as required by the Supervisor's Work Specifications.
Stowage facilities shall be tested by trying the various articles in place.
When authorized, arrangements for handling and supporting weights (including weights of personnel), all arrangements for taking
heavy strains, and all parts upon which the safety of the ship or life depend, shall be given a static load test equal to twice the specified
working load. In cases where the working load is not specified, the test load shall be based on the expected duty of the auxiliary,
appliance, or fittings. For hoisting arrangements, the static test load shall be suspended clear of all supports and held suspended for a
sufficient period (10 minutes minimum) to permit inspection of welds and other fastenings, but need not be lifted or moved by a gear under
test. After relieving the static test load, there shall be no visual evidence of cracking or permanent deformation of structure. Weight
handling arrangements shall be tested to demonstrate capacity or handle a load equal to one and one half times the working loads at
reduced speed.
Wherever possible, tests on auxiliaries shall be performed in conjunction with related system operational tests.
Electrically operated auxiliaries shall be tested with power from the ship service generators or shore power at the specified voltage,
phase and frequency. Motor input requirements (as a minimum voltage and current) shall be monitored at the equipment motor controller
during testing. For equipment with short duration operating cycles, data shall be recorded immediately after load is applied and only
single phase monitoring is required. Short duration is less than 60 seconds total operating (cycling) time. For continuous duty motors,
requirements shall be monitored on all (3) phases. Monitoring shall be accomplished not less than once every 20% of the total test time
with a minimum test interval of 10 minutes while the auxiliary is being tested.
For nuclear ships where shore steam is required for testing, the quality and volumes required shall be as specified in Section 253.
During tests of electric auxiliaries, the ability of electric brakes to stop and hold under the specified conditions for the auxiliary shall
be proven by a sudden interruption of the power supply.
Air and hydraulically operated auxiliaries shall be tested to demonstrate satisfactory operation over the specified range of pressures.
If more than one auxiliary is driven by the same electric or hydraulic motor, the test shall be repeated for each auxiliary. Conversely,
if more than one power unit operates a given auxiliary, the test shall be conducted for each.
During tests of auxiliary machinery, the following data shall be recorded as applicable, on a form approved by the Supervisor:
Electric motor input quantities
Hydraulic pump pressures
Stroke of variable stroke pumps
Speed (in RPM) for driven auxiliary
Freedom from vibration
Bearing temperatures
Housing temperatures
Convenience of control
System temperatures
System flow (where system design readily permits measurement)
System pressure
Time or speed of performing various operations (such as, hoisting, lowering, and rotating).
Temperatures of compartment ambient and injection sea water (where these temperatures may affect the performance of equipment),
and the temperature of working fluids for each test condition at the beginning and end of each test.
Duration of Test
Methods of measuring auxiliary and ambient temperatures shall comply with the equipment specifications applicable to the
equipment under test.
In testing auxiliaries, foundations and holddown, bolts and nuts shall be examined to detect signs of inadequacy such as excessive
foundation vibration, slipping of the auxiliary on the foundation, and loosening of nuts.
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Heat runs for centrifugal pumps shall be run with system aligned for normal operation (maximum flow condition) when feasible.
During, or at conclusion, of heat run the pump discharge shall be throttled momentarily to verify the ability of the unit to develop rated
pump discharge pressure.
For certifications requiring the assistance of Government inspection teams, the Contractor shall request such services from the
Supervisor when the installation is ready for certification. Unless otherwise specified, certifications shall be accomplished prior to post
repair trials.
When certification criteria are not met, corrective action shall be taken in accordance with approved procedures.
When certification criteria cannot be met, the reason for and extent of noncompliance shall be documented in the certification
package.
092g. Test Reports/Booklet of Test Reports
All test reports shall be submitted to the Supervisor.
The final report shall consist of a set of test documents or test procedures completely filled in and signed. The set shall be prepared
for each ship, shall be identified as being applicable only to that ship and shall be assigned a drawing number different from that assigned
to any other ship of the class. A set of prints shall be assembled in order, indexed, and bound in a stiff loose-leaf binder.
Indexing may be by test serial number in lieu of page numbering. Results of the tests shall be in original hand-written entries.
Reproduction of the pages for loose-leaf binding may be made by Hecto process or equivalent, if it is non-fading legible. Microfilm
copies, as required, shall be provided in rolls of 35 millimeter negatives. Microfiche may be substituted if compatible with ships reader
printer.
Unless specified otherwise in the contract, distribution shall be as follows:
Reproducibles with 35mm microfilm (negative) to the planning yard, (35mm) microfilm (negative) for ships with a reader printer, or
one copy for ships without a reader printer sent to the Commanding Officer of Ship.
092h. Support Services
For tests which require Government support services the Contractor shall request such services from the Supervisor. Requests for
Government support services shall be forwarded to the Supervisor not less than 3 months prior to the time when the installation,
equipment, subsystem or system is ready for test.
The Contractor shall provide equipment and system access and availability time for specified equipments and systems for specified
periods of time to the Government. During the specified Government access availability periods, the Contractor shall:
Provide ship's services (such as power, cooling water, dry air and air conditioning),
Provide technical and operator personnel as necessary to assist Government representatives,
Permit NAVSEA personnel or authorized representatives to direct the operation of equipment and systems as required to assist
Contractor personnel in equipment and system fault isolation and correction.
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SECTION 094
POST-OVERHAUL SHIP TRIALS
094a. Scope
This section contains requirements for ship trials conducted subsequent to overhaul. Trials are operational tests conducted dockside
and underway to demonstrate that systems and equipment are in conformity with the Contract, applicable plans and specifications. Test
requirements contained herein supplement the general requirements for shipboard testing (Section 092) and specific test requirements for
trials contained in other sections of these specifications.
094b. General Requirements
The planning for and conduct of post-overhaul ship trials is a coordinated effort between ships force, the Contractor and the
Supervisor. The ship's force is responsible for the scheduling of the various trials and for conducting tests during trials. The ship's force is
responsible for equipment operation during testing and for conducting the trials in accordance with NSTM S9086-CH-STM-000/CH094
and type commander directives (i.e., COMNAVSURFPACINST 4700.1 and COMNAVSURFLANTINST 9000.1).
The Contractor, in coordination with ship's force and the Supervisor's representatives, shall prepare the test schedule and the agenda.
The Contractor shall be responsible for ensuring all test procedures are onboard for sea trials and shall be responsible for recording test
data and submitting test and certification reports.
The Supervisor is responsible for the administration of post-overhaul trials and final acceptance of the completed work.
A trial agenda shall be prepared for sea trials. The trial agenda details the Contractors plans for completing the requirements of
trials. A trial agenda consists of a chronological list of administrative events, inspection events and test events. Events shall be arranged
to permit expeditious conduct with minimum interference between concurrent events. Mutually compatible events may be scheduled
simultaneously.
If any part of the ship or its equipment fails to meet contractual requirements during trials, additional trials may be conducted after
corrective measures have been taken. Where scheduled sea trials time is not sufficient to demonstrate performance, those incompleted
portions may be rescheduled. The number and scope of such additional trials shall be as directed by the Supervisor.
Representatives of manufacturers who have furnished ship components may be invited to witness trials subject to approval of the
Commanding Officer of the ship.
094c. Conduct of Trials
There are four ship trial events required - dock trials, fast cruise, machinery and full power sea trials, and combat systems sea trials.
Machinery and full power trials and combat systems trials may be combined and accomplished during a single at-sea period.
Dock Trials - A dock trial shall be conducted to demonstrate to the Supervisor and the Commanding Officer the material readiness of
the ship for sea trials. Where possible, all tests shall be completed before the dock trials. Dockside tests are onboard tests conducted after
installation and prior to dock trials to prove proper installation and satisfactory operation of equipment. Dock trials are additional tests
conducted dockside on all systems and equipment necessary to ensure readiness for proceeding with sea trials. During dock trials,
shipyard personnel shall observe tests under their cognizance and make such adjustments and repairs as required; ship's force will retain
responsibility for the operation of equipment in support of tests.
Fast Cruise - Fast cruise is a one or more day period of dockside training by ship's force. This training will be conducted just prior to
underway trials. Ship's force should have operational control of the ship in order to simulate, where practicable, at-sea operating
conditions unhampered by overhaul work and shipyard personnel on the ship. Neither the Contractor nor the Supervisor should schedule
any trials, tests or other work on the ship during the fast cruise.
Sea Trials - Sea trials are the final step in proving the success of the overhaul. Sea trials consist of actual demonstration of
machinery, equipment and systems under operational conditions. Multiple sea trials may be required in more extensive overhauls. The
Supervisor, the ship's Commanding Officer and the Contractor shall mutually agree that the ship is ready for sea, prior to getting underway
for sea trials. The scope of the sea trials shall be based on the extent of the work authorized in the Supervisor's Work Specification. The
Supervisor, in conjunction with the Commanding Officer, will determine the type and extent of the tests and trials. The agenda shall
identify installation of any test equipment or component modification that could impact the normal operation of equipment or systems in
carrying out the agenda. The agenda shall also identify any operating instructions or special tests which have been invoked which could
impact the normal operations of equipment or systems. Two copies of trial agendas should be provided to NAVSEA for information only.
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Preparation for Sea Trials - Prior to sea trials every reasonable effort shall be made to complete all prerequisites.
1.
The following requirements shall be met:
a.
Dockside tests shall be satisfactorily completed and all safety requirements met. Incomplete non-safety items shall be
documented, including plans for timely resolution and completion. Should it be impractical to conduct any of these prerequisite tests
dockside, the Supervisor may permit the test to be conducted while underway.
b.
All equipment, furniture and systems necessary to the conduct of the trials shall be installed and in operating condition.
All labeling, painting, sheathing, insulation, and deck covering shall be completed.
c.
An inclining experiment, if required, shall be performed and the results certified in writing to the Supervisor that the ship
meets stability requirements and is safe for sea.
d.
All temporary rigging and equipment, except that necessary for collection of sea trial test data, and all debris shall be
removed from the ship. Painting that will not be dry at time of trials should be avoided.
e.
Messing, sanitary and berthing facilities shall be operational and available for use during sea trials.
2.
Immediately prior to sea trials, divers shall:
a.
Inspect the underwater sea chests
b.
Clean the sea chests of marine growth and debris if required
c.
Inspect underwater hull for foreign material or objects.
d.
Inspect and clean as necessary condenser sea water sides (Section 254 herein)
3.
The following systems shall be tested to the extent authorized in the Supervisor's Work Specification and in operating
condition at the time of sea trial:
a.
ventilating, heating, and air conditioning systems
b.
firefighting systems and damage control equipment
c.
alarms and safety devices
d.
interior communication systems
e.
radio and navigation systems
f.
propulsion systems
g.
steering gear
h.
anchor gear
i.
auxiliary propulsion units
j.
electrical ship service generating and distribution system
4.
Deficiencies brought to the attention of the Contractor during the 14-day period immediately prior to scheduled sea trials need
not be corrected prior to trials if determined by the Supervisor to be of a nature that does not affect the safety of the ship or personnel and
does not affect the installation, operation, or performance of equipments or systems.
5.
The ship shall be prepared for possible emergencies at sea. The minimum readiness includes:
a.
Power boats to be utilized as lifeboats shall be fully operational, fitted-out and provisioned as prescribed by the Naval
Ships Technical Manual NAVSEA S9086-AA-STM-000, Chapter 583; all davits shall be operational.
b.
Air inflatable lifeboats shall be onboard and properly installed and shall have been inspected within 12 months prior to
Sea Trials.
c.
Emergency radios shall be onboard and operable.
d.
Life rings and float lights shall be rigged in stowage brackets.
e.
Life jackets for all personnel embarked plus 5 percent spares shall be onboard and distributed in readily accessible areas.
f.
Adequate first aid kits and emergency medical equipment shall be onboard.
g.
Fire fighting and damage control equipment shall be onboard and properly stowed.
h.
Fire and abandon ship bills shall be prepared and emergency underway drills held (can be part of fast cruise).
i.
All navigation devices and equipment shall be tested to ensure proper operation.
j.
Work on all compartments whose water tight integrity is essential to the safety of the ship shall be completed and, where
authorized, satisfactorily tested.
6.
The Contractor shall certify in writing that equipment or systems listed above that have been installed, overhauled or disturbed
during the overhaul have been restored to their normal operating status.
The Government will provide those special or unique Government services necessary for the demonstration of the Combat Systems
and other electronic equipment. The Contractor and ship's force shall assist the Supervisor in determining and preparing for such services.
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094d. Instrumentation and Equipment

The Contractor shall determine, in conjunction with the Supervisor and the Commanding Officer, instrumentation required. Should
special instrumentation be required, such as flow meters, torsionmeters, calorimeters, Government-loaned equipment may be made
available with NAVSEA approval. Any other temporary test instrumentation and equipment necessary for the trials shall be furnished by
the Contractor except as otherwise stated herein or as indicated on the list of Government-furnished equipment (GFE).
Unless otherwise specified, the Contractor shall install all temporary instrumentation and equipment regardless of who furnished it.
All temporary instrumentation and equipment shall be removed from the ship by the Contractor upon conclusion of the trial. It shall be the
Contractor's responsibility to maintain Government-loaned equipment in proper working order.
The Contractor shall calibrate, test, or otherwise assure the Supervisor that both temporary and permanent instrumentation utilized to
collect data for trials are reliable. Government-furnished flow meters on loan from Naval Ship Systems Engineering Station (NAVSSES)
Philadelphia will be calibrated by NAVSSES.
094e. Terminations of Sea Trials
If unfavorable weather conditions exist during sea trials which could endanger the ship or personnel, the trial will be terminated and
rescheduled at a later date by the Navy. Trials may also be terminated where scheduled trial time is insufficient to determine the
performance of the equipment or systems being tested.
094f. Additional Trials
If any part of the ship or its equipment fails to meet contractual requirements during dock trials or sea trials the Contractor shall
conduct additional trials as directed by the Supervisor. Supervisor designated deficiencies shall be corrected prior to additional trials. The
number, scope, and scheduling of such additional trials shall be as mutually agreed by the Contractor and the Supervisor, and in the event
of a rescheduled sea trial, as approved by the Navy.
The Contractor shall correct all deficiencies in Contractor work identified during trials.
Delivery - After delivery to destination specified in the Contract, the Contractor's representative shall calculate the amount of fuel
remaining.
The Contractor and his Subcontractor representatives will be offered reasonable opportunity to witness, inspect, and comment on the
operation of the ship and its components during the guarantee period.
In the event of deficiencies discovered during the guarantee period, such representatives will be afforded reasonable opportunity to
witness, inspect, and comment on such deficiencies.
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SECTION 096
WEIGHTS
096a. Scope
This section contains requirements for weights on drawings and for preparing reports of estimated, calculated, and scale
weights required as a part of weight control.
096b. Definitions
Weight Control - The action necessary to ensure that the ship's weight and moments are consistent with naval
architectural requirements of displacement, stability, and ship's performance (such as predicting, estimating, reporting,
weighing, calculating, analyzing, evaluating, and corrective action).
Weight Reporting - That part of weight control which constitutes the technical presentation, at designated times, of the
most current weight and moment changes accomplished or to be accomplished on the ship.
Ship Conditions - Condition A (light ship), Condition B (minimum operating), Condition C (optimum battle), and
Condition D (full load) are defined in detail in Naval Ships' Technical Manual, NAVSEA S-9086-C6-STM-000/CH 096.
Estimated Weight - Weight computed from the best available information prior to actual drawings for the ship being
completed, such as historical data, ship alteration records, class drawings, and preliminary drawings.
Calculated Weight - Weight computed from actual drawings that will be issued to install, remove or relocate items on
the ship.
Scale Weight - Weight obtained by actual weighing of material, components, fittings, and equipment on a scale.
Vertical Lever - The perpendicular distance from a horizontal plane through the molded baseline of the ship to the
center of gravity of an item. Vertical levers shall be indicated by "+" for above and "-" for below the baseline.
Longitudinal Lever - The perpendicular distance from a transverse plane through the midship of the ship to the center
of gravity of an item. Longitudinal levers shall be indicated by "F" or "-" for forward, and "A" or "+" for aft of the reference
plane.
Transverse Lever - The perpendicular distance from the vertical centerline plane of the ship to the center of gravity of
the item. Transverse levers shall be indicated by "P" or "+" for port, and "S" or "-" for starboard.
Moment - The product of a weight and its respective levers.
Overhaul Stability Study - A set of calculations developed to determine effects that overhaul weight and moment
changes will have on the ship's stability, displacement, list, and trim.
Ballast Study - A set of calculations developed to determine the amount of permanent ballast required to compensate
for changes in the ship's center of gravity, list, or trim.
Weight and Moment Compensation Items - Obsolete and unused items no longer required for the operation or mission
of the ship which are proposed for removal, relocation, or replacement to reduce the ship's displacement or lower the ship's
vertical center of gravity.
Weight Classification Systems - Three digit weight elements used to classify ship's structure, components, systems,
fittings, and furnishings into weight categories according to their basic functions as defined in the following:
1. Bureau of Ships Consolidated Index of Drawings, Materials, and Services Related to Construction and
Conversion (BSCI), NAVSHIPS 902-002-2000.
2. Ship Work Breakdown Structure (SWBS), NAVSEA S9040-AA-IDX-010/SWBS.
NOTE: Throughout the service life of the ship, utilize the weight classification system the ship was designed
and constructed under; exceptions may be authorized only by NAVSEA.
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096c. Determination of Weights

As drawings are prepared and material procured or received, weights and centers of gravity of items being added,
removed, or relocated shall be determined. These weights may be calculated or weighed, or a combination of both. The
latter means a calculation from drawings supplemented by the weighing of items that are difficult to calculate.
Government-furnished material shall be weighed and centers of gravity estimated if requested or if reliable information
is not available.
As determined by the Supervisor, scale weighing of selected material, components, fittings and equipment shall be
performed to establish the accuracy of calculated weights on drawings. The Supervisor shall witness the scale weighing of
selected items. Scales utilized for this purpose shall be calibrated in accordance with MIL-STD-45662 or NAVSEA
Instruction 4855.6. The Supervisor shall report to the Planning Yard by Liaison Action Record (Tech Spec 9090-100) if
there are differences between calculated weights on drawings versus scale weights. The Planning Yard shall revise
applicable drawings to reflect scale weights.
If changes occur in any previously reported components, systems, fittings, or furniture, a revised computation or scale
weighing of the item shall be made to obtain the more accurate weight and moment data.
Vendors shall be required to submit information on the dry weight and center of gravity, and operating weight (with
fluids) and center of gravity of major assemblies, equipment, components, or fittings to be installed on the ship. It is
suggested that information be submitted to the Contractor by vendors in the following sequence:
1. An estimate of the weight (pounds) shall be contained in the vendor's proposal for each major assembly,
equipment, component, or fitting. Estimated weight is only required if calculated or scale weight is not available.
2. Calculated weight (pounds) for each major assembly, equipment, component, or fitting when the vendor's
design is complete. Calculated weight is only required if scale weight is not available.
3. Scale weight (pounds) for each major assembly, equipment, component, or fitting.
The location of the center of gravity (dry and operating) for each item of equipment or separately mounted component
weighing over 100 pounds shall be shown and dimensioned on the outline, assembly, or installation drawing.
096d. Weights on Drawings
Accountability - Prior to issue, drawings and subsequent revisions shall include scale or calculated weight and levers
entered in the weight data block for Condition A items being added, removed and relocated. In addition, weight and levers
shall be provided for load item changes. Relocated weight shall be entered in the weight data block as both a removal and an
installation.
Drawings that record weight and levers shall reference other drawings that are used to calculate that data.
If an existing drawing is revised, weight and levers shall be calculated only for the revision and recorded in the weight
data block by that revision letter.
List of Materials- Ship drawings having a list of material shall list the unit weight for each distinct component except
for the following bulk items: steel, insulation, piping, pipe fittings, valves under 50 pounds, electrical cable, electrical
fittings, and other standard items of hardware. This requirement pertains to new drawings and modified drawings only to the
extent of each modification or revision. No back-fitting of weight data is required. In the list of material, identify
government furnished material.
Weight Data Block on Drawings - Weight data block of every drawing and subsequent revision shall be completed in
accordance with one of the following:
1. Enter the appropriate scale or calculated weight and levers (vertical, longitudinal and transverse) and
separate as follows: enter separate line item for each initial issue or revision; under each initial issue or revision, enter a
separate line item for each SHIPALT or work item; and under each SHIPALT or work item, utilizing the applicable weight
classification system, separate into the appropriate three-digit weight element. Each three-digit weight element shall be
separated into installed and removed weights. If applicable, nuclear category shall be listed. Load items shall be entered as a
separate line item and noted. Liquids in machinery at operating levels are not accounted for in allowance list, load list, or
tank capacity tables and shall be entered as a separate line item.
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2. Enter "No Change" only if there is no weight or moment change to the drawing.
3. Enter "Not Applicable" if weight and moment data is not applicable to the drawing and state reason for it not
being applicable.
NOTE: Never change the original or past revisions' weight and moment data on a drawing due to a new revision.
Ship Equipment Drawings - The drawing shall include the dry weight and center of gravity, and the operating weight
and center of gravity.
096e. Weight and Moment Reporting
General - NAVSEA's (or PERA's) authorization letters shall establish requirements for deliverables such as: type of
reports, submittal dates, frequency of submittal, number of copies, recipients, special requirements, exceptions, and studies.
Weight and moment reports shall be in accordance with a format similar to NAVSHIP Form 4700/22; shall be
typewritten, machine printed, or neatly hand printed on paper no larger than 9 by 14 inches and shall include a cover sheet.
The required amount of detail for each SHIPALT or work item shall include the following: weight installed, removed, and
relocated; vertical, longitudinal, and transverse levers; and resulting moments. Weight shall be separated into appropriate
three-digit weight elements utilizing the applicable weight classification system. Relocated weight shall be reported as both
a removal and an installation. SHIPALT and work item subtotals shall be compiled to provide total weight and moment
changes under Condition A, Condition D, and other conditions as required.
A cover letter shall be attached to each weight report describing any operations or stability problems caused by
overhaul weight and moment changes and suggested solutions, if known.
Preliminary Weight and Moment Report- If required, this early weight and moment report shall be prepared to include
all known and planned weight and moment changes. Each SHIPALT's and work item's weight and moment data shall be
summarized and listed by their designated number and title. This information can be derived by obtaining weight and
moment estimates from the best available information, such as weight reports of ships of class, historical reports, ship
alteration records, preliminary drawings, or if available, from actual drawings completed for the ship.
Estimated Weight and Moment Report - This weight and moment report shall be prepared in detail to include weight
and moment changes of authorized SHIPALTS and work items, and shall include each drawing's weight and moment
changes attributed to each SHIPALT and work item. Each SHIPALT's and work item's weight and moment data shall be
summarized and listed by their designated number and title.
Actual Weight and Moment Report - This weight and moment report shall be prepared in detail to include actual weight
and moment changes of completed SHIPALTS and work items; and shall include each issued drawing's weight and moment
changes attributed to each SHIPALT and work item. Estimated weight and moment data shall be replaced with calculated or
scale weight and moment data. SHIPALTS and work items listed in the Estimated Weight and Moment Report that were
deleted or deferred shall be so stated. Each SHIPALT's and work item's weight and moment data shall be summarized and
listed by their designated number and title.
Stability Study - If required, a stability study shall be included as an enclosure to preliminary, estimated, and actual
weight and moment reports. Each study shall contain alternative ways to provide the ship with at least the same stability
condition that existed prior to the overhaul or to a post overhaul condition specified by NAVSEA. The basic stability study
shall include the latest Inclining Experiment or Part II(a) Stability and Loading Data of the Damage Control Book, updated
with previous overhaul's Actual Weight and Moment Reports to achieve an up-to-date Condition D baseline or other baseline
conditions as required. The addition of current overhaul weight and moment changes (Condition A) and load changes to the
up-to-date baseline shall be utilized to calculate the ship's post overhaul stability, displacement, list, and trim in Condition D
or other conditions as required.
Ballast Study If required, a ballast study shall be included as an enclosure to preliminary and estimated weight and
moment reports. The ballast study shall provide the following:
1. Amount of ballast required to compensate for changes in stability, list, or trim due to the overhaul or the
amount of ballast required to bring the ship to a post overhaul condition specified by NAVSEA.
2. Cost estimate for the installation or relocation of ballast.
3. The total effect the ballast will have on the ship's stability, list, trim, displacement, and Condition D drafts.
Note: All permanent ballast changes (additions, relocations, and removals) require NAVSEA approval.
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Report of Weight and Moment Compensation Items- If required, a report shall be prepared of proposed weight and
moment compensation items. A shipcheck shall be performed to verify the following information for each item for the
report:
1. Item's designation
2. Location
3. Weight, levers, and moments
4. Initiator of proposal (e.g., NAVSEA, PERA, ship's force, Supervisor, Contractor).
5. Cost estimate
6. Reasons for removal, relocation, or replacement
7. Status (e.g., previously removed, ship request retainment, exist in part).
096f. Weight Control Procedure
A written procedure shall be provided to the Supervisor outlining how requirements of Section 096 will be
implemented. The proposed weight control procedure, which may be general in nature, shall be submitted for approval prior
to commencing work if Section 096 is applicable.
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SECTION 097
INCLINING EXPERIMENT
097a. Scope
This section contains general processes and procedures for the inclining experiment and associated reports.
097b. Inclining experiment
The inclining experiment is the procedure for determining the height of the ship's center of gravity by observing the inclination
produced by a known transverse moment and for determining the displacement and fore-and-aft position of the ship's center of gravity by
observing drafts.
An inclining experiment shall be conducted only when authorized by NAVSEA, and performed in accordance with Naval Ships'
Technical Manual, NAVSEA S9086-C6-STM-000, Chapter 096.
A qualified member of the Supervisor's staff shall witness any inclining experiment to assure accuracy in performing and reporting.
097c. Reports
Contents, security classification, and distribution of reports shall be as outlined in Naval Ships' Technical Manual, NAVSEA
S9086-C6-STM-000, Chapter 096.
Reports of the inclining experiment shall be submitted as directed by NAVSEA.
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SECTION 098
MODELS AND MOCKUPS
098a. Scope
This section contains the general requirements for models and mockups for engineering spaces, control and communication spaces,
weapons spaces, and anchor-handling that may be required for arrangement and engineering studies as a part of overhaul and modification.
098b. Definitions
Model - A facsimile of a ship, compartment, structure, system, or part of a ship built accurately to scale. The parts are shaped,
detailed, and finished in such a manner that they are readily recognizable from their appearance.
Models are constructed for study of space, shape, arrangement, installation sequence, interferences, accessibility, lines of sight, and
arcs of fire, for perfecting details of design, and for identification and instruction. Models are intended to be permanent structures having
usefulness for a long period of time or beyond the original purpose.
Mockup - A full sized or scaled down representation of a compartment, structure, system, or part of a ship. The parts are constructed
with emphasis on simplicity and from outline dimensions, and are located to occupy the same relative space as the original ship parts, but
from their shape and appearance may not be recognizable.
Mockups are constructed for study of space, shape, arrangement, installation sequence, interferences and accessibility, for
developing design, and for instruction purposes. Mockups are intended to be temporary structures.
098c. General
Models and mockups shall be constructed, when directed by the Supervisor to aid in perfecting the details of design, alteration, or
conversion affecting critical parts of the ship. The Contractor may construct models or mockups in addition to those required by these
work specifications, if they are necessary for the development of drawings or to assist in production engineering. For ships being
overhauled/modified in Naval Shipyards, prior NAVSEA approval shall be obtained in those cases where it is planned to construct
mockups or models in excess of those required by these specifications.
Models and mockups shall be constructed as simply and inexpensively as is compatible with the objective and use. They shall be
kept up to date as the design is developed. When the objective has been accomplished, no further work shall be undertaken.
Models and mockups shall be constructed to a uniform scale except that if working models are required, departures from scale may
be permitted if necessary for mechanical reasons, provided such departures do not conflict with the objective and use.
When models or mockups of compartments, structures, or systems have been completed, the Supervisor shall be notified to permit
inspection as required by the Supervisor or NAVSEA before approval. Manufacture of any ship part whose design is dependent upon the
configuration of the model or mockup shall not be commenced until it has been approved.
Models and mockups required by these specifications shall be disposed of as directed by NAVSEA.
098d. Control and Communications Spaces
When required, mockups for shipboard command, control, combat direction, and communications stations and spaces, shall be
constructed and presented in accordance with Mil. Spec. MIL-M-17779.
The type of mockup, stations and spaces to be mocked-up, place of presentation, and schedule of presentation, shall be as specified.
098e. Engineering Spaces
Mockups of main and auxiliary machinery spaces and other engineering spaces shall be in accordance with Mil. Spec.
MIL-M-23530.
The mockups shall be constructed concurrently with development of detail machinery arrangement drawings and piping system
drawings to demonstrate the proposed installation. Compartments, equipment, and piping shall include the required thickness of any
insulation.
098f. Ammunition and Weapons Launching, Handling, and Stowage
If required by NAVSEA for detail development of new or modified weapons handling systems, mockups of arrangements, spaces,
and equipment shall be constructed for the following:
Ammunition
1
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Guided missiles
Mines
Rockets
Special weapons
Thrown weapons
Torpedoes
The mockups shall include features which restrict and qualify the launching, checkout, handling and stowage problems.
098g. Anchor-Handling Arrangements
When required, working model of new or modified anchor-handling arrangements shall be constructed. The scale shall be at least 1
1/2 inches to the foot, including the following in proper relative positions:
Anchor and chain
Chain pipe and chain locker
Hawse pipe
Wildcat arranged for hand-operation, including hoisting, lowering and letting go
Side of ship in way of anchor travel from deck at the upper terminus of the hawse and chain pipes to keel
Weather deck in way of chain travel from hawse pipe to wildcat
Anchor and chain and surfaces with which they come in moving contact shall be of hardwood or metal. The wave profile at full
speed shall be shown on the ship's side.
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SECTION 099
PHOTOGRAPHS
099a. General
Negatives and prints made in compliance with these specifications shall become the property of the Government. NAVSEA will not
be restricted by copyright, patent, or any other restraint in the use or disposition of any negatives or prints.
Negative containers and the back of each print shall contain the following information:
Name and official identification number of the ship
Designation or description of portion of the ship shown
Yard or place where photographed
Date taken
Number of run and speed in knots, on photographs taken during trials.
Any other pertinent data
In addition, negative containers and backs of prints shall be stamped:
OFFICIAL PHOTOGRAPH
NOT TO BE RELEASED FOR PUBLICATION
The Contractor may retain one print for his files. Prints and negatives sent by mail shall be packed flat without folding and shall be
placed between heavy corrugated board to prevent damage in handling.
Prints shall be 8 by 10 inches with a glossy finish. Negatives shall be films not less than 2 1/4 by 2 1/4 inches and shall be the
originals, unless duplicate negatives are required. Negatives shall be sharp enough to produce clear sharp enlargements 8 by 10 inches.
Interior photographs of spaces shall be comprehensive general views of the arrangement of machinery, apparatus, appliances,
furniture, plumbing fixtures, fittings, instruments, outfit, and equipment within the space. Camera positions shall be selected to include the
greatest amount of detail with the fewest number of photographs. Wide angle lenses shall be used wherever necessary in congested spaces
to obtain the largest practicable coverage.
Camera positions for photographs of exterior portions of the ship shall be selected to include as large a field as practicable, without
objects within the field becoming indistinct and without objectionable foreshortening effects. The camera lens shall have sufficient depth
of focus so that parts of the ship in the background will also be in focus.
099b. Photographic Security
Classified photographs shall be designated, handled, and safeguarded in accordance with the security requirements of NAVSEA
INST 5511.32, NAVSEA INST 5510.6 and OPNAV INST 5510.1.
Authority to take photographs other than those required to fill the requirements of these specifications shall be obtained from the
Supervisor.
099c. Identification Photographs (when authorized by the Supervisor's work Specification)
Identification photographs containing the following views are required:
With camera approximately horizontal:
Broadside view.
Bow view about 45 degrees off centerline.
Stern view about 135 degrees off centerline.
Head-on view.
View from directly astern.
With camera at an elevated position, preferably in an airplane, and at a depression angle of between 20 and 40 degrees:
Same views as above. (These photographs shall show the entire topside of the ship and include all antiaircraft and anti
missile weapons.)
Photographs shall show the ship as overhauled by the Contractor.
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Photographs shall be taken after removal of staging and other extraneous equipment to ensure a true representation of the ship as she
will appear when ready for sea. As photographs will be used in the preparation and correction of identification charts, the position of the
camera shall be selected to obtain views most suitable for that purpose.
099d. Photographs of Ship as Overhauled (when authorized by the Supervisor's Work Specification)
Antenna rigging photographs shall be taken showing the following views:
Broadside views
Head on view
View from directly astern
Negatives and prints shall be marked to indicate the equipment for which the antennas are installed.
The space or portion of the ship to be photographed (including structure, fittings, instruments, equipment, deck coverings, and paint
work) shall be completed. All staging and tools, extraneous wires, piping, and hose, and all dirt, rubbish, and dunnage shall be removed
before photographs are taken.
099e. Inclining Experiment Photographs
Photographs shall be taken showing the top-side arrangements and draft marks of the ship at the time of inclining.
Section 099
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2004 Edition

SECTION 100
GENERAL REQUIREMENTS FOR HULL STRUCTURE
100a. Scope
This section contains requirements for inspections, repair, modifications, and alterations to the hull structure.
100b. Design
General - The Contractor shall assure that the scantlings depicted on the structural drawings are adequate for the intended purpose.
Compliance with such drawings or subsequent approval of changes made by the Contractor does not relieve the Contractor from making
the necessary structural calculations, preparing an adequate structural design, and building an adequate ship structure in accordance with
the design criteria given herein. Ship structure shall be designed so that when subjected to specified loads, the allowable stresses will not
be exceeded, and failure will not occur from a condition of elastic instability. Design Data Sheets DDS100-1, DDS100-2, and DDS100-4
illustrate acceptable methods of ship structural design.
Structure for which loads are not explicitly specified shall be designed to withstand the loads which can reasonably be expected in
service. Additional local stiffening, if found necessary, shall be installed to prevent excessive vibration, panting, or springing of plating.
Design loads - New or modified, or both, ship structure shall be designed to withstand the following loads:
Ship-bending - Ship bending stress values shall be as specified in individual ship specifications.
Deck live loads - As specified in individual ship specifications.
Dead loads - Weights of structure and equipment.
Ship motion - Inertia forces and gravity components resulting from motion of the ship in a seaway. Design load factors are specified
in individual ship specifications which shall be used for designing structures to withstand the dynamic forces produced by motion of the
ship in a seaway.
Sea forces - Static-equivalent heads, representing the effects of wave action on the shell and weather decks. (See Section 070)
Wind, ice, and snow loads - Static-equivalent loads representing the effects of wind, ice, or snow, as applicable, on shell,
superstructure, masts, and weather decks. (See Section 070)
Tank pressures - Hydrostatic heads on tank boundaries, including the effects of filling to overflow.
The foregoing design loads, where applicable, shall be combined to produce the most adverse conditions of stress except that when
combining with primary hull bending stresses, secondary stresses in tanks shall be determined by using a head to the top of the tank.
Structure shall also be designed for the following loadings, considered individually:
Flooding - As specified in the original ship specifications, or if no requirement exists, a hydrostatic head, to the damage control deck,
on the boundaries of any combination of watertight compartments.
Gun blast - A static-equivalent head, in feet of sea water, equal to 450 times the quantity
(1 + cos X) squared divided by the quantity (r/D) to the 3/2 power where:
r is the radius vector, in inches, from the muzzle of the nearest gun to the point in question;
D is the diameter of gun bore in inches;
X is the space angle between the radius vector and the axis of the gun barrel.
Design Data Sheet DDS 100-7 illustrates acceptable methods for the design of ship structures to resist gun blast.
Missile blast - A static-equivalent pressure, in lb/in2 equal to T (sin Y + 0.0225/sin Y)/A where:
T is the total thrust of the missile, in pounds;
Y is the angle of incidence (ranging from 20 to 90 degrees);
A is the area of the surface in question, in square inches, bounded by the blast cone.
(The blast cone is generated by rotating, about the missile axis, a line having a 3-degree divergence from the axis and passing
through the circumference of the exit nozzle.)
Where the impingement area does not extend more than one-half the distance between stiffeners, only two-thirds of the load is
assumed to fall on one stiffener in a normal longitudinally framed structure.
Plating subjected to missile blast loads shall be designed to the yield strength of the material.
Design Data Sheet DDS 100-7 illustrates acceptable methods for the design of ship structures to resist missile blast.
Accidental missile ignition - A static-equivalent head, in feet of sea water, equal to 4.5 R/A where:
R is the burning rate of the missile booster, in pounds per second;
Section 100
S9AA0-AB-GOS-010
2004 Edition
A is the total area, in square feet, of blowout openings. (Such openings, having hinged covers and vented to the atmosphere,
shall be provided for missile magazines, assembly rooms, and check-out areas).
Reactor Compartments - Strength requirements for reactor compartment structure, where applicable, shall be as specified in
individual ship specifications.
Shock loads - Requirements for the design and testing of foundations, and for the design of ship structure in the vicinity of
foundations, are as specified in Section 072 and Section 180.
Nuclear Blast loading - All exposed structure and equipment above the design waterline shall be designed to withstand the effects of
nuclear blast as specified in individual ship specifications.
Docking loads - Loads generated when ship is supported on docking blocks.
Allowable stresses - Under the design loads, stresses in structural members, excluding bending stresses in individual plating panels
shall not exceed the following allowable limits:
Tensile and bending stresses - Where there is no danger of failure from instability, allowable limits for the algebraic sums of axial
and bending stresses are as listed below. The tabulated nominal yield stresses for welded aluminum alloys may be used to determine
column and plating panel strengths.
Material
Allowable Stress
Kip/In2
Nominal Yield Strength

(Welded Material)
Kip/In2
Steel
(Note 1)
28
ordinary strength (OS)
(Note 1)
40
higher strength (HS)
(Note 1)
55
high yield (HY-80)
(Note 1)
66
high yield (HY-100)
(Note 1)
Aluminum
22
18
5086-H32
16
14
5086-H111
22
18
5086-H116
22
18
5086-H117
14
13
5086-O
26
21
5456-H116
26
21
5456-H117
21
17
5456-H111
16
14
5454-H34
16
14
5454-H111
NOTE:
1.
Yield strengths for steel and unwelded aluminum shall be obtained from the applicable material
specifications listed in paragraph 100e.
Shear stresses - Where there is no danger of failure from instability, allowable limits for shear stresses are 60 percent of the
allowable tensile stresses.
Column stresses - Allowable axial stresses on structural members other than plate panels are as follows:
Allowable axial stresses on stanchions shall be 60 percent of the column strength given in Design Data Sheet, DDS100-4.
Allowable axial stresses on plate stiffener combinations shall be 67 percent of the column strength for members with a slenderness
ratio greater than 60, and 80 percent of the column strength for members with a slenderness ratio of 60 or less.
For columns designed for tensile loading, allowable stresses shall be as tabulated under allowable stresses in table above.
Factors of safety for stanchions shall be in accordance with Section 115.
Combined bending and column stresses - The sum of the ratios of calculated stress to allowable stress shall not exceed unity.
Plating panels under edge loadings - Compressive stresses shall not exceed 80 percent of the ultimate strength of the plating given by
Design Data Sheet DDS100-4 (reduced, as necessary, to suit the slenderness ratio of the plate-stiffener combination). Stress shall not
exceed the plate buckling stresses given by Design Data Sheet DDS100-4.
The foregoing requirements for combined bending and column stresses and for edge loading of plating are applicable primarily to
panels of plating loaded on the short edges and bounded by light stiffeners. For plating loaded on the long edge, such as for a transversely
framed ship, the following requirements apply:
Section 100
S9AA0-AB-GOS-010
2004 Edition
The bending stress in the plate panels resulting from local loads plus the stress from hull bending or other axial loads shall not
exceed the yield strength of the material.
The calculated compressive stress in a plate panel resulting from hull bending or other axial loads shall not exceed 80 percent of the
critical buckling stress given by DDS100-4. Bending stresses from local loads shall not be combined with hull bending compressive stress
for this condition.
Design of flat plating under normal loadings - Panels of plating shall be proportioned so as not to exceed the breadth-thickness ratios
indicated by b/t = C/(K times the square root of H) where:
b is the breadth of plating panel (shorter side) in inches;
t is the thickness in inches;
H is the head (sea water) in feet;
C and K are as given in Table I.
100c. Structural Arrangement and Details
Structure contributing to the longitudinal strength of the ship shall be continuous through transverse structure. Wherever practicable,
structure shall be aligned so that advantage can be taken of continuity in the design.
Changes in thicknesses of plating or scantlings of longitudinal stiffeners and highly stressed transverse members shall be gradual.
Endings of longitudinal members and highly stressed transverse members shall be arranged to maintain continuity of strength and to
minimize stress concentrations. Bulwarks, fashion plates, and terminal connections of longitudinal structure shall taper at the ends and
shall terminate on frames or headers.
Whenever practicable, beam ends shall land on other structural framing members. When beam ends must land on unsupported
plating, they shall be modified to prevent puncturing of the plating by end rotation. Means of accomplishing this shall include installing
headers, landing the beam end on a pad, or terminating the stiffener end 1 inch from the plating and sniping the web and flange 60 degrees.
Stiffeners 6 inches deep and smaller may land on plate 30.6 lb/ft2 and heavier without modification.
Where a structural bulkhead or deckhouse side crosses a structural bulkhead, deckhouse side, web frame, or deep girder below that
deck, forming a knife edge support, chocks shall be fitted to the under member in the plane of the crossing bulkhead to distribute the load.
Where the bulkhead above or below has a stiffener in the plane of the crossing member, chocks need not be fitted, provided the stiffener is
not sniped.
Innerbottom plating shall be continuous through all transverse structure.
Strength members which are subjected to high tensile stresses shall be designed so that dependence is not placed on the strength of
the metal normal to its plane of rolling. Where this is impracticable, through connections or other means shall be provided to minimize the
possibility of failure due to plate laminations.
Tee-sections used as beams or bulkhead stiffeners must be proportioned, and laterally supported if necessary, to prevent lateral
buckling or laying over of the flange. Lightweight stiffeners on structure of secondary structural importance need not be stabilized.
Typical details for stiffener end brackets and lateral supports shall be in accordance with drawing, NAVSHIPS No. 805-2878699.
Where an I-T is specified on the structural drawings, a tee having substantially equal weight and section modulus may be used.
Reinforcing of beams and girders shall be installed as necessary to distribute high local loads or to prevent buckling.
Bulkheads and decks shall be reinforced as required to support fittings subject to severe conditions, such as boarding sea, and gun or
missile blast.
When securing nonstructural bulkheads and fittings to structure subject to high transient loads such as gun blast, missile blast, and
helicopter landing, the attachment shall allow relative movement of the structure of plus or minus 2 inches without stressing the
nonstructural member or fitting.
Structure and fittings in way of main and auxiliary machinery shall be arranged to provide sufficient clearance for disassembling
parts of such machinery without dismantling other machinery, structure, or piping.
Recesses which would not be readily accessible for cleaning shall be avoided. In topside structure, pockets in which radioactive
material (fallout) or water may collect shall be kept to a minimum.
Portions of decks and bulkheads which will be temporarily omitted or removed to facilitate shipping or unshipping certain items of
machinery or equipment shall be constructed so that the least disturbance to adjacent structure will result. See Sect. 071.
Flush or lapped collars shall be used around continuous members that pass through members in watertight, airtight, or oiltight
structure. Details for flush and lapped collars and collars in nontight members shall be in accordance with drawing, NAVSHIPS No.
805-2460264.
Openings - Openings in the principal longitudinal strength members of the hull, such as upper strength deck, shell, inner bottom, and
longitudinal bulkheads, shall be well separated and not aligned in a transverse plane. Where openings of necessity are close together, they
shall be combined to form a single opening.
In general, holes in structure shall be circular. Where a circular opening is not practicable, corners of openings in the following areas
shall be rounded to radii of at least 1/8 of the clear dimension normal to the direction of the principal stress:
Section 100
S9AA0-AB-GOS-010
2004 Edition
Principal longitudinal strength structure.

Regions of high shear stress.
In way of ends of deckhouses and other large changes of structural rigidity.
Superstructure sides and decks immediately above main hull girder if over 50 feet long or not separated by expansion joints.
Openings in structure of secondary importance, such as platforms and superstructure areas not mentioned above, shall have
radius at the corners of at least 1/8 of the minor dimension of the opening.
If the size or location of an opening impairs the strength of an important structural member, it shall be reinforced. Openings in
longitudinal strength structure and main transverse bulkheads shall be considered to be of this type, except that in general, protective
plating which forms a part of the longitudinal strength structure need not be reinforced to reduce the stress intensity in way of the opening.
Reinforcing rings or bars shall be used wherever possible. Design Data Sheet DDS100-1 shows an acceptable method for selecting
reinforcing rings. Where reinforcing rings or bars cannot be used, insert plates shall be provided.
Lightening holes - In general, webs of deck beams and girders, longitudinal and transverse framing, and bulkhead stiffeners, which
are more than 12 inches in depth, shall be lightened, except the following:
Continuous longitudinal members of strength decks and the shell, for the 3/5 length, amidships.
Where special considerations require full section for strength, as, for example, deck beams and stiffeners in way of stanchions, or
relative highly stressed areas due to shear or bending moments.
Deck beams or girders forming boundaries of tight bulkheads.
Lightening holes shall not normally be reinforced.
In general, lightening holes shall be centered at the neutral axis of the combined cross-section of the structural member and
associated plating. The size and spacing of holes shall be as follows:
Depth of hole shall not exceed 35 percent of the depth of web, and the length of hole shall not exceed twice its own depth.
Long dimension shall be parallel to the girder.
Holes shall be spaced so that the distances between edges of adjacent holes will not be less than 1 1/4 times the length of the
holes.
Drain holes - In nontight structure, drain holes shall be cut and ground smooth and water courses provided to prevent the
accumulation and retention of liquids and to permit their free flow to drains, scuppers, sumps, and suction pipes. Drain holes shall not be
reinforced except where required to maintain structural integrity. They shall not be larger than 20 percent of the depth of the web. Drain
holes may be half-round in the member being drained, at the attachment edge or a round hole adjacent to the fillet weld in the member
being drained. In nontight portions of bottom longitudinales and the vertical keel, drain holes shall be located to ensure drainage of each
bay formed by longitudinales and transverse frames. In compartments fitted with suction piping, the total area of drain holes through any
frame or longitudinal shall be at least twice the area of the largest suction pipe.
The number and size of drain holes may be reduced by including the area of cutouts for shell seams and butts where they are
available for drainage.
In large structural castings and weldments, drain holes shall be provided to ensure complete drainage.
Air holes - In nontight structure of tanks and bottom compartments that are fitted with filling and drainage arrangements, air holes
shall be provided to prevent the formation of air or gas pockets and to provide clear passage to air escape pipes.
Sea Chests - Sea chests are to be designed and tested as part of the hull structure. For additional information on sea chest
requirements and materials, see Section 505b11.
100d. Workmanship
Fairness - Deviation from the molded form shall not exceed the fabrication tolerances of Section 074.
Fabrication - Welding, structural mechanical fastenings, riveting and cold forming shall be in accordance with Section 074.
Discontinuities, undercutting, notches, nicks, or other mechanical damage which might initiate or propagate cracks or points of weakness
shall be avoided. Where members are notched out for frames, beams, or other shapes, corner radii shall be provided as specified herein for
openings.
Discontinuous members on opposite sides of a through member shall line up back-to-back with a limit of error in offset not
exceeding one-half the thickness of the through member. Where the discontinuous member is a structural shape, both webs and flanges
shall be aligned within this limit.
Flanges of shell, deck, and bulkhead stiffeners shall not be drilled or punched for attachments of gratings, platforms, foundations,
fittings, and hangers, where such flanges:
a.
contribute to the structural strength of the hull girder, or
b.
contribute to the strength of structure affording watertight integrity of the hull, or
c.
contribute to the strength of structures supporting equipment essential to the ship's safety and mission.
Sharp or ragged edges of exposed structure, where likely to injure personnel or equipment, shall be removed. Corners in
passageways shall be rounded to present a finished appearance.
Structure which will be inaccessible after erection shall be coated with rust-preventive compound in accordance with Section 631.
Section 100
S9AA0-AB-GOS-010
2004 Edition
Edges of plating to be mechanically fastened shall be finished by planing, oxygen cutting, or grinding.
Tightness - For tightness requirements see Section 192. Boundaries of tanks and voids shall not leak when subjected to pressure of
the specified fluid equivalent to the design head on the boundary.
Tightness, in any degree, shall be attained by positive means such as welding or caulking (for mechanically fastened structure only).
All caulking shall be metal-to-metal. Welded collars shall be used around continuous members that pass through watertight or oiltight
members. Gunning material or other substances shall not be used to stop leaks unless approved.
Topside enclosures including deckhouses, superstructure enclosures, and towers, shall be watertight.
Boundaries of spaces designated for the stowage of oil or flammable liquid containers shall be oiltight.
Where watertight or oiltight structure is penetrated, the watertight or oiltight integrity and ability to test such structures shall be
maintained.
No mechanical fastening shall be used in the construction of aviation gasoline tanks, and no mechanically fastened connections other
than access closures shall be made to the tanks.
In general, direct attachment of fittings to plating forming the boundaries of oiltight structure shall be avoided. Where this is
impracticable, the attachments shall be welded.
Wherever wiring trunks, pipe tunnels, or shaft tunnels terminate at watertight or oiltight bulkheads or decks, the ends of such trunks
or tunnels shall be sealed watertight or oiltight at each such bulkhead or deck. Stuffing tubes, flanged joints, or stuffing boxes shall be
provided, as necessary, to safeguard the tightness of the deck or bulkhead.
Stops shall be provided at the ends of tank boundary plates (bulkheads, decks and platforms) and in way of continuous stiffeners.
Stops shall be located on the tank side of the boundary. For adjacent tanks, stops shall be located on both sides of the boundary. Stops
shall be in accordance with the requirements herein and publication, MIL-STD-1689(SH). Generally, oil or water stops of the welded type
shall be 45-degree single V-groove welds, with root openings not less than 1/4 inch. Where stops other than the welded type are used in
welded construction, the material and installation shall be such that the stops are not damaged by welding.
Aluminum attachments - The attachment of aluminum alloys to aluminum alloys, both fittings and structure, shall be by welding or
by austenitic corrosion resisting steel or other fastenings in accordance with Section 074.
The attachment of brass, bronze, or copper alloy fittings to aluminum shall be avoided. Where such attachments are necessary,
CRES fasteners shall be used.
Ferrous alloys shall be attached to aluminum alloys in accordance with Section 074.
Faying surfaces of aluminum alloys to dissimilar metals shall be treated in accordance with Section 631.
Section 100
S9AA0-AB-GOS-010
2004 Edition
100e. Materials
Ferrous metals - Hull structural steel shall conform to the following specifications:
Material
Steel bars and shapes
Ordinary strength (OS)
Higher strength (HS)
High yield strength (extruded)
High yield strength (bars)
Steel plates
Ordinary strength (OS)
Higher strength (HS)
High yield strength (Note 2)
Steel tubing
Circular
(Note 1 & 3)
Square or rectangular
(Note 3)
Steel castings
All except high yield strength (Note 4)
High yield strength
Steel forgings
All except high yield strength
High yield strength
Specification
MIL-S-22698
MIL-S-22698
MIL-S-22664
MIL-S-21952
MIL-S-22698
MIL-S-22698
MIL-S-16216
MIL-T-16343
type I
ASTM A500
grade B or ASTM A501
MIL-S-15083
MIL-S-23008
MIL-S-24093 class H, type 5
MIL-S-23009
NOTES:
1.
Steel pipe conforming to standard ASTM A500 or standard ASTM A501 may be used as an alternative to ordinary strength
steel tubing.
2.
Ultrasonic testing and gaging per Mil. Spec. MIL-S-16216 are not required.
3.
Seamless steel pipe to ASTM A 53, grade B (round) and AISI M 1015 or ASTM A36 (rectangular or square) may be used.
4.
Where castings are of critical applications, such as shaft struts, the material shall be to the chemistry of Mil. Spec.
MIL-S-23008, normalized and drawn to have 70 kips/in2 minimum yield, 20 percent minimum elongation in 2 inches and 35 percent
reduction in area, and Charpy v-notch toughness of 30 foot-pounds minimum at plus 10 degrees F, plus or minus 3 degrees F. All other
requirements of Mil. Spec. MIL-S-23008 apply, except sampling for mechanical requirements shall be accomplished using a separate cast
12 by 6 by 2 inch test block.
Seam and butt straps and other reinforcement, such as doublers, reinforcing rings, and flat bar reinforcement of stiffeners, for
members designated to be high tensile steel or high yield strength steel, shall be of the same material.
The following may be used:
Malleable iron castings, ASTM A47, for minor installations.
Ductile iron, ASTM A395, for minor installations.
Marine boiler plate, ASTM A515, grade 60, for parts that require a large amount of working under repeated heatings, such as
for flanging.
Aluminum alloys - Aluminum material shall conform to Table 2.
Section 100
LOADING
Wave impact, gun blast, missile blast and shell
loading above a line two feet below the full load
waterline.
Tank pressures (including floodable voids) and
shell loading below a line two feet below the full
load waterline
Flooding, accidental missile ignition.
Side ratio, breadth/length
0.5 or less
0.6
0.7
0.8
0.9
1.0
USE
Castings
Castings
Castings
Plates
Plates
Plates
Shapes
Extruded or rolled
Extruded
Extruded or rolled
Tubing
Drawn
Welded
Extruded
TABLE I
VALUES OF C AND K
VALUE OF C
STEEL
OS
HS
HY80
350
400
500
550
700
Value of K
1.00
.98
.94
.89
.84
.78
S9AA0-AB-GOS-010
2004 Edition
HY100
550
ALUMINUM ALLOY
5086
5456
250
300
630
750
800
400
470
800
900
1000
500
600
TABLE II
ALUMINUM ALLOY MATERIAL SPECIFICATION
SPEC. NO.
ALLOY
CONDITION
GRADE OR
CLASS
T6
356
QQ-A-601
T6
B195
QQ-A-596
F
A214
QQ-A-596
H34
5454
QQ-A-250/10
H116
5086
ASTM B209
H116
5456
ASTM B209
REMARKS
Note 1
Note 2
Note 3
Note 6
Note 4 & 9
Note 5 & 9
QQ-A-200/5
QQ-A-200/7
QQ-A-200/6
5086
5456
5454
H111
H111
H111
Note 4
Note 5
Note 6
WW-T-700/5
ASTM B209
QQ-A-200/5
5086
5086
5086
H32
H116
H111
Note 4
Note 4 & 8
Note 4 & 7
NOTES:
1.
For use with complex castings where castability, pressure tightness, strength, and resistance to corrosion are required. Will
respond to heat treatment to improve strength. For applications requiring high casting quality and excellent fluidity.
2.
High tensile, with less corrosion resistance than Alloy 356.0 or Alloy A214. Heat treatment is required. For uses such as
ammunitions stowages, frames and sills for joiner doors, and ladder treads.
3.
For use wherever good tensile strength and relatively high resistance to corrosion is required. Heat treatment is not required.
For applications requiring resistance to corrosion at a sacrifice of tensile properties.
4.
Shall be used for applications where high strength is not required.
5.
Shall be used for applications where high strength is required and where higher cost is warranted.
6.
For structure subject to elevated temperatures over 150 degrees F, such as upper portion of smokestacks.
7.
Drawn preferred. Consideration must be given to wider dimensional tolerances when extruded tubing is used.
8.
Tubing manufactured from plate and having a longitudinal welded seam may be used for tubing sizes that are not available in
drawn tubing.
9.
This alloy shall be used where the application involves locations in bilges or submergence in sea water.
Section 100
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100f. Inspection and Repair of Existing Hull Structure

General criteria - Where authorized, existing hull structure shall be visually inspected for: compliance with specifications herein,
completeness of fabrication and welding as required by applicable installation drawings and the applicable fabrication document specified
in Section 074, structural damage, and deterioration.
Where inspection of existing hull structure reveals discrepancies with the specifications herein or with the completeness of
fabrication and welding as required by applicable installation drawings and the applicable fabrication document specified in Section 074,
these discrepancies shall be documented and submitted to the Supervisor for resolution.
Inspection for structural damage shall consist of a visual inspection of the structural members themselves, fabrication joints, and
attachments and end connections. A structural member which has been damaged to the extent that it can no longer accomplish its design
functions must be replaced or repaired. Welded joints and connections shall be inspected for cracks. Mechanically fastened joints shall be
inspected for tightness. Cracked welds and loose mechanical fasteners shall be repaired or replaced in accordance with the applicable
fabrication document specified in Section 074.
Inspection for deterioration due to corrosion shall consist of an inspection of the structural members themselves, fabrication joints,
and attachments and end connections. Visual inspection of hull structure will indicate whether corrosion-related base metal deterioration
has occurred. Nondestructive testing to determine the extent of the corrosion damage should be performed where the visual inspection
indicates damage to an extent that the integrity of the structure is questionable. Consult NAVSEA S9086-CZ-STM-000 Chapter 090,
Inspections, Tests, Records, and Reports, for information on several types of corrosion attack and information concerning areas of ship
structure which are susceptible to corrosion. Inspection of metal surfaces, welded joints, or mechanically fastened joints denoting any
suspected corrosion attack, shall be followed by implementing corrosion control procedures as described in Section 631 or corrosion
repairs, or both, specified by NAVSEA S9086-DA-STM-000 Chapter 100, Hull Structures, and NAVSEA S9086-CH-STM-010 chapter
074, volume 1, Welding and Allied Processes. Aluminum deckhouse cracking and corrosion shall be repaired in accordance with
NAVSEA 0900-LP-082-3101, Ship Hull Structure Maintenance and Repair. Fabrication, welding and inspection of repaired structure
shall be in accordance with the applicable fabrication document specified in Section 074. Acceptance criteria for new welding, including
new repair welds, and for existing service-proven welds is as specified in Section 074.
In lieu of the general criteria specified in NAVSEA S9086-DA-STM-000, Chapter 100, Hull Structures, for replacement or weld
repair of corrosion deteriorated structure, the following may be accomplished.
An engineering analysis considering current and probable future corrosion may be performed to determine if the corroded structure is
within allowable stress levels, rather than automatic repair when corrosion has resulted in a 25 percent or greater reduction of
cross-sectional area. Repairs need only bring the structure back to acceptable stress levels, rather than the as-built condition. The decision
to clad weld repair or to replace corroded structure shall be based on engineering analysis rather than requiring replacement when corroded
structure exceeds two square feet in area. Doubler plates shall not be utilized for repair of corroded or damaged structure.
After any alteration or repair work which could effect tightness of a compartment required to be periodically air tested or inspected, a
test shall be conducted in accordance with the requirements of Section 192.
In general, replacement or modification of structure contributing to hull strength should follow ship construction drawings for the
specific ship, insofar as practical. Unless otherwise specified, ship hull material which has been removed from a structure shall be replaced
with material of identical type and thickness. HY-100 steel shall be used as a replacement for STS. HY-80 or HY-100 steel may be used
as a replacement for HY-80 where ballistic protection is required.
Where conditions requiring repairs are recurrent and of a similar nature, NAVSEA, the Type Commander, and the planning yard are
to be notified.
Special criteria - For ships fitted with sonar dome(s), an inspection of the sonar dome and adjacent hull area shall be performed
during any drydock period. Sonar domes and adjacent hull areas must be carefully repaired and groomed to keep unwanted self-noise as
low as possible. Sonar domes and adjacent hull areas shall be inspected, repaired, and groomed in accordance with the following
publications to correct structural deficiencies, contour deviations, and surface roughness irregularities:
NAVSHIPS 0967-412-3010 - Sonar Dome Handbook, Volume I AN/SQS-4 Series and AN/SQS-23 Sonar Domes.
NAVSHIPS 0967-LP-412-3020 - Sonar Dome Handbook, Volume II AN/SQS-26 Steel and Rubber Sonar Domes.
NAVSHIPS 0967-LP-412-3040 - Sonar Dome Handbook, Volume IV AN/SQQ-23 Rubber Sonar Domes.
100g. Temporary Access Cuts and Closure Plates
Holes or openings for any purpose whatsoever, except those shown or indicated by drawings or specifications, must not be cut in any
watertight bulkhead, deck, or shell plating except as approved by the Supervisor. No cuts shall be made in sheer, stringer or bilge stakes,
or in the flat keel unless approved by the Supervisor, on a case basis.
Boundaries of access cuts and closure plates shall, in general, be located between principal ship framing, bulkheads, and other
structural members and shall be at least 3 inches from any of these members or from the toes of other welds. A reduction in this 3 inch
minimum may be approved by the Supervisor on a case basis provided sufficient clearance is maintained for welding and inspection
Section 100
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2004 Edition
requirements. The boundaries of access cuts and closure plates should land on existing butts or seams, wherever practicable. The
boundaries of prior access cuts should be utilized wherever possible.
Welding closer than 6 inches to a mechanically fastened joint should be avoided. When access cuts cross or come within 6 inches of
a mechanically fastened joint, the fasteners shall be checked for tightness and if necessary, loose fasteners shall be seal welded or removed,
and replaced for a distance of 6 inches beyond the edge of the cut. When a cut crosses a mechanically fastened seam the cut plates shall be
repaired using single V welds backed with glass tape (MIL-C-20079) to prevent fusion between the mechanically fastened plates.
Holes or access cuts shall be the minimum size necessary. Patches welded into primary hull structure shall have a minimum
dimension of 12 inches, except for circular patches. In this case, the minimum diameter shall be 4T, where T = thickness of the involved
structural member, but not less than 4 inches. Circular patches less that 2 feet in diameter shall be dished 1/16 to 1/8 inch to allow for
shrinkage when welded. Corners of rectangular access cuts and closure plates shall have a minimum radius of 6 inches except when a
boundary lands on an existing hull longitudinal seam or transverse butt weld. In the latter instance, the corners shall intersect the butt weld
at a 90 degree angle. Cuts that are to cross existing butts shall do so at an angle of 90 degrees plus or minus 15 degrees. In primary hull
structure, existing welds forming the boundary of a cut shall be cut back 3 inches beyond the toe of the access cut, except that the cut back
shall not intersect or cross an existing weld, frame, or structural member. In which case, the cut back may be reduced to a minimum of 2
inches in length. Existing welds crossed by the cut shall not be cut back.
Holes cut into or through plating in hull structure may be welded closed, provided the original hole diameter does not exceed 2
inches. Holes less than 1/2 inch diameter shall be opened to 1/2 inch minimum diameter. The opening shall be shaped to 20 degrees
minimum including angle. Holes greater than 2 inch original diameter shall be repaired by expanding the hole size for a circular patch
plate as described above.
For all welded construction where more than two multiple concentric or overlapping cuts and replacements have been made in
primary hull structure, and where the above boundary requirements have been violated, remove the patch area and discard. Modify the cut
boundaries to comply with the above boundary requirements. Prepare, fit, and weld in place a replacement patch of the same material
using new plate.
Access closure plate weld joints shall be full penetration, 100 percent efficient welds. Welding and inspection requirements for
patches and closure plates shall be in accordance with Sect 074 except that no ultrasonic or radiographic inspection is required for patches
or closure plates 12 inches diameter or smaller. All mechanical fastening shall be in accordance with Section 074.
Technical documentation requirements for temporary access cuts and closure plates are given in Section 071.
Additional procedures - Around access cuts that penetrate decks, there shall be installed a temporary coaming at least 4 inches high
to help exclude trash, dirt, and liquids from the opening. Tack weld the coaming to the deck and seal the deck with caulking compound.
After an access plate has been installed, remove the temporary coaming and chip and grind the deck smooth in way of the removal.
Temporary closures of fire retardant material shall be provided for all temporary access openings in weatherdecks and enclosure
bulkheads to protect the access from inclement weather and entry of contaminants. Access cuts in the interior ship structure shall be
provided with safety rails as a minimum, or with temporary closures of fire retardant material where specified by the Supervisor.
Horizontal closures for cuts in decks, platforms shall support a minimum of 150 lbs/sq. ft. All closures shall be fitted with fasteners which
permit rapid installation and removal. Closures are to be installed when ever the accesses are not in use.
For waterborne ships, a cofferdam enclosure shall be fabricated and installed for any temporary access cut through the shell when the
access opening does not provide a minimum of 4 feet of freeboard.
Watertight integrity shall be maintained for a minimum of 4 feet of freeboard.
For ships in drydock, temporary closure plates and fastenings shall be available on short notice for emergency sealing of temporary
access openings below 4 feet of waterborne freeboard. Openings shall be sealed with closure plates when conditions warrant.
Section 100
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Section 100
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2004 Edition

SECTION 111
SHELL PLATING
111a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of shell plating.
111b. Design
Design hydrostatic loads for the shell plating shall be as specified in individual ship specifications.
Plating shall be designed in accordance with Section 100.
111c. General
Shell plating in way of shaft strut palms, anchor handling, and elsewhere as necessary shall be of sufficient thickness to provide
against deformation, to allow for wear, and to provide support for appendages. Where complete plates of greater thickness are not
warranted, local increases in thickness shall be by means of insert plates with well rounded corners.
Shell plating in way of tanks shall have the same degree of tightness as the tanks.
The sheer strake or gunwale bar shall not be extended above a weather strength deck to form a waterway coaming. Where a
waterway is required, a mechanically fastened angle or welded high yield bar shall be provided on the deck inboard of the shell.
The top edges of sheer strakes, or deck stringer strakes where they overlap the sheer strake, shall be free of cuts, gouges, arc strikes,
or other irregularities and shall be rounded to a slight radius. Openings in the sheer strake shall be avoided.
Any attachment to the sheer strake or deck stringer strake shall be at least two inches from the gunwale and shall have its welds
ground smooth and the fillet welds contoured concave with no attendant sharp grooving or cutting of the plate. The quality of the welds
shall be demonstrated by inspection in accordance with Section 074.
Penetrations of shell plating shall be reinforced in accordance with Section 100. Boundaries of sea chests welded to the shell plating,
if of suitable material and thickness, may be considered to be part of the reinforcement area required. Main condenser sea chests and other
openings with transverse (in direction of girth) dimension greater than 24 inches shall be reinforced with insert plates and special framing.
Sea chests are to be designed and tested as part of the hull structure. For additional information on sea chest requirements and materials,
see Section 505b11.
In general, insert plates shall be installed so as not to extend more than 1/4 inch beyond the outer surface of the shell plating. In
cases where this is impracticable, the edges shall be chamfered 45 degrees.
Below the full load waterline, any plate projecting more than 1/4 inch, and transverse to the flow of water (that is at an angle of more
than 20 degrees to the streamlines), shall be chamfered 45 degrees.
Shell plating below the full load waterline and forward of a transverse plane 20 feet aft of the sonar dome shall be fitted flush.
Shell plating both above and below the full load waterline in way of anchor handling, shall be fitted flush.
Where necessary to provide a fair surface, fairing plates shall be fitted. The pockets formed shall be made watertight. These pockets
shall then be filled with latex mastic, Mil. Spec. MIL-D-3135.
111d. Inspection and Repair
Inspection and repair of existing shell plating shall be accomplished in accordance with the general criteria for the inspection and
repair of existing hull structure as specified in Section 100.
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Section 111
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Section 111
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SECTION 114
UNDERWATER APPENDAGES
114a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of skegs, bilge keels, and shaft struts.
114b. General
The welding fabrication and inspection of the skegs, bilge keels, and shaft struts shall be in accordance with Section 074.
114c. Skegs (New Installations or Modifications to Existing Installations)
The ends of skegs shall be shaped to form fairwaters. The skeg envelope shall be of watertight construction. The skeg shall be
capable of withstanding docking loads. The interior shall be coated in accordance with Section 631 and shall be tested for tightness in
accordance with Section 192.
114d. Bilge Keels (New Installations or modifications to Existing Installations)
Bilge keels shall be of vee type constructions, with nontight transverse webs. The transverse webs shall clear the shell. The legs of
the bilge keel shall be welded directly to the shell. The bilge keel envelope shall be of watertight construction.
Shell backing structure shall be provided for bilge keels particularly at the forward and after ends. The ends of bilge keels shall be
tapered off gradually and shall terminate on frames, headers, or bulkheads.
Crossings of mechanically fastened shell plating by the bilge keels shall be avoided.
The interior of bilge keels shall be coated in accordance with Section 631. Plugs shall be provided for filling, draining, and testing of
the bilge keels. The bilge keel shall be tested for tightness in accordance with Section 192.
114e. Shaft Struts
Shaft struts shall be compatible with propulsion shafting requirements in accordance with Section 243.
Shaft struts shall be fabricated of materials in accordance with Section 100.
Shaft struts shall land on frames, headers, or bulkheads. Scantlings shall be designed for adequate strength and freedom from
vibration. Design Data Sheet, DDS 161-1 contains an acceptable method of designing shaft struts.
The entire outside surface of the strut including fillets and repair welds shall be ground to a smooth finish free from irregularities.
114f. Inspection and Repair
Inspection and repair of existing skegs and bilge keels should be accomplished in accordance with the general criteria for the
inspection and repair of existing hull structure as specified in Section 100. Repair of existing skegs and bilge keels shall follow ship
construction drawings for the specific ship, insofar as practical. When not practical, approval shall be obtained for modified arrangements.
When authorized, shaft strut castings shall be visually inspected for fairness of contour, surface irregularities, cracks, and linear
indications. The entire surface of the struts including the intersections of the shaft strut arms with the shell of the ship and with the shaft
strut barrels shall present a smooth and even contour. The surface of the struts shall be free from irregularities. Minor contour
discrepancies and surface irregularities may be corrected by weld buildup or grinding, or both, provided that the grinding does not reduce
the casting thickness below minimum design requirements. Where hull filler material is used for fairness at the intersections of the shaft
strut arms with the shell and with the shaft strut barrels, there shall be no loose material and it shall be feathered into the surrounding
material.
Upon completion of the visual inspection, any areas indicating cracks or linear indications shall be magnetic particle (MT) inspected
or liquid penetrant (PT) inspected. After MT/PT inspection and all defects have been identified, technical evaluation and, where
necessary, exploration of defects shall be accomplished at the direction of the Supervisor. Casting surfaces shall be free of cracks longer
than 1/16-inch which would tend to propagate under load. Acceptance criteria for defects other than cracks shall be in accordance with the
applicable fabrication, welding and inspection document as specified in Section 074. Cracks and other rejectionable defects shall be
repaired as follows: vee out the defect, peen over the root of the excavated area, install the root weld pass, and MT/PT inspect the root
weld pass. If MT/PT inspection of the root weld pass is unsatisfactory, excavate the root weld pass, repeen the root of the excavated area,
and reweld the root pass. Where MT/PT inspection of the root weld pass is satisfactory, complete the weld repair of the defect and
perform MT/PT inspection of the completed weld repair. When defects in the surface of the casting are identified to be minor surface
Section 114
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crazing no repairs are required. Requirements for repair welding and requirements for the inspection of repair welds shall be in accordance
with the applicable fabrication, welding and inspection document as specified in Section 074.
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SECTION 115
STRUCTURAL STANCHIONS
115a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of structural stanchions.
115b. General
Where required because of changes during overhaul, stanchions shall be provided in location and number so that, in combination
with girders and vertical bulkheads, they will properly support the decks where these members are subjected to the various loading for
which the decks are designed.
Stanchions shall be located vertically one above another, or over bulkheads, insofar as practicable, to form continuous columns of
support. In locating stanchions and in designing brackets, eccentric loading shall be minimized. Girders shall be provided in lieu of
stanchions only where interference caused by stanchions is unacceptable.
Stanchions shall not be located in passageways. In machinery spaces, stanchions shall be spaced to clear machinery installations and
to permit the efficient operation, repair, and maintenance of the machinery. Wherever practicable, stanchions shall be located to permit the
removal of major items of equipment from the space without removal of the stanchions. See accessibility requirements of Sections 070
and 071.
In order to avoid inducing an initial load on stanchions, they shall not be welded in place permanently until surrounding welded
structure has been completed.
115c. Design of Structural Stanchions (New Installations or Modification to Existing Installations)
In determining the boundaries of deck loads acting on a stanchion, structural bulkheads located either above or below deck shall be
considered effective deck supports.
Stanchions shall be designed to withstand the loads specified in Section 100, with the following modifications:
The specified hydrostatic load shall be applied to the stanchion above as a tensile load and to the stanchion below as a compressive
load.
Stanchions shall be designed so that the factors of safety, calculated in accordance with Design Data Sheet DDS100-4, will be at
least 1.67 for normal compression loads, 1.25 for normal tensile loads and 1.0 for nuclear blast loads. Allowable axial stresses on
stanchions shall be as specified in Section 100.
Live loads on all decks above stanchion, subject to the following reductions in superposed loadings:
Deck level above stanchion
Permissible reduction
Percent
0
10
20
30
40
50
Deck immediately above stanchion head

2nd deck above stanchion head
3rd deck above stanchion head
4th deck above stanchion head
5th deck above stanchion head
6th and more decks above stanchion head
Nuclear blast loads are to be as specified in individual ship specifications. The dynamic reactions of the deck transverses are to be
considered as equivalent static loads on the stanchions and may be reduced 10 percent per deck to a maximum of 50 percent as specified
for live loads to account for energy absorption. Blast loads are to be combined with dead loads but not with live loads.
115d. Structural Details
Stanchions shall be steel or aluminum tubing, or steel sections. For materials see Section 100.
Stanchions of H sections may be used instead of tubular stanchions only in locations where the resulting increased weight is offset by
important advantages, or in tanks.
Stanchions used in tanks shall be the open section H type, to avoid the possibility of the interior becoming filled with liquid.
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The welded connection at the heads and heels of stanchions shall be designed to provide a 100 percent efficient joint. For tubular
stanchions (where the use of 100 percent efficient welds is impracticable), heavier tubular sections, or the addition of chocks to
compensate for the lower efficiency welds, may be used to provide the required joint efficiency.
The interior surfaces of tubular stanchions shall be coated with a preservative so that after completion of welding of the installation,
the inaccessible surfaces will be preserved. The preservative shall in no way interfere with the welding or degrade the quality of the head
and heel attachment welds.
Where it is necessary to fit portable stanchions to allow for dismantling of machinery, fitted bolts shall be used, fitted with lock nuts
or other efficient securing devices. The bolted connection shall develop the full strength of the stanchion in the appropriate directions of
loading. No other holes for bolts, threaded connections, or for any other purpose shall be made in stanchions.
Chocks shall be fitted to structural members (longitudinals, beams, girders, bulkheads) at the heads and under the heels of
stanchions. The chocks shall be installed at right angles to these members. Thickness of the chocks shall be not less than one half the
thickness of the web. In no case shall the thickness of the chock be less than 1/8 inch. Where two stanchions are in line and separated by
an intersecting member (such as a transverse beam) the chocks, in conjunction with the web of the intersecting member, shall be of
sufficient strength to transmit the tensile or compressive loads from one stanchion to the other. The allowable stress for this area shall be
80 percent of the buckling or tensile yield strength of the chocking system. Except for bulkheads, the chocks shall be of the same depth as
the webs of the members. For bulkheads, they shall be of sufficient depth to properly distribute the stanchion load into the bulkhead.
Where stanchions support or are supported by a system of structural members intersecting at the stanchion, chocks shall be fitted between
the flanges of the members and in the plane of the web of the smaller member; thus becoming essentially an extension of this web. To
provide adequate bearing, cap and sole plates or insert plates shall be fitted at the head and heel of stanchions where the beam flange or
deck plating at which the stanchion ends is of lesser thickness than the stanchion wall thickness or is of insufficient width. Insert plates are
to be used in all cases where tensile loads are considered.
115e. Inspection and Repair
Inspection and repair of existing structural stanchions shall be accomplished in accordance with the general criteria for the inspection
and repair of existing hull structure as specified in Section 100.
Section 115
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SECTION 116
FRAMING FOR SHELL PLATING AND INNER BOTTOMS
116a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of framing for shell plating and inner
bottoms.
116b. General
Wherever practicable, provision shall be made to incorporate in transverse frames and longitudinals the transverse and longitudinal
members of major heavy foundations and other structure by increased scantlings or stiffening.
Structure in way of docking blocks or other concentrated loads shall be increased or stiffened to prevent permanent local
deformation. NAVSEA approval shall be obtained if the required stiffening involves the side protective system.
Shell framing shall be designed for the same heads specified for shell plating in Section 111.
Openings shall be in accordance with Section 100.
116c. Transverse Framing
The amidship side of the web face of frames shall be located on the molded line. Framing shall be fitted as required to resist wave impact,
panting, shock, and vibration. Clearance shall be allowed between transverse frames and butts of plating.
Where the bow has considerable flare, adequate structure for the support of the flare shall be provided.
116d. Longitudinals
Longitudinals shall be laid off in conjunction with shell and inner bottom plating seams, framing, floors, bulkheads, decks, platforms,
flats and transom so that they best contribute to the strength of the ship. They shall be as nearly normal to shell plating and inner bottom
plating as practicable, and shall be continuous through transverse structure. Clearance shall be allowed between the longitudinals and the
seams of plating and bilge keels to permit efficient construction.
The longitudinal framing members shall extend continuously as far forward and aft as possible, and continuity shall be maintained to
insure longitudinal and local strength. Changes in direction and scantlings shall be gradual. Changes in direction shall be made at a
bulkhead or web frame, wherever practicable. The taper at changes in depth of longitudinals and their end brackets shall not exceed 20
degrees.
Longitudinals shall not be attached to stern tubes.
116e. Center Keel
Openings shall not be cut in the rider plate except as shown on the structural drawings. When so cut, strength compensation shall be
fitted.
Stiffening, framing, and increased scantlings, in addition to that indicated on the drawings, shall be provided where required to
support local loads or to distribute docking stresses properly to the transverse frames and bulkheads.
Lightening holes shall not be cut in the center keel unless shown on the structural drawings.
116f. Stem
Exposed corners and edges of the stem shall be well-rounded to avoid chafing or cutting lines.
The stem shall be supported by shell plating and other framing as necessary to prevent damage when the anchor chain bears across
the bow.
116g. Breasthooks
The location and extent of the breasthooks, in conjunction with framing, stem, and shell plating, shall form a rigid bow structure.
Breasthooks shall form a continuation of other longitudinal members without compromising the ability of the longitudinals to adequately
support the shell.
116h. Inspection and Repair
Inspection and repair of existing framing members shall be accomplished in accordance with the general criteria for the inspection
Section 116
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Section 116
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2004 Edition

SECTION 120
STRUCTURAL BULKHEADS
120a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of structural bulkheads.
120b. General (New Installations or Modification to Existing Installations)
Structural bulkheads installed or modified in accordance with overhaul requirements shall be designed to provide adequate strength
for the ship as a whole and shall be as light as is compatible with the strength necessary to withstand loads specified in Section 100.
General requirements, materials, and workmanship shall be in accordance with Section 100.
Longitudinal structural bulkheads, with their extensions, shall be continuous fore and aft through transverse bulkheads. They shall
be terminated so as to avoid abrupt changes in the strength of the ship as a girder.
Miscellaneous bulkheads and pockets in bulkheads not definitely specified shall be of the same general character and scantlings as
the bulkheads in the immediate vicinity utilized for similar purposes.
Plating shall be butt-welded.
Where the bulkhead is cut out in way of beams or other structural members, plate collars shall be fitted as required to maintain the
required tightness.
Attachments to bulkheads for the purpose of supporting local weights shall not impair the strength or tightness of the bulkhead.
Insert and margin plates and special framing and stiffening shall be installed as may be necessary to distribute local stress, and, as far as
practicable, the attachments shall be made to the special framing and not directly to the bulkhead plating.
Where portions of bulkheads are left incomplete or are temporarily removed during progress of the overhaul, temporary support shall
be provided as needed to prevent damage to the rest of the ship structure.
Stiffeners and brackets - Stiffeners shall be arranged and designed so that when acting with an effective breadth of plating, they will
be adequate to support the part of the vertical load which cannot be considered as being distributed to the bulkhead boundaries through
shear in the bulkhead plating.
Generally, stiffeners shall be fitted on only one side of a bulkhead.
Butts in stiffener webs shall be eliminated insofar as practicable, and in any case, shall not be located near regions of high bending
stress.
Vertical bulkhead stiffeners subject to hydrostatic loads shall be designed as pin-supported members between decks, except where
the stiffeners are unusually long (such as in machinery spaces). In such areas the stiffener may be designed assuming end fixity of the
stiffener, as applicable. Members backed by substantial structure (such as floors, deep girders, or bulkheads) may be assumed to have
fixed supports.
Brackets shall be installed at the ends of stiffeners wherever a weight saving in the stiffener section can be accomplished thereby,
and where adequate structure is available to provide sufficient restraint against joint rotation at these points.
Wherever practicable, bulkhead stiffeners shall be kept out of passageways, showers, washrooms, and water closet spaces.
120c. Trunks
The design head of structural access trunks designated as watertight shall be the design head of the lowest compartment served.
Where practicable, trunks shall have rounded corners.
120d. Chain Locker Bulkheads
The top edge of the chain locker division bulkhead shall be fitted with pipe or half-rounds. The pipe or half-round shall be 3-inch
diameter minimum for 14.02-pound bulkheads and heavier, 2-inch diameter minimum for bulkheads of 10.2 to 14.02 pounds, and 1 1/2
inch diameter minimum for bulkheads under 10.2 pounds.
Chain locker division bulkheads shall have drainage holes at the bottom to form a water course to the drain well. Foot holes shall be
cut in this bulkhead to serve as a ladder. See Section 622.
Chafing plates, castings, or half-rounds shall be installed to protect the structure from the whip of the anchor chains.
Stiffeners on chain locker bulkheads shall be installed on the side of the bulkheads opposite the chain except that on division
bulkheads, stiffeners shall be pipe or half-rounds of the sizes specified above.
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120e. Openings
There shall be no access or ventilation openings in main subdivision bulkheads below the damage control deck.
Wherever watertight construction is specified to a height which does not extend to the upper boundary of a bulkhead, vent ducts,
wiring, and piping may be passed through the upper nontight portion of the bulkheads using nontight construction. Means shall be
provided to cover crevices exceeding 1/8 inch in way of these penetrations.
Doors, arches, and other openings shall be located so that as few stiffeners as practicable are cut, and so that the efficiency of the
bulkhead as a frame is not impaired.
Penetration in longitdinal strength bulkheads shall be avoided in the area between diverging lines drawn at 45 degrees from the lower
tangent points of the radii at the top of door or arch to the strength deck immediately above and also between diverging lines drawn at 45
degrees from the upper tangent points of the radii at the bottom of the same opening to the strength deck, inner bottom, or shell directly
below. The boundaries of this restricted area shall not extend beyond a vertical line drawn 1 foot from the edge of the door opening or a
horizontal line drawn 3 feet from the top edge of the door opening.
Where such penetrations cannot be avoided, no more than one penetration is permissible within the area described above and it shall
be centered directly on the centerline of the door or arch. The size of the permissible opening is determined by taking 40 percent of the
remaining bulkhead above the door for the height and 50 percent of the access width for the length. The penetration shall be reinforced by
a flat bar faceplate around its entire periphery. Design Data Sheet DDS-100-1 describes acceptable methods of reinforcement.
Watertight and airtight door openings, shall be reinforced in accordance with drawing, NAVSHIPS No. 805-1362325.
Inspection and repair of existing structural bulkheads shall be accomplished in accordance with the general criteria for the inspection
Section 120
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2004 Edition

SECTION 130
DECKS AND PLATFORMS
130a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of decks and platforms.
130b. General
The top surface of deck plating in way of walking or wheeled vehicle operating areas shall be flush, wherever practicable. Where a
flush top is impracticable, the top corner of the projecting plate edge shall be ground or machined off to a suitable bevel with a smooth
finish.
Plating shall be butt-welded.
A false deck shall be fitted in compartments in which a large number of cables terminate at equipment located in the central portion.
The false deck shall be fitted in portable sections for inspection and access purposes, and be stiffened as necessary for supporting personnel
and local loads.
Sections shall be close fitting and fitted with a coaming around all openings and shall extend over the entire area to preclude
collection of trash between the deck and the false deck.
Coamings shall in no way interfere with equipment mountings, operation, or maintenance.
130c. Design of Decks and Platforms (New Installation/Modifications to Existing Installations)
Decks and platforms shall be designed to withstand the loads specified in Section 100 and the individual ship specifications. General
requirements, materials, and workmanship shall be in accordance with Section 100.
Decks and platforms forming boundaries of vital spaces below the flooding water levels (V lines), as defined in Section 070, and the
damage control deck shall be watertight, designed for the specified flooding head.
For strength decks, the deck plating and its longitudinal supporting members shall be continuous through transverse structure
throughout the length of the deck.
Beams may be cut to permit removal or installation of equipment or systems, but only with the approval of the Supervisor, except as
allowed by these specifications or as shown on the approved structural drawings.
Deck supporting deckhouse corners end bulkheads, and expansion joint structure shall be reinforced by inserts, doublers, or
intercostals to resist the shear and lifting forces imposed by the deckhouse.
The damage control deck shall be of watertight construction throughout. All decks and platforms (including superstructure decks)
not required to support a hydrostatic head, shall be of welded construction, and plating shall be watertight but not required to withstand
pressure.
No abrupt change in the direction or size of any member in way of the corners of deck openings is permitted when such change
would create a concentration of stress at these corners.
A raised deck edge coaming 6 inches high capable of withstanding the force of a rolling aircraft shall be installed on aircraft
handling decks (including helicopter landing platforms). Installation shall be along the outboard edges except on aircraft carriers at the
flight deck ramps, outboard of the island, and in way of the aircraft bolter area. Installation shall be such that deck drainage is not
hindered. The coaming shall not obstruct the view from approaching aircraft of the peripheral lights.
Perforated plating for walkways and platforms shall be in accordance with drawing, NAVSEA No. 805-921931.
In spaces specified in Section 634, corrosion resisting steel (CRES) deck plate, A1S1 304, bright finish 2B shall be installed. The
strength of the corrosion resisting steel deck plate shall be as specified by NAVSEA. CRES plate shall not extend beyond the confines of
the specified spaces.
130d. Openings (New Installations/Modifications to Existing Installations)
Openings in decks and platforms shall conform to the general requirements for openings as specified in Section 100.
Openings in deck stringer plates shall be avoided.
Openings in the uppermost strength deck stringer strakes such as for large piping, access, and vent ducts within the 3/5 length
amidship will not be permitted except as shown on approved structural drawings or as approved by the Supervisor. Smaller cable openings
shall be kept to a minimum.
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Wherever sharp corners in a strength deck opening are unavoidable, as for example in hoist openings, the dimension of the opening
shall be increased in the ship's longitudinal direction to provide for the corner radii, and the resulting extension of the opening shall be
protected by a lightweight watertight cover plate.
Requirements for pipes, conduits, and ducts penetrating decks bounding the registered publications office strongroom shall be as
required for bulkheads in Section 621.
130e. Inspection and Repair
Inspection and repair of existing decks and platforms shall be accomplished in accordance with the general criteria for the inspection
Section 130
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SECTION 150
SUPERSTRUCTURE
150a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of superstructure.
150b. General (New Installations/Modifications to Existing Installations)
The weather envelope of the superstructure and the interior decks shall be of watertight construction.
Corners of deckhouses shall be rounded. Deckhouse sides shall be free of abrupt changes in directions that result in sharp re-entrant
corners or pockets.
Door openings and other large openings shall be kept as far from the intersection of structural bulkheads as practicable. Door
openings on adjacent deck levels shall be staggered wherever practicable. Where not practicable, the openings shall be reinforced.
Because of large shear and lifting forces induced in longitudinal bulkheads near their termination at expansion joints or deckhouse
endings, large openings should be kept well clear of such locations.
Where these openings necessarily occur in areas of diaphragm plates, and 4 feet beyond the termination of the diaphragm plate, they
shall be reinforced by an insert. Where a diaphragm plate is not used, openings within 4 feet of the house end or expansion joint shall be
reinforced by an insert.
In general, the plane of the deckhouse sides shall not change between supporting transverse bulkheads. Wherever practicable,
structural transverse bulkheads in the superstructure shall be in the same plane at all levels and shall line up with the supporting transverse
bulkheads in the main hull.
A coaming, at least 3 inches in height, shall be provided at the periphery of deckhouse tops, platforms, and bridges.
Except as noted below, the side and end bulkhead plating shall be extended above the weather deck level to form the waterway
coaming. Where superstructure sides are a continuation of the sheer strake and not separated by a mechanically fastened seam, a
free-standing waterway coaming shall be located at least 3 inches from the deck edge, and the side plating shall not extend above the
weather deck level.
Deck framing shall not be considered as providing vertical support to deckhouse sides or transverse bulkheads which extend over
more than one supporting bulkhead. All transverse forces acting on the superstructure shall be assumed to be transferred to the main hull
by transverse bulkheads acting in shear.
The ends of vertical deckhouse stiffeners shall, wherever practicable, line up with framing above and below. Where the ends of
these stiffeners do not land on deck framing above or below, the ends shall be sniped. The corners of sniped-off or square cut stiffener
ends which are exposed to the weather shall be rounded off.
Bulwarks - Bulwarks shall be fitted on flag and navigating bridges and elsewhere as required. Bulwarks shall be suitably stiffened
and braced to resist environmental loads and loading due to mounted equipment. Their construction shall not permit the entrance of wind
between the bulwark and deck.
150c. Design of Superstructure
Superstructure installed or modified in accordance with overhaul requirements shall be designed to withstand the loads specified in
Section 100 and to support masts, kingposts, and other attached structures. General requirements, materials, and workmanship shall be in
150d. Inspection and Repair
Inspection and repair of existing superstructure shall be accomplished in accordance with the general criteria for the inspection and
repair of existing hull structure as specified in Section 100.
Section 150
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Section 150
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SECTION 162
BOILER AND INCINERATOR COMBUSTION EXHAUST GAS SYSTEMS
162a. Scope
This section contains requirements for boiler and incinerator combustion exhaust gas systems.
162b. Definitions
Uptake - The ductwork or piping of a system which conducts combustion exhaust gases from boilers to the atmosphere.
Stack - A casing external to combustion exhaust systems above the weather deck which supports and protects them.
Uptake space - That space which is separated from ship compartments and passageways by appropriate structure and which is
reserved primarily for the run of uptakes between the fireroom and the base of the stack.
162c. General
Each unit of installed equipment requiring disposal of combustion exhaust gases shall have a separate system which will discharge
these gases clear of the ship, to the maximum extent possible, and with minimum noise.
Means shall be provided to prevent excessive shipping of water or spray at weather outlets. Gutters, drain boxes, or other effective
means shall be installed to drain water, which enters weather openings, overboard where possible, or to the waste water or oily water
drainage system. Rain hoods, for small uptakes, and exhaust pipes shall not cause objectionable downdraft or back pressure.
Gas passages shall be free of internal obstructions, except that grab rods or other appurtenances shall be installed where possible for
inspection and maintenance. Arrangement shall provide an upward slope for gas flow using large radius bends wherever possible.
Portions of systems exposed to the weather shall be self-supporting. Alignment of system components shall not stress connecting or
expansion joints. Provisions shall be made for differences in expansion between the stack and the uptake. Welding shall be utilized
whenever practical and shall be in accordance with Section 074.
Cover plates for maintenance and access openings shall be bolted on, large enough to permit entry of personnel and have handles to
facilitate their removal.
Insulation, lagging, acoustic absorption and preservation requirements are provided in Sections 508, 509, 630, 631, and 635.
162d. Incinerators - New Installations
Exhaust gas systems shall not impose a back pressure at the incinerator exceeding 3 inches of water. Exhaust pipe shall run within
an outer steel casing, sized to provide a 2-inch annular air space around the exhaust pipe. Air space shall be open at both ends. Metal
screens of not more than 1/2-inch mesh and wire diameter not less than No. 12 BWG shall be installed in exhaust pipe and shall be
designed to allow regular cleaning and easy replacement.
162e. Uptakes - New Installations
A smoke indicator, MIL-I-2002, shall be installed in each uptake near the boiler exhaust gas opening. Viewing mirrors shall be
observable from normal boiler operating station and firing aisle. A connection shall be provided in each uptake for the purpose of obtaining
the combustion gas static pressure and combustion gas samples.
Uptakes may be sectionalized with partitions to accommodate more that one combustion exhaust gas system. Uptakes shall be
airtight to the maximum extent possible, and fitted with expansion joints to allow for thermal expansion.
Uptake weather outlets shall have portable covers, a means to lash them down and a steel framework to support the cover.
Uptake system back pressure shall not exceed the manufacturers acceptable value for the installed blower or supercharger.
162f. Stacks - New Installations
Stacks shall enclose as many exhaust gas and other systems as practicable. They shall be sized to provide access for maintenance of
the enclosed systems and the stack interior. Where piping systems are installed in the stack, no takedown joints shall be installed unless
there is sufficient access available for their maintenance. Stacks shall have openings at the top and bottom to permit free upward air
circulation. Louvers or other devices shall be installed at all openings to restrict entry of water.
A ladder, platform, foot rail, or other means shall be provided as necessary for installing uptake covers and for access to equipment
which may be attached to the stack. Clips or other attachments shall be provided near the tops of stacks for external maintenance of the
stack.
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162g. Material - New Installation

Incinerator exhaust and uptake material shall be Federal Specification QQ-S-766, class 316L, 321, 347 or equivalent except that
316L shall not be used where temperatures exceed 750F. Material thickness shall be 0.070 inch or greater.
162h. Repair and Overhaul Requirements
The repair and overhaul of systems, equipment, and components is intended to restore items to their original performance profiles
and not necessarily intended to return overhauled items to the original manufacturing drawing tolerances. The Supervisors Work
Specification shall identify the class of overhaul (i.e., class B) authorized for the item. Where applicable, the Supervisors Work
Specification shall invoke the overhaul of the item to be accomplished in accordance with an approved Technical Repair Standard (TRS).
Where an approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system shall be in
accordance with applicable drawings, or technical manuals as modified by the overhaul criteria of other GSO sections herein.
Requirements and definitions of class of overhaul (i.e., Class A, B,) and the use of authorized Technical Repair Standards (TRS) is
provided in Section 042 herein.
Materials for repair of existing stacks, uptakes and incinerator exhaust pipes shall be in accordance with paragraph 162g except that
alternate material for stacks and uptakes can be that specified on as-built drawings or Federal Specification QQ-S-766, class 304. For
replacement, minimum thickness shall be as specified on the as-built drawing or 0.070 inch, whichever is greater.
162i. Cleaning
To clean uptake and exhaust pipe interiors, scrape and wire brush interior, taking care to prevent rust and soot from falling into the
tube nest. Clean soot from expansion joints and remove and discard expansion joints soot seals, if installed.
162j. Inspections
Inspections of combustion exhaust gas systems are to be conducted after cleaning, paragraph 162i, and shall consist of a visual
examination of welds for cracks, thickness reduction, joint penetration or leakage, and proper functioning of stack dampers and their
operating mechanisms. Exhaust gas systems shall be inspected for adequate insulation, during initial operation of the system, by checking
adjacent compartments for any unusual rise in space temperature or for any bulkhead, deck or overhead hot spots.
162k. Technical Documentation
The requirements for technical documentation relating to the SHIPALT development process are specified in Section 085. Other
technical documentation requirements related to overhaul are specified in Section 800.
162l. Shock
Section 072 herein defines the requirements for shock as it relates to ships overhaul.
162m. Testing Requirements
The exhaust gas system shall be tested under operating conditions to demonstrate tightness of system and proper functioning of
boilers or incinerators served. Penetrations shall be inspected for air leaks during operational test. Repaired or new dampers (and their
operating mechanisms), smoke indicators and viewing mirrors shall be operationally tested per applicable technical manual or section in
boiler technical manual.
General requirements for shipboard tests and ship trials are specified in Sections 092 and 094.
Section 162
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SECTION 164
BALLISTIC PLATING
164a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of ballistic and fragment protection
plating.
164b. Definitions
Ballistic plating is a generic term covering all plating provided for protection against ballistic shapes and fragments. Ballistic plating
may serve the dual purpose of providing both protection and structural strength. It may consist of materials such as STS, HY steels, higher
strength steel, ordinary strength steel, ceramic composites, or aluminum.
High yield steel (HY-80 or HY-100) is plating manufactured in accordance with Mil. Spec. MIL-S-162l6. These steels are primarily
used for structural purposes, but also have good ballistic properties. In cases where the ballistic properties of HY-80 or HY-100 are of
importance, the requirements specified herein shall apply. HY-100 steel shall be used as replacement for STS.
164c. General
Ballistic plating is designed and installed to resist ballistic shapes, fragments, and blast, and to provide structural strength. Ballistic
plating is constructed as an integral part of the ship structure. Fragment protection plate is designed to provide specific levels of protection
against fragmenting weapons. Fragment protection plate may consist of metallic plate, nonmetallic materials, or composite systems of
metallic and nonmetallic materials in abutting layers.
Fragment protection may be provided in the form of normal ship structure, configured in thickness and material properties necessary,
or in the form of parasitic protective metallic or nonmetallic plate which is fastened to the ship structure by welding or mechanical means
or both. Parasitic protective plate is primarily intended for use in alterations or modification of existing ship structure where the use of
parasitic material will reduce the extent of ripout required.
Parasitic protective plate, metallic or nonmetallic, does not contribute to structural strength.
The design and installation of fragment protection plate shall be in accordance with Design Data Sheet DDS 072-3 Conventional
Weapons Protection (Fragments).
Splinter bulwarks. Splinter bulwarks shall be constructed around open mounts so that in no case will it be possible for gun barrels to
strike the bulwark. This requires constant height for bulwarks around remotely controlled gun mounts where the barrels project over the
top edge of the bulwark.
The height of the bulwarks shall permit firing at maximum depression of the gun in any direction where such firing will not strike the
ship. For that portion of the angle of train of a mount where firing at maximum depression could strike the ship, the bulwark may be
increased over the height otherwise limited to permit maximum depression provided either the barrels do not overhang the bulwark edge or
the mount is manually operated.
Where bulwarks are less than 36 inches high, thus offering a hazard for personnel to fall over, portable rails shall be fitted to raise the
height to 42 inches.
Bulwarks shall be designed to withstand the force of the sea. Where there is the possibility of water being entrapped within the
bulwarks, freeing ports with flaps shall be installed.
Connections - Where ballistic deck plating is fitted in two or more courses, the butts and seams of the courses shall be shifted clear
of each other. Where the butts or seams are riveted, they shall be caulked. The faying surfaces of multiple courses of deck plating shall be
coated with rust-preventive compound, Mil. Spec. MIL-C-11796, class 1 or 1A. Stopwaters shall be fitted where necessary, in accordance
with Section 074. All butts, seams, and joints in the top and lowest courses, and all joints between courses at openings shall be made tight.
In the detail design and construction of ballistic bulkheads intended to act as diaphragms, hard spots and lines of weakness at seams,
butts, and stiffeners shall be kept to an absolute minimum.
Welding and riveting of ballistic plating shall comply with Section 074.
164d. Attachments to Ballistic Plating
General - Instruments and equipment shall not be attached directly to the inboard side of ballistic plating, 51.0 lb/ft2 and heavier,
which forms the bulkheads and overhead of vital spaces, unless otherwise approved.
The order of preference for attachment to such structure is as follows:
(1) The stiffener web
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(2) The stiffener flange

(3) The plating
When attachments must be made directly to ballistic plating (51.0 lb/ft2 or heavier), the total static weight supported per attachment
shall not result in a stress in the weld (attaching the support to the ballistic plating) greater than 225 psi. Where direct attachment is
unavoidable and does not meet this criteria, a loading pad of sufficient size to spread the load shall be installed between the attachment and
the plating. These restrictions also apply to the mounting of piping, operating rods and shafting on the underside of decks but do not apply
to penetrations of the plating or to attachments to the outside of spaces protected with 51.0 lb/ft2 or heavier ballistic plating.
Electric cables and wiring boxes may be attached directly to ballistic plating provided the supports are flexible and a clearance of 2
inches is maintained between the plating and the supported equipment.
The number of instruments and equipment mounted adjacent to ballistic plating shall be kept to a minimum.
For acceptable methods of attachment of piping to ballistic plating, see drawing, NAVSHIPS No. 804-1385781, and for attachment
of electric cables and wiring boxes to ballistic plating, see drawing, NAVSHIPS No. 803-5001027.
Where instruments and equipment do not have pedestal type mountings, and where the use of the space necessitates the mounting of
these items adjacent to the inner face of the ballistic plating, supports shall be installed independent of the ballistic material. Resilient
mountings shall be provided where necessary and where not incorporated in the instrument itself.
The supports shall consist of tubular steel frames, Mil. Spec. MIL-T-16343, with ordinary strength steel plating welded between the
vertical members to provide surfaces on which to mount the instruments. The spacing of the vertical supports, and thus the maximum
width of panels shall be about 3 feet. The plating shall be about 5.1 lb/ft2 with consideration given to the type of equipment to be mounted
and the use of horizontal stiffeners to save weight. All connections between parts of the panels and framing shall develop the full strength
of the weaker members being connected.
Clearances - A minimum clearance of 4 inches shall be maintained between the inner face of the ballistic plating and the supported
equipment.
The vertical tubular supports shall be secured at their lower ends by welding to the false floor, if one is provided, or to the deck or
base plate forming the lower boundary of the enclosure. A similar connection shall be provided at the upper ends where the upper
boundary is not exposed to ballistic impacts, but connections to the inner surfaces of the exposed sides and top of any ballistic enclosures
shall be avoided, where practicable, by providing an independent tubular framework around the top of the enclosure to which the upper
ends of the vertical tubular supports may be attached, or by brackets to give support entirely from the deck. Where such framework or
bracketed construction is impracticable, flexible connections, allowing 4 inches of movement of the ballistic plating under impact without
materially damaging the tubular supports, shall be installed. These connections shall be designed to avoid vibration under normal
operation conditions and under gunfire or missile blast.
All supports for instruments and equipment, including tubular framework, plate panels, and bolt heads, shall have at least the
minimum specified clearance from the inner surface of the ballistic plating and from projections thereon. Cutouts in the panel plates may
be used in way of local projections. To minimize the space occupied by the instruments and their supports, the plate panels shall be
secured to the tubular supports in locations such that the tops of the heads of the bolts securing instruments to the panel plates will not
extend beyond a plane tangent to the sides of the vertical tubular supports closest to the ballistic plating.
In way of metallic parasitic fragment protection plate, miscellaneous outfitting items, weighing 100 pounds and less, may be
installed attached to the protective plating; however, any major structural attachment or outfitting item weighing more than 100 pounds
must be attached directly to ship structure and not to the protective plating.
164e. Ballistic Deck, Bulkhead, and Shell Plating Openings
The number and size of the openings in ballistic decks, platforms, and bulkheads shall be kept to a minimum. Corner radii of all
openings shall be the maximum practicable and shall conform to Section 100.
The edge distance between openings whose largest dimensions are greater than 8 inches shall be not less than 36 inches or one-half
the sum of the aligned dimensions, whichever is larger. For holes whose largest dimensions are between 3 1/2 and 8 inches, the edge
distance shall not be less than 4 inches plus 4 times the largest dimension.
The minimum allowable center to center spacing of holes in ballistic plating for electric cables, small pipes, and operating rods,
whose diameters are 3 1/2 inches and less, shall be 1.9 times the mean diameter of the opening. Design Data Sheet, DDS-100-2 shows an
acceptable spacing for these openings.
Stuffing tubes for electric cables passing through ballistic plating shall be welded directly to the plating.
Special framing for the support of the plating in way of openings shall be provided where necessary to develop the ballistic strength
of the deck.
Penetrations of ballistics deck plating shall not be aligned vertically over each other. Where vertical alignment cannot be avoided,
such as for bomb elevators, the openings shall be trunked between the decks so penetrated. The thickness of trunk plating shall be that
required for ballistic sleeves.
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All openings in ballistic deck, bulkhead and shell plating above the minimum operating condition waterline larger than 12 inches in
diameter (or equivalent noncircular openings) shall be provided with ballistic covers, or ballistic sleeves except in way of shafting.
Sleeves shall be as follows:
Thickness: For plating heavier than 40.8 lb/ft2, the thickness shall be one-half that of the plating penetrated but not less that
2
30.6 lb/ft ; for plating 20.4 to 40.8 lb/ft2 one-half the plating penetrated but not less than 15.3 lb/ft2.
Length: 1.75 times the maximum dimension of the opening but not more than 4 feet.
Location: Sleeves may be located on either or both sides of the penetrated plating or may extend through the opening. In any
case, the connection of the sleeve to plate or plate to sleeve shall be made with a full penetration weld.
Aircraft Carriers - For the hangar deck, ballistic sleeves shall be provided, extending above the deck, for openings 8 inches in
diameter (or equivalent noncircular openings) or larger.
For the flight deck over the hangar, 90-degree ballistic elbows or boxes oriented to force ricochet of fragments into other ballistic
plating shall be provided for all openings larger than 2 inches in diameter. The dimensions of the elbows or box shall be at least the
maximum dimension of the opening and thickness of the material shall be as specified for ballistic sleeves.
Aircraft securing fittings installed in ballistic plating shall be of a ballistic type in accordance with Section 588.
No ballistic compensation is required for penetrations of ballistic shell plating less than 2 inches in diameter or in way of sponsons.
For penetrations of the shell plating above the minimum operating condition waterline not in way of sponsons, the following ballistic
compensation shall be provided:
For openings 6 inches in diameter or larger, ballistic boxes, elbows, or louvered ballistic covers shall be provided. Ballistic vanes
shall be made from 15.3 lb/ft2 plating. The area of the side of the box opposite the shell opening, projected on the shell, shall adequately
cover the opening. The thickness of material shall be as specified herein for ballistic sleeves.
Where protective boxes for fuel oil overflows are provided, they shall be arranged to serve as valve body or housing and shall be
fitted with a handhole large enough to permit general maintenance of the valve and removal of the flap. The hand hole shall be covered
with a bolted protective plate.
For openings greater then 3 inches in diameter but less than 6 inches, such as for fuel oil overflows, and scuppers, shell connections
need not be of ballistic plating, but the piping shall be double extra strong for a length 1.75 times the maximum dimension of the opening.
For openings less than 3 inches in diameter but greater than 2 inches, such as air escapes, and plumbing vents, shell connections need
not be of ballistic plating but the opening shall be protected by split pipe of at least 3/8 inch thickness and twice as long as the diameter of
the opening.
Steering gear boxes - Tops of steering gear boxes shall not be penetrated. Openings in steering gear box sides larger than 2 inches in
diameter shall be protected with 90-degree ballistic elbows or boxes orientated to force ricochet of fragments into other ballistic plating.
The dimensions of the elbows or box shall be at least the maximum dimension of the opening and thickness of the material shall be as
specified for ballistic sleeves.
In way of metallic parasitic fragment protection plate, the protective plating shall be made portable in way of established shipping
routes where protective plating overlays shipping access cuts through normal ship structure.
Inspection and repair of existing protective plating shall be accomplished in accordance with the general criteria for the inspection
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SECTION 170
MASTS AND SPARS FOR SURFACE SHIPS
170a. Scope
This section contains general requirements for new, modified, as well as repaired, masts, spars, yards, gaffs, jack/ensign staffs and
boat booms.
170b. General (New and Modified System)
Arrangement - Masts and spars shall be arranged in such a manner as to cause the minimum interference with lines of sight from
directors and control spaces. The tops of masts shall be at minimum heights consistent with requirements for the equipment they support.
For limiting heights, see Section 070.
For aircraft carriers:
Masts shall be retractable or hinged, where necessary, for housing them completely below the levels specified. Raising and lowering
of masts shall be by procedure specified by applicable builder's drawing. Provide necessary interlocks and safety devices to protect
structure and equipment during raising and lowering operations.
Yards and Gaffs. Yards and gaffs shall be provided in accordance with approved drawings for support of flag hoists specified in
Section 613. The length of signal yards shall be such that the in board hoist will be clear and unobstructed. The ends of a signal yard shall
not extend beyond the beam of the ship abreast the mast, except on aircraft carriers.
A battle gaff for the national ensign shall be installed in general accordance with drawing, NAVSHIPS No. 805-1834503.
For flagships:
Gaffs shall be provided for the commissioning pennant and personal flags.
Jack and Ensign Staffs - Jack and ensign staffs shall be provided in accordance with approved drawings for carrying the flags listed
in the ship's allowance, and for carrying the anchor lights.
Steel or aluminum staffs shall be in general accordance with drawing, NAVSHIPS No. 805-1834501. Glass Reinforced Plastic
(GRP) staffs shall be constructed in accordance with drawing NAVSHIPS No. 804-4477903. The length of the jack staff shall be such that
the largest jack carried will, when drooping, be clear of any deck fittings, rails, or awnings. The length of the ensign staff shall be such
that the largest ensign will be clear of the water.
The jack staff and the ensign staff shall be portable.
Boat Booms - Boat booms shall be installed in accordance with approved drawings. For ships larger than destroyer types:
Portable boat booms shall be installed port and starboard.
For destroyer types and smaller:
One portable boat boom shall be provided, but fittings for shipping the boom shall be installed port and starboard.
Stowage shall be provided for portable spars.
170c. Materials and Construction
Materials shall be in accordance with Section 100. Modification to or repair of existing masts and spars shall be of material shown
on applicable installation and hull type drawings.
Boat booms shall be in accordance with hull type drawings: in 26, 35, 40, 45, or 60-foot lengths. See NAVSHIPS Standard and
Type Drawing Index (NS S0300-All-IDX-010/SATDI) for boat boom standard drawings.
Masts shall be watertight, if practicable; otherwise, they shall be weathertight. Adequate drainage shall be provided.
Masts shall be provided with ladders or other means of vertical access, equipped with climber safety devices, in accordance with
Section 622.
Yards shall be provided with footrails and handrails in accordance with drawing, NAVSHIPS No. 805-2225219, except that where
GRP handrails and footrails are specified, they shall be constructed in accordance with drawing, NAVSHIPS No. 804-4477919.
Masts, spars, and boat booms shall be provided with sockets, guys, stays, topping lifts, walking strips, life lines, goosenecks, guess
warps, and Jacob's ladders, and with all fittings required for the attachment of rigging, light the installation of signal and navigational lights
in accordance with Section 422. Ensign and jack staffs shall have fittings for lifelines, and, when awnings are fitted at bow or stern, shall
be fitted to act as awning stanchions. Bracing shall be provided as necessary.
Fittings on masts, spars, and boat booms shall be light, simple, and free from projections which might snag and tear flags or rigging.
All corners shall be well rounded. For EMI reduction, metallic masts and mechanically fastened fittings shall be bonded in accordance
with MIL-STD-1310 and Section 406 herein.
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170d. Design (New/Modified)

Acceptable methods of design are shown in design data sheet DDS 170-0 (mast design) for stayed/unstayed pole masts, tripod masts,
and four-legged masts. See applicable builder's specifications to determine required loading conditions (see Section 170-0-e of DDS
170-0) for masts. Minimum factors of safety for both new and existing construction is in accordance with Section 170-0-f of DDS 170-0,
based on original construction loading criteria. For additional information see Section 070. Forces from dressing lines shall not be added
to other loads. When existing structures' factor of safety is reduced below 2.0 (for loading other than nuclear blast and shock) due to
increased loading conditions, structure shall be reinforced as required to increase factor of safety equal to 2.5, based on welded yield
strength of material or column strength.
For stayed polemasts, stresses shall be calculated with initial tension in the stays equal to 20 percent of breaking strength. Maximum
tension in the stays shall not exceed 40 percent of breaking strength. See NAVSHIPS Technical Manual 0901-180-0001, Chapter 9180
(Rigging) for procedure incidental to determining proper stay tension.
Wire antenna loading due to breaking of the wire may be neglected in mast/yardarm calculations.
Longitudinal seams in mast tube sections shall be staggered 90 degrees apart in adjacent sections.
The connections of masts to supporting structure shall be designed to transmit the reactions without creating excessive stress
concentrations.
The structure of topmasts and masts and their supports shall be sufficiently stiff to prevent excessive vibration, as defined in Section
073.
170e. Shock Requirements
Section 072 provides the requirements for shock as they relate to ships' overhaul.
170f. Technical Documentation (New/Modified)
170g. Inspection
Mast joints shall be inspected in accordance with Section 074. Inspection criteria shall be specified on applicable engineering
documents (i.e., NAVSEA drawings) issued for fabrication of the system. Where wrapper plates are installed over mast butt joints the
following is applicable: NDT inspection of butt joint is not required; 100% inspection of wrapper fillet welds to mast section in
accordance with MIL-STD-1689(SH) will be required.
After fabrication and installation, clearances and height requirements are to be verified to ensure conformity with applicable
engineering documents.
170h. Repair
A structural member which has been damaged to the extent that it can no longer accomplish its design function or which presents a
safety hazard shall be replaced or repaired. Adjacent weld joints and connections shall be inspected for cracks or other evidence of failure.
Cracked welds and deformed mechanical fasteners shall be repaired or replaced.
Where visual inspection of the structure indicates deterioration affecting the structural integrity, non-destructive testing, to determine
the extent of the corrosion damage, shall be accomplished. An engineering analysis, considering current and projected future deterioration,
may be performed to determine if the corroded structure is within allowable stress levels. Repair or replacement is required where stress
levels in corrosion damaged areas exceed the allowable stress and is to be accomplished in accordance with applicable drawings.
Corrosion control procedures in accordance with Section 631 shall be implemented in areas found subject to corrosion attack.
Fabrication, welding, and inspection shall be in accordance with paragraph 170g and Section 074.
170i. Testing Requirements
Hinged Masts - After installation, hinged or retractable masts shall undergo a functional test to demonstrate that it can be lowered
and raised as specified. If powered, tests shall include operation from local and remote controls and demonstration of safety interlocks.
Masts - No periodic functional test is required. System shall be checked after installation and major repairs to ensure no physical
interference exists due to structural modifications or antenna reconfiguration during overhaul period.
Boat Booms - Static test of 150 pounds per linear foot of the boom is required after installation or repair/replacement of load
carrying components.
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SECTION 180
FOUNDATIONS
180a. Scope
This section contains the requirements for the installation, modification, inspection and repair of structural foundations.
180b. Design
For general requirements of hull structure and material for foundations see Section 100.
Strength and rigidity of foundations shall be suitable to withstand the following loads, and to distribute them into the structure of the
hull:
Weights of machinery and equipment, including liquids at operating levels and one-half of the unsupported lengths of connected
piping and cables, plus the dynamic effects of ship motion and vibration. Foundations for equipment subjected to added weights, including
liquids for testing for leaks, shall be designed to support these loads.
Loads due to the operation of the machinery or equipment itself and from connected systems.
Shock loads as specified in Section 072; Nuclear blast loading as specified in individual ship specifications.
In exposed locations, the loadings due to gun blast, missile blast, ice and snow, wave impact, and wind shall also be considered.
Foundations subject to cyclically repeated or reversed loadings shall be designed to withstand fatigue.
The foundation for main propulsion turbines, main reduction gears, switchboards, diesel generators, and other propulsion plant
equipment shall be designed so that, within the range of those frequencies developed by the ship's propeller, vibration shall not prevent the
ship from maintaining any speed up to and including maximum speed.
Foundations for radar antennas shall be designed so that natural resonant frequencies will not interfere with the effectiveness of the
antennas.
In addition to the requirements specified in this section, armament foundations shall meet the requirements of Section 702. For gun
mounts the static equivalent of dynamic recoil forces shall be assumed to be 1.3 times the rated brake load of the recoil mechanism.
Design stresses shall not exceed one-half the yield strength of the material.
Unless otherwise specified, steel shall be used for foundations in way of steel supporting structure and aluminum in way of
aluminum supporting structure.
180c. Arrangement
To minimize weight, structural members of the hull, reinforced as necessary, shall be used as parts of foundations, wherever
practicable.
Equipment shall be supported without direct connection to the shell or other structure exposed to wave impact, gun blast, missile
blast, propeller-excited vibrations, or similar loadings, if the resulting distortion or vibration would damage the equipment or impair its
performance. Equipment required to meet the mission capabilities outlined in Section 072 shall not be attached to watertight bulkheads if
the deflection caused by flooding of adjacent compartments would render such equipment inoperative.
Accessibility shall be provided for inspection and maintenance of equipment foundation structure and adjacent hull structure. See,
also, Sections 071 and 200. Foundations shall be constructed so as not to contain pockets which can retain liquids. Water freeing openings
shall be provided at the base of deck-mounted foundations.
The structural arrangement of foundations for condensers shall permit the remaking of the exhaust flange joints.
Projecting corners and edges of structure shall be well rounded or padded to protect personnel.
180d. Alignment
Provision shall be made for maintaining positive and accurate alignment where essential for satisfactory operation of the machinery
or equipment.
For general system alignment requirements see respective system sections. Critical alignment guidance for new installations shall be
as specified in the Shipalt record or in specific alignment guidance for the system furnished by the Supervisor.
Shims or chocks may be used where necessary to prevent distortion due to bolting equipment to foundations and braces.
The rigidity of foundations and supporting structure shall be sufficient to prevent misalignment which would interfere with operation
of the machinery and equipment, and to preclude excessive vibratory motion or rocking on the foundation. For electronic equipment, top
Section 180
S9AA0-AB-GOS-010
2004 Edition
swaybracing shall be installed if the ratio of height to the smaller base dimension is three or greater. These braces shall not restrain the
equipment vertically. See Sections 324 and 431 for brace requirements.
Foundations shall be designed to prevent misalignment or excessive strains due to thermal expansion, under any operating condition.
Large units of machinery which must be aligned with connected equipment shall be installed on chocks similar to those shown on
drawing, NAVSHIPS No. 810-1385895.
Pourable epoxy resin chocking compound "Chockfast orange," PR 610 TCF by Philadelphia Resin Corporation, or NAVSEA
approved equal, may be used as an alternative to steel chocks or liners where long term, highly accurate alignment is not required. It is the
responsibility of the Naval Supervising Activity (Naval Shipyard, Supervisor of Shipbuilding, etc.) to evaluate each application to insure
that the design and installation conforms to the manufacturer's instructions and limitations and to the following additional requirements:
1.
The installation shall not be less than 1/2 inch thick nor more than 2 inches thick and the chock volume shall not be less than 9
cubic inches nor more than 200 cubic inches. All overpour regions extending beyond the edge of bed plate or foundation and higher than
the chock surface shall be removed. Service temperature at the chock shall not exceed 175 degrees F. BarCol hardness measurements
shall be made on the finished chocks to assure adequate cure by comparison to manufacturer's listed value.
2.
Dead weight loads of up to 100 lb/in2 and total loads (static, bolt tension and shock) up to 1000 lb/in2 may be permitted. See
maximum allowable chock compressive stress vs. temperature calculation requirements as provided below. Hold down bolt tension shall
be sufficient to assure that under the design shock loading the separation of the chock and bedplate does not occur. Transverse load shall
be carried by the bolts. For each installation that exceeds 45 lb/in2 static load or 500 lb/in2 total load, calculations shall be made to
determine the installation's natural frequencies of vibration as mounted on the poured chocks to demonstrate compliance with the
requirements of Section 073.
The bolt hole diameter through the chock shall be a minimum of 1/8" greater than the bolt hole through the bedplate. This clearance
may be provided with closed cell foam rubber tubing.
3.
Where the footing area of the unit must be changed from its original design configuration for any reason, the configuration as
modified shall be demonstrated to be shock qualified by test or extension in accordance with Mil. Spec MIL-S-901.
Poured epoxy chocks shall not be used for the following applications:
1.
Equipment/machinery (or units integrally connected with equipment/machinery) for which long term highly accurate
alignment is a requirement.
2.
Where steel chocks or machined foundations are required by other sections of this specification.
List of permissible applications on surface ships. This is a generalized list developed from an aircraft carrier but would also apply to
other surface ships with similar equipment or components.
Air Flasks
Air Compressors
Air Conditioning Plants
Air Conditioning Chill Water Circ. Pump
Air Conditioning Salt Water Pump
Anchor Windlass Accumulators
Anchor Windlass Block Pivot Assy.
Anchor Windlass Brake Assy.
Anchor Windlass Brake Power Unit
Anchor Windlass Brake Band Supports
Anchor Windlass Brake Control Stand
Anchor Windlass Fill & Drain Pump
Anchor Windlass Drive Assembly
Anchor Windlass Power Unit
Anchor Windless Transfer Valve
AFFF System Circulating Pump
AFFF System Air Conditioning S.W. PUMP
AFFF System Injection Pump
AFFF System Proportioner Pump
AFFF System Transfer Pump
Auxiliary Gland Exhaust Condenser
Auxiliary Gland Exhaust Fan
Auxiliary Machinery Cooling Water Pump
Auxiliary Machinery Cooling Water Strainer
Auxiliary Lube Oil Strainer
Aircraft Elevator Circ. Pump
Aircraft Elevator Main Pump
Aircraft Elevator Sump Pump
Aircraft Elevator Sump Tank
Aircraft Elevator Engine Sheaves
Aircraft Elevator Hoist Engine Cylinder
Aircraft Elevator Guiderail Track Support
Aircraft Elevator Fairlead Sheaves
Aircraft Elevator Hydraulic Coolers
Bilge and Stripping Pump
Boat Davits
Boiler Fan
Boiler Fuel Pump
Boat & Airplane Crane Rotation Power Unit
Boat & Airplane Crane Rotation Power Unit Manifold
Boat & Airplane Crane Main & Whip Hoist Power Unit
Boat & Airplane Crane Main Hoist Unit
Boat & Airplane Crane Whip Hoist Unit
Boat & Airplane Crane Main & Whip Hoist Power
Unit Manifold
Capstans
Chem. Prop. Tank/Distilling Plant
Chill Water Pump
Coolers
Crane Rails
D.C. Generators
400 HZ MG Set
Section 180
Distiller Brine Overboard Pump

Distiller Circ. Water Pump Suction Strainer
Distiller Feedwater Drain Pump
Dirty Drain Sump Tank Pump
Dirty Oil Drain Tank Stripping Pump
Dumbwaiter Mounting Brackets
Emergency Lube Oil Pump
Feed Treatment Chemical Injection Pump
Fresh Water/Sea Water Cooler
Gallery & Scullery Equipment
Gland Exhaust Fan
Guard Valve Lube Oil Suction Strainer
High Pressure Air Dehydrator
JP-5 Aux. Boiler Strainer
JP-5 Defueling Pump
JP-5 Jet Engine Test Pump
JP-5 Service Pump
JP-5 Transfer Pump
JP-5 Vacuum Priming Pump
List Control Pump
Low Press Service Steam Drain Cooler
Lube Oil Filter
Lube Oil Standby Pump
Main Circ. Water Pump
Main Lube Oil Cooler
Main Lube Oil Strainer
Pre-Lube Pump-Air Driven
Reboiler Feedwater/Drain Cooler
Sewage Ejection Pump
SS Air Conditioner Chill Water Pump
SS Air Chilled
SS Air Purifier
SSIG Lube Oil Strainer
SSIG Gland Exhaust Fan
Shop Equipment
Steering Gear Fill & Drain Unit
Throttle Control Ahead & Astern Servo Control Unit
Turbine Generator Condensate Pump
Weapons Elevator Circ. Pumps
Weapons Elevator Hoist Machinery
S9AA0-AB-GOS-010
2004 Edition
Distiller Circ. Water Pump

Distiller Distillate Pump
Demineralized Water Pump
Dirty Oil Drain Pump
Diesel Generator Set
Eductor
Electrical Switch Gears
Fire Pumps
Fuel System Pump and Purifier
Gear Reducers
Guard Valve Emergency Lube Oil Pump
High Pressure Air Compressor
Hot Water Circulating Pump
JP-5 Aux. Transfer Pump
JP-5 Hose Reel
JP-5 Purifier
JP-5/NSFO Stripping Pump
JP-5 Transfer Pump Turbine
Laundry Drain Pump
Low Press Service Steam Drain Tank Air Ejector
Lube Oil Cooler
Lube Oil Purifier
Main Air Ejector
Main Feed Booster Pump
Main Lube Oil Purifier/Heater
Potable Water Pump
Pneumatic Control Air Compressor
Sanitary Service Pump
Sewage Pump
SS Air Conditioner Seawater Circ. Pump
SS Air Filter
SS Refrigerator Units
SSIG Condensate Pump
SSIG Lube Oil Cooler Strainer
Sonar Equipment
Steering Gear Emergency Power Unit
Throttle Control Hydraulic Unit
Turbine Generator Lube Oil Cooler Seawater Strainer
Weapons Elevator Motor & Brake Assy.
Section 180
S9AA0-AB-GOS-010
2004 Edition
List of restricted applications on surface ships. These applications generally would not be approved.
All equipment where government furnished documents prohibit use of epoxy chocks require use of steel chocks.
All equipment inside catapult troughs
Anchor Windlass Wildcat
Auxiliary Boiler Feed Duplex Strainer
Boiler
Boiler Feed Pump
Cargo JP-5/NSFO Transfer Pump turbine
Condensers
Dim mounted equipment
Generators
Hydraulic cylinders of Steering Gear
Independent Thrust Bearings
Line Shaft Bearings
Main Propulsion Diesel Engines
Oxygen and Nitrogen producer, tanks, pumps and compressors
Radar Scanners and Antennas
Reactor Plant Fresh Water Cooler and Sea Water Circ. Pump Cooler
Reactor Plant Fresh Water Cooler and Sea Water Strainer
Reboiler Feed Pump
Reduction Gears
Steam Reboiler
Turbines
Weapons Directors
Classification criteria: (a)
(b)
Classification
Criteria
b
b
b
b
b
b
b
a
c
a
a
a
b
b
b
a
a
a
b
a
b
a
b
Equipment involved requires extremely high safety factors.

The type of application (not specific design) would characteristically violate the detailed
specification requirements.
(c) The application would be otherwise inappropriate.
Tolerance critical machinery and equipment. The following is a list of machinery and equipment considered to be tolerance critical
on surface ships. For the design purposes, tolerance critical is defined as machinery/components that cannot tolerate movement after
installation greater than 0.015 inches for installations with static stresses to 1000 p.s.i. and temperature of 120F or less and to 0.005 inches
for installations with static stresses to 500 p.s.i. and temperature of 175F, see calculation requirements below:
Aircraft Elevator Guide Rails
Aircraft Elevator Hoist Power Unit
Ammunition Hoist
Arresting Gear Accumulators
Arresting Gear Cable Sheaves
Arresting Gear Damper Sheaves
Arresting Gear Engine Cylinder
Arresting Gear Fluid Cooler
Auxiliary Propulsion Machinery
Gyro Compass
H.P. Air Compressor
Main Condensate Pump
Main Feed Pump
Main Steam Guard and Strainer
Moisture Separator
Propulsion Clutches
Propulsion Couplings
Radar Antenna
Ship Service Air Compressor
Ship Service Air Conditioning Plant
Ship Service Generators
Steering Gear Rams
Steering Rudder System
Throttle Control System
Turbine Brake
Weapons Elevator Guide Rails
Weapons Elevator Hoist Power Unit
Section 180
S9AA0-AB-GOS-010
2004 Edition
Epoxy chock resistance to chemicals. Epoxy chocks shall not be used when located near sources of chemicals that can react with the
epoxy chock and which could, through accident, cause those chocks to be immersed in the chemical. Any substance that is underlined can
react with epoxies. If the substance of concern is also designated with an asterisk (*), then the relative reaction is slight, and may be
evaluated on a case basis. Substances that are not on the list should also be evaluated on a case basis.
Substance
*Acetaldehyde conc.
Acetic Acid
Acetone _
Acetone
Acetone
Accumulator Acid
AFFF
*Allyl Chloride
Ammonia
Ammonia
Aniline
Benzene
*Benzene
Butanol
*Butyl Acetate
Carbon disulfide
Carbon Tetrachloride
Caustic Sode sol.
* Caustic Sode sol.
*Cellosolve (PRT-51)
Chlorobenzene
*Chromic Acid
Citric Acid
Clophene
Cyclohexanol
Cyclohexanone
Diethylenetriamine
Diesel Fuel
Dioxane
Ethylenediamine
Ethylene Glycol
Ethyl Ether
Ferrochloride sol.
Fluoric Acid
*Formaldehyde
Gamma Radiation
Substance
Glycerin
*Hydrochloric Acid
*Hydrochloric Acid
*Hydrochloric Acid
Hydrochloric Gas
Hydrogen Peroxide
Hydrogen Sulfide dry
Hydrogen Sulfide dil.
JP-5
Kerosene
Lactic Acid
Linseed Fatty Acid
Lube Oil (2190 TEP)
Methylene Chlorida
*Mineral Oil
Nitric Acid
Nitrobenzene
Phosphate Ester
Salt Solution
*Sea Water
Sodium bichromate sol.
Sodium bisulfite sol.
*Sodium chlorite sol.
Sodium Hydroxide
*Sodium Methoxide
*Stearic Acid
Sulfuric Acid
Sulfuric Acid
*Sulfuric Acid
*Tetrachloroethane
Trichloroethylene
Triethanolamine
Vinegar
*Water Glycol
Xyelene (PRT-52)
2135 TH (Hydraulic Oil)
Concentration
99%
10%
100%
50%
10%
32%
10%
3%
100%
100%
100%
100%
100%
100%
100%
10g/100
50g/100
100%
25%
10%
100%
100%
100%
100%
100%
45g/100
40%
10"erg/gra
m
Concentration
100%
37%
20%
4%
30%
100%
3%
91%
100%
33%
100%
10g/100
66g/100
20g/100
10g/100
50%
40%
100%
75%
50%
10%
100%
100%
Epoxy chock data submittal. Where poured epoxy chocks are proposed for use and satisfy the above requirements, the following
information shall be provided to the Naval Supervising Activity for review on each proposed application:
a.
Equipment description
b.
Number of units
c.
Equipment weight
d.
Number of chocks and size(s) and thickness
e.
Modification (if required) to increase bearing area
f.
Bolt size and number
g.
Required bolt torque and shear strength
h.
Dead (static, equipment) load on chocks (lb/in2)
i.
Total load (dead load and bolt tension) on chocks (lb/in2)
Section 180

j.
k.
l.
m.
n.
o.
p.
q.
Normal working temperature and maximum temperature/time to which the chock would be subjected
Electric ground required (Yes or No)
Alignment critical (Yes or No)
Shock grade
Is item integrally mounted with alignment critical item? (Yes or No)
Consequences of chock failure
Pour direction (Vertical or Horizontal)
Venting requirements
Calculation Requirement Guide The allowable chock compressive stress (S, psi) is dependent on the maximum acceptable machinery tolerance in the direction of
applied compressive load (d, mils) and the temperature (F) to which the epoxy is exposed. The following formula shall be used to
calculate the allowable chock compressive stress:
When 0 mils
d
5 mils S = 100d
and t
175F
d
15 mils
When 5 mils
d-5
and t
S = 500 + 9.09 (175-t) 10
175F
if t
120F use t = 20
When d
15 mils
S - 500 + 9.09 (175-t)
and 120F
t
175F
if t
120F use t = 120
Note: Exposing epoxy chocks to temperature above 175F is not permitted.
For rotating weapon equipment foundations, a rigid, level surface shall be obtained which is capable of transmitting the firing load to
the foundation without permitting any rocking or excessive vibration of the equipment, and which is free of any distortion which would
cause binding in train.
Small bearings which require permanent and accurate alignment, but which are not subject to heavy stresses, may be kept in
alignment with accurately fitted tapered pins.
Alignment of antenna and transducer foundations shall be as described in Sections 184 and 400.
180e. Attachment of Equipment to Foundations
Coamings, liners, gaskets, bolts, foundation blocks, and other material and fastenings shall be fitted, as required, for the attachment
of machinery and equipment to foundations.
All hold down bolts shall be designed in accordance with the requirements of Section 072 and Section 075.
Unless otherwise specified, self-locking nuts of plastic insert type, or all-metal self-locking nuts of distorted type, in accordance with
Mil. Spec. MIL-N-25027 (see Section 075), shall be provided to prevent loosening of hold-down bolts due to shock or vibration.
In the assembly of machinery subjected to large reversing stresses (such as independent thrust bearings, screw gear, or hydraulic
cylinders of steering equipment), fitted bolts, keys or dowel pins may be used to withstand the forces tending to shift the unit on its
foundation. Propulsion machinery and auxiliary machinery (such as windlasses, winches, and capstans) which exert heavy loadings on
foundations shall be secured by means of fitted bolts. For fitted bolt tolerances, see Section 075.
Packing for through bolts shall be provided, as required, to maintain tightness. Oil from machinery shall be prevented from leaking
to compartments below.
Equipment without rotating parts, which does not require removal for maintenance, may be secured by welding. Equipment which
contains rotating parts may be welded to foundations provided it is mounted on a sub-base which is used as the attached bolting member.
Main propulsion machinery and generators shall not be welded to the foundation.
Bolts, studs, and capnuts used to fasten radio and radar antennas to their foundations shall be of corrosion resisting steel. Threads
shall be coated with antiseize lubricant, Mil. Spec. MIL-A-907.
180f. Shock and Noise
Section 072 provides the requirements for shock as it relates to ships' overhaul.
Where noise isolation is required, foundations shall be designed to meet the requirements of Section 073.
180g. Inspection and Repair
Inspection criteria and repair procedures shall meet the requirements of Section 100.
Special inspection requirements for Ordnance foundations shall be as specified in Naval Ship's Technical Manual, NAVSEA
S9086-DA-STM-000, Chapter 100, Hull Structures
Section 180
S9AA0-AB-GOS-010
2004 Edition

SECTION 184
COMBAT SYSTEM ALIGNMENT
184a. Scope
This section consists of the requirements for performing the mechanical and electric adjustments and alignments of the ship's combat
system elements, such as gun mounts, launchers, gun directors, missile directors, 2D and 3D RADAR sets, gyrocompass, stable element
and inertial navigation sets.
184b. Definitions
Ship Base Plane (SBP) - The SBP is the basic plane of origin. The SBP is perpendicular to the ship centerline plane and includes the
baseline of the ship but is not necessarily parallel to the keel of the ship.
Master Reference Plane (MRP) - The MRP is a plane within the ship parallel to the SBP.
Ship Centerline Plane (SCP) - The SCP is the vertical plane that bisects the ship from stem to stern along its axis of symmetry. It
contains the ship's centerline reference line.
Weapon Control Reference Plane (WCRP) - The WCRP is the horizontal reference plane for elements of the combat system. The
WCRP is perpendicular to the SCP, parallel to the SBP and is established by reference to the roller path plane one of the major elements of
the combat system.
Train zero - Train zero is the train angle at which an element's line of sight, bore axis or pointing line is parallel to the ship's
centerline reference sight, bore axis or pointing line is parallel to the ship's centerline reference line.
Elevation zero - Elevation zero is the elevation angle at which an element's line of sight, bore axis or pointing line is parallel to the
element's own roller path plane.
184c. General Requirements
To minimize the effects of stresses and distortions resulting from exposure of the ship to direct sunlight, the following alignment
operations shall be conducted during the period beginning 3 hours following sunset and ending one hour after sunrise. This period may be
extended continuously into additional day-light hours when, in the judgement of the Supervisor, a heavy overcast sky or rain will inhibit
ship exposure to direct sunlight. These operations are:
Foundation machining.
Checking the inclination of foundation planes.
Checking the inclination of element roller path planes.
Establishing element train and elevation zero.
184d. Alignment References
The SBP shall be used to establish the MRP.
The MRP shall be used as the foundation machining reference and for verification of foundation machining tolerances.
Ship centerline reference lines shall be established by installation of permanent bench marks in conformance with Sect. 602. These
lines shall be used to establish element train zero.
The WCRP shall be used as reference for measurement of the roller path plane inclination of applicable combat system elements.
184e. Detailed Requirements
Foundations for combat system elements shall be machined so that the faying surfaces are flat, smooth and parallel to the appropriate
reference plane within tolerances specified. Foundation and element faying surfaces shall meet the condition of contact requirements
specified in Sect. 702. Foundations shall be machined only after all structural welding and straightening is complete in the vicinity of the
foundation location. Unless otherwise approved by NAVSEA the ship shall be waterborne during foundation machining operations, except
for special circumstances when NAVSEA permits machining to be conducted while the ship is on building blocks or equivalent. The
foundation machining tolerances for those elements that can be leveled using leveling rings, tapered liners, shims or other device for
adjusting element roller path plane shall be plus or minus 20 minutes of arc or one-third the range of the leveling device whichever angle is
smaller. Mechanical roller path tilt correctors and digital computer compensation or the equivalent of either are not considered to leveling
devices.
1
Section 184
S9AA0-AB-GOS-010
2004 Edition
The inclination of the roller path planes of all combat system elements shall be checked and, when possible, leveled to the
appropriate reference planes within the tolerances specified. Final verification that element roller path inclination is within specified
tolerances shall be conducted when the ship is waterborne and loaded in excess of 90 percent of the weight estimate for sea trials.
Train and elevation zero alignment shall be conducted on all combat system elements and related equipment. All devices in the
combat system elements used for transmitting or receiving functional data within each element, between each element of a system and
between systems shall be checked for proper alignment. Tram bar readings and bench mark sightings shall be recorded or all elements
provided with tram bars and sighting devices.
184f. Alignment Validation
After the combat system has been mechanically and electrically aligned, the Contractor shall conduct validation tests to demonstrate
that each sub-system (such as gun system and missile system) and the whole combat system operating as a unit is properly aligned.
184g. Tolerances
The tolerances for each ship class will be specified in its own Tolerances Tables.
184h. Technical Documentation
The primary definitive documentation relating to installation alignment of the Combat System, in the order of precedence, are:
1.
The specific ship/ship class Combat System Alignment Manual (SCAM), OP 2456 Series.
2.
Theory of Combat Alignment, OP 762.
The following tests shall be conducted, in order listed, to verify that the requirements of Sections 184 and 602 have been met:
1.
Reference planes and benchmark verification
2.
Foundation alignment verification
3.
Mechanical battery alignment
Reference planes and benchmark verification - The benchmark shall be verified to be in accordance with the requirements of Sect.
602. After these verifications, the benchmarks shall be used to verify that the reference planes are in accordance with the requirements as
specified herein.
Foundation alignment - The Master reference plane shall be utilized for verifying that the foundation machining is in accordance
with the requirements as specified herein.
Mechanical battery alignment - Tests shall be performed to verify mechanical alignment including, where applicable, nulling of
synchro outputs by external excitation. These synchro alignments shall be performed in accordance with the individual equipment
specifications. The mechanical alignment shall include, where applicable, roller path inclination, and elevation and train zero alignments.
The mechanical alignments shall be verified to be in accordance with the requirements as specified herein.
Section 184
2
S9AA0-AB-GOS-010
2004 Edition

SECTION 192
COMPARTMENT TESTING
192a. Scope
This section consists of strength (tightness) and completion test requirements for compartment, tank, and void boundaries.
192b. Definitions
Strength Test - Frequently referred to as tightness test. Strength tests serve to assure the designed strength and tightness of the
structure under reasonable expected conditions of use and loading.
Strength tests are performed by applying a pressure equivalent to the specified design head of the structure.
Completion Test - Completion tests demonstrate adequate tightness of a completed compartment, tank, or void. Completion tests are
performed by applying air or liquid pressure, by hose testing, or visual inspection. Any lack of tightness is detected by observing the drop
in pressure (drop test), the leakage of liquid (leakage test), or visible openings (visual test).
After any alteration or repair work which could affect the tightness of a compartment, tank, or void required to be periodically air
tested or inspected, a completion test shall be conducted, except as noted below.
1.
Opening of tanks or voids only for inspection or access, or both, does not constitute work requiring a completion test.
2.
As an alternate test method to a full compartment, tank, or void completion test, an individual penetration test using one of the
methods in paragraph 192f may be substituted, provided:
a.
The repaired or altered area is susceptible to localized differential air pressure testing at the required pressure by means
of a vacuum box, a pressurized cofferdam, air hose testing, water hose testing, or a running air pressure test.
b.
Local record keeping procedures assure that all portions of compartments, tanks, and voids which may have been
affected by the work, and could affect watertight integrity are identified and tested.
Completion tests shall not be performed until work on the compartment, tank, or void involved has been completed, including any
attachments or penetrations which might affect the tightness of compartment, tank, or void boundaries; however, where practical,
completion tests should be performed before painting. All permanent access and closure fittings shall be installed. Should any work,
which could affect tightness, be performed on boundaries of a compartment, tank, or void after a completion test has been made, an
additional test shall be applied. The additional test need be performed only to prove work done and may be accomplished utilizing
alternate test methods of paragraph 192f in order of the following preference:
1.
Rerun of completion test as a running air test
2.
Cofferdam method
3.
Vacuum box method
4.
Air hose method
5.
Water hose method
6.
Chalk test method (preliminary test only)
Only if an alteration involves a change in the design of a tank carrying liquids is a strength test to be performed using either water or
oil as the testing medium. In tests requiring 10 lb/in2 and under, where it is considered necessary and safe, an air test may be substituted
for the testing medium. The pressure shall be in accordance with existing Compartment Test Schedule requirements or the construction
drawing; however, the pressure selected must not exceed the design head for the weakest boundary of the tank. If a strength test is
conducted, the completion test is not necessary, provided the strength test is conducted after all work affecting the tightness of the structure
has been completed.
Design heads are in feet of salt water unless otherwise specified; however, salt water shall not be used as the testing medium. If a
design head is specified, an equivalent head of the testing liquid shall be used.
When a compartment, tank, or void is ready for testing, the Supervisor shall be notified and testing shall not proceed until the
Supervisor has inspected the space and authorized proceeding with test.
Unless specified otherwise in the Schedule of Watertight Integrity Tests and Inspections (SWITI), and except as noted in paragraph
192d, the air pressure for completion tests shall be 2 lb/in2 for watertight and oiltight structure and 4 oz/in2 for air tight structure.
Section 192
S9AA0-AB-GOS-010
2004 Edition
A compartment, tank, or void tested by a completion air test will be considered sufficiently tight if the drop in air pressure, from the
specified test pressure, during a 10-minute period does not exceed the following values:
Compartment
Allowable Drop
Ounces Per Square Inch
Zero
5
2
Tanks, voids, cofferdams

Wiring trunks
All other spaces
For those cases where the pressure used is less than 2 lb/in2 allowable pressure drops shall be changed in the ratio of actual pressure
to 2 lb/in2.
If performing an air pressure test, the space being tested shall be pressurized and maintained at test pressure for 15 minutes for
temperature stabilization before beginning the 10-minute test.
192d. Miscellaneous Tests
New or repaired bilge keels, rudders, rudder support assemblies, and shaft tubes shall be tested to a pressure of 5 lb/in2. Under these
tests, there shall be no drop in pressure over a 10-minute period.
These tests shall be conducted prior to filling with preservative coating. Sonar domes shall be tested as required by the individual
Sonar Dome Handbook if a dome is repaired or replaced.
New compartments, tanks, or voids installed on a ship shall be tested in accordance with the completion or strength test requirements
on the construction drawing. Completion test requirements shall be added to the SWITI.
192e. Air Test Fittings
An air test fitting (drawing, NAVSHIPS No. 810-1385791) shall be provided for each new compartment which requires periodic air
testing. Air test fittings, where practicable, shall be located on or adjacent to the normal access of the compartment. Air test fittings on
hatches shall be located so as not to form an obstruction to traffic. Air test fittings shall be used for the purpose of conducting completion
air tests.
192f. Alternate Test Methods
Running Air Test Method - Running air tests, used in lieu of completion tests, shall be performed as follows:
1.
Pressurize the space to the specified completion test pressure.
2.
Boundaries of the space, which have been affected by repair or rework, shall be inspected for leakage by applying a soapy
solution to the outside of the structure under pressure or by using an ultrasonic translator detector (similar to Hewlett Packard Delcon
4905A).
3.
Acceptance criteria for running air tests shall be no evidence of leakage indicated either by no formation of bubbles in the
soapy solution or no reading on the ultrasonic translator detector.
Cofferdam Test Method - A pressure cofferdam can be used to verify tightness of patches or components after reinstallation, if it is
physically possible to cover the item. Cofferdam tests, used in lieu of completion tests, shall be performed as follows:
1.
Install the cofferdam over joint or fitting to be tested so that the pressure differential will be in the same direction as a full
compartment, tank, or void completion test.
2.
Pressurize the air space inside the cofferdam to the test pressure specified for the completion test of the applicable
compartment, tank, or void.
3.
Apply a soapy solution to the opposite side of the structure and inspect for leakage.
Acceptance criteria for cofferdam tests shall be no evidence of leakage indicated by no formation of bubbles in the soapy solution.
4.
If the opposite side of the structure is inaccessible, an alternate method of proving tightness is to measure the drop in pressure
within the cofferdam over a 10-minute period. The gasket and fittings in the cofferdam should be checked for leakage using a soapy
solution. Acceptance criteria for this alternate cofferdam test shall be no drop in pressure.
Vacuum Box Test Method - A vacuum box can be used to verify the tightness of patches or components after reinstallation, if it is
physically possible to cover the item. Vacuum box tests, used in lieu of completion tests, shall be performed as follows:
1.
Apply a soapy solution to the joint to be tested.
2.
Install the vacuum box over the joint or fitting to be tested so that the pressure differential will be in the same direction as a full
compartment, tank, or void completion test.
3.
Draw a vacuum to obtain a pressure differential comparable to the completion test pressure.
4.
Inspect the joint or fitting for leakage by observing through the plexiglass cover of the vacuum box for the formation of
bubbles.
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5.
Acceptance criteria for vacuum box tests shall be no evidence of leakage indicated by no formation of bubbles in the soapy
solution.
6.
An alternate test method of proving tightness with the vacuum box is to measure the rise in pressure within the vacuum box
over a 10-minute period. The gasket and fittings in the vacuum box shall be checked for leakage using a soapy solution. Acceptance
criteria for this alternate vacuum box test shall be no rise in pressure.
Air Hose Test Method - Air hose tests, used in lieu of completion tests, shall be performed as follows:
1.
The air hose nozzle shall be about 3/8 inch in diameter and the pressure at the nozzle shall be about 90 lb/in2.
2.
Apply a soapy solution to the structure on the side opposite from the side the stream of air is to be applied.
3.
The air hose shall be applied to produce a pressure differential in the same direction as would occur if a full compartment,
tank, or void test were performed. Hold the nozzle as close as possible to the joint or fitting under test and direct the air stream in the
manner most likely to reveal leakage.
4.
Test procedures using the air hose test method shall contain the following statement, "WARNING: High velocity air is a
personnel hazard. Nonessential personnel shall be cleared from the area being tested. Safety glasses shall be worn at all times. Care must
be taken so that the air stream is not directed toward any personnel."
5.
Acceptance criteria for air hose tests shall be no evidence of leakage indicated by no formation of bubbles in the soapy
solution.
Water Hose Test Method - Water hose tests, used in lieu of completion tests shall be performed as follows:
1.
The water hose nozzle shall be no less than l/2 inch in diameter and the pressure at the nozzle shall be no less than 50 lb/in2.
2.
The nozzle shall be within ten feet of the structure under test and the stream of water shall be directed against all portions of
the structure in the manner most likely to develop leaks.
Inspect the opposite side of the structure being tested for signs of water seepage.
3.
All test procedures using the water hose test method shall contain the following statement, "WARNING: Prior to water hose
test, conduct a survey to assure that appropriate steps and precautions have been taken to prevent damage caused by spillage or spray of
fluid on ship's components and equipment adjacent to test area and to contain fluid if leakage should occur."
4.
Acceptance criteria for water hose test shall be no evidence of water on the opposite side of the tested structure.
Chalk Test Method (Preliminary Test Only) - A chalk test may be used as a preliminary test for reworked knife edges and gaskets on
watertight doors and hatches. One of the preceding test methods must be used to prove work tight. Chalk testing is performed as follows:
1.
Chalk the bearing surface of the knife edge and close the door or hatch by normal procedure.
2.
When the door or hatch is opened, the chalk from the knife edge will have been transferred to the gasket.
3.
Acceptance criteria for the chalk test is a uniform and continuous chalk mark on the door's or hatch's gasket. If there are
irregularities or breaks in the chalk mark, the gasket or knife edge must be adjusted or replaced and the test repeated.
192g. Safety Precautions
Safety precautions of Naval Ship's Technical Manual, NAVSEA 0901-LP-884-0004, Chapter 9880, Section IV, shall be followed to
prevent over-pressurization of the compartment or tank being tested.
192h. The Schedule of Watertight Integrity and Inspections (SWITI)
The SWITI shall be updated to reflect only revisions to compartment numbering or changes to compartment tightness requirements
made during the overhaul for use by ship's force in conducting periodic inspections after the ship completes overhaul. The Contractor is
not responsible for conducting periodic tests and inspections unless specifically authorized,
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SECTION 200
GENERAL REQUIREMENTS FOR MACHINERY PLANTS
200a. Scope
This section contains general requirements for overhaul and repairs to the complete machinery plant. These requirements
supplement those specified in the other sections of these specifications covering systems and component parts of the plant.
200b. Definitions
The machinery plant consists of the propulsion plants, independent auxiliary plants, independent auxiliaries and equipment with
supporting piping, electrical and control systems required for the ship.
A propulsion plant consists of the propulsion unit steam generators, propulsion auxiliaries, associated equipment, control systems,
piping systems, and electrical systems that are required to drive one propeller.
A propulsion unit consists of the machinery and equipment that are mechanically, electrically, or hydraulically connected to a
propulsion shaft.
Propulsion auxiliaries are those auxiliaries directly associated with a propulsion plant, which perform functions essential to the
operation of the propulsion plant.
Independent auxiliary plants are those complete plants that are provided to perform specific functions other than those associated
with propulsion and that are complete and independent in their functions. Such plants include refrigeration plants, air conditioning plants,
distilling plants, ship service electric plants, and emergency electrical plants.
Independent auxiliaries are those auxiliaries not directly associated with propulsion plants or independent auxiliary plants. Fire
pumps, bilge pumps, fuel and lubricating oil transfer pumps, anchor windlass, and steering gear are examples of independent auxiliaries.
200c. New Installations and Modifications to Existing Installations
The type and rating of each machinery component shall be compatible with its service demands. Its size, weight, and complexity
shall be held to a minimum consistent with reliable and economical operation and maintenance. The principles of reliability and
maintainability shall be paramount and no compromise of these principles shall be made with any other basic requirement.
The machinery plant shall operate in a satisfactory manner, over its entire operating range, without exceeding the noise and vibration
limitations specified in Section 073.
Where propulsion plants are installed in separate machinery spaces, each plant shall be self-sufficient so that maloperation of one
plant will not affect operation of any other plant. System flexibility incorporating cross-connections between plants and bypasses around
components shall be provided, as specified in the applicable sections covering piping and electrical systems, to permit warmup and
continued operation under conditions when specified components are inoperative.
Continued operation of a propulsion plant shall not be affected by flooding of the bilge regions (as defined in Section 070) of the
space in which the plant or a portion of a plant is located.
Each propulsion plant shall be capable of reversing the direction of thrust of its propeller from any power ahead up to and including
design full power, to any power astern up to and including design full power astern, and vice versa.
Machinery arrangements shall provide the best military protection for all vital machinery and equipment and shall ensure that
damage to, or flooding of, any watertight machinery space will cause the least interference with operation of machinery and equipment in
any other machinery space.
Components of the machinery plant and piping shall be arranged and installed to permit ready accessibility for operation, inspection,
and maintenance. In case of questionable accessibility, the Contractor shall demonstrate that accessibility is attainable.
Removal of interferences (such as piping, floor plates, gratings, and air ducts) to accommodate maintenance shall be kept to a
minimum. Maintenance that must be accomplished underway shall not require disassembly of other components of systems necessary for
propulsion.
Machinery and equipment having surface temperatures of 400 degrees F or greater under their insulation shall be located at least 18
inches from tanks containing flammable fluids (other than lube oil). Machinery and equipment having surface temperatures of 650 degrees
F or greater under their insulation shall be located at least 18 inches from tanks containing lube oil. They shall not be located at a level
lower than tanks containing flammable liquids unless they are at least 10 feet (measured horizontally) from the tank, or unless they are
shielded from possible tank leakage. See Section 505 for similar restrictions applicable to piping.
Rotating and reciprocating machinery shall be aligned as specified in Sections 070 and 180.
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Mounting of all machinery and equipment shall meet the requirements of Sections 072 and 073 pertaining to noise, shock and
vibration.
Instruments that are not specified in specifications for components, but that are necessary for proper operation and control, shall be
furnished.
In addition to the special lifting guides, jacks, and supports furnished by manufacturers of machinery components, the Contractor
shall furnish all other lifting gear necessary for ship overhaul of new machinery components and piping systems. The gear shall include
such equipment as heavy duty chain hoists, padeyes, beam clamps, turnbuckles, shackles, pulleys, and wire rope. Where it is necessary to
move disassembled parts for repair, inspection, or access, trolleys or other suitable gear shall be provided. Light duty chain hoists and
other equipment furnished as portable or hand tools as specified in Section 665, the size and weight of which permit them to be readily
transported to the machinery spaces, may be considered as constituting a part of the lifting gear specified herein.
Lifting gear shall be fitted so that parts may be lifted and moved with minimum disconnection of piping, cables, ventilation ducts,
and other installed equipment.
The lifting gear parts provided to the ship shall have the same identifying marks that appear on the drawing, or they shall have label
plates identifying their use.
Lifting gear shall be fitted in place and its adequacy demonstrated to the Supervisor. After demonstration, the gear shall be removed
to the stowage position.
200d. Repair and Overhaul of Existing Systems
and not necessarily intended to return overhauled items to the original manufacturer's drawing/technical manual tolerances. The
Supervisor's Work Specification will identify the class of overhaul or specific repairs authorized for the item. Where applicable, the
Supervisor's Work Specification shall invoke the overhaul of the item to be accomplished in accordance with an approved Technical
Repair Standard (TRS). Where an approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or
system shall be in accordance with applicable drawings, manufacturer's technical manuals, NAVSHIPS technical manuals or NAVSEA
instructions unless modified herein.
Requirements and definitions of class of overhaul ( i.e., Class A, B, C) and the use of authorized Technical Repair Standards (TRS)
is provided in Section 042.
Section 072 defines the requirements for shock as it relates to ship overhaul.
200e. Light-off Examination
General. The light-off examination (LOE) is a comprehensive examination of the ship in the key areas of: the level of knowledge
and state of training of propulsion plant personnel; the adequacy of Engineering Department administrative programs and procedures; the
material readiness of the propulsion plant; and the state of cleanliness and preservation of main propulsion and auxiliary machinery spaces.
Steam and gas turbine powered ships shall be examined in accordance with OPNAVINST 3540.4 by the propulsion examining
board. The Contractor shall comply with the requirements of that instruction.
Diesel powered ships shall be examined in accordance with the Fleet Commander's applicable 3540 series instruction.
200f. Dock Trials
A dock trial shall be conducted when the installation and system testing of all machinery in the engineering spaces are essentially
complete. The dock trial shall demonstrate the readiness of the machinery installations for sea trials. Prior to start of dock trials, the
following shall be completed:
The ship's mooring site shall be inspected to ensure that no conditions exist that could damage the ship's propellers or foul the water
intakes.
Firefighting systems shall be completely installed, tested, and placed in operating condition before the ship is fueled.
Alarm systems shall be operative.
Gages and safety devices shall be checked and all final adjustments completed.
During the dock trials the following shall be completed:
The main engines shall be operated continuously ahead and astern at the maximum allowable shaft RPM based on the safe working
load of the ship's and the pier's mooring facilities for such lengths of time as mooring side-conditions allow. The machinery shall be
operated a sufficient length of time to detect and correct installation defects and to run-in gears and bearings in preparation for the more
severe operating conditions to be encountered during sea trials. All required adjustments shall be made at this time including those
resulting from operational testing of the steering gear.
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Each machinery component shall be inspected to determine ease and smoothness of operation, proper alignment, adequacy and
cleanliness of the lubrication system, condition of packing, and visibility of gages, thermometers, and instruments; and to detect excessive
noise and vibration, overheating of bearings and moving parts, and steam and oil leaks.
The following restrictions apply to dock trial operation for all ships with uncontrolled superheat:
a.
Ahead operation any RPM - no limitation.
b.
Astern operation above 20% of ahead full power propeller RPM - no limitation.
c.
Astern operation below 20% of ahead full power propeller RPM - maximum of 30 minutes continuous, or a total accumulation
of one hour astern when cycling ahead and astern for equal periods of time. (Note: A minimum of 14 hours of cool down time shall be
allowed prior to additional astern operation beyond this limitation).
d.
The limitations imposed by a. through c. above are intended to be used in addition to those already specified by the turbine
vendor, the equipment manual, and those imposed by the dockside operating environment.
200g. Sea Trials
200g1. Full Power Ahead Trial (Steam, Gas Turbine, and Diesel Driven Ships)
A one hour minimum, four hour maximum full power ahead trial shall be conducted to demonstrate satisfactory operation of the
machinery plant. Full power ahead is defined by OPNAVINST 9094.1.
For diesel-driven and gas turbine-driven ships, internal combustion equipment, air compressors, and auxiliary boilers within the
machinery room shall be operated simultaneously at some time during the full power ahead test to demonstrate that any one piece of
air-breathing equipment does not interfere with the operation of other equipment.
200g2. Electric Driven Ships
Complete operational testing to maximum power ahead, reversing, and any maneuver available during normal and emergency
operations, shall be demonstrated.
200g3. Boiler Test
A boiler flexibility test shall be performed in accordance with the applicable On Line Verification (OLV) procedures. If OLV has
not been implemented, then flexibility testing shall be conducted in accordance with the latest NAVSEA guidance.
200g4. Astern Steering
Astern steering shall be demonstrated as specified in Section 561.
200g5. Astern Power
The ship shall be operated astern while steering a straight course to demonstrate satisfactory continuous operation of astern turbines.
The duration of this run shall be 1/4-hour. The run shall be at the power corresponding to the safe maximum sustained astern RPM
determined from the above astern steering tests or the design astern power, whichever occurs first.
200g6. Quick Reversal
The strength of propulsion units and their foundations, and the adequacy of reversing controls shall be demonstrated by a reversal
from a steady state of full power ahead to full power astern, until the ship is dead in the water, and then back to a steady state of full power
ahead. These reversals shall be accomplished at the maximum rate possible consistent with good operating practice. The reversals from
full power ahead to full power astern and back to full power ahead shall be accomplished without exceeding the limitations of the turbine
manufacturer.
200g7. Controllable Pitch Propeller Test
For ships with controllable pitch propellers, tests shall be conducted as specified in Section 245.
200g8. Centralized Machinery Control Systems

If adjustments are made during the sea trial that invalidate the results of any previous tests, those tests shall be repeated.
The following tests shall be conducted during each sea trial:
a.
Demonstrate agreement between each remote indication (such as meters, digital displays, and logged parameters) and all
corresponding local indicators.
b.
Demonstrate the ability to operate all equipment provided with remote control from each remote control station.
c.
Operation of all data display equipment shall be demonstrated.
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d.
Demonstrate all modes of transfer of propulsion unit(s) control.
e.
Operation of all safety permissives and interlocks shall be demonstrated.
f.
Demonstrate that all equipment can be operated in all modes of local control with all remote control and monitoring equipment
secured.
g.
The operation of all uninterruptable sources of stand-by control system energy (such as air, hydraulic, electrical) shall be
demonstrated.
h.
Demonstrate, using remote control, all propulsion unit configuration changes.
i.
A series of steady state trial runs shall be conducted. A sufficient number of runs shall be conducted to verify automatic
throttle calibration throughout the full range of operation.
Data shall be recorded for each run after the plant has come to a steady state condition. Data recorded shall include a complete data
log printout and the values of the following parameters:
Ship's speed
Each propeller shaft speed
Each propeller shaft torque from each torsionmeter (if installed)
Each propeller pitch (CPP equipped ships only)
Each automatic throttle controller position
Steam plant only (each main propulsion turbine unit and boiler):
Boiler drum pressure
Boiler superheater outlet pressure
High pressure turbine first stage pressure
Astern turbine bowl pressure
Main condenser vacuum
Boiler superheater outlet temperature
Boiler superheater outlet steam flow rate
Boiler feedwater flow rate
Boiler drum level
Boiler windbox pressure
Boiler fuel flow rate
Main condenser seawater injection temperature
Main condenser seawater discharge temperature
Diesel plant only (each propulsion diesel):
Engine fuel rack position
Engine fuel flow rate
Engine supercharger discharge pressure
Engine shaft speed
Gas turbine only (each propulsion turbine):
All rotor speeds
Fuel scheduled output
Fuel flow rate
Free turbine inlet temperature
Free turbine inlet pressure
j.
Test item i., above, must be completed prior to the initiation of this test.
Propulsion control system performance parameters noted in paragraph i. above shall be recorded during the following trial
maneuvers:
Crash astern from maximum power ahead to maximum power astern.
Crash ahead from maximum power astern to maximum power ahead.
Crash stop from maximum power ahead - bring throttle to stop position from maximum ahead position.
Crash stop from maximum power astern - bring throttle to stop position from maximum astern position.
Each maneuver shall be repeated for each propulsion plant configuration.
The following status items shall be recorded prior to the initiation of each maneuver:
Sea state, heading into the sea.
Wind speed, heading into the wind.
Outside air temperature.
Seawater temperature.
Combustion air inlet temperature.
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Machinery plant configuration.

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SECTION 221
BOILERS
221a. Scope
This section contains processes, procedures and requirements for the alteration, overhaul or replacement of components associated
with propulsion and auxiliary boilers.
221b. Definitions
Auxiliary Boiler - Small boilers which supply steam for distilling plants, space heating, water heating, galley and laundry.
Boiler Full-Power Capacity - The total quantity of steam required to develop ship's contract shaft horsepower divided by the number
of boilers installed in the ship. Expressed as the number of pounds of steam generated per hour at a specified pressure and temperature.
Boiler Overload Capacity - As specified in design of a boiler, usually 120 percent of boiler full-power capacity.
Boiler Pressure Boundary (Vessel) - Boiler pressure parts up to and including the first or most proximate valve on each connecting
line to the boiler.
Burner Protrusion - Location of the burner atomizer end cap with respect to the diffuser (impeller) plate.
Burner Withdrawal - Location of the diffuser (impeller) plate with respect to the throat ring (bladed cone).
Design Pressure - Pressure specified by the boiler manufacturer as a criterion for boiler design (often 108% of maximum steam drum
pressure).
Desuperheater - Located in either the water drum or steam drum (below normal water level), the desuperheater lowers superheated
steam temperature back to or close to saturated steam temperature for proper steam lubrication of the auxiliary machinery.
Economizer - An arrangement of tubes located in the combustion gas stream to recover some of the combustion gas heat which
would be lost up the stack; preheats feedwater prior to the steam drum.
Main (Propulsion) Boiler - Produces steam (saturated and superheated) for steam turbine propulsion plant.
Steam Drum - A cylindrical drum located at the top of the boiler, it receives feed water and serves as a place for the accumulation of
saturated steam.
Superheater - Raises steam temperature from saturation point for the design pressure of the boiler to a predetermined figure.
Normally consists of two headers and a bank of U- or W-shaped tubes.
Water (Mud) Drum - A cylindrical drum located at the bottom of the boiler, it equalizes the distribution of water to the generating
tubes and provides a place for the accumulation of loose scale and other solid matter that may be present in the boiler water.
221c. General
Steam shall not be raised in boilers until after satisfactory completion of hydrostatic tests and, when required, after light-off
examination, conducted by appropriate authority. Boilers shall be operated only for the purpose of testing the boiler, machinery,
equipment and for ship trials. Steam required for other purposes during overhaul shall be supplied from shore.
SHIPALTS and repairs shall satisfy requirements of MIL-B-18381, unless waived by NAVSEA, and shall not violate minimum
space requirements of original boiler installation for shipalts or requirements listed below for new construction:
Back of boiler to bulkhead or stiffeners: destroyers and frigate type ships 4 feet, 6 inches; combatants, larger than destroyers, and all
auxiliaries 5 feet, 6 inches.
Bottom of boiler to nearest hull structure: Ships with inner bottoms 24 inches, ships without inner bottoms 15 inches.
Top of economizer to deck 30 inches.
Top of steam drum to deck 50 inches.
Except for vents, drains and other piping which must penetrate the casing, no piping, equipment or structural pieces shall be closer
than 18 inches to boiler casing accesses.
Special tools required as a result of shipalts are to be provided in accordance with requirements of SHIPALT and MIL-B-18381.
Preparation for start of overhaul shall be in accordance with NSTM 221. All boiler inspections are to be in accordance with
NAVSEA technical manuals 0951-LP-021-6010 and 0951-LP-021-8010 and are to be accomplished by a certified boiler inspector. Post
repair inspections shall be conducted after repair hydro and prior to final 100% hydro and drum internals installation. Access to
watersides, firesides and airsides is required for start of overhaul and end of overhaul inspections. Any unusual conditions found during
inspections are to be reported to NAVSEA, Washington, and NAVSSES, Philadelphia, using Standard Boiler Inspection Forms. Failed
tube samples are to be forwarded to the nearest naval shipyard or NAVSSES with Boiler Tube Failure Report and tube renewal sheet in
accordance with NSTM 221. Upon completion of tube renewals and prior to the light off examinations, tube renewal sheets shall be filled
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out by the activity accomplishing the work, showing tubes renewed and date of renewal, and turned over to the ship's Engineering Officer.
Duplicate copies should be forwarded to NAVSSES , the cognizant PERA and Type Command.
Minimum quality assurance requirements for repair of main propulsion boilers are contained in NAVSEA Notice 4355, PMS
301/PMK, ser 653 of 7 December 1979 and the Inspection and Verification addenda to NAVSEA TM 0951-LP-031-8010 and
0951-LP-038-6030.
The Life Cycle Engineering Manager (NSWCCD SSES Code 992) must approve the use of materials differing from those specified
for a given application. Requests to use alternative materials must identify the required material and the proposed substitute, including its
physical and chemical properties and the intended end use.
Cracks (defects) removal and other repairs to all (1200 and 600 PSI) propulsion boilers are to be accomplished in accordance with
requirements of NAVSEA Technical Manual 0951-LP-031-8010, and for pressure fired boilers, NAVSEA 0951-LP-038-6030. Welding to
be in accordance with 0951-LP-031-8010, and 0951-LP-038-6030 and MIL-STD-278 with 8010 and 6030 taking precedence in areas of
conflict. Any weld repairs to Manganese Molybdenum steel drums must be in accordance with NAVSEA technical manual
0951-LP-031-8010; ships having Manganese Molybdenum drums are identified in NAVSEA manuals 0951-LP-021-8010 and
0951-LP-031-8010. Local instructions covering boiler repairs must reference 8010 and 6030 as mandatory for all boiler repairs.
Boiler firesides and watersides are to be kept in a controlled lay-up environment during entire overhaul per requirements and
procedures in Naval Ships Technical Manual S9086-GY-STM-000/CH 221 (NSTM 221).
Any water placed in boiler, for flushing, lay-up or hydrostatic testing, shall be feed quality water capable of satisfying requirements
of Naval Ship's Technical Manual S9086-GX-STM-020, Chapter 220 Volume 2 (NSTM 220) and be at least 70 deg. F.
221d. Boiler Saddles and Foundations
During each regular overhaul, boiler sliding feet, saddles and foundations are to be inspected per NAVSEA 0951-LP-021-6010 and
overhauled in accordance with NAVSEA 0951-LP-031-8010. Clearance between collision chock and sliding foot is to be inspected every
overhaul and reset to 1/64 inch (or design clearance) if necessary. Any sliding foot which doesn't slide freely or won't accept grease shall
be worked to correct problem(s). Renewal or modifications shall comply with original installation drawing or with NAVSEA Standard
Drawing 810-2145500. Jacking of drums and headers, to permit working of sliding feet or foundations, shall be in accordance with NSTM
221.
221e. Boiler Casing
During regular overhaul, inspect all joints for signs of leaking and proper movement (due to expansion). Inspect all casing areas for
signs of overheating or deterioration. Replace all access door gaskets and check alignment of burner opening in inner and outer casings
per procedure in NAVSEA 0951-LP-031-8010. Inspect tie bars and turnbuckles for signs of bending or breaking, and straighten or replace
as necessary. Inspect boiler skirt (bilge) casing for leakage and deterioration. Accomplish repairs, as necessary, to ensure watertight
joints. If welded casing penetrations exist, replace with NAVSEA approved expansion joints using NAVSEA drawing 804-841733 for
blowdown piping system requirements. Preserve carbon steel skirt casing with anti-corrosive paint in accordance with MIL-P-19453.
221f. Boiler Refractory
Refractory installations shall be inspected each regular overhaul in accordance with procedures in NAVSEA 0951-021-6010 and
repaired, as required in NAVSEA 0951-LP-031-8010, using the latest revision to the ship's refractory drawing. New installations shall be
per the latest revision to ship's refractory drawing. Substitution of materials or alternate refractory installation shall be made only when
authorized by NSTM 221 or NAVSSES.
221g. Boiler Watersides
Steam drums internals - During regular overhaul, inspect for missing or short studs, cracked welds or cracks in end plates, supports,
separators or baffles. Repair any defects found. Install internals using applicable drawing in boiler manual and guidance in NAVSEA
0951-LP-031-8010.
Desuperheater - During regular overhaul, inspect desuperheater, associated nozzles and flanges, internal to the drum for cracks. All
replacement desuperheater assemblies, tubes and flanges, shall be constructed of 16% chromium and 1% nickel alloy steel. Prior to
chemical cleaning, remove 16-1 desuperheaters and coat 16-1 drum flanges with type I, class 2 coal tar epoxy (MIL-P-23236) using
procedure in NSTM 221. Desuperheater thermal sleeve liner material shall be SA-213 type 321, 347 or 348. Test as required by NSTM
221.
Steam drum exteriors must be stripped of insulation and inspected for corrosion every 5 years if piping configuration is such that
water could leak onto drum. (Refer to Section 042 for periodic testing requirements.)
Handholes and manholes - Replacement gaskets to be MIL-G-15342, symbol 2410. Seats if tapered more than .008 inch must be
remachined flat. Handhole seat gasket surface must be a minimum of 1/16 inch in width around the entire circumference of the hole.
Handhole plate must overlap handhole by 1/16 inch in most extreme misaligned position. Clearance between manhole plate shoulder and
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manhole, with manhole plate centered, cannot exceed 3/32 inch. Seal welding of economizer handhole plates is authorized when
accomplished using procedure in NAVSEA 0951-LP-031-8010. Minimum handhole/manhole seat thicknesses shall be measured using
procedure in NAVSEA 0951-LP-031-8010, and seating areas which fall below limits listed in 8010 shall be clad welded and machined
back to design thickness.
Watersides cleaning - Cleaning of soft deposits from tube watersides shall be accomplished by either mechanical cleaning or water
jetting using directions in NAVSEA 0951-LP-031-8010 and NAVSEA 0951-LP-037-5010. Boiling out should follow procedures in
NSTM 221 and is required when traces of grease, oil or preservatives are found in boiler watersides or following major tube renewal. Acid
cleaning is required when hard scale deposits in furnace, screen or superheater tubes are 0.003 inch in 1200 PSI boilers and 0.008 inch in
700 psi boilers. Acid cleaning of boilers shall use hydrochloric acid and shall comply with MIL-STD-796 except for 18-8 stainless steel
superheaters which shall be cleaned using MIL-STD-1607 (Sulfuric-Citric Acid). See paragraph on desuperheaters for protection
requirements for 16-1 desuperheater when chemical cleaning. All waterside surfaces (except superheaters) shall be water jet cleaned after
completion of all repairs and prior to end of overhaul inspection.
Tubes - Tube renewal criteria shall be as listed in NSTM 221 and NAVSEA 0951-LP-021-8010. Downcomers and riser tubes
require renewal if defects (internal or external) exceed 1/3 of original wall thickness, notify NAVSEA prior to replacement. When
generating bank is renewed to the extent that in bank soot blower bearings are exposed, then such bearings shall be replaced as required in
Section 221j. Tube plugging, when required, shall be accomplished as allowed in NSTM 221, using procedures in NAVSEA
0951-LP-031-8010 and NSTM 221. Replacement tubes for 1200 psi boilers shall be MIL-T-16286, class G only. For 700 psi boilers,
MIL-T-16286 class G is preferred, however MIL-T-16286 class A or MIL-T-17188, class A may be used. Tube procurement quality
assurance requirements shall be as detailed in NAVSEA Notice 4355, PMS 301/PMK, ser 653 of 7 December 1979. Pre-bent tubing NDT
requirements are listed in NAVSEA Notice 9221, PMS 301/PMK ser 723 of 29 November 1979. Tubes and stubs shall be removed using
the chisel or weld bead methods listed in NSTM 221 except that weld bead method is not authorized on 4 to 6% chrome headers. Tube
holes shall be inspected and measured to ensure compliance with criteria listed in NSTM 221. Rolled tubes up to and including 2" O.D.
shall be installed using boiler makers feel, 3" O.D. and larger tubes shall be installed using expansion factors listed in NSTM 221. Tube
projection beyond tube sheets and tube belling shall satisfy requirements of NSTM 221. Rerolling of installed tubes 3" O.D. and larger
shall be per NSTM 221 and seal welding of tubes larger than 3" O.D. is allowed only if original design required welding on outside of
header.
221h. Fuel oil burners
Burner safety shutoff devices shall be removed from ship, overhauled and tested in shop. Test fluid to be clean oil, either Diesel
Fuel Marine (MIL-F-16884) or JP-5 (MIL-T-5624), and leakage criteria are as follows: when pressurized to fuel oil service system
pressure no spray or constant stream is allowed; weeping or dripping, not to exceed 8 ounces per hour per burner is permissible. Burner
leads, from supply manifold to burner safety shut-off device and any return piping to return manifold, shall be made from MIL-T-24691
seamless carbon steel pipe. For return flow, steam atomization and vented plunger atomizer systems pipe size shall be 0.840 inch O.D. by
0.120 inch minimum wall. For 300 PSI straight mechanical burner systems pipe shall be 0.540 inch O.D. by 0.049 inch minimum wall.
For burner leads, minimum bending radius shall be five times pipe diameter. Where lead piping exhibits excessive vibration during boiler
operations, dampers, in the form of brackets or heavy rubber snubbers, shall be installed. To achieve close tolerances required for burner
settings, burner register assembled length, atomizer assembly length and burner jacket tube protrusion from shoulder of atomizer body
shall maintain collective tolerances of 1/16 inch to permit interchange ability not only from burner to burner but also from boiler to boiler
and fireroom to fireroom. Center burner atomizer barrel at both ends of burner jacket tube, then make burner settings (protrusion and
withdrawal) per requirements in ship's boiler technical manual or, if not listed, settings in NSTM 221.
Steam for ships with steam atomization shall satisfy the following requirements at the atomizing steam manifold: pressure - 135 to
150 psig, temperature - 365 to 400 degrees F. See Section 508 for shielding requirements of steam atomization piping insulation.
Additionally, since ships are required to use low pressure air when atomizing steam is not available for a cold plant light-off, the number
one atomizing burner lead shall have installed a globe valve, a check valve, a pressure gage and a pneumatic quick-disconnect fitting for a
temporary compressed air hose.
221i. Safety valves
Boiler safety valves are to be overhauled in accordance with the valve technical manual (for G.I.S. pilot valve panel system), ship's
boiler technical manual and NAVSEA Safety Valve Repair Manual 0948-LP-118-5010. Safety valve lift and reset pressure tolerances and
order of setting safety valves are contained in ship's boiler manual, Safety Valve Repair Manual and NSTM 221. Safety valves which have
been overhauled, gagged, lifted by water or removed from boiler must be set with steam. Overhauled safety valves must be set with steam
in test facility prior to reinstallation on boiler. Under no circumstances shall safety valves be lifted with water. Gagging of safety valves
shall be in accordance with NSTM 221.
Section 221
S9AA0-AB-GOS-010
2004 Edition
221j. Soot blowers

At a maximum periodicity of once every 30 months, soot blower piping shall be inspected for external corrosion and internal
corrosion and erosion and replaced in accordance with section 505h3. Piping shall also be visually inspected for conformance to
NAVSHIPS drawing 804-841336. Soot blower head (gooseneck) shall also be ultrasonically inspected each overhaul and rebuilt or
replaced if remaining wall thickness is less than 50%. Copes Vulcan DN 4 soot blower head aluminum reaction plates shall be replaced by
high tensile carbon steel plates (ASTM-A536-77 Grade 80-55-06 or steel with 60,000 PSI tensile strength) during overhauls. Overhaul of
DN-4 soot blower heads shall be in accordance with NAVSEA drawing 200-A834981. Soot blower elements shall be checked for material
condition and nozzle sizes during each overhaul. Nozzle sizes should be checked against original installation drawing and should never be
less than 3/16 inch diameter. Ensure that element-to-head screwed connections are tack welded in at least 3 places. If generating bank is
renewed soot blower element bearings shall also be replaced; replacement bearing material shall be 25% chrome, 20% nickel or 25%
chrome, 12% nickel. Soot blower operating pressure, if unavailable in ship's boiler manual, shall be 300 PSI + 25 PSI for rotary blowers
and 150 PSI + 25 PSI for stationary blowers.
221k. Water level sight glass
During each overhaul, inspect and replace cracked spring cone washer assemblies, gaskets, mica sheets and glass. Reassemble per
applicable boiler technical manual and NSTM 221. Tightening of water level sight glass bolts is critical and should be accomplished
strictly in accordance with procedure in applicable boiler technical manual. Check water level scale mounting on gage glass to ensure
correct indication of normal water level, and make corrections as necessary.
221l. Remote water level indicators
Calibrate and overhaul per remote indicator technical manual, NAVSEA Technical Manual 0965-LP-097-3010 or applicable ship's
boiler manual. Check installation against NAVSSES standard drawings: 4187, 4377, 4692846 (for 1200 psi boilers), 5185399 (for 600 psi
boilers) and 5185400. Correct any deficiencies found. Remote indicator should track actual water level, in gage glass, within + 1/2".
221m. Automatic boiler controls
During regular overhaul, overhaul and calibrate per applicable ship's automatic boiler controls manual. Verify satisfactory operation
using On Line Verification techniques where applicable. Check existing or new system against NAVSSES standard drawings: 4182
Transmitter Pressure Sensing Piping; 5337284 - Westinghouse (Hagan) ACC & FWC Systems; 5467615 - Westinghouse (Hagan) Main
Feed Pump System; 5337283 - General Regulator ACC & FWC Systems; and 5467616 General Regulator Main Feed Pump Control
Systems. Correct any deficiencies found. Component testing shall be with clean dry oil-free air.
Overhauled automatic boiler control systems shall be operationally tested per the flexibility test requirements in NAVSEA letter
PMS 301:DJA 9221 ser 147 of 4 May 1977. Airlock systems shall be installed so that, following loss of control air, the ship's crew has
time (normally 5 minutes) to assume local manual control of boiler. Control air pressure reducing stations shall be overhauled and set per
ship's boiler control technical manual.
221n. Boiler blow systems (New Installations/Modifications to Existing Systems/Repair)
For the purposes of this section, the following definitions apply:
1.
Surface Blow Piping - Piping from the steam drum boiler blow stop valve to the junction with other blow piping.
2.
Boiler Blow Pressure Vessel Piping - Piping from the boiler header, steam drum, and water drum nozzles to and including the
boiler blow stop valves.
3.
Blow Piping - Piping and adjoining branches from the boiler blow stop valves to and including the overboard stop valves.
4.
Bottom Blow Piping - Blow piping less the surface blow piping.
5.
Overboard Discharge Piping - Piping from the overboard discharge stop valve to the ship's outer hull.
New installations shall meet the following criteria:
Examine each existing boiler header nozzle and drum nozzle non-destructive test and inspection before removal from each boiler.
Indiscriminately replacing nozzles is prohibited. Decisions to retain or replace nozzles shall consider the following:
1.
Replace nozzles - when ultrasonic test reveals thickness to be equal to or less than 70% original design thickness specified on
boiler manufacturers drawings.
2.
Replace nozzles - when previous records indicate that due to continued deterioration, the thickness will drop below 70%
original prior to the next scheduled overhaul period.
3.
Retain nozzles - when all surface defects, indications and suspect conditions have been evaluated in accordance with
NAVSHIPS 0900-003-8000 "Surface Inspection Acceptance Standards for Metals" and accepted.
4.
Replacement nozzles shall be equal in material, geometry and weld design to original specified on boiler manufacturer's
drawings.
Section 221
S9AA0-AB-GOS-010
2000 Edition
5.
All header and drum nozzle welds between nozzle and pressure vessel piping connections shall be P-73 Butt Weld Joints per
MIL-STD-22.
Note: Some ships have socket weld connections which must be modified by cutting back on the nozzle to eliminate the socket and
reprepping the end for a P-73 butt weld. Preheat and interpass temperatures shall be closely controlled where the existing nozzle to boiler
weld could be adversely affected.
Redesign each boiler blow system to comply with the following criteria:
1.
Boiler blow system shall be in accordance with NAVSEA 804-841733.
a.
Selection of clustered valve arrangement or minimized piping arrangement shall be to provide good valve accessibility
for operation and maintenance and minimize the pressure vessel piping length between the casing and the stop valve.
b.
The clustered stop valve arrangement (NAVSEA 804-841733, Zone 7 B-C), locates bottom blow stop valves
perpendicular to boiler front casing on approximately nine inch centers. Valve grouping out of way of burner front is preferred. Valve
grouping of bottom blow stop valves from headers at a location other than the burner front should be considered if the location provides
good valve accessibility. Valve grouping under the burner front should be considered as a last alternative, but is preferred to arrangements
which would locate the valves in positions that would not provide good valve accessibility. Additional shielding of hot piping shall be
required when valves are grouped under the burner front area.
c.
The minimized piping arrangement (NAVSEA 804-841733, Zone 7 E-F), locates bottom blow stop valves adjacent to
header or water drum. This arrangement shall be used if it provides good valve accessibility.
2.
Valve locations (in boiler pressure vessel piping) close to the boiler casing are preferred to reduce the length of non isolated
piping and to effect valve stem protrusion between casing and athwartship grating edge. The Design agent may approve, in selected
instances, increasing the length of non isolated piping outside the boiler casing to obtain a valve location just under grating level when
such locations provide good access for operation and maintenance. Where this alternative is invoked, lift-up hinged grating modifications
are authorized. Hinged grating shall incorporate a "locked-up" feature.
3.
All valves shall be located to provide for hands-on operation from grating level. Tee wrenches (24" maximum length) and/or
valve extension stems per NAVSEA drawing 803-5361333 are authorized to satisfy the requirement. Where used, tee wrenches shall be
capable of full 360 deg. rotation without ratcheting. Handle on tee wrench shall protrude above grating level when inserted on valve.
4.
All new pressure vessel stop valves shall conform to MIL-V-17737. Straightway Y pattern valves are preferred even if minor
piping and grating modifications are required to accommodate them. Header valves shall be tee wrench operated. Steam water drum
valves shall have handwheels. Water drum valves with tee wrench operators are permitted where deck grating is too far above valve to
permit adequate handwheel operation or where local obstructions prevent access. Provide tee wrenches as follows: (1) per boiler and
100% spares.
5.
Utilize five diameter pipe bends in all boiler blow system piping. The only exception to 5 diameter bends is the first bend off
the header nozzle which can be a long radius elbow in any one of the following cases:
a.
To contribute to good valve accessibility.
b.
To reduce/eliminate pocketing of pressure vessel piping.
c.
To miss adjacent major obstructions. Pocketing boiler pressure vessel piping is allowed but not preferred.
6.
Exposed pressure vessel piping between the outer casing penetration and stop valve shall be minimized. Exposed pockets
where active pitting may be initiated during dry boiler lay up are particularly to be avoided. Boiler blow system and casing penetrations
shall be in accordance with NAVSEA drawing 804-841733. Commercial bellows procured for this service shall be evaluated for adequate
simultaneous lateral and axial deflection consistent with piping displacement during system operation as shown by stress analysis worst
case.
7.
The surface blow valve should be located as close as possible to the surface blow line steam drum nozzle to minimize exposed
pressure vessel piping regardless of this valve position relative to the gage glass. Where the surface blow line steam drum nozzle is at the
same end of the steam drum as the gage glass the surface blow valve should be positioned to permit valve operator line of sight to the
boiler gage glass.
8.
The discharge of all pressure vessel stop valves shall tie into a common header via laterals. Downstream of the final tie-in
lateral, provide the following, in order: A pump-out valve connection (not required if the drain valve is accessible and can perform the
same function), a drain valve connection, a guardian valve in the line (not required if a single system serves a single boiler), a lateral tie-in
from another boiler (if applicable) and a stop check valve and angle globe valve (bolted together) at the overboard seachest.
9.
Utilize a pipe-within-a-pipe overboard discharge in general accordance with construction details shown on NAVSEA drawing
804-841733. Adapt this design to suit over all length constraints of shipboard location. For information, see drawing 634-4347166 which
adapts this design to length constraints on ships with inner bottoms.
10. Locate the new overboard discharge pipe under an outboard side of the Fire Island grating. Preferred position of overboard
discharge pipe is vertical. Locate the pipe flange high enough from the ship's base line to effect positioning the handwheel of the attached
overboard stop valves just under grating level allowing for handwheel travel. Provide adequate clearance above the discharge pipe to
allow removal of the Monel insert.
Section 221
S9AA0-AB-GOS-010
2004 Edition
11. All boiler blow piping downstream of boiler blow stop valves should slope so that the connection for the pipe to each drain
valve is the lowest point in the boiler blow down system. Piping inboard of the guarding valve (or seachest stop-check, if single system) is
to slope downward to the lateral takeoff to the same drain valve. This routing permits locating most boiler blow valve handwheels
(overboard anglestop, overboard stop check, guarding valve) just under Fire Island grating level. Low point drain valves with tee wrench
operators are permitted where valve handwheels can not be operated from grating level. All valves shall be provided with hinged grating
plates for access, where applicable (provide locked-up feature, where applicable).
12. Where installed, locate pump-out valve with outlet above grating level. Include a 1 1/2" flange X 1 1/2" hose adaptor for
boiler pump-out. Include a 1 1/2" hose X 3/4" reducing adaptor with cap for boiler boiling out. Utilize adaptors similiar to part numbers
36, 45 and 80 on BUSHIPS drawing DD931-S4823-1374503. Include a hole in cap for pressure relief. Where a drain valve is serving
pump out functions, the above criteria applies, except for valve outlet location.
13. Locate take-off for boiler sample cooler connection in water drum pressure vessel piping just outside casing and upstream of
stop valve. Utilize a standard branch connection fitting similar to fillet-reinforced fitting shown in MIL-STD-22, Joint P-70. Size fitting
to suit existing sample line.
14. System pipe routing shall include a radial clearance of at least 1/2" all around the pipe to assure adjacent structure or piping
does not restrain pipe movement. A greater clearance shall be specified on installation drawings when shown to be necessary by the stress
analysis.
15. Pipe hangers shall be single type supports in general accordance with NAVSEA drawing 810-1385781 with Type I clamp and
Type A or G attachment. The hanger fasteners shall be in accordance with Section 221, page 7, line 51-52. The hanger support rod shall
be selected as follows: ("L" is the length of the support rod from ship's structure to pipe clamp half).
a.
If "L" is less than 20", use 1/4" sch. 40 carbon steel pipe, or 1/2" OD carbon steel solid round rod.
b.
If "L" is 20" or more, use 1/2" sch. 40 carbon steel pipe.
(The Design agent may approve alternate hanger designs, if stress analysis and/or system arrangement dictates their need.)
All hanger supports must be installed +5 deg. and +3 inches from specified drawing requirements.
16. Drain lines shall not discharge on boiler blow piping. Interfering piping (such as low pressure drain lines, high pressure gauge
lines, fuel oil lines and fresh water drainage lines) shall not prevent good accessibility for operation and maintenance of boiler blowdown
system valves.
17. The system material schedule is given in Table I. Monel elbows shall be excluded from this system to avoid high erosion rates
associated with this fitting in this service. Monel tees may be used only for drain valve or pump out valve connections.
18. Provide label plates designating the functional service of all boiler blow down system valves. Include valve warning plates as
specified below:
For header valves and drain valves:
- WARNING This valve not to be opened while burners are in operation. For pump out valves (or drain valves serving the same function).
- WARNING This valve not to be opened while boiler is under pressure.
19. SHIPALT action should be considered where pressure vessel piping casing penetrations and/or pressure vessel stop valves can
not be brought within the above guidelines in the normal course of repairs.
20. Joint design shall be as follows:
MIL-STD-22, Joint P-14 socket weld (monel ppg)
MIL-STD-22, Joint P-73 butt welds (C. steel ppg)
Note: P-73 joint may be utilized in monel portion of piping in lieu of socket weld couplings to connect longer lengths of
piping and to allow short tangents between pipe bends.
21. Monel piping shall not be painted. Carbon steel piping shall be painted with heat resisting aluminum paint.
22. Drawings shall be non deviation, fully dimensioned and detailed. A joint identification diagram shall be included. Adapt this
diagram to specify locations and values of as built ultrasonic test readings. Piping routing tolerance shall be + 1/2". Drawings shall be
approved by NAVSEA. Routing arrangement shall be stress analyzed per Section 505 and as follows:
MPR Associates report no. 418 may be utilized as guidance for stress analysis. (Allowable stresses shall be per Section 505 in
lieu of as stated in the report).
Analysis shall consider the following loading modes (as applicable):
a.
Both boilers at operating conditions
b.
One boiler operating, other boiler secured
Section 221
S9AA0-AB-GOS-010
2000 Edition
c.
Reverse of case b.
d.
Weight only (at hydrostatic test pressure)
e.
All steel piping hot, all monel piping cold
Analysis shall include a dimensioned isometric drawing to locate data points. Completed analysis shall be approved by
NAVSEA.
23. Fabricate pipe bends per MIL-STD-1627. Bends shall be free of wrinkles and bulges and shall have a maximum
out-of-roundness of 5% (as defined in Section 505). At fabrication, the heel of each bend shall be ultrasonically tested and the data
recorded on system drawings for future reference. Only steel piping with heel thickness greater than 0.182" and monel piping with heel
thickness greater than 0.160" shall be installed. Pipe heel thinning for steel piping shall not exceed 9% of nominal wall thickness. Pipe
selected for bending shall have sufficient prebend thickness to assure that piping heel thickness meets this requirement. Additionally,
measure and record piping wall thickness of new piping at selected locations and record on system drawings for future reference.
24. Spiral wound gaskets with asbestos/monel inserts and bolting shall be utilized for all bimetallic flanged connections.
Modifications to existing systems shall meet the following criteria:
Modifications shall be performed in accordance with the criteria to which the existing system was designed. If technically
feasible to incorporate the latest design guidance as specified above, the modification may incorporate these features. However, it is not
mandatory unless the existing systems is designed to these latest requirements.
ITEM
PIPE
VALVES
(FLANGED)
FITTINGS
FLANGES
FLANGE
BOLTING
TYPE
TABLE I
BOILER BLOW PIPING SYSTEM MATERIAL SCHEDULE
SIZE
RATING
MATERIAL
BLOW PIPING
MONEL COMPONENTS (FROM BOILER STOP VALVE TO OVERBOARD DISCHARGE)
SEAMLESS
1-1/2 IPS
SCHED 80
NICKEL-COPPER
ALLOY
GLOBE STOP
1-1/2"
1500 IPS
NICKEL-COPPER
ANGLE STOP
OR
ALLOY BODY &
GLOBE STOP
600 PSI (AS
TRIM, CAST
APPLICABLE)
STELLITE SEAT &
CHECK
DISC SEATING
SURFACES
SOCKET WELD
LAT, CPLC, TEE
3000 LB
NICKEL-COPPER
1500 PSI/
ALLOY, QQ-N-281
SOCKET WELD
600 PSI
CL A, ANNEALED
AS APPLIC.
NICKEL-COPPER
STUD BOLT
AS REQUIRED
ALUMINUM ALLOY
QQ-N-286, CL A
NUTS
NICKEL-COPPER
ALUM OR NICKELCOPPER ALLOY
APPLICABLE
DOCUMENTS
MIL-T-1353,
CLASS A
ANSI B 16.5
DIMENSIONS
ANSI B 16.10
DIMENSIONS
ANSI B 16.11
DIMENSIONS
ANSI B 16.5
DIMENSIONS
MIL-S-1222
MIL-S-1222
Section 221
S9AA0-AB-GOS-010
2004 Edition
TABLE I
BOILER BLOW PIPING SYSTEM MATERIAL SCHEDULE (Continued)
TYPE
SIZE
RATING
MATERIAL
ITEM
APPLICABLE
DOCUMENTS
MIL-G-24716
CLASS C
1500 PSI/
MONEL/ASBESTOS
600 PSI-AS
INSERT
APPLICABLE
BOILER PRESSURE VESSEL PIPING
CARBON STEEL COMPONENTS (FROM BOILER STOP VALVE UP TO AND INCLUDING BOILER NOZZLES)
PIPE
SEAMLESS
1-1/2 IPS
SCHEDULE 80
CARBON STEEL
MIL-T-24691
TYPE E
VALVES
1500 PSI/
CARBON STEEL
MIL-C-17737
(FLANGED)
GLOBE STOP
1-1/2"
600 PSI AS
ASTM A 105, II
TYI, CLII; TYII,
APPLICABLE
ASTM A 216WCB
CLII FULL 1-1/2"
BUTT WELD
0.200" THK
CARBON STEEL
BORE
FITTINGS
LONG RAD. EII
MIN WALL
ASTM A 234WPB
ANSI B16.9
1500/600
CARBON STEEL
FLANGES
WELDNECK
PSI, AS APP.
ASTM A 105.11
ANSI B 16.5
FLANGE
STUD BOLT
MIL-S-1222
BOLTING
AS
ALLOY STEEL
GR B7
REQUIRED
MIL-S-1222
NUTS
CARBON STEEL
GR2H
1500/600
CRES/ASBESTOS
MIL-C-24716
GASKETS
SPIRAL
1-1/2 IPS
PSI; AS
INSERT W/C STL
CLASS A
WOUND
APPLICABLE
RETAINING RING
See Section 505 for requirements for stress analysis of modified systems.
Repair and replacement of existing systems shall meet the following criteria:
When authorized, the systems shall be inspected per NSTM Chapter 505. Determination of existing system wall thickness
acceptability as a result of this inspection shall be as follows:
Replace at next availability but in no case more than 12 months from date of inspection if wall thickness is equal to or less than:
Minimum Thickness (Inches)
GASKETS
SPIRAL WOUND
Piping Section
Pressure Vessel
Boiler Blow
Discharge Section
Piping Section
Pressure Vessel
Boiler Blow
Discharge Section
1-1/2 IPS
600PSI
0.115
0.115
0.130
Replace prior to pressurizing the system if wall thickness is equal to or less than:
600 PSI
0.090
0.090
0.110
1200 PSI
0.130
0.130
0.130
1200 PSI
0.110
0110
0.110
Note: Pressure vessel piping shall be inspected during each regular overhaul. In addition to the above wall thickness criteria,
pressure vessel piping shall meet inspection requirements of NAVSEA 0951-LP-021-8010 (disregard the 60% and 80% criteria of that
document).
When results of above inspections reveal the need to replace portions of the following sections of piping, the specified criteria
applies:
Pressure Vessel Piping Nominal 1200 OR 600 psi systems built or Shipalted to conform to NAVSEA Standard Drawing 803-8411773 which requires
MIL-STD 22, P-73 Butt Joints. Preferred replacement shall be schedule 80 carbon steel tubing per MIL-P-24691/1 Grade B (Formerly
MIL-T-24691 Type E) or ASTM A-106 Grade B from valve to header nozzle. When partial replacement is necessary it shall extend
Section 221
S9AA0-AB-GOS-010
2000 Edition
beyond any corroded area to where the pipe has a minimum of 0.150 inch remaining wall. Replacement section joints shall be in
accordance with MIL-STD 22, P-73; all additional joints (associated with partial renewal) shall be located within the boiler casing/skirts
where applicable. The replacement section shall be of the same nominal size, schedule, and material as the existing piping in order to
avoid high stress areas and formation of corrosion products caused by discontinuities in wall thickness.
Existing 600 psi systems that contain socket welded fittings in accordance with class construction drawings. Note: this group
only includes 600 psi ships constructed with MIL-STD-22, P-14 joints and on which no Shipalts have been accomplished to upgrade to
standard drawing 803-841733 requirements. 600 psi socket welded systems may have pipe sections renewed between fittings as long as
the entire section between the fittings is renewed. Replacement piping shall be equivalent to the schedule of the adjacent piping sharing a
common fitting. When boundary socket weld fittings are to be reused they must be inspected for adequate remaining wall in both body
and socket areas. These wall thicknesses and the socket depth ("J" Dimension) must meet minimum ASME B16.11 forged fitting
requirements; this is J = 0.50 inch socket depth for 1-1/2 inch fitting. Only 3000 psi rated replacement fittings shall be used (bored out of
Schedule 40 where required to eliminate discontinuity on the ID) Pipe adjacent to elbow and tees that is to remain in service shall be UT
scanned within three feet of the fitting to assure it has not been thinned by erosion related to abrupt change in flow direction.
Blowing piping Replacement piping shall be schedule 80 carbon steel per MIL-T-24691, Type E, or ASTM A106, Gr B for systems of steel
construction.
Replacement piping shall be schedule 80 nickel-copper alloy per MIL-T-1368 Class A, for systems of Monel construction.
In general, replacement of piping shall be fitting-to-fitting or valve-to-fitting.
Where a carbon steel blow system requires major replacement, consideration shall be given to installing a Monel system per "New
installation" guidance.
Overboard discharge piping Replacement piping criteria is the same as "blow piping", above, except as follows:
Where replacement of the discharge piping is required, consideration shall be given to installing a pipe-within-a-pipe seachest and
Monel seachest valves per "New installation" guidance, if the ship does not already have this design.
See Section 505 for requirements for stress analysis of repaired systems.
Tests Pressure vessel piping shall be tested as part of the boiler hydrostatic tests.
Blow piping shall be tested in accordance with Section 505.
Newly fabricated overboard discharge piping shall be shop tested as follows:
1200 PSIG system - 675 PSIG
600 PSIG system - 375 PSIG
Cleaning New installations, modified and repaired portions of systems shall meet the degree of cleanliness specified in Section 505.
Inspection When authorized, the system shall be inspected per NSTM Chapter 505. Determination of acceptability is given above.
221o. Miscellaneous Fittings
The following gages and thermometers, if part of ship's normal configuration, must be overhauled and calibrated just prior to final
100% hydrostatic test and boiler light off (one time calibration): Superheater outlet thermometer and pressure gage; desuperheater outlet
thermometer and pressure gage; economizer inlet and outlet thermometers and pressure gages; steam drum pressure gage; atomizing steam
header thermometer and pressure gage; fuel oil supply header pressure gage; and draft gage.
221p. Auxiliary Boilers
Auxiliary water tube boilers shall comply with military specification MIL-B-16747. Auxiliary fire tube boilers shall comply with
Military Specification MIL-B-16907. Hot water heating boilers shall comply with Military Specification MIL-B-17748.
221q. Shock
Section 072 herein defines the requirements for shock as it relates to ship's overhauls. Specific guidance for shock requirements as it
relates to individual ships detail building specifications is contained in that section.
221r. Testing Requirements
Five year inspection for strength and integrity
Watersides Hydrostatic Testing - Watersides testing inside boiler pressure boundary shall comply with requirements of NSTM
221, NAVSEA 0951-LP-031-8010 and the following:
Section 221
S9AA0-AB-GOS-010
2000 Edition
100% (of 120% rate) - for tightness of valves, gaskets, fittings and all old tube joints (rolled or welded).
125% (of 120% rate) - for tube replacement, after chemical cleaning, minor weld repairs and replacement of handhole or
manhole plates furnished through stock system.
135% (of boiler design pressure) - for repair or replacement of drains, vents, blowdown piping, boiler piping and welded
valves.
150% (of boiler design pressure) - for major weld repairs, renewal of downcomers, risers and superheater support tubes; and,
as a result of unsatisfactory strength inspection at 5 year period, as listed in NSTM 221.
All tests to be conducted at the same pressure shall be combined to avoid unnecessary repeated tests. Newly installed rolled tube
joints are tested initially at 125%, each subsequent test is at 100%. Old rolled tube joints and new rolled tube joints, which have been
re-rolled twice, are considered satisfactory if dampness but no leakage (i.e., weep, spray or trickle) is present at the joints. Boiler pressure
should be applied for 15 minutes before tube joint tightness is evaluated. Test should last just long enough to accomplish the inspection.
Testing outside boiler pressure boundary shall comply with requirements of Naval Ship's Technical Manual 0901-LP-480-0002 Chapter
9480 Piping Systems. The boiler shall be isolated from all hydrostatic tests conducted outside the boiler pressure boundary except when
there is a specific need for the connecting boundary valve to be open for conduction of an effective test.
Five Year Inspection for Strength and Integrity - Every five years the internal and external surfaces of all boiler welds and nozzle
connections on drums, headers and external downcomers shall receive close visual inspection for integrity. Lagging should be removed, as
necessary, for inspection. If considered necessary, the welds should be magnafluxed or examined by the liquid penetrant method. A
hydrostatic test to 150% of the boiler design pressure is required if questionable areas are observed.
Unless otherwise specified herein, operational, tightness and hydrostatic testing shall be as specified in Section 505.
General requirements for shipboard tests and ship trials are specified in sections 092 and 094.
221s. Boiler Pressure Vessel Piping
Propulsion Boilers - for boiler blow pressure vessel piping, use replacement criteria of Section 221n. For other pressure vessel
piping 2 inches NPS and smaller, including sample cooler, drain and vent piping, use replacement criteria in Section 505, Table 13 for soot
blower and high pressure steam drain piping, For piping greater than 2 inches NPS, use section 505b12 formula for new or modified
systems with exception that additional thickness "A" will not be added to compensate for erosion and corrosion.
Auxiliary and Waste Heat Boilers - for piping 2 1/2 inches NPS and smaller, minimum allowable wall thickness is 0.070 inch.
For pipe 3 inches NPS and above, renewal is required when original (nominal) wall thickness is reduced below 50%. This 50% reduction
shall not cause the wall thickness to go below the calculated thickness using Section 505b12 formula for new or modified systems (with
omission of additional thickness "A"), or 0.070", whichever is greater.
Section 221
10
S9AA0-AB-GOS-010
2004 Edition

SECTION 231
PROPULSION STEAM TURBINES
231a. Scope
This section contains requirements for overhaul, repair and new installation of propulsion steam turbines.
231b. New Installations and Modifications to Existing Installations
Turbines, accessories and turbine lifting gear shall comply with Mil. Spec. MIL-T-17600.
231c. Overhaul and Repair
Requirements and definitions of class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standards (TRS) is
provided in Section 042.
The repair and overhaul of equipment and components are intended to restore items to their original performance profiles and are not
necessarily intended to return overhauled items to the original manufacturer's drawing/technical manual tolerances. The Supervisor's Work
Specification will identify the class of overhaul or specific repairs authorized for the item. Where applicable, the Supervisor's Work
Where an approved Technical Repair Standard does not exist or is not authorized, inspection, cleaning and repairs to propulsion steam
turbines shall be accomplished in accordance with the procedures provided in the manufacturer's technical manual and NAVSEA
S9086-G9-STM-010, Chapter 231.
When approved by the Supervisor, alternative methods to those in DOD-STD-2188 may be used to rebabbitt bearing shells.
231d. Cleanliness
In addition to the requirements of Section 070 specifying cleanliness of machinery in general during overhaul, cleaning of propulsion
turbine internal surfaces normally in contact with lubricating oil shall be accomplished in accordance with the procedures specified in
Section 262.
Extreme care shall be taken to prevent any foreign material from entering the turbine casing.
231e. Shock
231f. RTE Settings
The procedure in Table I shall be followed when setting temperature monitoring systems for propulsion turbines. Deviations from
these settings must be approved by NAVSEA on a ship specific basis.
231g. Testing Requirements
Dock and sea trial testing of propulsion steam turbines after overhaul shall be as specified in Sections 094 and 200.
Section 231
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Thermocouple and RTE

Sensing location
bearing babbitt
TABLE I
MAXIMUM ALARM TEMPERATURE SETTINGS
Monitor Alarm Settings
Initial
Final
Journal bearing-set alarm 11C above the bearing
maximum running temperature observed during
trials, or at 121C (250F), whichever is lower.
Thrust bearing-set each shoe alarm 11C (20F)
above that shoes maximum running temperature
observed during trials, or at 132C (270F),
whichever is lower. (One shoe each side of
bearing).
Journal Bearing
121C (250F)
Thurst Bearing
132C (270F)
(270F)
Bearing oil
Drain line
82C (180F)
82C (180F)
Sight Flow fitting
82C (180F)
82C (180F)
NOTES: 1.
The set points provided in Table 1 are to be used if specific set point instructions are not contained in the applicable
steam and electric plant manual or the component technical manual.
2.
The initial settings shall be made prior to the first turbine operation. The final settings shall be made after the final
post overhaul trial run and shall be based on the highest values observed from the ship sea trials.
3.
The alarm settings shown in Table 1 are to be made with 120 to 130F oil discharging from the lube oil cooler and
normal clearances in the installed bearing. In the event of replacement of a bearing or rotating element, bearing
temperature-alarm settings on the affected bearing(s) shall be checked and reset in accordance with the initial settings
of Table 1.
Section 231
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SECTION 233
PROPULSION INTERNAL COMBUSTION ENGINES
233a. Scope
This section contains requirements for overhaul, repair, and new installation of propulsion internal combustion engines.
Diesel engines shall comply with Mil. Spec. MIL-E-23457.
Requirements and definitions of class of overhaul (i.e. Class A, B) and the use of authorized Technical Repair Standards (TRS) is
provided in Section 042. The repair and overhaul of equipment and components is intended to restore items to their original performance
profiles and not necessarily intended to return overhauled items to the original manufacturer's drawing/technical manual tolerances. The
Supervisor's Work Specification will invoke the overhaul of the item to be accomplished in accordance with an approved Technical Repair
Standard (TRS). Where an approved Technical Repair Standard does not exist or is not authorized, inspection and repairs to diesel engines
shall be performed in accordance with the procedures provided in the applicable manufacturer's technical manual and NAVSEA
S9086-HB-STM-000, Chapter 233. Paragraph 233-8.34 shall be revised to read as follows:
"Fill the lube oil system with new oil (Type MIL-L-9000, Symbol 9250), install new lube oil filters, clean strainers, and install new
muslin strainer bags. Operate the engine in accordance with the manufacturer's standard run-in schedule for an overhauled engine (for at
least 2 hours).
Upon completion of run-in, inspect the strainer bags for contaminants. The total amount of solid, solid-based, and non-solid
contaminants on the strainer magnets and filter bags shall not be greater in volume than one U.S. 10-cent piece. The strainer magnets and
filter bags shall contain no more than 15 solid or solid-based contaminants, no one larger in size than 1/64-inch in any dimension. The
bags shall contain no non-solid contaminants larger than 1/64-inch in any dimension, except for hair-like particles which can be up to
1/8-inch long.
If system cleanliness is not acceptable, install new muslin strainer bags and operate the engine for additional 2 hour periods until the
criteria is met."
233d. Shock
233e. Testing Requirements
During dock trial and sea trial tests specified in Sections 094 and 200, monitor and record all instruments displaying engine
parameters including, but not limited to, lube oil, fuel oil, fresh water, and salt water temperatures and pressures. In addition, prior to dock
trials, conduct operational tests of all safety devices.
Section 233
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Section 233
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SECTION 234
PROPULSION GAS TURBINE ENGINES
234a. Scope
This section contains requirements for overhaul, repair and testing of propulsion gas turbine engines.
Propulsion gas turbine engines and accessories shall comply with Mil. SPEC. MIL-E-17341.
The dehumidifying envelope from shipping containers of engines shall not be removed until immediately prior to
installation. Engines shall be cleaned of preservative material only with solvents acceptable to the engine manufacturer.
234c. Overhaul and Repairs
Requirements and definitions of class of overhaul (i.e. Class A, B) and the use of authorized Technical Repair
Standards (TRS) is provided in Section 042.
The repair and overhaul of equipment and components is intended to restore items to their original performance profiles
and not necessarily intended to return overhauled items to the original manufacturer's drawing/technical manual tolerances.
The Supervisor's Work Specification will identify the class of overhaul or specific repairs authorized for the item. Where
applicable, the Supervisor's Work Specification shall invoke the overhaul of the item to be accomplished in accordance with
an approved Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist or is not
authorized, inspection and repairs shall be performed in accordance with the procedures provided in the applicable
manufacturer's technical manual and NAVSEA S9086-HC-STM-000, Chapter 234.
Since gas turbines are not normally removed during ship overhaul, special care shall be taken to protect gas turbines
during shipyard availabilities and to ensure against the ingestion of foreign objects. Uniform Method and Standard No.
0234-603, "Gas Turbine Intake/Uptake Interiors, Protect and Clean," dated 15 August 1979, shall be complied with on gas
turbine ships undergoing shipyard availability. This standard establishes procedures for the protection, maintenance,
pre-startup cleaning, inspection and certification of cleanliness of the gas turbine intake and exhaust systems during shipyard
availabilities.
Periodic lubrication requirements during lay up shall be complied with in accordance with applicable gas turbine
Planned Maintenance System cards and technical manual.
234d. Shock
Prior to operating gas turbines following industrial shipyard availability, special care shall be taken to ensure
intakes/uptakes are free of all foreign objects in accordance with Uniform Method and Standard No. 0234-603. The
applicable technical manual shall be consulted for pre-startup servicing, operation, and testing of gas turbines.
Prior to operating the Propulsion Gas Turbine, all warning and automatic shutdown systems shall each be tested at least
three times. The actuation shall be made through the entire system including the sensor (for example, low lube oil pressure
alarms and shutdown should be checked by lowering lube oil pressure below prescribed limits). Simulated activation tests
shall also be conducted. Any sensor activation which may result in reducing engine life (such as high power turbine inlet
temperature) shall be checked by simulating the primary engine condition on the sensor of the engine. Failure to meet
normal performance characteristics for any safety device on any one of the three checks is cause for rejection of the test
related to that device. The engines shall be tested to demonstrate a remote shutdown capability under any normal or
emergency condition, and readiness for sea trial.
Section 234
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During operation of the gas turbine, all instrumentation shall be recorded and monitored at frequent intervals (not to
exceed 30 minutes).
Section 234
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SECTION 235
ELECTRIC PROPULSION SYSTEMS
235a. Scope
This section contains the requirements for electric propulsion systems.
235b. General
The propulsion equipment and system shall meet the performance requirements specified in this section and Section
200.
235c. Selection of Equipment
Generators, motors, and excitation equipment shall comply with Mil. Spec. MIL-G-18474 for a.c. systems and with
Mil. Spec. MIL-G-18473 for d.c. systems where Mil-Spec equipment is required.
Control equipment shall comply with Mil. Spec. MIL-S-18475.
235d. Installation Requirements
Location - For requirements regarding location of equipment for damage protection, protection of personnel, and
accessibility for maintenance, see Section 300.
Cable or piping shall not pass through the dripproof cover of the control cubicle.
Propulsion cables - Electric cables shall be installed in accordance with the requirements of Section 304.
235e. Shock
235f. Technical Documentation
Requirements for technical documentation relating to the SHIPALT development process are specified in Section 085.
Other technical documentation requirements related to overhaul are specified in Section 800.
235g. Repair and Overhaul
The repair and overhaul of systems, equipment, and components are intended to restore items to their original
performance profiles and are not necessarily intended to return overhauled items to the original manufacturer's drawing or
technical manual tolerances. The Supervisor's Work Specification shall identify the class of overhaul authorized for the item.
Where applicable, the Supervisor's Work Specification shall invoke the overhaul of the item to be accomplished in
accordance with an approved Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not
exist or is not authorized, inspection and repairs shall be performed in accordance with the procedures provided in the
applicable manufacturer's technical manual and drawings, unless modified herein.
Requirements and definitions of the class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair
Standards are provided in Section 042.
Prior to disassembly, the following inspection shall be made (with recommendations for corrective actions) and results
forwarded to the Supervisor:
Insulation resistance per NSTM NAVSEA S9086-KC-STM-000/CH 235 for the following:
Stator, field and heaters (500-volt insulation resistance checker).
Visual inspection for damage, excessive wear and corrosion, and oil accumulation.
Section 235
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Disassembly of the electric propulsion motors and generators shall be in accordance with the procedure outlined in the
applicable technical manual.
For overhaul periods, the condition of commutators or slip rings shall be inspected and diameter(s) shall be measured.
If sufficient material remains for 5 years of normal operation (determined by the following formula), repairs necessary to
return commutators or slip rings to operational tolerances and conditions shall be performed.
R = Y (0-e) -1
w = Maximum reduction allowable from original diameter (may be found in applicable technical manual).
0 = Original diameter
e = Existing diameter
Y = Years of operation to date
R = Remaining years of normal operation
The brush rigging shall be inspected, repaired or replaced in accordance with the applicable technical manual.
Air gap measurements are to be taken before and at the completion of the equipment overhaul. Air gap tolerances shall
be + 10 percent of the average of all air gap measurements taken or as specified in the applicable technical manual.
Air gaps can be measured with an air gap feeler. This is a machinist's tapered feeler gage with a blade long enough to
reach into the air gap without removing the end brackets of the machine. Before making the measurements, clean the varnish
from the spot on a pole or tooth of the rotor. A spot should also be cleaned at the same relative position on each field pole of
a d.c. machine. For a.c. machines, at least three and preferably four or more spots, spaced at equal intervals around the
circumference, should be cleaned on the stator. The air gap measurements should be taken between the cleaned spot on the
rotor and the cleaned spots on the stator by turning the rotor to bring the cleaned spot on the rotor opposite each of the
cleaned spots on the stator, if possible.
Generators and motors shall be balanced and aligned in accordance with applicable technical manuals.
Hardware and electrical connections shall be inspected. Defective or missing fasteners shall be replaced to ensure
tightness of connections.
Generators and motors shall be cleaned in place as outlined in applicable technical manuals and NSTM NAVSEA
S9086-HD-STM-000/CH 235 and S9806-KC-STM-000/CH 300.
Inspect wiring and revarnish, as required. Absolutely no silicone or silicone base varnishes, or other products shall be
used in the air stream of equipment containing commutators or slip rings.
Machines shall be reassembled using new gaskets and seals, in accordance with applicable technical manuals.
High potential testing shall be conducted on electrical equipment in accordance with NSTM NAVSEA
S9086-KC-STM-000/CH 300.
235h. Protection of Equipment
Electric propulsion equipment shall be protected during overhaul in accordance with NSTM NAVSEA
S9086-HD-STM-000/CH 235, and S9806-KC-STM-000/CH 300.
Absolutely no silicone or silicone based insulations, paints, varnishes or other products shall be used in the airstream of
equipment containing commutators or slip rings.
All precautions shall be taken to prevent the possibility of absorption or condensation of moisture, corrosion or physical
damage to the equipment. Periodic inspections shall be made for evidence of corrosion, moisture and fungus growth.
Insulation resistance of the electric coils and windings shall be checked monthly. Drying of motors and generators may be
accomplished by field heating or by energizing electric strip heaters as soon as practicable, if installed within the machine. If
necessary portable heaters shall be provided for this purpose. Corrective action, such as cleaning, flushing bearings,
finishing metal surfaces or drying windings shall be done, as necessary, and the Supervisor informed.
Section 235
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235i. Components
Inspection, cleaning, overhaul, and testing of electric propulsion equipment, including propulsion equipment and cables
shall be in accordance with NSTM NAVSEA S9086-HD-STM-000/CH 235 and S9806-KC-STM-000/CH 300,
manufacturer's technical manuals and instructions.
235j. Grounding
Grounding of cable armor or shield and grounding straps for sound-isolated and shock-mounted equipment installed or
modified during overhaul, shall be in accordance with drawing NAVSEA 803-5001027 for power cables and
MIL-STD-1310 for grounding straps.
235k. Testing Requirements
Testing shall be performed in accordance with the requirements of Section 092. Tests shall be performed to
demonstrate satisfactory operation of propulsion controls, generators, motors, and associated auxiliary equipment and
systems when overhauled or when specifically authorized by the Supervisor.
Measure electric propulsion system insulation resistance as follows: Insulation resistance tests for machinery shall be
in accordance with Section 300, and those for cables shall be in accordance with Section 320.
Control operations - The following tests shall be performed to demonstrate satisfactory operation of propulsion
controls:
With no power to the propulsion controls, the control set-up switch and motor speed control switch shall be
operated to demonstrate that the controls can be manually operated from one position to another in the event of failure of the
automatic controls.
With all propulsion equipment secured, all circuit breakers open and the control bus energized from a separate source,
the automatic set-up switch, if provided, shall be moved to the various operating positions obtaining the various
combinations of motor armatures.
After operation at each set-up position, a check shall be made to assure that the proper motor armature and generator
contactors have opened or closed.
Check all safety interlocks associated with the propulsion control.
Operational tests - Starting and running operation of propulsion generator sets, auxiliaries and excitation motor
generators shall be demonstrated. Idling speed adjustments and operation of speed control levers, governors and overspeed
trips shall be demonstrated. Overspeed trips require three checks. On turbine-electric installations, operation of the
emergency speed control lever shall be demonstrated.
On diesel-electric installations, the propulsion generator sets shall be operated over the speed range from idling to full
speed, and the operation and adjustment of actual (no simulation) remote speed controls shall be demonstrated. The presence
of critical speeds within the speed range shall be recorded and reported to the Supervisor.
Dockside tests - Propellers shall be rotated at a speed not to exceed a maximum allowable dockside propeller r/min in
each direction, as determined by the Contractor and approved by the Supervisor.
The propulsion plant shall be operated at the greatest load practicable within the operating range. Normal operating
conditions such as reversing the propeller, removing and inserting generators in service, transferring from one combination
of motors to a second combination, and transferring from one control station to a second station shall be demonstrated. The
speed regulation of the prime movers, stator temperatures and cooling system temperatures shall conform with the
requirements specified.
Propulsion generators and exciters shall be tested on auxiliary power or special power service, if provided. During all
operating tests, commutation alignment, bearing temperatures, and speed and voltage adjustments of propulsion generators,
propulsion motors, and propulsion exciters shall be recorded and reported to the Supervisor. Adjustments of speed and
voltage at rated load shall be correct to within two percent of rated values after the electric equipment has reached operating
temperatures.
Starting tests - The following tests shall be performed to demonstrate satisfactory starting:
Starting and running operation of the propulsion generator sets.
Operation of governors and overspeed trip settings.
Section 235
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Starting and running operation of all propulsion auxiliaries.

Propulsion generators operation (no load) - The following tests shall be performed to demonstrate satisfactory
operation:
The generators shall be operated over the specified speed range from minimum to full speed of the prime mover.
This shall be done for each generator, one at a time, and with all the generator contactors open.
The presence of any excessive vibration and associated speed, within the speed range, shall be noted.
While running the generator sets, bearing temperatures and lubrication of the generator bearings and leakage of
water from generator air coolers shall be checked.
Propulsion generators and motors (under load) - The following tests shall be performed to demonstrate satisfactory
operation:
Propulsion motors shall be operated ahead and astern from the generators, which shall be connected in every
combination from one to the maximum number of generators available. The motors shall be operated up to the maximum
propeller r/min possible within the limitations of the mooring. During the above tests, the following shall be checked:
Working order of all propulsion control instruments.
Lubricating system.
Circulating water cooling system for propulsion motor and generator air coolers.
Commutation.
Ground detector for propulsion equipment.
Machine air and bearing temperatures.
Make-up air system.
Sources of vibration and noise with particular attention to reduction gears, if applicable.
Temperature indicating equipment.
Records of tests - Complete data on the performance of the electric propulsion system during dockside and underway
trials shall be recorded. Refer to Section 200 for sea trial testing of the propulsion system.
Section 235
S9AA0-AB-GOS-010
2004 Edition

SECTION 241
PROPULSION REDUCTION GEARS
241a. Scope
This section contains requirements for overhaul, repair, and testing of propulsion reduction gears.
Propulsion reduction gears shall comply with Mil. Spec. MIL-G-17859.
applicable, the Supervisor's Work Specification will invoke the overhaul of the item to be accomplished in accordance with
an approved Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist, or is not
authorized, inspection, repairs, and preservation of propulsion reduction gears shall be performed in accordance with the
procedures provided in the applicable manufacturer's technical manual and NAVSEA 0901-420-0002, Chapter 9420 except
that paragraph 9420.67 shall be revised to read as follows:
"When bearings are rebabbitted (see NAVSHIPS 0283-228-1000 for babbitting procedure), the repair activity shall
determine that the bearing is in accordance with drawing requirements and acceptable bond exists between the shell and
babbitt using the sampling and acceptance criteria of Section 231."
Where bearings have been scraped or replaced, or where replacement of rotating element(s) was performed which could
result in improper tooth contact, a tooth contact check shall be performed in accordance with the applicable manufacturer's
technical manual and Mil. Spec. MIL-G-17859. Tooth contacts shall also be taken when any inspection indicates alignment
related distress to the gear teeth.
Propulsion reduction gears shall be protected against rusting in accordance with paragraph 9420.51 of NAVSEA
0901-420-0002, Chapter 9420.
241d. Cleanliness
In addition to the requirements of Section 070 specifying cleanliness of machinery in general during overhaul, cleaning
of propulsion reduction gear surfaces normally in contact with lubricating oil shall be accomplished in accordance with the
procedures specified in Section 262.
Extreme care shall be taken to prevent any foreign material from entering the reduction gears.
241e. Shock
241f. Testing Requirements
Reduction gears shall be tested during dock and sea trials as specified in Section 200.
Noise and vibration testing shall be as specified in Section 073.
Section 241
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Section 241
S9AA0-AB-GOS-010
2004 Edition

SECTION 242
PROPULSION CLUTCHES AND FLEXIBLE COUPLINGS
242a. Scope
This section contains requirements for propulsion clutches and flexible couplings applicable to new installations,
modifications to existing installations, overhaul and repair of existing installations, and testing of new, modified or
overhauled installations.
Clutches. Mechanical clutches and fluid drive clutches shall comply with Mil Spec. MIL-C-18087.
Clutches shall be lubricated by force fed lube oil from the attached component or by a self contained system. The
design shall be such that the clutch will be lubricated in the declutched condition when either half is rotated.
Clutch operating controls shall be incorporated in the control stand or control board for the driving unit. Where two or
more clutches connect driving units to a common gear train, clutch controls shall permit both independent and simultaneous
clutch actuation. Where remote clutch-operating control from outside the machinery space is installed in addition to local
control, shifting of control from one station to the other is required only at the local control station.
Where it is necessary to obtain ship speeds lower than those possible at the lowest operating speed of the prime movers,
control shall permit an increase of slip in the drive clutches up to 75 percent. External cooling shall be provided to dissipate
slip heat, if required. The amount of slip shall be adjustable by the operator at the local control station or local and bridge
control. The slip control shall not be operable at higher speeds of the prime movers.
Interlocks shall be provided for the following purposes:
To prevent engagement of a clutch at a rotational speed that would cause the driving unit to stall under the
connected load.
To prevent engagement of a driver when the gears are being rotated in an opposing direction by another driver
(where two or more separate driving units are connected to a common gear train by clutches).
To prevent starting a driver by clutch engagement where the driven unit is being rotated in the proper direction by
another driver or by propeller drag.
To prevent engaging a clutch to a driver unless the control of the driver is in the RUN position for proper direction
of rotation.
The installation shall permit clutch removal without moving either the driving or driven unit on its foundation.
Gages shall be installed on propulsion gage boards to indicate clutch actuating pressures.
Flexible Couplings. Flexible couplings shall comply with Mil. Spec. MIL-C-23233.
Couplings shall be removable without removing the connected shafting.
authorized, inspection and repair of clutches and flexible couplings shall be performed in accordance with the procedures
provided in the applicable manufacturer's technical manual and NAVSEA 0901-420-0002, Chapter 9420.
Section 242
S9AA0-AB-GOS-010
2004 Edition
In lieu of manufacturer's alignment requirements for dental tooth flexible couplings, the maximum sliding velocity of
the coupling teeth caused by misalignment between the drive and driven units shall not exceed five inches per second. For a
nomograph providing sliding velocities corresponding to measured coupling runouts, refer to SNAME Paper #26 of 1966,
Marine Application of Dental Couplings.
242d. Testing Requirements
Clutches and brakes
Before sea trials, all clutch and brake actuation devices shall be tested for proper operation. When dockside tests are
conducted, control interlocks and other actuating mechanisms shall be tested while propulsion shafts are rotating. Each
clutch and brake shall be demonstrated to engage using the standby sources of power. The ability to shift to standby
equipment and back again shall be demonstrated.
Flexible Couplings
When authorized, alignment of flexible couplings between the engines and gear and between sections of the gears shall
be checked after the ship is waterborne and after the installation of all piping and associated equipment which would affect
alignment. Equipment shall be filled with the service fluids to the normal operating level.
Sea Trials
During sea trials, all clutches shall be engaged and disengaged as necessary to simulate all normal ship operating
conditions. Brakes shall be tested for the required stopping power and stopping time. Clutches and brakes shall demonstrate
the above using both service and standby equipment. All local and remote controls, interlocks, and other actuating devices
shall function properly.
Section 242
S9AA0-AB-GOS-010
2004 Edition

SECTION 243
PROPULSION SHAFTING
243a. Scope
This section contains requirements for overhaul and repair of propulsion shafting.
243b. Overhaul and Repair
Inspection and repair of propulsion shafting shall be in accordance with NAVSEA 0901-LP-430-0012 Chapter 9430 except that the
requirement of paragraph 9430.4 to unship waterborne shafting not accessible for in-place inspection shall apply to every other regular or
complex overhaul. TRS 0203-086-501 is applicable to the inspection and repairs of all stock shafts and is available as a supplement to
NSTM Chapter 9430 for general guidance to overhaul activities performing shaft inspections and repairs during various ship availabilities.
In addition, when propellers are unshipped due to possible propulsion shafting or propeller related vibration problem. Measure the
shaft taper runout for FPP shafting or the aft facial runout of the after most shaft flange for CPP shafting. The following criteria shall be
utilized to determine acceptable runout:
FPP Shafting: Determine the average shaft taper runout by averaging the maximum total indicator runout (TIR) values at each end
of the taper. The average determined shall not exceed the less of the following values.
Total Indicator Runout (TIR) (in inches) = 704.7/(RPM)2
or TIR = 0.016 inch.
RPM = full power shaft revolutions per minute.
CPP shafting. Measure flange aft facial runout as close as practical to the outside diameter of the flange. The maximum runout shall not
exceed the lesser of the following values:
Total Indicator Runout (TIR) (in inches) = 353.4/(RPM)2
or TIR = 0.008 inch.
RPM = full power shaft revolutions per minute.
NOTE
When turning shafting system for runout checks, ensure that all shaft bearings and other propulsion equipment are properly
lubricated.
243c. Certification
Certification of propulsion shafting refurbished for the NAVSEA refit program shall be in accordance with NAVSEAINST 9245.1.
243d. Shock
When authorized, propulsion shaft alignment shall be measured with the ship waterborne in accordance with NAVSEA 250-644-1
modified to allow the use of a calibrated load cell as an alternative to a calibrated hydraulic jack. Acceptability of alignment shall be
determined using data provided by NAVSEA Support Center, Atlantic Detachment.
Section 243
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Section 243
S9AA0-AB-GOS-010
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SECTION 244
PROPULSION SHAFT BEARINGS AND SEALS
244a. Scope
This section contains the requirements for overhaul, repair, new installation, and modifications to propulsion shaft bearings and seals.
244b. Requirements for New Installations and Alterations to Existing Installations
244b.1 General
Shaft bearing clearances for new bearings shall be as specified in NAVSEA S9086-HN-STM-000, Chapter 244, for line shaft bearings,
and on drawing, NAVSHIPS No. 810-1385664, for stern tube and strut bearings. Clearances shall be based on the shaft sleeve or shaft
nominal diameter, whichever is applicable. Babbitt metal required for line shaft and thrust bearings shall be grade 2 or 3, as specified in
Fed. Spec. QQ-T-390 or Comm. Spec. ASTM B23. Thrust bearings shall be capable of withstanding a 20 percent increase over design full
power thrust.
244b.2 Thrust Bearings
Main propulsion Thrust bearings - Bearings, when attached to or contained in propulsion motors, reduction gears, or engine housing
units, shall be lubricated by the lubricating oil system serving the unit. When remotely located with respect to such units, they shall be
lubricated by an independent pressurized lubricating oil system. See Section 262 for lubricating oil system details.
Bearings shall have both ahead and astern thrust absorbing elements. They shall be mounted in housings of welded steel, Comm.
Spec. ASTM A515 Grade 60, or fully annealed cast steel, Mil-Spec MIL-S-15083, class B. Housings shall have a lubricant inlet, outlet,
drain, oil level indicating device and ring or disc inspection ports. The housing shall have removable plates to permit cleaning the interior
of the housing, and seals to prevent leakage of lubricant.
When specified, resistance temperature elements in accordance with Mil. Spec. MIL-T-15377 shall be installed within the housing
of each main thrust bearing to measure one ahead and one astern babbitted thrust shoe temperature and the temperature of the oil discharge
from the thrust bearing housing. Leads from these elements shall be brought to an external junction box mounted on the thrust bearing
housing. Readout equipment shall be as specified in Section 437.
Sliding surface type bearings - Bearings shall consist of a series of babbitt-faced, pivoted shoes that are separated from the shaft collar
by a hydrodynamic oil film. These shoes shall transmit propeller thrust to the bearing housing and thence to the ship structure. Shoes shall
be mounted in the bearing housing so as to equalize the thrust load on each pivoted thrust shoe. Independently located sliding surface thrust
bearings require only one journal bearing in each thrust bearing housing.
Rolling contact-type bearings - Bearings shall be in accordance with Fed. Specs. FF-B-171, FF-B-185, or FF-B-187. Bearing design
may be for either oil or grease lubrication.
Auxiliary thrust bearings - When specified, bearings arranged to absorb propeller thrust when operating with the shafting uncoupled
shall be installed and located as shown on the machinery arrangement drawings and be of the sliding surface type. The clearance between
the shoes and the thrust collar shall allow the bearings to be unloaded during normal operation. The bearings shall be provided with an
independent lubricating system and shall be automatic gravity scraper lubricated. They shall be designed with both ahead and astern shoes.
Auxiliary thrust bearing housings shall be equipped with a device which moves the thrust bearing forward and aft relative to the shaft.
This device shall be used to activate the auxiliary thrust bearing by moving the bearing elements until they engage the thrust collar and
assume the thrust load, thus permitting the shaft to operate uncoupled. When specified, the auxiliary thrust bearing shall be equipped with a
temperature measurement fitting in accordance with Mil. Specs. MIL-T-19646 or MIL-I-17244 to measure the oil temperature.
244b.3 Line Shaft Bearings
Sliding surface-type bearings - Bearings shall be in accordance with Mil. Spec. MIL-B-18558.
Rolling contact-type bearings - Bearings shall be in accordance with Fed. Specs. FF-B-171, FF-B-185, or FF-B-187.
Housings shall be in accordance with Mil. Spec. MIL-B-18558. When specified, a bearing temperature measurement device in
accordance with Mil. Specs. MIL-I-17244 or MIL-T-24388, shall be installed in each line shaft bearing housing to measure the oil
temperature. Line shaft bearing housings and foundation bolts shall be designed in accordance with drawing, NAVSHIPS No.
810-1385953, or to withstand full power torque with the shaft locked, whichever is greater.
Section 244
S9AA0-AB-GOS-010
2004 Edition
244b.4 Stern Tube and Strut Bearings

Bearings shall generally comply with drawing, NAVSHIPS No. 810-1385664. Bushings shall be gun metal, Mil. Spec.
MIL-C-15345, alloy 903, Fed. Spec. QQ-C-390, or Comm. Spec. ASTM B143, alloy 1B, or nickel- aluminum- bronze MIL-B-24480
or 70-30 copper nickel MIL-C-20159. Dovetailed bearing recesses shall be machined to a gage to assure interchangeability of staves.
Bearing facing material shall be rubber staves, Mil. Spec. MIL-B-17901. Bearings shall be designed for natural sea water lubrication. See
Section 256 for provisions for flushing and lubrication of stern tube bearings via a sea water piping system. The design and location of
bearing bushing flanges, taper splits, and stepped lands shall be such as to require a minimum amount of uncoupling of shafts or removal of
propellers when bearing bushings are pulled. Bushing flanges shall be tapped for jacking screws.
244b.5 Shaft Strut Barrels
Strut barrels shall be compatible with shaft struts and shall accommodate bearing fairwaters. Each strut barrel void area between the
barrel and the bearing bushing shall have one vent hole and one filling hole fitted with threaded bronze plugs to permit drainage of
entrapped water and for filling and draining the void of preservative compound when the ship is in drydock. Void spaces shall be preserved
as specified in NAVSEA S9086-HN-STM-000, CHAPTER 244. Use of tallow is prohibited as a void preserve or water excluder.
244b.6 Stern Tubes
Stern tubes shall accommodate the bearing bushings specified herein. Tubes shall be watertight, except that where tubes pass through
oil tanks they shall be oil tight. Each tube shall be connected to at least two frames or floors and to other framing and plating as necessary
for proper support, rigidity, and tightness. The outboard portion of the tube shall be faired with the hull contour. The stern tube shall have
drain and filling holes with threaded bronze plugs in the areas of void spaces between the tube and shaft to permit drainage of entrapped
water and for filling and draining preservative compounds when the ship is in drydock.
Stern tubes shall be preserved as specified in NAVSEA S9086-VD-STM-000, CHAPTER 631. Void spaces between bearing
bushings and the stern tubes shall be preserved as specified in NAVSEA S9086-HN-STM-000, CHAPTER 244. Use of tallow is prohibited
as a void preservative or water excluder.
244b.7 Fairwaters
Fairwaters (see Section 243) shall be installed on the aft end of the stern tube, on both ends of the intermediate struts and on the
forward end of the main strut. See Section 243 for sleeve requirements for rotating coupling covers. Inside and outside surfaces of
fairwaters shall be painted in the same manner as the underwater hull; see Section 631. For ice-strengthened ships, steel fairwaters shall be
provided in general accordance with drawing, NAVSHIPS NO. 443-Y.
244b.8 Stern Tube Shaft Seal Assembly
244b.8 (1) General
The arrangement and design of the seal assembly shall be approved by NAVSEA. The seal design shall allow for axial, lateral and
angular shaft motions, including motions due to shock. The allowance for these motions shall be determined by the Contractor and approved
by NAVSEA. Fittings to the seal housing shall be flanged or welded fittings. Provision shall be made on the seal housing for supplying
water from the ship's auxiliary seawater system for cooling and lubricating the stern tube seal and bearings to sea.
Provision shall be made to insure adequate flow of cooling water to the seal housing and discharging through the stern tube.
In
addition, a continuous vent shall be provided to eliminate the entrapment of air in the forward stern tube area. Materials for the stern tube
seal assembly shall be as indicated on NAVSEA approved seal drawing.
244b.8 (2) Mechanical Face Type Seal
The forward stern tube bearing journal sleeve shall accommodate the seal assembly. The seal assembly shall consist of a seal
housing; a primary, non-rubber preloaded mechanical face type seal; an inflatable seal and an emergency packing subassembly. The entire
seal assembly and sealing rings shall be fully split. The inflatable seal may be split in one place. The seals shall be fully split to allow
installation around the shaft. Sealing is to be accomplished by a stationary primary seal ring loaded against the face of a mating ring
mounted to the shaft. The use of garter springs to secure the mating ring to the shaft is prohibited.
Section 244
S9AA0-AB-GOS-010
2004 Edition
The seal assembly shall accommodate all axial, lateral, and angular shaft motions, including motions due to shock, as determined by
the contractor and approved by NAVSEA.
Elastomers, if used in the seal assembly, shall be compounded to maintain the desired hardness and flexibility through a water
temperature range of 28 degrees F to 85 degrees F. Materials of the seal assembly components shall be chosen for resistance to wear and
corrosion, including general corrosion, galvanic corrosion, crevice corrosion, stress corrosion, and corrosion due to impressed currents.
The seal housing shall be designed with the necessary flange or welded fittings to accommodate the stern tube bearing flushing and
lubricating water piping (if required by the seal manufacturer), a drain connection valve to the waste water collection system, continuous
vents of both the stern tube cavity and primary seal cavity, and the inflatable seal air piping. The housing design shall be such that, with the
inflatable seal inflated and shaft in place at sea, the primary seal may be replaced. The housing shall provide for waterborne installation of
three rings of packing in the event of failure of the primary seal. The interior of the housing shall be configured to prevent rotation of the
packing.
Provisions shall be made for stowage of the emergency packing subassembly in the vicinity of the stern tube seal assembly. The seal
housing shall fit to the existing bolting arrangement and shall be mounted concentrically with respect to the shaft axis. The inflatable seal
shall be designed to be capable of being pressurized to 225 psig without rupture or excessive leakage. Normal operating pressure for the
inflatable seal shall not exceed 125 psig.
Ship service vital low pressure air shall be provided for seal inflation. A reservoir for H.P. air or two (2) CO2 bottles, each having a
15 lb gas capacity @ 2000 psig, and a regulator/reducer to act as a backup for ship service vital L.P. air shall be provided. The charging
connection shall be equipped with a detachable connection for disconnection from the inflatable ring valve stem or housing connection
when not in use. It will only be operated with the shaft at rest. Instruction plates describing the normal operation of the primary seal and
the emergency operation of the inflatable seal shall be posted in the vicinity of the stern tube seal assembly. Provisions shall be made for
continuously cooling and lubricating the seal by supplying seawater to the seal housing and discharging the seawater through the bottom of
the seal housing to the seal tube. Strainers shall be duplex or lined in parallel to permit maintenance of one element while operating on the
other.
Provision shall be made for continuously venting the seal cavity. Instrumentation to monitor adequate cooling and lubricating water
shall be installed to prevent running the seal dry. The audio/visual alarm shall be located in a continuously manned area. The seal assembly
design must be approved by NAVSEA prior to consideration for competitive procurement. E.G.&G Sealol, Type WWS-1A and John Crane
Inc., Type MX-9 are the only seal designs presently approved and qualified by NAVSEA for surface ship installations.
244b.9 Bulkhead Stuffing Boxes or Seals
A bulkhead stuffing box or seal shall be installed wherever the shaft passes through a watertight bulkhead. The design shall permit
floating of the stuffing box or seal with changing alignment of the shaft. The stuffing box or seal shall be self aligning and capable of being
activated from either side of the bulkhead. The packing shall not be in contact with the shaft when not in use. The stuffing box shall be
activated only in the event of compartment flooding. Materials for the stuffing box shall comply with Table I or as approved by NAVSEA.
Components
Bulkhead Stuffing box housing
and support ring
Gland and lantern ring for

bulkhead stuffing box
Bolts and nuts for bulkhead
stuffing box and gland
TABLE I - MATERIALS
Material
Specification
Cast steel
MIL-C24707/1
grade B
CR.AIQ, ASTM A216, WLA
Steel plate
MIL-S-22698
type I, class A
Gun metal
MIL-M-16576
Steel, grade I
MIL-B-857 type II
Section 244
S9AA0-AB-GOS-010
2000 Edition
TABLE I - MATERIALS (Continued)

Components
Material
Specification
Packing for bulkhead stuffing
Flax and tallow
Fed Spec MIL-P-24752
box
Housing and gland for stern
Gun metal
ASTM B554
tube shaft seal assembly
Valve bronze
(except studs, nuts, and
Cu-Ni (70-30)
MIL-C-15345 alloy No 9.,
bolts)
MIL-C-20159
Studs, nuts, and bolts for
Ni-Cu alloy
QQ-N-281, class A
stern tube shaft seal (nuts) assembly
Ni-Cu aluminum
housings and
alloy
gland
(studs and bolts)
QQ-N-286, class A
Packing for stern tube
Flax and tallow
MIL-P24752
stuffing box
244c. Requirements for Overhaul and Repair
Inspection and repair of propulsion shaft bearings and seals shall be in accordance with NAVSEA 0901-LP-430-0012, Chapter 9430,
NAVSEA S9086-HN-STM-000, Chapter 244, and applicable manufacturer's technical manuals. Rebabbitted line shaft bearings and main
thrust bearing shoes shall be ultrasonically tested for bond strength using the sampling and acceptance criteria of Section 231. When in
drydock, drain plugs serving void spaces between bearing bushings and stem tubes/struts shall be removed, and void drain holes checked to
ensure open drains for drainage of entrapped water from void spaces, according to current freeze protection guidance. Replace drain plugs
after completion of draining.
244d. Technical Documentation
The requirements for technical documentation relating to the Shipalt development process are specified in Section 085. Other
The standby inflatable stern tube seal shall be tested for a period of fifteen minutes with the ship waterborne and the shaft stopped.
Leakage shall not exceed one pint per minute with a maximum pressure of 125 lb/in2 on the inflatable seal. The pressure drop on the
inflatable seal shall not exceed 5 lbs/in2 in fifteen minutes. The stern tube seal shall be tested for tightness during dockside tests and sea
trials. Rubber lip face seal assemblies overhauled to original installation requirements shall not exceed a leakage rate of one oz/min static
and eight oz/min dynamic. Old installations require overhaul when leakage exceeds 3 gal/min.
Mechanical face seal assemblies overhauled to original installation requirements shall not exceed a leakage rate of one quart per hour
static and one gallon per hour dynamic. Old installation requires overhaul when leakage exceeds one gallon per
hour for a period of one week. Existing installations require overhaul when leakage rate exceeds 3 gal/min.
Bulkhead stuffing boxes or seals shall be checked during full power run for excessive temperature. General requirements for
shipboard tests and ship trials are specified in Sections 092 and 094.
Section 244
S9AA0-AB-GOS-010
2004 Edition

SECTION 245
PROPELLERS
245a. Scope
This section contains requirements for overhaul and repair of propellers.
245b. Overhaul and Repair
Cleaning, inspection, repair, removal, and reinstallation of propellers shall be in accordance with NAVSEA
S9086-HP-STM-000 Chapter 245 except that paragraph 245-3.3 shall be revised to read as follows:
1. At each drydocking, the entire propeller shall be visually inspected by personnel qualified in accordance with
NAVSEAINST 9245.1. Results of this inspection will determine whether the propeller can be repaired for reuse on the
vessel in overhaul or requires induction into the NAVSEA Refit Program for recertification to correct defects. Liquid
penetrant may be used as an aid in performing this inspection. Table I of NAVSEA 0900-003-8000, Surface Inspection
Standards for Metals, shall be used to identify defects.
2. Propellers repaired and reused on the same ship do not require certification in accordance with NAVSEAINST
9245.1. Repairs to these propellers shall be limited to those necessary to correct damage incurred during the ship's previous
operating cycle including all cracks."
Repairs to bronze propellers shall be in accordance with NAVSEA 0991-023-3000 and NAVSEA 0944-007-4010, as
modified by NAVSEA letter 6148B/NEO, 9245 Ser 456 of 19 August 1977, NAVSEA letter 6148B/BHH 9245 Ser 634 of
19 December 1977, and NAVSEA letter 05E2/FR, 10310 Ser 179 of 5 November 1981.
Surface finish inspection of propellers shall be performed using a visual comparator.
Repairs to propellers other than bronze shall be in accordance with NAVSEA approved procedures.
For controllable pitch propellers the above requirements shall be supplemented by the manufacturer's technical manual
instructions.
245c. Certification
Certification of propellers in the NAVSEA refit program shall be in accordance with NAVSEAINST 9245.1.
The requirements for technical documentation relating to the SHIPALT development process are specified in Section
085. Other technical documentation requirements related to overhaul are specified in Section 800.
Controllable pitch propeller system
Hydrostatic test - During installation of the controllable pitch propeller system in the ship, all joints, connections, and
assemblies shall be hydrostatically tested at 150 percent of the maximum operating pressure for 30 minutes without a
pressure drop. The hub casting and propeller cap joints shall be tested at 150 percent of the maximum hub pressure. The
contractor shall design and provide special tools and procedures as necessary for the hydrostatic testing. Additional testing
as required by the manufacturer's technical manual shall be accomplished.
Operational tests - Upon completion of the assembly, the controllable pitch propeller system shall be activated and the
blades cycled to demonstrate pitch controls, functional characteristics, limits, alarms, interlocks,accuracy of indicators, purge
system, and joint integrity. Indication and recording instrumentation shall be provided for pitch, oil pressures, and shaft
speed.
Section 245
S9AA0-AB-GOS-010
2004 Edition
Operational tests shall be conducted to insure readiness for sea trials. Operation of the controllable pitch propeller
system from ahead to astern pitch shall be demonstrated from both the bridge controls and the engine room controls.
Sea Trials - The following shall be demonstrated:
1. Joint integrity
2. Accuracy of pitch indication under varying combinations of RPM, pitch, and oil temperature
3. Adequacy of the pitch locking device
4. Adequacy of purge system
5. Operation of interlocks and alarms
6. Determination of blade turning effort
7. Indicating and recording instrumentation for pitch, oil pressures, and shaft speed
For ships with controllable and reversible pitch propellers, different propeller pitch settings, both ahead and astern,
shall be tried at various shaft speeds to demonstrate that the pitch controlling mechanism operates satisfactorily. Care shall
be taken not to exceed full power torque.
Section 245
S9AA0-AB-GOS-010
2004 Edition

SECTION 251
FORCED DRAFT SYSTEMS
251a. Scope
This section contains requirements for overhaul, repair, new installation, and modifications to forced draft systems.
251b. Definitions
Forced draft system - All air passages, blowers, and other equipment required to furnish combustion air to boilers.
Suction portion - The air passage between the weather opening and the trunk.
Trunk - The air passage between the suction portion and the blower inlet, which may house the blower.
Discharge portion - The air passage between the blower outlet and the boiler.
Main forced draft blowers - Blowers that furnish combustion air to a boiler for all underway conditions, and for high
steaming rate port conditions (such as preparations for getting the ship underway).
Port-use forced draft blower - A blower that furnishes combustion air to a boiler for economical port operation and
which also may be used for lighting a boiler on a cold ship.
Light-off forced draft blower - A blower of small size and rating used only for lighting a boiler on a cold ship.
251c. Installations and Modifications to Existing Installations
251c.1 Selection of Equipment
Main forced draft blowers - Turbine-driven blowers shall be of the vertical or horizontal vane axial type, Mil. Spec.
MIL-F-18602. Motor-driven blowers shall be of the centrifugal type, Mil. Spec. MIL-F-19004.
Motor-driven blowers using fluid drive shall be installed with oil cooler and control lever and shall be capable of
operating at the specified minimum output speed.
Motor-driven fans with variable inlet vane control shall have the specified variable turndown ratio.
Blowers shall be designed to deliver air in the ratio of 19.4 pounds of air, at standard conditions, per pound of fuel
burned at 120 percent of the boiler rating at the required static air pressure. In addition, at all other design conditions
specified in Section 200 (such as full power and cruising speed), the blower design point shall be based on the delivery of
19.4 pounds of air at standard conditions, per pound of fuel specified in the heat balance.
Port-use forced draft blowers - One motor-driven Navy standard centrifugal blower, Mil. Spec. MIL-F-19004, shall be
installed for each boiler where light-off blowers are not specified.
Blower rating shall be that of the nearest Navy standard blower that will furnish the combustion air required for
smokeless operation based on heat balance calculations for the maximum at-anchor port condition, plus 25 percent capacity
allowance to accommodate peak loads. Capacity calculations shall be based on the ratio of 19.4 pounds of air at standard
conditions, per pound of fuel.
Light-off forced draft blower - One motor-driven vane axial blower, Mil. Spec. MIL-F-18953, shall be installed for
each boiler unless port-use blowers are specified. The blowers shall provide adequate air for smokeless operation for
lighting-off and shall have no ventilation duty unless specifically permitted.
251c.2 Control of Blowers
The blower controls shall be coordinated with the boiler combustion controls.
Main forced draft blowers shall be controlled individually by a pneumatic system. If automatic control is not specified,
a manual pneumatic system shall be installed, where in the air loading controls shall be located in the firing aisle in such
position that the operator can adjust blower speed and fuel flow while simultaneously observing the smoke periscope.
Section 251
S9AA0-AB-GOS-010
2004 Edition
Where automatic combustion control is installed, movement of the control lever shall be directly proportional to the
automatic combustion control loading signal.
For emergency control of blowers, a manual reach rod system shall be installed to actuate the throttle valve in the
common steam line to the blowers on each boiler. This valve shall be operable by means of a handwheel located in such
position that the operator may adjust blower speed while simultaneously observing the smoke periscope and adjusting the
burner oil flow (see Section 221).
251c.3 Design of Forced Draft Systems
The system shall furnish combustion air from weather inlets to the boilers by the most practicable direct path,
commensurate with considerations of minimum pressure loss, space, removal of water, and arrangement of adjacent systems
and equipment. Sharp bends and corners in ducts shall be held to a minimum, especially where high velocities will produce
excessive pressure drop, turbulence, and noise. Internal air passages shall be smooth, with stiffening and structural members
external to the air stream.
Airborne noise propagated or created by the system shall be considered during the design stage, and acoustic absorptive
treatment or other design or arrangement features employed to assure that noise level limits specified in Section 073 will not
be exceeded. If, after installation, it is found that the forced draft system is the cause of the noise levels being exceeded,
acoustic absorptive treatment shall be installed, or the system modified, to reduce noise to within the specified limits. Baffles
or stiffeners internal to the boiler generating bank shall not be used to eliminate noise or vibration.
The following shall be considered in designing the air path between the weather and the forced draft blower inlets:
For forced draft air requirements at 120 percent of full power, a deduction shall be allowed for the total quantity of
class W ventilation air that can be discharged into the forced draft system.
For forced draft air requirements at 100 percent of full power, no deduction shall be allowed for any exhaust
ventilation that can be discharged into the forced draft system.
For the above conditions, velocities through openings shall not exceed:
TYPE OF OPENING
Ballistic deck
Uptake enclosure
Weather
VELOCITY (ft/min)
7,000
3,000
3,000
With forced draft blowers secured, all exhaust ventilation fans that can discharge to the weather, via the forced draft
system, shall be considered to be operating at full capacity. The velocities in the air path shall be the maximum permitted by
the available fan pressures.
Strength and tightness of suction portions and trunks shall be sufficient to maintain the integrity of spaces through
which they pass and shall be adequate to withstand the test pressure specified for the space. The tightness of the discharge
portion shall withstand the maximum forced draft discharge air pressure. The strength and stiffness shall be such as to
minimize vibration and prevent the tendency of ducts and trunks to pulsate.
Ship structure shall not form a part of ducts. Where attachment of ducts is made to deck structure or ballistic plating
(see Section 164), the connection shall be flexible enough to permit minor deflections of the supporting structure from any
source, without causing damage to or rupture of the ducts.
The installation shall provide clearances for inspection, maintenance, and repair of equipment installed adjacent to
trunks. The minimum clearance of trunk surfaces opposite inlets to axial flow blowers shall be 1 1/2 times the blower rotor
diameter. Trunks shall be fitted with access doors and constructed with sufficient clearance to permit removal of blower
rotors of vertical axial blowers suspended in the machinery space below.
A removable protective barrier screen of 1 1/2 inch galvanized steel wire mesh, 3/32 inch minimum diameter wire, shall
be installed close to each blower inlet. This barrier screen shall not be installed directly on the inlet of axial blowers.
Doors, hatches, dampers, or other features that could partially or completely cut off the air supply shall not be installed
in the suction portion of trunks.
Section 251
S9AA0-AB-GOS-010
2004 Edition
Material for ducts and trunks shall be aluminum, Fed. Spec. QQ-A-250/8, or zinc-coated sheet steel, Fed. Spec.
QQ-S-775, or zinc-coated steel plate, Mil. Spec. MIL-S-22698. All seams and butts in ducts and trunks shall be
continuously welded. Flanged connections shall be installed at connections to equipment and elsewhere to facilitate
installation of the system and maintenance and repair of adjacent machinery, equipment, and structures. Connections
between aluminum and dissimilar metals shall be gasketed to prevent direct contact.
A flexible connection shall be installed at each blower discharge flange to prevent transmission of stresses to the
blower.
An automatic discharge shutter, Mil. Spec. MIL-S-18525, shall be installed at the discharge of each blower between the
flexible connection and remainder of the discharge portion of the system. The weight of the shutter and discharge duct shall
not be borne by the blower.
251d. Overhaul and Repair
authorized, the overhaul of the equipment covered by this section shall be performed in accordance with the procedures
provided in the applicable manufacturer's technical manual and NAVSHIPS 0901-530-0002, Chapter 9530.
Requirements and definitions of class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair
251e. Shock
All blowers shall be operated to demonstrate specified capacity and pressure, operation of automatic shutters, governing
devices, remote control, and other installed devices.
Main forced draft blowers shall be tested to demonstrate that all blowers for a boiler will operate in parallel, i.e., within
300 r/min of each other.
At least one port-use blower shall be operated at a condition simulating maximum at-anchor steaming rate to check for
smokeless operation of the boiler, or a light-off blower shall be operated to demonstrate light-off where port-use blowers are
not installed.
Section 251
S9AA0-AB-GOS-010
2004 Edition
Section 251
S9AA0-AB-GOS-010
2004 Edition

SECTION 252
MACHINERY CONTROL STATIONS
252a. Scope
This section contains requirements for new installations and for reconditioning of machinery control stations.
252b. Definitions
Engine Room Control Station (ERCS) - An open station for propulsion control normally located in the engine room for
applications where an enclosed operating station is not required.
Watch Standers Booth (WSB) - An enclosed operating booth for machinery control located in a machinery space. It is
used as the normal retreat for watch standers in that space.
Enclosed Operating Station (EOS) - An enclosed area within the machinery space, provided with complete facilities for
normal operation of propulsion plant and vital auxiliaries.
Central Control Station (CCS) - A separate compartment remote from the machinery spaces, provided with complete
facilities and instrumentation for the normal and emergency control through watch personnel of propulsion and vital
auxiliary and electrical machinery, and the coordination of all damage control and stability control requirements.
Cargo Fuel Control Center (CFCC) - An enclosed compartment remote from cargo fuel pump rooms and fueling-at-sea
stations, provided with complete facilities and instrumentation for control of fueling-at-sea operations.
252c. New Installation and Modifications to Existing Installations
252c.1 General
Machinery control stations shall be installed as specifically indicated on machinery arrangement drawings and as
required by the work specifications.
Equipment specified herein and in other sections of these specifications shall be arranged so that maximum operational
effectiveness of the stations can be obtained with minimum personnel. All equipment required to perform the functions of
the space shall be installed.
To facilitate rapid and positive stopping of propulsion shafting under casualty conditions in steam turbine ships, the
throttleman shall be provided with a clear view (via shatterproof mirrors, if necessary) of the striping on main propulsion
shafting. Where it is not possible nor feasible to accomplish the foregoing, an instantaneously acting shaft rotary motion
indicator shall be installed at each throttle station. See Section 437, Circuit K.
Visual indicating instruments and alarms shall be flush mounted at eye level and be oriented so that parallax and glare
are at a minimum.
Machinery control stations shall be provided with equipment such as control consoles, gage boards, switchboards,
furniture, fixtures, communications, and other equipment to monitor and perform the required functions. Habitability items
such as lighting, ventilation or air conditioning, fire fighting equipment, lockers, drinking fountains, and coffee maker shall
also be provided as required for the specific stations.
Existing arrangements within the machinery control station (ERCS, EOS, CCS and CFCC) will be changed, as a result
of modernization, only with the approval of CNO. Such changes as are necessary will be addressed to the ship class as a
whole. Changes proposed for an individual ship shall be considered only on the basis that they will be applicable as changes
to all ships within the class. Design agents or overhauling activities will submit requests for such changes to NAVSEA via
the Supervisor. Action on such requests will be in accordance with OPNAVINST 9020.6 (Series).
Section 252
S9AA0-AB-GOS-010
2004 Edition
The types and models of furniture listed in the following table shall be used in machinery control stations:
ITEM
Bookrack, type B
Bulletin board, type B
Cabinet, filing, type B
Cabinet, filing, type C and D
Chair, type I, class I, style A
Clocks
Coffeemaker, electric, automatic Type I, Class I, style
B, model S, with one additional warming stove and
fitted with guard rails
Desk, flat top, single pedestal
Desk, log
Hand lanterns
Locker, fire proximity suit
Locker, rescue breathing apparatus
Stool, type V
Table, 36 by 60 inches
Telephone booth with integral log desk
Telephone hood
Drawing, NAVSHIPS
No. or Spec. No.
805-1749061
See Section 661
S3209-860179
S3209-860180
AA-C-275
See Section 504
W-C-500
S3209-631136
S3209-634554
See Section 332
S3306-921757
S9300-860335
805-1627547
S3306-633778
805-1632788
Commercial
252c.2 Engine Room Control Station (ERCS)

A log desk and telephone hood shall be installed in engine room control stations adjacent to the propulsion gage board.
The telephone hood shall be of a design to permit intelligible speech communication under all noise conditions of plant
operation. If space restrictions will not permit a separate telephone hood, a telephone booth with integral log desk may be
substituted.
See Section 504, gage boards.
252c.3 Watch Standers Booth (WSB)
A ventilated, sound insulated WSB with viewing ports shall be provided in machinery spaces where the noise level
exceeds Category "E" as specified in Section 073, except in spaces where an EOS is provided. The WSB shall include:
Alarm switchboard for lube oil pressures, cooling water temperatures and salinity, generator air and bearing
temperatures Log desk, Telephone and jack boxes
252c.4 Enclosed Operation Station (EOS)
An EOS shall be installed as shown on machinery arrangement drawings.
All penetrations of the enclosure of the EOS shall be made to the same structural integrity as existing.
The EOS shall be acoustically and thermally insulated and air conditioned.
Fixed windows or viewing ports shall be provided and located for maximum visibility.
Where more than one EOS is provided on a ship plus a central control station, one EOS shall also be considered the
secondary control station and shall be equipped to be capable of monitoring the other propulsion plants.
Steam and diesel ships - Furniture and fixtures in the EOS shall include:
Book rack
Bulletin board
Clocks
Drinking fountain
Engineer's order board
Section 252
S9AA0-AB-GOS-010
2004 Edition
Locker for two complete aluminized fireman's proximity suit outfits

Locker, type B, drawing, NAVSHIPS No. S9300-860335 (for four rescue breathing apparatus)
Log desk
Stool
Steam propelled ships - The EOS shall also contain:
Alarm panels for electrical indicating and order system
Boiler combustion control console
Clinometers for list and trim
Electric plant control
Gages, thermometers, alarms, trip valves, reach rods for regular operation and for emergency cutoff in connection
with:
catapult operation
engine room ventilation
feed and condensate
firemain pressure
forced draft blower
fuel
main circulating water
main lube oil
propulsion shaft bearing temperature
steam smothering
IC monitoring and communication equipment
Indicators/transmitters for propeller RPM, ship's course, and ship's speed
Local IC switchboard
Piping control panel for feed and condensate
Salinity indicator panel
Throttle/engine order station and gage board with shelf for bell book
Boiler water level gages (remote)
Condenser vacuum gage
For diesel propelled ships - The EOS shall also contain:
Alarm panels for electrical indicating and order systems
Clinometer for list and trim
Diesel engine gage board with gages, indicators, and selector switches for exhaust temperature
Electric plant control
Gages, thermometers, alarms, trip valves, and reach rods for regular operation and for emergency cutoff in
connection with:
circulating water temperature
engine room ventilation
firemain pressure
fuel
generator air and bearing temperatures
main lube oil
propulsion motor air and bearing temperatures
propulsion shaft bearing temperatures
IC monitoring and communication equipment
Indicators/transmitters for propeller RPM, ship's course, and ship's speed
Local IC switchboard
Propulsion control board
Section 252
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252c.5 Central Control Station (CCS)

A CCS shall be installed as shown on machinery arrangement plans.
All penetrations of the enclosure of the CCS shall be made to the same structural integrity as existing.
The CCS shall be thermally insulated and air conditioned.
The CCS shall be fitted with equipment grouped in areas as shown in Table I.
252c.6 Cargo Fuel Control Center (CFCC)
The cargo fuel control center shall be equipped with:
Book rack, type B
Cabinet, filing, type C
Cabinet, filing, type D
Cargo valve control consoles containing tank liquid level indicators, valve position indicators, pushbutton hydraulic
valve controls, remote readout for fuel meters, and cargo pump pressure gages
Clinometers for list and trim
Clock
Desk and chair for Supervisor
Hinged leaf status boards with desk and chair
IC and communication equipment
Two talker tables with fold down seats
252c.7 Technical Documentation
The requirements for technical documentation relating to the Shipalt development process are specified in Section 085.
Section 252
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TABLE I
EQUIPMENT FOR CENTRAL CONTROL STATION
ITEM
DRAWING, NAVSHIPS No. OR
QUANTITY
SPEC. NO.
ENGINEER OFFICER'S AREA: Desk,
(raised) located to
provide panoramic view of entire
control station, gage and status boards
1
PROPULSION AREA:
Engineer's order board
5000-S2803-841123
Piping system control
5000-S2803-841124 except
boards for the following systems:
that valve indicators shall not be
Auxiliary exhaust
installed, printed diagrams shall
Auxiliary steam
be laminated on both sides with
Feed and condensate
0.010 inch thick clear vinyl
Fuel service
plastic, and the front shall have
Main steam
a mat type surface to permit
writing thereon with black and
colored pencils
Auxiliary exhaust pressure gages
1 (each machinery room)
Auxiliary steam pressure gages
1 (each machinery room)
Boiler draft gages
1 (each boiler)
Smoke indicator
1 (each boiler)
Table or shelf directly in front
of piping system control boards
1
Vacuum indicators
See Section 437
1 (each condenser)
Water level indicator lights
See Section 437
1 (each boiler)
Propeller shaft revolution indicators
See Section 437
1 (per shaft)
Engine order and propeller revolution
order telegraph equipment
See Section 437
STABILITY CONTROL AREA:
Desk, single pedestal, flat top
Piping system control boards for
the following systems:
Fuel filling and transfer
Fuel tank stripping system
Tank capacity
1
(same as for propulsion area)
Section 252
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ITEM
TABLE I
EQUIPMENT FOR CENTRAL CONTROL STATION (Continued)
QUANTITY
SPEC. NO.
ELECTRICAL AREA:
Table or shelf
1 (adjacent to electrical diagram

board)
Schematic (abbreviated)
diagram of power and
lighting distribution
system for each
electrical zone
(ships with zone distribution)
Elementary diagram of power
system bus tie feeders
Elementary diagram showing all
ship service and emergency power
supplies to electronic equipment
Schematic diagram of ship
service power system
Electric plant setup panel
DAMAGE CONTROL AREA:
Damage control diagrams
Fire main gages
High temperature alarm
List clinometer
Profile draft indicator
Remote draft indicator
Sprinkling alarm
Trim clinometer
Table, 8 ft. 3 ft.
Section 252
1 (See note 1.)

1 (See note 1.)
1 (See note 1.)
1 (See note 1.)
1
1
As specified in Section 664
1 (for each segregation)
See Section 436
See Section 436

For talkers on all
manned damage control
circuits
ITEM
TABLE I
EQUIPMENT FOR CENTRAL CONTROL STATION (Continued)
QUANTITY
SPEC. NO.
MISCELLANEOUS:
Cabinet (for coffee maker
and miscellaneous supplies)
Chairs
Chair for each desk
Clocks
Coffeemaker, type B
Desk for log writer
Hinged leaf units
Helm angle indicator and
rudder angle indicator
Ship's course indicator
Stool
Switches as required
(includes A.C.O. switching)
Underwater log speed
indicator
NOTE:
S9AA0-AB-GOS-010
2004 Edition
1
1
See Section 504
S8802-921794
1
6
5
2
1
1
To accommodate all damage
control diagrams
Hinged to stow out of access

passageways
1 (for each talker)
See Section 437
1.-Mounted in a case convenient to the electrical officer.

The Supervisors Work Specification will routinely identify authorized repairs to equipment within machinery control
stations. These repairs shall be accomplished in accordance with applicable manufacturer's technical manuals and other
sections herein.
Section 252
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Section 252
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2004 Edition

SECTION 253
STEAM SYSTEMS
253a. Scope
This section contains inspection requirements for steam systems not contained in other GSO sections herein.
253b. General
Steam system piping shall be arranged so that new or modified piping will not be overstressed due to thermal
expansion.
Level I material designations for new or modified steam systems shall be applicable to systems having a design
temperature greater than 775F or as specified in NAVSEA 0948-LP-045-7010.
Branch supply lines shall be sized to assure that steam pressure at the inlet of the connected unit is sufficient to operate
the unit at its maximum capacity.
Each boiler shall have two-valve protection from any steam main common to other boilers. The valves shall be located
close to the boiler. Where the steam flow is from the boiler to a common steam main, the valve farthest from the boiler shall
incorporate a check feature. For soot blower installations the two valves are in addition to the valve which is furnished as an
integral part of the soot blower head. A tell-tale connection shall be installed between these valves to relieve pressure
leaking past one valve when both valves have been closed to isolate a boiler for repairs while other boilers are still on the
line. Each test connection shall have two cutout valves and shall discharge to the bilge via an open funnel.
Each branch line supplying steam to auxiliary machinery or equipment, from the main or auxiliary steam system, shall
include a root valve and a control or throttle valve for two-valve isolation of each unit served. Where the control or throttle
valve is not provided with means for positive manual closure, or where the valve is an integral part of the unit, an additional
cutout valve shall be installed between the root valve and the throttle or control valve.
Lines serving machinery, equipment, or systems outside machinery spaces shall have a cutout valve in the machinery
space.
Wherever practicable, branch lines shall be connected to the top or side of a main when carry over of condensate from
the main would be detrimental to the connected machinery or equipment.
Steam strainers shall be installed in supply piping to turbines, machinery, or components which would be affected by
dirt or scale in the piping where protection is not provided by integral strainers.
External desuperheaters, incorporating high temperature alarm, see Section 436, shall be installed where necessary to
reduce steam temperature.
Arrangement of soot blower piping shall comply with drawing, NAVSHIPS No. 804-841336. Source of steam for this
service shall be boiler pressure desuperheated steam.
A drip pot shall be installed to permit accumulation of condensate from low points in piping likely to collect a
considerable amount of condensate (such as in gland exhaust systems that are not selfdraining), and in the exhaust from a
turbine to an overhead main. Drain and warm-up connections shall be installed directly on the piping for proper operation
and warm-up of connected machinery and equipment. Drip pots shall be used in steam supply to auxiliary turbines wherever
there is little or no superheat present in the steam supply, or wherever a standby operational service in a warmed up condition
is specified.
Steam injection shall not be used for heating except for heating water having the same quality as the boiler water.
Connections to miscellaneous services (such as missile launcher heating) shall be provided with steam from the 50
lb/in2 or the 150 lb/in2 steam system.
The boiler desuperheater leakage test connections shall be arranged as shown on drawing, NAVSHIPS No.
803-1385735.
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Gages and thermometers - In addition to those required to be installed on propulsion and boiler gageboards by Section
504, the following gages and thermometers shall be installed for local observation:
Pressure gages
Inlet and outlet of pressure regulating valves (reducing and back pressure) and discharge side of
manually-operated throttle valves within view of the associated valve.
Non-condensing auxiliary turbine exhaust casing.
Steam to each air ejector.
Steam to each propulsion and auxiliary turbine.
Thermometers
Desuperheater steam outlet, each boiler.
Discharge from each external desuperheater.
Steam to each propulsion turbine.
A plugged, socket type thermometer well shall be installed at the superheater outlet of each boiler.
Special valve operation
Boiler stop valves and turbine guarding valves having existing motor operators shall be capable of closing at a
minimum rate of 10 inches per minute for gate valves and 3 inches per minute for globe valves.
Pushbutton stations for boiler stop valves and turbine guarding valves shall consist of a closure pushbutton and full
open and full close indicator lights. Both lights shall be lit for all intermediate points between full open and full close.
New installation of valve operators
Boiler stop - For each main boiler, the cutout valves closest to the superheater and desuperheater outlet shall be
manually operated locally and electric motor-operated remotely (for closing only) from the boiler control station or the
enclosed operating station, and from the damage control deck outside of and adjacent to the main access to the machinery
space. Location shall be such as to provide safety to the operator of the valve and shall not interfere with access to or egress
from the compartment.
The motor-operated valve shall have a maximum closure time of 15 seconds. The electric motor operator shall meet the
same construction and operating requirements as the operator for the turbine guarding valves.
Turbine guarding - For multi-shaft ships, a main turbine guarding valve shall be installed in the main steam piping
upstream of the main steam strainer for each propulsion unit. For single-shaft ships, a guarding valve shall be installed in the
steam piping to the high pressure turbine (ahead guarding valve), and in the steam piping to the astern elements (astern
guarding valve).
For ships not provided with an Enclosed Operating Station (EOS), the guarding valves shall be manually operated
locally at the valve, and remotely from the turbine operating station. In addition, the ahead guarding valve shall incorporate
a quick closing feature that will close the valve, from the full open position, within 10 seconds.
For ships provided with an EOS, the guarding valves shall be manually operated locally at the valve, and provided with
an electric motor operator to permit remote pushbutton control from the EOS.
Closure time of the electric motor-operated guarding valves (from the full open position) shall be less than the closing
time of their associated main turbine throttle valves, but in no case shall the closure time exceed 10 seconds.
The guarding valve electric motor operator shall include the motor, gearing, manual override operator, torque and limit
switches, slide wire transmitter, and brake, all contained in one assembly. The operator shall close the guarding valve within
the time limit specified above.
All electrical equipment shall be operable using the shipboard a.c., 115-V, or 440-V three-phase, type 1, electrical
system. Where applicable, the basic requirements for Naval shipboard electric power equipment, as outlined in Section 300,
shall be followed. The operator shall be designed for a 200 degree F ambient temperature condition, and shall use a totally
enclosed, squirrel cage, ball or roller bearing, high starting torque motor.
The operator shall be responsive to manual operation at all times except when being electrically operated. The manual
handwheel shall not rotate during electric operation and the electric motor shall not rotate during manual operation. A fused
motor shall not prevent manual operation. If electric motor operation is desired when in the manual mode, the operator shall
automatically return to the electric mode upon energizing the motor. Switchover from motor operation to manual operation
shall be accomplished via a positive declutching lever which shall disengage the motor mechanically, but not electrically.
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The travel limit and torque switches, and the motor starting and reversing controller shall be in accordance with Section
302, where applicable. A geared limit switch shall be used to govern valve travel in the opening direction and shall be
responsive in both the electrical and manual handwheel modes of operation. Travel in the closing direction shall be
governed by a switch responsive to torque developed in the seating of the valve. Travel in the closing direction shall be
independent of valve disc or seat wear, and be controlled only by a predetermined seating torque. The torque switch shall be
adjustable over the entire range established by the valve manufacturer.
Valve position indication shall be by mechanical means when operating in the manual handwheel mode.
Fuel service pumps - Emergency shutdown of turbine fuel service pumps shall be in accordance with drawing,
NAVSHIPS No. 803-2145505.
Casualty control - Each casualty control cutout valve in steam and auxiliary exhaust systems, at watertight bulkheads
below the damage control deck which separate two normally accessible spaces, shall be operable from both sides of the
bulkhead; otherwise, they shall be operable remotely from the associated machinery room access on the damage control
deck. If a casualty control valve is installed on each side of the bulkhead, remote operating gear is not required.
253c. Repair and Overhaul of Existing Systems
The repair and overhaul of systems, equipment, and components is intended to restore items to their original
performance profiles and not necessarily intended to return overhauled items to the original manufacturers drawing
tolerances. The Supervisor's Work Specification shall identify the class of overhaul (i.e., Class B) authorized for the item.
Definition of overhaul class is provided in Section 042 herein. Where applicable, the Supervisor's Work Specification shall
invoke the overhaul of the item to be accomplished in accordance with an approved Technical Repair Standard (TRS).
Where an approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system (i.e.,
valve, pump, motor, pipe) shall be in accordance with the applicable drawings, or technical manuals as modified by the
overhaul criteria paragraphs of other GSO sections herein.
Standards (TRS) is provided in Section 042 herein.
Fuel oil tank heating piping system and components, along with a fuel oil service heating system and components may
be removed where required due to deteriorated condition of piping and components to enable access to other areas, or to
clear an area for new equipment. Reinstallation of removed items is not required.
Catapult receivers and accumulators shall be repaired in accordance with NAVSEA 0983-LP-007-6010, Chapter 2.
When required, the original hole size of steam charging manifolds shall be restored.
253d. Installation/Modifications to Existing Installations
253d1. Main steam.
The main steam system shall supply steam from the boiler superheater outlets, to the propulsion turbines, generator
turbines and other equipment requiring the use of steam at this pressure and temperature.
To prevent damage to the superheater tubes, provision shall be made to circulate 150 lb/in2 auxiliary steam through
each superheater and internal desuperheater to the auxiliary exhaust system.
Boiler superheater protection piping shall be at least 1 1/2 inch nominal pipe size.
The boiler superheater protection connection to the 150 lb/in2 steam system shall contain a globe (or angle) valve and a
stop-check valve. A 1/2 inch sentinel valve set 5 lb/in2 above the 150 lb/in2 system reducing valve lock-up pressure shall be
installed in a short length of pipe between these two valves.
The boiler desuperheater outlet connection to the auxiliary exhaust steam system shall contain a globe (or angle) valve
and a stop-check valve. A 1/2 inch sentinel valve set 5 lb/in2 above the 150 lb/in2 system reducing valve lock-up pressure
and a pressure gage shall be installed in a short length of pipe between these two valves. The stop-check valve shall be sized
for the required protection steam flow specified by the boiler manufacturer with 125 lb/in2 indicated on the pressure gage.
A 1 inch nominal pipe size flanged connection shall be installed on the desuperheater inlet piping for connection to the
boiler test pump discharge and a 1/2 inch nominal pipe size flanged vent connection in the desuperheater outlet piping.
These connections shall be normally blanked off and shall only be used for hydrostatic testing of the desuperheater.
Section 253
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253d2. Auxiliary steam.

The auxiliary steam systems shall supply desuperheated steam to machinery or components requiring the use of steam
at lower pressures and temperatures.
Supply to systems or components for which steam must be readily available in an emergency (such as boiler air casing
smothering system) and to ship whistle shall be from a source that is under pressure during all normal operating conditions.
The boiler air casing smothering system shall be supplied steam from the 150 lb/in2 steam system for propulsion
boilers. Auxiliary boiler steam smothering shall be supplied boiler pressure steam from the auxiliary boilers.
Hose connections for blowing-out, steaming-out, and cleaning service shall be installed where necessary. Steam supply
for this service may be taken from 150 lb/in2 or 50 lb/in2 steam systems where such a steam supply is readily available;
otherwise, ship service compressed air system shall be used, see Section 551.
When installing new steaming-out connections, preference shall be given to the 50 lb/in2 auxiliary service steam system
with the hose length between the supply valve and the tank a maximum of 50 feet.
In the steam supply for sea chest blowing-out, a needle valve and a pressure gage shall be installed in addition to the
hose valve. A relief valve set at 40 lb/in2 and a connection for bleeding steam shall be installed between the needle valve and
hose valve. A label plate shall be installed near the needle valve inscribed as follows:
CAUTION
DO NOT PERMIT STEAM PRESSURE TO EXCEED
35 POUNDS WHEN BLOWING-OUT SEA CHEST
The auxiliary steam supply to cargo tank gas-freeing blowers shall be controlled by a solenoid-operated valve. This
valve shall be interlocked with ventilation fans serving components on bulk oil cargo ships having openings less than 8 feet
above non-enclosed cargo handling decks. This interlocking shall permit gas freeing only when the ventilation fan motors
are operating. The above does not apply where all explosion proof electrical equipment is provided in the compartments.
For boilers operating at 1,200 lb/in2, steam reduced to 600 lb/in2, shall be supplied to this system from the boiler
pressure auxiliary steam via at least two parallel reducing stations per propulsion plant.
Bypasses are not required for these reducing stations. Where applicable, the system shall also supply steam to the
emergency feed pump. There shall be a connecting line from the pump discharge to the steam inlet of the emergency feed
pump to permit spraying water from the pump discharge into the steam supply to the pump to lower the temperature to 520
degrees F maximum. The spray water line shall enter the steam supply line between the steam throttle valve and the pump.
This line shall be fitted with a manually controlled needle valve to regulate the water sprayed into the steam. A distant
reading thermometer shall be provided at the pump to sense the steam temperature as it enters the pump and indicating this
temperature near the manual regulating valve.
150 lb/in2 auxiliary steam - Steam for the system shall normally be supplied from the 600 lb/in2 auxiliary steam system
via 600/150 lb/in2 reducing stations (number as required) and external desuperheaters (one per reducing station), which shall
reduce the steam temperature to approximately 390 to 410 degrees F. The desuperheater high temperature alarm shall be set
at 415 degrees F. Desuperheaters shall be installed downstream of the reducing stations.
Sensors for temperature controllers should be installed 30 to 40 feet downstream of the desuperheater, but in any case,
not less than 20 feet. In-line desuperheaters are not required on surface ships when the maximum boiler desuperheater outlet
temperature is 600 degrees F. or less.
The system shall extend to each boiler front to provide for steam-assisted atomization for fuel. Provision shall be made
for drainage of the lowest point of the burner front steam manifold and boiler front steam lines.
Main and auxiliary air ejectors shall be supplied steam from a separate 600/150 lb/in2 reducing station, without a
desuperheater.
Supply to steam whistles shall be as shown on drawing, NAVSHIPS NO. S4810-64486, unless the whistle requires
steam off the 600 lb/in2 steam system. In order to meet the sound output requirements of Section 443, a separate whistle
reducing station shall be provided off of the 600 lb/in2 steam system.
The system shall have provisions for receiving steam from shore.
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Shore deck connections shall be installed in pairs, each pair consisting of one port and one starboard connection. Each
pair of deck connections shall be connected to a riser from the steam system in a machinery space. A steam strainer, with a
valved bypass, shall be installed in the riser in the machinery space. The strainer shall incorporate a double-valved
blowdown. A duplex pressure gage shall be installed at the strainer in accordance with drawing, NAVSHIPS No.
810-1385850. A label plate shall be provided near this gage reading:
CAUTION
PRESSURE DROP ACROSS STRAINER NOT TO EXCEED 10 LB/IN2
Each deck connection shall have a cutout valve at the riser and a hose fitting, with a valved connection between the
valve and fitting for bleeding steam from the shore steam hose. A label plate shall be installed at each deck connection
inscribed as follows:
CAUTION
BLEED STEAM FROM HOSE BEFORE UNCOUPLING
Shore steam piping shall be sized to supply sufficient steam for full load requirements of the service steam system with
100 lb/in2 steam at the deck connection or mooring station.
To enable shore steam to be used for emergency feed pump operation, where such a pump is provided, a
cross-connection shall be provided between the 600 lb/in2 and 150 lb/in2 auxiliary steam systems. The cross-connection
from the 150 lb/in2 system shall enter the 600 lb/in2 system between the emergency feed pump throttle and root valves. A
stop-valve and a stop-check valve, normally locked closed, shall be installed in the line. A relief valve shall be installed
between these two valves.
When steam is unavailable for emergency feed pump operation, the pump shall also be operable by air. A branch
connection shall be provided in the 600 lb/in2 auxiliary steam supply line, between the pump throttle valve and the
desuperheating supply line. The branch shall contain a globe stop-check valve and shall terminate in a globe hose valve.
A portable hose shall be provided to connect the hose globe valve with the ship service air system. It shall be stowed
adjacent to the emergency feed pump not in use.
253d3. Service steam systems.
The following systems shall be installed:
100 lb/in2 service steam system for hot potable water heaters, laundry and tailor shop equipment.
50 lb/in2 service steam system for foodservice equipment, sterilizers, catapult trough heating equipment, space
heating equipment, hose connections for sea chests, fire bomb filling stations, and miscellaneous blow-out, steam-out, and
cleaning services.
On steam-propelled, multi-shaft and single-shaft ships, the 100 lb/in2 system shall be supplied from the 150 lb/in2
system through one conveniently located pressure reducing station. This station shall be provided with a bypass.
On steam-propelled ships, the 50 lb/in2 system shall be supplied from the 150 lb/in2 system.
For single shaft ships the supply shall be via one reducing station with a bypass.
For ships with multiple propulsion plants, two or more, located in separate spaces, the supply shall be from two
pressure reducing stations. One shall be in the forward propulsion plant, the other in the after plant. Bypasses are not
required in these stations. The system shall be arranged so that the ship's total services can be served from either or both
machinery spaces. Piping shall be arranged so that service can be divided equally between the two machinery spaces insofar
as practicable.
Valving shall be provided at the main and at the service branch outlets, so that space heaters and their associated piping
can be isolated without having to secure other services.
For specified steam turbine propelled ships and for ships not having steam propulsion plants, the 100 lb/in2, 50 lb/in2
systems shall be supplied from the auxiliary steam boilers. The 50 lb/in2 system shall be supplied through one pressure
Section 253
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reducing station provided with a bypass. Where the operating pressure of the auxiliary boiler is greater than 125 lb/in2, one
reducing station with a bypass shall be provided in the 100 lb/in2 system.
All reducing stations and bypasses for the 50 lb/in2 service steam system shall be sized for 100 percent of the ship's
total associated service steam load.
253d4. Lubricating oil heating system and steaming-out connections.
General - Steam supply shall be from the 150 lb/in2 auxiliary steam system, except as otherwise specified herein.
Lubricating oil heating - If 150 lb/in2 auxiliary steam source is not readily available, supply shall be from the 50 lb/in2
service steam system.
Supply shall be installed for the heaters and tank coils specified in Section 262. Where provisions are made for the
heating equipment by temporary hose connections, the hose valve on the steam system shall be located so that connection
can be made to the equipment with one length of hose.
Steaming-out connections - Preference shall be given to the 50 lb/in2 auxiliary service steam system with the hose
length between the supply valve and the tank a maximum of 50 feet.
The following tanks, the interiors of which are accessible by personnel, shall have a 3/4-inch hose connection for
steaming-out:
Gasoline
Lubricating oil
A separate connection shall be made to the top of the tank, or a 3/4-inch hose adapter to a sounding tube may be
installed if the sounding tube is not also used as the air escape.
Other sections of these specifications indicate where other steaming-out connections are required.
253d5. Gland seal and gland exhaust systems.
The gland seal and gland exhaust systems shall supply sealing steam to and collect steam exhaust from turbines.
For non-condensing, auxiliary turbines, data shall be for conditions as follows: turbine exhaust pressure of 20 lb/in2 or
as specified in Section 502 and gland exhaust pressure of 10-inches of water vacuum.
For condensing type turbines, data shall be for conditions as follows: 2 lb/in2 at the gland inlet cavity, and a minimum
of 5-inches of water vacuum at the shaft gland leak-off cavity.
Vapor discharge piping from gland exhaust fans shall terminate in the vicinity of a ventilation exhaust duct suction
terminal.
Condensing turbines (gland seal and exhaust) - Each propulsion unit and turbo-generator unit shall have an independent
gland seal and exhaust system. See Section 231 and Section 502. The arrangement shall enable each gland to be supplied
with sealing steam under all operating conditions, including warm-up and standby.
Sealing steam shall be supplied to each turbo-generator from the auxiliary exhaust system or the 150 lb/in2 auxiliary
steam system and to each the main propulsion turbine from the 150 lb/in2 auxiliary steam system.
The gland exhaust system shall discharge leak-off steam and air from the glands of various turbines to their respective
exhaust condensers, air ejector after condensers, or air ejector nozzle, as applicable.
Non-condensing turbines (gland exhaust) - A gland exhaust system, separate from the systems furnished condensing
turbines, shall be installed to receive gland leak-off from non-condensing turbines with a shaft diameter of 2 inches and
larger at the gland and from forced draft blower turbines having carbon packed glands. All such turbines in a space shall be
connected to one system served by an auxiliary gland exhaust condenser.
Gland exhaust (from non-condensing turbines) piping from the orificed vent of the vent condenser of the deaerating
feed tank and the vent from the freshwater drain collecting tank in the space, or in an adjacent space, shall be connected to
this system. See Section 255 for an alternative method of venting the Deaerating Feed Tank vent condenser to the
atmosphere. A capped test connection shall be provided at each leak-off connection near each auxiliary turbine served by the
gland exhaust system. Piping shall have a continuous downward slope from the glands to the header, wherever possible.
Drains with loop seals shall be installed at the low points or pockets in the piping.
Gland leak-off from turbines having shaft diameters less than 2 inches at the gland, or turbines utilizing carbon gland
packing (excluding forced draft blower turbines), shall discharge directly into the bilge.
Section 253
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253d6. Auxiliary exhaust system.

Auxiliary exhaust system shall receive steam from non-condensing auxiliaries, from main turbine through bleed
(extraction) steam connections and from certain auxiliary steam systems.
Exhaust flow requirements from the non-condensing auxiliaries shall be based on their performance test data with
emphasis on the rapid maneuvering requirement of the ship. If these data are not available, it shall be based on their
guaranteed or target steam rates at their rated conditions.
Exhaust velocity from auxiliary turbines shall not exceed 15,000 ft/min.
Exhaust velocity to the condenser from the unloading (dump) connections shall not exceed 18,000 ft/min.
Exhaust velocity in the system mains shall not exceed 21,000 ft/min.
The system shall be protected against overpressure by unloading valves discharging to the main condenser, and by
separate but similar unloading valves discharging to each turbo-generator condenser, and also by relief valves discharging to
the atmospheric escape steam system.
Permanent connections shall be provided upstream and downstream of each auxiliary exhaust unloading valve for the
main and auxiliary condensers for the insertion of pressure- and temperature-indicating probes.
A relief valve shall be installed for each section of the auxiliary exhaust system where it is possible to build up excess
pressure resulting from the arrangement and closure of cutout valves. Each of these relief valves shall be capable of passing
the total exhaust flow discharge by all auxiliaries and augmenting valves in the section of piping.
For aircraft carriers, the atmospheric relief may consist of multiple valves provided with sequential settings with an
aggregate relieving capacity as noted above.
The bleed steam supply, if provided, and the augmenting steam supply shall provide steam pressure under conditions
when the quantities of exhaust from operating auxiliaries are insufficient to maintain the design pressure with the distilling
plants in operation. The control pilots for the bleed and augmenting valves shall be set so that augmenting will be required
only to the extent that deficiencies cannot be sustained by the bleed supply.
Control pilots installed for the augmenting, unloading, and relief valves, as well as those for bleed steam and supply to
air preheaters, shall be grouped and located at the Deaerating Feed Tank.
A common pressure sensing connection to the control pilots shall be taken from the exhaust main immediately upstream
of the cutout valve at the DFT, and downstream of any exhaust connection to the main supplying the DFT. The control
pilots shall be set to maintain the design DFT pressure within the design pressure fluctuation. Accuracy of regulation of the
valves and their pilot controllers shall be considered when final adjustments are made so that unloading and augmenting
operations do not overlap.
To permit air operation of steam-driven emergency feed pumps when steam is not available, an air exhaust branch shall
be provided in the pump steam exhaust line, between the pump exhaust flange and the exhaust shut-off valve. A globe valve
(local closed) shall be provided in the air exhaust branch. The branch shall terminate at the valve and shall be arranged so as
not to be injurious to personnel.
A combination exhaust and relief valve, similar to drawing, NAVSHIPS NO. S4824-1385797 or S4824-1385798, shall
be installed in the exhaust branch line from each non-condensing turbine.
253d7. Escape steam system.
The escape steam system shall provide unobstructed passage to atmosphere of boiler safety valve discharge, relief valve
discharge from steam driven auxiliaries and auxiliary exhaust system overpressurization protection.
Connection between escape mains from adjacent watertight spaces are permissible, provided such connection is made
above the tightness level specified for the ship, and provided that the size and arrangement of the combined escape main does
not adversely affect the relief or safety valve operation of any one escape main. Discharge to the weather shall be located in
the space between the inner and outer casings of each uptake leaving this space on the after side of the uptake a short
distance below the top of the outer casing.
Relief valves not mentioned herein shall discharge to the bilge or other areas which will not be hazardous to personnel
and equipment.
Escapes from the main boiler drum and superheater safety valves of a boiler shall be combined and led directly to the
weather. They shall not be combined with another (other than boiler safety valve) escape steam system.
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If there is more than one boiler in a space, the combined escape from each boiler may connect to a common riser within
the space for discharge to the weather.
Unless otherwise specified, no cutout valves shall be installed in the escape steam system.
Where superheater safety valves are of the drum pilot-operated type, escape piping shall be arranged to assure that
pressure from the discharge of the boiler safety valves will not affect the reseating of the superheater safety valves.
Piping shall be sized and arranged to minimize impact and reaction forces caused by steam flow and shall be supported
by constant support type spring hangers within the machinery space and by hard (rigid) type hangers within the uptake
spaces.
Bellows type expansion joints shall be installed in the discharge piping at each safety valve, if required, to minimize
pipe stresses imposed on the safety valve during the operation. The bellows shall be CRES steel, Fed. Spec. QQ-S-766, class
321. The safety valve discharge piping shall be guided to ensure proper alignment of the expansion joint.
The escape pipe from a safety valve shall not be smaller than the valve outlet size indicated on drawing, NAVSHIPS
No. S5103-841622. The internal cross-sectional area of a header or riser shall be no smaller than the total area of all
connected valve outlets, and shall be computed to accomplish the conditions set forth in the safety valve directive in Mil.
Spec. MIL-B-18381.
Where pipe reducers are necessary, they shall be installed to assure proper drainage of the lines.
Atmospheric exhaust - Discharge from relief valves in the auxiliary exhaust system, and from steam relief valves set at
50 lb/in2 and higher, shall discharge into an escape system. An atmospheric exhaust main in a machinery space and one in an
adjacent machinery space may connect to a common riser to the weather.
Exceptions to the discharge of relief valves into the escape system are the discharge from the Deaerating Feed Tank
relief valves, which shall be run to the bilge; the ship service turbine generator casing relief discharge, which shall be run to
the exhaust ventilation opening; and the discharge from the relief outlet of the combination exhaust and relief valves, which
shall be run to the bilge, or to an exhaust ventilation opening, whichever is closer. Relief valve discharges shall be arranged
so that they are not a hazard to personnel and equipment.
253d8. Catapult steam, exhaust and blow systems.
The catapult steam, exhaust and blowdown systems shall supply steam to and take exhaust and blowdown from all
machinery or components requiring catapult steam.
For wet accumulator installations, each accumulator fill valve and machinery space cutout valve bypass shall have a
flow coefficient (Cv) of 145.
Accumulator supply - One wet accumulator shall be installed for each catapult installation. Each accumulator shall be
supplied steam via an independent riser from the main steam system, and the required number and size of accumulator fill
valves. Fill valves shall be installed in parallel and shall have the capability of being operated separately or together, using a
3 to 27 lb/in2 pneumatic controller output. One riser shall be provided for and associated with the main steam to each
propulsion unit. The risers shall be cross-connected outside the main machinery spaces, above the main (hangar) deck, so
that any riser can supply steam to any accumulator.
Steam supply piping, risers, and athwartship cross-connections, between the main steam system in the machinery space
and the inlet to the wet accumulator, shall be designed to the pressure and temperature conditions of the main steam system
and shall be sized to pass the specified steam flow within the time required for the accumulator charging cycle with a ship's
speed of 30 knots. The fore-and-aft cross connection shall be sized to pass the specified steam flow within twice the above
time. Fatigue evaluation for that portion of the system upstream of the fill valves shall be based on the cyclic temperature
and pressure conditions of the steam system. Fatigue evaluation for that portion of the system downstream of and including
the fill valves and the catapult launch valves shall be based on the same pressure, and temperature, and cyclic conditions of
the wet accumulator. The high temperature of the steam supply between the fill valves and the wet accumulator shall be
taken into consideration for the fatigue evaluation. Pressure drop in the piping between the wet accumulator and launch
valves shall not exceed 12 lb/in2.
The steam supply to each riser shall be provided with a machinery space catapult riser cutout valve. The steam supply
from each riser shall be provided with a cutout valve immediately upstream of the athwartship cross-connection, and a cutout
valve immediately downstream of the athwartship cross-connection (subsequently referred to as the wet accumulator root
valve.)
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Steam piping between dry receivers/wet accumulators and launch valves shall have the maximum practicable
continuous slope downwards toward the accumulator with no intervening low point pockets.
For wet accumulators a tell-tale connection, consisting of two cutout valves, shall be installed in the steam supply
piping to each bank of dry receivers or each wet accumulator, between the dry receiver/wet accumulator root valve and fill
valves. The tell-tale discharge shall be located within view of the dry receiver/wet accumulator manhole.
The machinery space catapult riser cutout valve shall be provided with either an electric operated or an air-operated
motor for closing the valve in approximately 10 seconds. Where an air-motor is utilized, operation shall be from the ship's
control air system via a solenoid-actuated valve. Closure of the machinery space cutout valve shall be initiated
automatically, when the valve inlet steam pressure falls below the specified minimum. Remotely-actuated closure shall also
be provided from the machinery space control station and the associated valve control station on the damage control deck.
Local manual operation (open and close) shall also be provided at the valve.
To limit the flow of steam from a machinery space, when only a portion of the steam generating capacity of that space
is available, a throttling type bypass valve shall be installed in parallel with the above machinery space cutout valve. This
valve shall have the same flow coefficient (Cv) of one fill valve, and shall be provided with remote actuation and control
similar to that provided for the machinery space cutout valve.
Where the catapult wet accumulator design pressure is less than the design pressure of the main steam system, the wet
accumulator root valve shall be a quick-closing "Y" pattern globe valve installed so that steam flow tends to close the valve.
The valve shall use a self-contained power source for closing, and the fill valve actuating air for maintaining the valve in the
open position. The valve actuator shall be sized to automatically close the valve in 5 seconds from the full open position
whenever the accumulator's design pressure is exceeded, and when the fill valve actuating air pressure drops below 50 lb/in2.
The valve shall also be closable by push button actuation from the catapult control console. A high pressure alarm and valve
position indicators (open and close) shall be provided at the catapult console, as well as valve position indicators at the valve.
Local manual operation of the valve shall also be provided.
A 1 1/2 inch nominal pipe size water filling and make-up line shall be provided for each wet accumulator from the
common discharge line of the main feed pumps associated with the main steam system supplying steam to that accumulator.
The fill and make-up lines shall be cross-connected and arranged similarly to the steam cross-connections outside the
machinery spaces. The fill and make-up line to each accumulator shall be provided with a stop-check valve at the connection
to the main feed pump common discharge line, and a feedwater control valve and check valve at the inlet to the accumulator.
The feedwater control valve shall be in accordance with Mil. Spec. MIL-V-18030, type I, carbon steel with stellited trim.
The valve shall have remote manual control from a separate air loading panel located at a water charging/blow station in an
area within view of the accumulator water level gages, and shall fail closed on loss of control or actuating air. A tell-tale
connection, consisting of two cutout valves, shall be provided in the fill and make-up feed line, upstream of the feedwater
control valve. The tell-tale discharge shall be located within view of the wet accumulator manhole.
An audio/visual Hi-Lo level alarm, located in the catapult control room shall be provided for the wet accumulator.
Three water temperature indicators shall be installed on the catapult control console, to indicate the temperature of the
water at the center and at each end of the wet accumulator.
253d9. Accumulator charging.
A constant pressure type accumulator steam charging system shall be provided incorporating the following features:
Automatic fixed pressure control of the accumulator within the limits of plus or minus 10 lb/in2.
Remote manual pneumatic control of the accumulator pressure within the limits of plus or minus 10 lb/in2.
Adjustable pressure set point over the specified range.
A supervisory control system to automatically throttle the fill valves to limit the power transient imposed on a
propulsion plant.
Timing circuits to permit individual linear controlled opening rates of the steam fill valves.
A control circuit to provide fail closed feature of fill valves upon loss of control or actuating air.
Control circuitry for the accumulator fill valves shall be packaged to fit within the allotted space in the catapult
console.
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A pressure gage shall be provided in the catapult officer's control station to indicate the steam pressure in the wet
accumulator associated with that control station. The pressure gages shall meet the requirements of Section 504. Gage dials
shall be graduated in increments of 5 lb/in2, and shall be accurate to plus or minus 2 lb/in2 over the entire scale range.
A steam temperature indicator shall be installed on the catapult control console, to indicate the temperature of the steam
at the center of the wet accumulator.
A high temperature audio/visual alarm, set at 680 degrees F, shall be installed in each catapult control room to indicate
when the steam temperature in the wet accumulator has reached a maximum. The predominant tonal frequency of the audio
portion of the high temperature alarm shall be at least one octave higher than the predominant tonal frequency of the audio
portion of the Hi-Lo level alarm for the wet accumulator.
253d10. Accumulator location.
Unobstructed access to the wet accumulator drum manhole shall be provided for repairing, removing, and replacing the
accumulator internals.
The accumulator support system shall allow for expansion and contraction of the accumulator, but shall not be welded
to it. One area of the support system shall act as an anchor, and shall be located so that thermal expansion of the accumulator
will help to relieve the stress due to the thermal expansion of the steam piping between the wet accumulator and launch
valves. Saddles shall be fastened to the ship structure over the accumulator to arrest vertical shock loading. Chocks, welded
to the accumulator on each side of the saddle, may be provided to arrest fore-and-aft shock loading, and to act as an anchor.
For shock mounting requirements, see Sections 072 and 100. For wet accumulator insulation, see Section 508.
A trough closure shall be provided at the after end of each catapult trough to prevent gas, vapor, and liquid from
entering the launching valve enclosure.
253d11. Accumulator blowdown and exhaust.
The blowdown and exhaust systems shall discharge directly to the sea, at least 5 feet below the ship designed light
waterline, via independent overboard discharge connections. The blowdown and exhaust systems shall include 70-30
copper-nickel piping to a point at least 5 feet above the full load water-line at maximum roll conditions. A vacuum breaker
shall be installed for the wet accumulator blowdown overboard discharge line upstream of the point where the steam and
water blowdown lines are combined. Protective measures shall be taken to minimize the effect of galvanic action between
dissimilar metals. A packed-type expansion joint shall be installed in each blowdown and exhaust line. Stuffing boxes,
where necessary, shall be installed above the full load waterline. A foundation shall be installed at the base elbow of each
blowdown and exhaust line to absorb thrust. The combined blowdown line shall be sized for pressure reduction as follows:
Maximum operating pressure to one-half operating pressure in 20 minutes.
One-half maximum operating pressure to zero lb/in2 in 40 minutes.
Steam blowdown from the accumulator shall be accomplished by a remote manual, pneumatically controlled valve
identical in size and construction to wet accumulator steam fill valves. Controls for the accumulator steam blowdown valve
shall be located in the catapult control room.
Water blowdown from the accumulator shall be accomplished by a remote manual air-pilot controlled valve identical in
size and construction to the make-up feed water control valve. Controls for the water blowdown valve shall be located on
the same air loading panel provided for the feedwater control valve.
253d12. Catapult trough heating.
Launching engine cylinder elongation shall be accomplished by installing steam heating elements to heat the catapult
cylinder evenly over its entire length to a temperature of 320 degrees F within an 18-hour maximum time period when
starting with an ambient trough temperature of 70 degrees F with the catapult track slot seal installed. Cylinder elongation
shall be maintained by continuous heating to keep the cylinder temperature at 300 degrees F with the catapult track slot seal
installed, under all conditions of wind over the deck and ambient temperature. The catapult trough shall be insulated, as
necessary, to minimize heat losses to the adjacent ship spaces and to atmosphere.
A bimetallic, dial-type thermometer shall be provided to indicate the catapult trough temperature. The thermometer
shall have a screwed union nut adjacent to the dial to lock the thermometer into a length of steel pipe extending from the
inside of the trough through the casing into the catapult control room.
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Steam for catapult trough heating shall be supplied from the associated wet accumulator steam supply main upstream of
the wet accumulator root valve, and downstream of the athwartship cross-connection. An additional steam supply shall be
provided from the ship's 50 lb/in2 service steam system via a stop-check valve, to maintain the catapult trough temperature at
70 degrees F when the catapult steam system is secured. A relief valve shall be provided in this supply, upstream of the
stop-check valve. Steam to the heating elements shall be controlled manually by means of a throttle valve. A pressure gage
shall be installed downstream of the throttle valve.
The heating elements for each catapult trough shall consist of two banks, one forward and one aft, with each bank
extending approximately one-half the length of the trough. The heating elements shall be installed so that both drain line
(outside finned tube) and steam supply line (inside tube) are anchored at the same end of each bank with the internal steam
supply line led to the opposite end. The drain line shall be sealed and the internal steam supply line shall be left opened at
the end opposite the anchored end. The external finned tube shall be drained from the anchored end of each bank. Heating
elements shall be arranged so that any element can be secured without affecting operation of the remaining elements.
253d13. Catapult steam smothering.
An independent steam smothering system, in accordance with Section 555, shall be provided for each catapult trough
and launching valve area.
Smothering steam for the catapult trough shall be supplied from the associated wet accumulator steam supply main
upstream of the wet accumulator root valve, and downstream of the athwartship cross-connection.
Steam lines are not permissible in the air casing around the catapult trough, except as a direct passage through it to the
trough. An oil tight connection shall be used where steam lines penetrate the trough bottom.
Smothering steam for the launching valve area shall be supplied from the same point the catapult trough smothering
steam is supplied.
253e. Cleanliness
Repaired or modified steam system piping and components shall be maintained and new installations installed to meet
the degree of cleanliness specified in Section 505.
When required by the overhaul work package, steam systems shall be flushed per the requirements of NSTM Chapter
505, cleaning of feed and condensate systems.
Where existing system cleanliness has been lost, cleanliness shall be reestablished by:
1. Flushing as stated above, or
2. Blowing down with dry, oil-free air or nitrogen at 100 PSIG or maximum system operating pressure, whichever is
less. After blowing down for 15 minutes, the contaminants collected in a muslin bag placed over the discharge for 5 minutes
shall not exceed the limits specified in NSTM Chapter 505 for feed and condensate system flushing. (This method must be
approved by the Supervisor) or
3. Localized cleaning per Section 505.
253f. Inspections
General steam systems inspections shall be performed in accordance with NSTM Chapter 505.
Catapult receivers and accumulators shall be inspected in accordance with NAVSEA 0983-LP-007-6010, Chapter 2.
Charging holes in steam charging manifolds shall be inspected for debris.
Trough heating elements shall be inspected to ensure all fins are properly attached (continuous resistance weld) and are
not clogged with debris.
Steam smothering piping is specified in Section 555.
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253h. Testing Requirements
Unless otherwise specified, hydrostatic, tightness, and operational testing shall be in accordance with Section 505.
Safety valve escape and atmospheric exhaust systems shall be tested for unobstructed flow prior to tightness testing.
System tightness shall be verified by actuation of system relief valves at their set pressure. Hydrostatic testing is not required
for non-nuclear ships.
Gland exhaust piping need only be tested with air to 10 PSIG. Hydrostatic testing is not required.
When portions of the steam system configuration have been significantly changed with NAVSEA approval, a saturated
steam test at 100 percent of steam system design pressure shall be conducted.
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SECTION 254
STEAM CONDENSERS AND AIR EJECTORS
254a. Scope
This section contains requirements for overhaul, repair, and new installation of steam condensers and air ejectors other
than those required for the distilling plant.
254b. New Installation and Modifications to Existing Installation
Condensers that are not part of air ejector assemblies shall be in accordance with Mil. Spec. MIL-C-15430.
One main condenser shall be installed for each steam propulsion unit. With circulating water at the specified
temperature and the vacuum measured at the condenser steam inlet flange, each main condenser and its air ejector assembly
shall be capable of maintaining the specified vacuum at the design full power of the turbine, for both the ahead and astern
conditions, when it is condensing exhaust steam from the turbine and while receiving drains from connected machinery and
systems.
One turbine generator condenser shall be provided for each turbine generator. With circulating water at the specified
temperature and the vacuum measured at the condenser steam inlet flange, each turbine generator condenser and its air
ejector assembly shall be capable of maintaining the specified vacuum at rated power of the turbine when the condenser is
condensing exhaust steam from the turbine and while receiving drains from connected machinery and systems. While the
turbine generator is delivering its normal "at anchor" electrical load, the condenser and air ejector shall also be capable of
maintaining the specified vacuum when simultaneously:
Condensing exhaust steam from the turbine, receiving drains from connected machinery, and condensing excess
auxiliary exhaust that cannot be handled in the deaerating feed tank even though available motor-driven machinery is being
used to the maximum extent.
For the above conditions, the number of ship service turbine generators in operation at anchor shall be the minimum
without exceeding 80 percent rated electric load on any generator. Satisfactory operation (not necessarily at design vacuum)
of condenser and air ejector is also required at the anchor condition when additional excess auxiliary exhaust is being
condensed during a transfer in load from one unit to another.
One main gland exhaust condenser, incorporated in each main air ejector assembly, shall be provided for condensing
the vapor from glands of a propulsion steam turbine. One turbine generator gland exhaust condenser, incorporated in each
turbine generator air ejector assembly, shall be provided for condensing vapor from the glands of turbine driven generators.
Auxiliary gland exhaust condensers, furnished as separate assemblies, shall be provided to condense the vapor from
deaerating feed tank vent condensers and, when necessitated by the design, the vapors from the glands of auxiliary turbines
other than generator turbines. Where practicable, one auxiliary gland exhaust condenser may serve all auxiliary turbines and
equipment within the same machinery space.
All condensers shall be located to facilitate turbine drainage and testing, and to keep the tubes full of water with a
minimum of entrained air in the upper tubes. Location shall permit access for inspection, service, and repair, including
reservation of space for tube renewal. Water level gage glasses shall be located where they can be seen from the operating
station of the condensate pumps.
Air ejectors shall be steam jet type. Air ejector assemblies, including inter- and after-air ejector condensers and integral
gland exhaust condensers shall be in accordance with Mil. Spec. MIL-E-15465.
Gland exhaust fans shall be in accordance with Mil. Spec. MIL-F-19004.
One air ejector assembly shall be provided for each main and turbine generator condenser.
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A gland exhaust condenser shall be provided with either a gland exhaust ejector or a gland exhauster fan to evacuate the
non-condensable gases. The gland exhaust system shall exhaust steam and air, at the vacuum recommended by the turbine
manufacturer, when the glands are worn to twice the design clearance.
Condensate only shall be circulated through air ejector condensers and through gland exhaust condensers that are
incorporated into air ejector assemblies.
Air ejectors shall be located for convenient operation, service, and repair, including reservation of space for tube and
ejector nozzle removal. They shall be located as close as practicable to the condensers they serve in order to keep to a
minimum the length of air suction piping. The location of air ejectors is also dependent upon the loop seal in their
inter-condenser drain piping (see Section 534).
Air vented from air ejector after condensers or from gland exhaust condensers shall be discharged in the vicinity of a
ventilation exhaust suction terminal, and in such a manner that discharged moisture cannot damage electrical equipment.
The Contract will identify the class of overhaul or specific repairs authorized for the item. Where applicable, the Contract
shall invoke the overhaul of the item to be accomplished in accordance with an approved Technical Repair Standard (TRS).
Where an approved Technical Repair Standard does not exist, or is not authorized in the Contract, inspection, overhaul, and
repair of condensers and air ejectors shall be performed in accordance with the procedures provided in applicable
manufacturer's technical manual and NAVSEA S9086-HY-STM-000, Chapter 254.
If a condenser is being completely retubed, then all shell to tube sheet gaskets shall be replaced; the entire shell shall be
checked for thickness (replace sections below 33% of original wall thickness) and all structural welds inspected and repaired
as necessary. Existing tube sheets may be reused provided the total number of holes that require permanent plugging would
not reduce the number of tubes in the tube bank by more than 2%. Circumferential gouges, whose width does not exceed 1/3
of the rolled sealing area (inlet tube sheets), need only have their sharp edges removed. When removing longitudinal gouges
from rolled sealing areas, nominal 5/8" tube holes (0.626 - 0.628") may be reamed oversized to 0.640" and still be used. On
a case-by-case basis, when approved by NAVSEA, holes may be reamed to 0.650" and still be used. Tubes installed in
oversized holes shall be rolled until tubes inside diameter has increased 0.003 - 0.004" after tube has reached metal-to-metal
contact with the tube sheet. Unless otherwise directed by NAVSEA, inlet tube holes over 0.650" shall be plugged with blind
nipples. Oversized/stripped threaded tube holes (outlet tube sheets) shall be tapped for oversized threads and then plugged
with an oversized threaded plug as detailed in NSTM Chapter 254.
Inspection, lay-up, cleaning, and flushing of the steam side of main and turbo-generator condensers shall comply with
NAVSEA S9086-HY-STM-000, Chapter 254.
Cleaning of the seawater side of condensers shall be accomplished using the methods outlined in NAVSEA
S9086-HY-STM-000, Chapter 254.
254d. Shock
Testing of condensers and air ejectors shall be performed in accordance with NAVSEA S9086-HY-STM-000, Chapter
254, and the applicable manufacturer's technical manual.
Hydrostatic tests for strength and tightness of the seawater side and shell side of condensers shall be in accordance with
NAVSEA S9086-HY-STM-000, Chapter 254.
After connection to turbines and all external connections have been made, an air pressure of 10 lb/in2 shall be imposed
on all parts of the equipment intended for operation at pressures below atmospheric pressure. During this time a careful
inspection for leaks shall be made with soap suds or other means. This test shall be combined with the tests of the turbines,
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exhaust trunks, and air ejectors, and shall be made before any thermal insulation is installed over flanged joints of the
equipment.
Within 6 weeks prior to sea trials, the seawater side of all condensers shall be inspected for blocked tubes and tube
fouling to ensure that heat transfer surfaces are clean for sea trials. All tubes shall be visually inspected for blockage and all
blocked tubes shall be restored to a clean condition. Additionally, for each main condenser, an inspection for tube fouling
shall be conducted on 20 tubes by passing a tight fitting bristle brush through a sampling of tubes in the upper and lower
portions of the tube bundle. If fouled tubes are found, all tubes in that condenser shall be cleaned. Fouling constitutes any
foreign matter which could hinder main condenser performance.
General requirements for shipboard tests and ship trials are specified in Section 092 and 094.
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SECTION 255
CONDENSATE AND FEEDWATER SYSTEMS
255a. Scope
This section contains requirements for condensate and feedwater systems not contained in other GSO sections herein.
255b. General
Deaerating Feed Tank (DFT) and boiler water test connections shall be arranged as shown on drawing, NAVSHIPS No.
803-1385735.
The DFT shall be in accordance with Mil. Spec. MIL-H-15787, type II, class A or D.
Combined first stage feed heaters and drain coolers shall be in accordance with Mil. Spec. MIL-E-15465. The unit
shall be a horizontal shell and tube type heat exchanger having at least two sections, one for feed heating utilizing low
pressure bleed steam and one to cool the drains from the feed heating section. If the steam cycle also requires a steam
preheater for boiler air, a third section shall be provided to cool the drains from the boiler air heater. These sections shall be
combined within a single shell complete with integral piping and fittings.
Water sample coolers conforming to drawing, NAVSEA 803-6397400 shall be installed for DFT feedwater, boiler
water and internal desuperheater sampling.
Tank liquid level gages - Each emergency reserve feed tank, and each reserve feed tank that receives excess feed via a
separate connection, shall have a remote liquid level gage of the static head type. Gage indicators shall be located near the
gage glass of the DFT associated with the tank. Gage details are specified in Section 504.
Gages used for innerbottom tanks on aircraft carriers shall have 80 percent capacity mark indicated. A label plate shall
be installed near the gages and inscribed as follows:
CAUTION
INNERBOTTOM TANK LEVEL SHALL BE MAINTAINED AT 80 PERCENT CAPACITY
Salinity indicator equipment is specified in Section 437 (circuit 2SB). Drawings, NAVSHIPS Nos. 803-5184176 and
803-5184177, show an acceptable method of installing salinity cells in piping. Salinity cells shall be completely submerged
under all conditions of roll and pitch and all plant operating conditions.
The salinity indicator panel shall be visible to personnel normally stationed at the propulsion gage board or enclosed
operating station, as applicable.
Salinity cells shall be installed in the following locations:
Condensate inlet at DFT, unless drains susceptible to contamination are discharged directly into the DFT, in which
case the cell shall be installed in the common suction line to the feed booster pumps.
Emergency feed pump or emergency feed booster pump and feed transfer pump suction (whichever is installed)
Fresh water drain collecting tank pump discharge
Main condensate pump discharge
Service steam drain transfer pump suction where pump is installed, see Section 534.
Steam and condensate drains from any condenser or heat exchanger using salt water as the cooling medium
Turbo-generator condensate pump discharge
Vacuum drag line from fresh water drain collecting tank
Vacuum drag or gravity make-up feed line from reserve feed tanks, upstream of make-up feed valve.
Salinity limits and alarm settings shall be as specified in NSTM Chapter 220.
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255c. Installation/Modifications to Existing Systems

Condensate - Unless otherwise specified the new or modified condensate system shall be designed to return condensate
to the feedwater system.
Main condensate pumps shall discharge through their associated main air ejector inter and after condenser, where
applicable, first stage feed heater where applicable, and main gland exhaust condenser, to the DFT.
Turbo-generator condensate pumps shall discharge through their associated turbo-generator air ejector inter and after
condensers, where applicable, turbo-generator gland exhaust condenser, and then to the main condenser condensate
discharge upstream of the DFT. If a turbo-generator gland exhaust condenser is not installed, the condensate shall be led to
the main gland exhaust condenser or first stage feed heater, where applicable.
Make-up feed to the system shall be provided either by vacuum drag piping from the reserve feed tanks to the main and
turbo-generator condensers, or by gravity from suitably located reserve feed tanks to the fresh water drain collecting tank.
Make-up feed valves shall be operable from a location near the DFT gage glass.
Near the condensate inlet to the DFT, a branch line shall be installed to direct excess feed water to the reserve feed tank
from which make-up feed is normally taken. The excess feed valve shall be operable from a location near the DFT gage
glass. A check valve shall be installed in the condensate inlet to the DFT at a point between the excess feed line and the
DFT.
For automatic operation, the excess feed and make-up feed valves shall be of the proportional type with valve
positioners. The valves shall respond to impulses generated by the floatless level control which is actuated by the differential
head in the two standpipes of the DFT which shall automatically regulate the DFT water level. The valves shall also be
manually operated from a location in the vicinity of the DFT level indicator. The high reference leg shall be supplied with
water, precooled by a cooler, if necessary, to prevent boiling.
Recirculation shall provide sufficient condensate to inter and after condensers of main and turbo-generator air ejectors
when operating under light loads. Recirculating lines shall be connected to the condenser recirculating connections specified
in Section 254. One recirculating line, to be used only when starting-up, shall discharge near the top of the condenser; the
other, for normal operation, shall discharge near the bottom of the condenser. Normal recirculation flow control for inter and
after condensers shall be manual and automatic for main air ejectors, and manual for turbo-generator air ejectors.
Recirculated condensate shall be returned to the condenser from which it was discharged. The start-up recirculating valve
shall be manually controlled for all condensers and have a warning plate installed nearby to warn against opening the valve
after vacuum has been raised in the condenser.
The arrangement shall permit filling of the main and turbine generator condensers from the DFT to provide a head
sufficient for starting-up main and turbine generator condensate pumps.
Loop seals on the air ejector inter condenser drains, Section 534, shall be filled from their respective condensate pump
discharge.
Condensate pumps shall be vented to their respective condenser. Vent lines shall rise continuously from the pump. A
cutout shall be installed in the vent lines for main condensate pumps only.
Gland seal supply connection for shaft packing of main and turbine generator condensate pumps shall be taken from the
downstream side of the pump discharge valves.
Where flexible hoses are used, they shall be located so that they cannot be wetted by brine or seawater and shall be
protected to minimize the possibility of condensation from overhead equipment falling onto such hoses.
Air suction piping from condensers to air ejectors shall be short and direct, with the radii of pipe bends as long as
practicable. Gate or butterfly valves shall be installed at connections to air ejectors.
In addition to the above requirements for the condensate system, the following shall be provided in the design and
fabrication of reserve feedwater tanks, feedwater storage tanks, freshwater drain collecting tanks and all other tanks used for
condensate and feedwater collection, make up, or storage:
The manhole covers for these tanks shall be sealed with gasket sealant, Mil. Spec. MIL-S-45180, type II.
Manhole gaskets shall be coated and that portion of the threads or connection bolts and studs which are part of the tank
boundary shall be coated with gasket sealant. Do not coat the threads for nuts outside the tank.
Mechanical connections on tank tops shall be located so that mechanical joints are a minimum of 5 inches above the
tank tops. This shall include all level indicators and sounding rods.
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Feedwater system - Unless otherwise specified, the new or modified feedwater system shall be designed to supply
feedwater to the boilers or steam generators.
Where feedwater coolers are required, they shall be in accordance with Mil. Spec. MIL-C-15730, type A, modified,
capable of reducing the DFT effluent temperature 5 degrees F at rated full power and shall be installed between the DFT and
the feed booster pumps. The coolant shall be condensate.
No valves shall be installed in the piping connected to the cooler. Omission of the cooler water boxes is acceptable if
the cooler proportions permit it being installed in the feed line without them. The pressure drop of the DFT effluent through
the cooler shall not exceed 0.75 lb/in2 at rated full power.
An orifice plate furnished with the DFT shall be installed in the DFT vent line discharging to the gland exhaust system.
For use in purging the tank during initial start-up; a gate valve of the same size as the line containing the orifice shall be
installed in a branch line discharging to the atmosphere and located between the DFT and the orifice.
The system shall normally supply feed water to the boilers by the use of feed booster pumps operating in series with
main feed pumps. All booster pumps in a space shall have a common suction main. The discharge piping from these pumps
shall be arranged so that any booster pump can discharge to any main feed pump in the space.
The main feed pump low suction pressure cutout devices shall be set for sequential stopping of the feed pumps. The
range between successive cutout pressures shall be the maximum practicable.
For ships having 1,200 lb/in2 steam systems, designated main feed booster pumps in each machinery space shall also
take emergency suction through a common connection from the elevated emergency feed water tanks. Each booster pump
motor shall be provided with a start-stop push button control and, in addition, shall have the means to start the pump
automatically (lined up for emergency suction) when the feed booster pump discharge header pressure falls to approximately
10 lb/in2 higher than the highest main feed pump cutout pressure setting. Pushbutton control of the pump shall be both local
and remote from the associated enclosed operating station or the control station. A warning shall be provided to indicate that
the booster pumps are drawing suction from the emergency feed tank.
Feed discharge system shall be installed so that any feed pump in the space can discharge to any boiler in the space.
Main feed pumps shall discharge to the boiler drums via the main feed discharge main. A stopcheck valve and a gate
valve shall be provided in each feed pump discharge. A feed water regulator, a stop-check and stop valve, the economizer,
and a lift-check valve shall be the component arrangement in the feed piping to each boiler.
The boiler feed stop-check and stop valve may be combined into one manifold casting. Both valves shall have
handwheels, the stop-check valve having remote operating gear from the firing aisle. The feed water regulator shall be
installed near the check station so that it is conveniently accessible for manual control from the upper level at the boiler front.
The check station shall be arranged so that the boiler drum gage glass can be seen clearly when feed regulation is manually
controlled.
Recirculating lines from the pump discharge to the DFT and condensate main (for emergency use when the DFT is
by-passed) shall be installed for main feed pumps and for main feed booster pumps. In the order named, a pressure
breakdown device (where required), stop-check valve locked in the check position, and a locked-open cutout valve at the
DFT and a locked-closed cutout valve at the condensate main shall be installed in recirculating lines. Recirculating lines
from similar service pumps shall be combined downstream of their stop check valves. For recirculation services such as
main feed pumps where the pressure drop across the pressure breakdown device is greater than 100 lb/in2, a multiple orifice
type of fitting shall be used to avoid the rapid wear that would be expected with a single orifice plate. For services where
noise avoidance is a consideration, a frictional throttling device shall be used. A strainer shall be installed upstream of these
pressure breakdown devices if the clear through area is less than 1/8 inch in diameter. The design of all devices shall be such
as to facilitate inspection and maintenance.
If required by the design, feed pumps serving 1200 lb/in2 steam generating plants shall have automatic recirculating
valves, including a reducing orifice. Where automatic controls are used, a flow metering orifice shall be installed in the
pump discharge.
Pressure breakdown device and automatic recirculating valve size shall permit flow sufficient to prevent overheating
the pump when the pump is operating at full capacity with a discharge valve closed. In no case shall the size be made less
than 5 percent of the flow at full capacity of the pump.
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Main feed pump glands requiring cooling shall be condensate cooled. An orifice shall be installed to limit the coolant
flow to the pump manufacturer requirements.
The suction side of each feed booster pump casing shall be vented to the top of the DFT. A cutout valve shall be
installed in each vent line. Vent lines from two or more booster pumps shall be combined. If main feed pumps have suction
vent connections, each vent shall have a cutout valve and piping led to the bilge. Main feed pump suction piping shall be
provided with a relief valve to prevent overpressurization of piping between the booster and feed pumps.
For diesel ships having auxiliary boilers, a reserve feed tank shall be provided. The tank shall be located and the piping
shall be arranged so that make-up feed to the boiler feed and drain tank is supplied automatically by gravity. The reserve
feed tank water for make-up feed shall be supplied from the distiller. In an emergency, the supply of feed water shall be
provided from the potable water system via a hose connection. The tank shall have a vent, overflow to the bilge, a local level
indicator, and a riser to the weather. A port and starboard main deck fitting shall be connected to the riser and shall be
provided with a 2 1/2 inch hose connection and a 1 1/2 inch adapter. A valved hose connection shall be provided on the riser
for returning shore steam drains. The reserve feed tank for auxiliary boilers shall have a minimum capacity of 150 percent of
the boiler water capacity. The attached boiler feed pumps shall take suction from the feed and drain tank (normally) and
from the reserve feed tank (during an emergency) and discharge to the associated boilers.
If an auxiliary boiler is used on steam powered ships, the auxiliary boiler feed pump shall take suction from the DFT or
from the fresh water drain pump discharge.
The discharge side of the reserve feed suction-discharge manifolds shall have stop valves. The suction side of the
manifolds shall have stop-check valves.
See Section 505 for heights of tailpipes above bottoms of tanks.
A relief valve shall be installed at each reserve feed tank. It shall be set below the test head pressure of the tank
corrected for elevation of the relief valve above or below the tank top, and shall be sized for the maximum flow which could
possibly discharge into its associated tank. The relief valve discharge shall be led to the bilge in a location so that flow can
be easily observed from the normal walking areas.
For boilers operating at 600 lb/in2 and less, the emergency feed and transfer pumps shall be reciprocating type,
supplying feed water at high pressure to the boiler feed discharge main. They shall also discharge feed water at lower
pressure to the reserve feed transfer main. Pumps shall take suction from the DFT and from the suction discharge manifold
serving the reserve feed tanks associated with the same propulsion plant. The net positive suction head shall be sufficient to
prevent flashing when taking hot suction. A relief valve shall be installed at the pump suction and in the discharge to the
boiler feed and reserve feed transfer systems. A recirculating line shall be installed from the pump discharge to the pump
suction, to permit idling the pump in standby condition.
An alternative method may be provided for transfer and filling of reserve feed for 1200 lb/in2 steam systems, which
would eliminate the need for a transfer pump. The method would be to transfer feed water from reserve feed tanks to
emergency feed tanks by pressurizing the reserve feed water storage tanks, with 15 lb/in2 air, from the ship service air system
via a reducing station. Transfer of feedwater from the emergency feed tanks to reserve feed tanks shall be by gravity.
Reserve feed tanks shall be assigned to withstand the required operating pressure.
For boilers operating at 1,200 lb/in2, centrifugal type emergency feed booster and transfer pumps shall be provided and
shall discharge to the reserve feed transfer main, to their associated emergency feed tanks, and to their associated main feed
pump suction main. Where required by the pump manufacturer, a recirculating line, similar to that specified for main feed
booster pumps, shall be installed. Pumps shall be capable of taking suction from the DFT, the emergency feed tank, and the
suction discharge manifold serving the reserve feed associated with the propulsion plant.
The pumps shall have a 1 1/2 inch nominal pipe size hose valve at their suction for pumping out the main boilers and a
similar size hose valve at their discharge for filling the boilers and for general washdown service. Pumps shall also discharge
to the condensate system so that water in the DFT can be recirculated during the warm-up period, or tanks filled for initial
start-up. The warm-up line shall be arranged so that pumps can add make-up feed without affecting normal operation of the
feed system. For ships having a pure water system, a connection shall be provided to supply reserve feed water (not to
exceed 120 degrees F) to the distillate supply to the pure demineralized water system. A locked-closed valve shall be
provided in this supply connection.
The reserve feed transfer main shall be connected to all pump discharges and to the discharge side of all suction
discharge manifolds serving reserve feed tanks. The transfer system shall have risers to the weather deck to permit discharge
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of feed water to ships alongside and for filling of reserve feed tanks through the discharge side of the suction discharge
manifolds. The risers shall be provided with weather deck fittings, port and starboard. Each fitting shall be provided with a
2 1/2 inch hose connection and a 1 1/2 inch hose adapter. Distilling plant discharge shall be connected to the transfer main.
The boiler compound injection system shall comply with drawing, NAVSHIPS No. 803-1385735.
The morpholine condensate treatment system shall comply with drawing, NAVSHIPS No. 804-2145524.
The feedwater demineralizer system shall comply with NAVSHIPS S9255-AQ-MMO-010.
255d. Repairs and overhaul of existing systems
Requirements and definitions of class of overhaul (Class A, B) and the use of authorized Technical Repair Standards
(TRS) are provided in Section 042 herein.
performance profiles and is not necessarily intended to return overhauled items to the original manufacturing
drawing/tolerances. The Supervisor's Work Specification shall identify the class of overhaul (i.e., class B) authorized for
the item. Where applicable, the Supervisor's Work Specification shall invoke the overhaul of the item to be accomplished in
exist or is not authorized, the overhaul of the item or system shall be in accordance with applicable drawings; or technical
manuals as modified by the overhaul criteria paragraphs of other GSO sections herein.
255e. Technical Documentation
255f. Cleanliness
Repaired or modified feed/condensate piping and components shall be maintained and new installations installed to
meet the degree of cleanliness specified in Section 505.
Feed and condensate systems shall be flushed per the requirements of NSTM Chapter 505.
1. Flushing as stated above, or
2. Blowing down with dry, oil-free air or nitrogen at 100 PSIG or maximum system operating pressure, whichever is
approved by the Supervisor), or
3. Localized cleaning per Section 505.
4. If gross oil contamination has occurred, the system shall be flushed in accordance with NSTM Chapter 505.
255g. Inspections
Feed and condensate systems inspections shall be performed in accordance with NSTM Chapter 505.
Hydrostatic, tightness, and operational testing shall be in accordance with Section 505.
Section 255
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Section 255

1990 Edition
S9AA0-AB-GOS-010
2004 Edition

SECTION 256
MACHINERY SEAWATER CIRCULATING WATER AND COOLING WATER SYSTEMS
256a. Scope
This section contains requirements for machinery seawater circulating and cooling water systems not contained in other GSO
sections, herein.
256b. General
The total number of thermometers in a space shall be the minimum number to indicate seawater inlet temperature under any
machinery operating condition. However, when all equipment in a space is supplied with seawater from only one source, only one
thermometer need be installed. Thermometers shall be installed downstream of all heat exchangers.
A pipe line strainer shall be installed in any seawater cooling system wherever the seachest strainer perforation area is equal to or
greater than the cross-sectional area of the smallest flow path in that system. Should this result in an excessively large strainer size, basket
perforations may be sized for protection of major components in the system (such as heat exchangers), and additional strainers installed
upstream of orifices, pressure regulating valves or other components with small flow passages. These strainers shall not be installed on the
suction side of pumps. In all other cases, attempts shall first be made to size components adequately so that strainers are unnecessary.
Duplex strainers shall be installed for cooling systems supplying turbine generator heat exchangers and other components which cannot be
conveniently secured for cleaning of simplex strainers. Installation of seawater duplex strainer shall include a positive indication showing
which strainer compartment is on duty. The total clear area of basket perforations, including liner, if installed, shall be not less than 2 1/2
times the area of the strainer discharge connection. In order to avoid rapid and unnecessary clogging of strainers, strainer perforations
shall not be smaller than one half the size of the smallest flow path served.
A pressure reducing station shall be installed where a firemain supplies a circulating or cooling water system or component designed
to operate at a lower pressure. Where the components in the lower pressure system are designed to withstand firemain pressure, the
reducing station shall consist of a Y-type strainer, a pressure reducing valve or orifice assembly (for A/C auxiliary seawater system) and a
pressure gage. Where the components in the lower pressure system are not designed to withstand the higher pressure, a relief valve shall
also be installed downstream of the reducing valve. In normally manned spaces, the relief valve shall discharge to the bilge. Relief valves
discharging to the bilge shall not be installed in a normally unmanned space or any other space where damage or flooding could occur due
to discharge from the valve. Where the firemain supply has to be connected in a space where discharge from a relief valve could cause
damage or flooding, the lower pressure system shall be designed to withstand firemain pressure and the relief valve omitted.
Unless otherwise specified for a particular application, emergency supply from the firemain or other source shall fully meet the
demands of the system or equipment it serves. A pressure gage and stop-check valve shall be installed in the discharge of the normal
seawater circulating pump, upstream of the emergency connection from the firemain.
The design or calculated pressure drop through main turbine lubricating oil coolers, and through turbo-generator lubricating oil and
air coolers (including their respective circulating water piping), for any operating condition shall not exceed the pressure drop through its
associated condenser under the same operating conditions.
Unless otherwise specified for a particular application, high points in piping or equipment in surface ships, where air could
accumulate, shall have local valved vents.
Vent and drain lines from the void space between the inner and outer tube sheets on heat exchangers of the double tube sheet type
shall have provision for blanking for use in testing for tube sheet failure.
The seawater discharge from coolers shall be combined, except as noted herein, and led overboard via an overboard discharge
connection.
Rubber expansion joints shall be per ASTM F1123 and shall be installed to meet the criteria specified in NSTM Chapter 505.
Surface ship sea valves, 16 inches and above, shall have electric motor power assist for both opening and closing. The valve
operator shall be located at the propulsion unit operating level and shall operate the valve through rigid tubular shafting and operating gear
conforming to the requirements of Section 505. The motor operator controller shall be watertight and powered from two power sources in
The controller and associated power and control cabling shall be located at or above the propulsion unit operating level. Closure
time from full open to full closed shall be at a minimum rate of 12 in/min, and opening speed shall not exceed 25 percent of the closing
speed. Power assist shall be by means of a self-contained unit and shall not require any operation prior to closing of the valve other than
routine exercising of the valve. The valve operator and external electrical connections to the operator shall be capable of 25 feet of water
submergence for a period of 48 hours without leakage into the valve operator. The operator shall be suitable for a 5 lb/in2 air test to
determine the watertight integrity both periodically and after each reassembly. Valves shall be operable as follows:
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Manual operation - Open and close locally, at the valve, and remotely, on the propulsion unit operating level, by use of rigid
shafting and operating gear. Manual operation shall be engaged at all times except when the valve is being controlled electrically. A
manual clutch shall not be required for manual operation of the valve. Manual handwheels shall not rotate during electrical operation. A
reduction gear external to the operator is not permissible.
Power operation - Closing and opening of the valve from the propulsion operating level shall be controlled by a pushbutton
station or stations. The closing operation shall be regulated by means of a torque-activated device. The opening operation shall be
regulated by means of a travel-activated device with a torque-activated device serving as a backup. The force available for the first 80
percent of the closing travel of the disc shall not be less than 150 percent or more than 200 percent of the torque required to seat the valve.
The torque available for the last 20 percent of the disc travel shall automatically be reduced to that necessary to seat the valve. The two
torque values shall be controlled by a redundant torque switch. A limit switch shall bypass the lower torque value for the first 80 percent
of the disc travel. The operator shall be equipped with a hammer blow device to aid in unseating the valve.
The pushbutton station CLOSE - STOP - OPEN shall be wired in such manner that pressing the "close" button will assure closing of
the valve unless the operation is discontinued by the STOP button. To open the valve, a keyed control button at the Propulsion Control
Station shall be engaged and the operating stations OPEN button must be held in the engaged position during the entire opening operation.
The control of the opening shall make it impossible for one person, unintentionally, to open the valve. During the opening operation, an
alarm light shall be activated at the propulsion operating station. A thermo bypass unit shall be included in the operator that will bypass
the regular thermo protection should the regular thermo protection be activated by an external source of heat.
Remote operation of sea valves shall be with rigid tubular shafting as required in Section 505.
256c. Installation/Modification to Existing Installations
Gas turbine cooling water system - A seawater cooling system shall be installed to serve the reduction gear lubricating oil cooler and
the Controllable Pitch Propeller (CPP) hydraulic oil cooler. The system shall consist of two seawater circulating pumps, each sized for 100
percent system demand at ship's full power conditions, discharging through individual simplex strainers to a common main from which
branches are provided to serve the above coolers.
Provisions shall be made to allow selection of either circulating pump as "normal service" and either circulating pump as "standby
service." The circulating pump selected as "standby service" shall automatically start upon loss of pressure from the "normal service"
pump. The loss of pressure signal shall be taken from between the circulating pump and the discharge valve.
A suction seachest shall be provided for each seawater circulating pump.
A pressure gage and stop-check valve shall be provided in the discharge from each circulating pump.
The seawater discharge from the reduction gear lubricating oil cooler shall be provided with a manually operated globe valve. The
seawater discharge from the CPP hydraulic oil cooler shall be provided with a flow regulating station controlled by the temperature of the
hydraulic oil discharged from the CPP sump tank. The flow regulating station shall consist of an inlet cutout valve, a Y-type strainer, a
thermostatically controlled flow regulating valve, an outlet cutout valve and a valved bypass.
Main condenser seawater circulating system - The system shall serve the main condenser and the main lubricating oil coolers.
Separate systems shall be installed for each propulsion unit.
The system shall have a scoop injection. A circulating pump shall also be installed for slow speed ahead, astern, and port operation,
and shall have provisions for remote manual operation (start/stop) from the propulsion unit operating station. Where scoop injection is not
practicable, one or more circulating pumps shall be installed with total capacity sufficient for all ship operating conditions.
The system shall consist of an injection seachest scoop, delivering water to the main condenser inlet water head via the sea valve, an
expansion joint and a check valve, in that sequence, with the check valve and the expansion joint immediately adjacent and attached to the
condenser waterbox nozzle. The system shall discharge overboard via an expansion joint located immediately adjacent and attached to the
waterbox nozzles, the sea valve and the overboard discharge seachest. The circulating pump shall have a separate seachest and sea valve.
The pump shall discharge independently to the condenser inlet waterbox via an expansion joint and a check valve, in that sequence, with
the check valve and the expansion joint immediately adjacent and attached to the condenser waterbox nozzle.
On single shaft ships, a 2 1/2 inch hose connection on the condenser inlet waterbox shall be installed for emergency cooling of the
main condenser from the firemain.
Scoop injection diffuser piping shall have a total included angle of divergency not exceeding 8 degrees at any point along its length.
Piping shall be sized so that the average water velocity at the injection water inlet nozzle flange of single pass condensers does not exceed
11 ft/sec during full power operation. For two-pass condensers, the average water velocity at the injection water inlet nozzle flange shall
not exceed 7.5 ft/sec. The average water velocity at the check valve inlet nozzle flange shall not exceed 12 ft/sec during full power
operation.
A stop-check valve shall be installed in a branch from the piping between the circulating pump suction and the sea valve for
emergency bilge suction. The size of this bilge suction shall be approximately one-half the diameter of the pump sea suction line. The
open end of the bilge suction shall terminate approximately one-half its diameter above the inner bottom plating and it shall be protected
with a strainer box. All valves that have to be operated to pump out a flooded space by use of the emergency bilge suction shall be
operable from the propulsion turbine operating level by means of a mechanical operating system (rigid shafting).
Supports shall be installed to prevent the weight of piping, dynamic forces (including shock, if applicable), and working of the ship
from inducing misalignment of the expansion joint and the transmission of excessive forces to the condenser waterbox nozzles circulating
pump discharge nozzle, and scoop injection valve body. Supports shall comply with Section 505.
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The supply to the lubricating oil coolers shall be taken from the main condenser inlet head. Coolers shall be connected in parallel
with the main condenser, with isolation valves installed for each cooler. Circulating water from coolers shall be discharged through a
throttle valve into the main condenser water outlet head or, if this is not convenient, overboard via a separate sea connection. Expansion
joints shall be installed where necessary for flexibility.
System venting shall be accomplished by local valved vents located on each main condenser waterbox.
Propulsion internal combustion engine cooling water system - The system shall comply with the engine manufacturer's
recommendations.
Systems shall have at least two seachests, in each propulsion engine room, one located on each side of the ship. The seachests shall
be cross-connected to permit circulating water for all engines in the same room to be taken from either or both seachests.
Propulsion motor and generator cooling water systems - Cooling water supply for air coolers of propulsion generators and motors in
diesel-electric propelled ships shall be from independent seawater circulating pumps or from the propulsion internal combustion engine
seawater cooling system.
Cooling water for air coolers of propulsion generators in steam-electric propelled ships shall be supplied by the main condenser
seawater circulating system.
Turbo-generator condenser seawater circulating system - The system shall serve the turbo-generator condenser, turbo-generator
lubricating oil cooler and the generator air cooler. Separate systems, including independent seachests, shall be installed for each
turbo-generator set.
Piping shall be sized so that the average water velocity at the condenser inlet nozzle flange does not exceed 7.5 ft/sec.
Except where turbo-generators are in the same space as a propulsion unit, turbo-generator circulating pumps shall also have an
emergency bilge suction for pumping out a flooded space. These bilge suctions shall be arranged similarly to those specified for main
circulating pumps.
Internal combustion engine cooling water system - The system shall comply with engine manufacturer's recommendations.
A separate seawater cooling system shall be provided for each diesel generator set.
An emergency source of cooling water from the firemain shall be installed for diesel generator seawater cooling systems. The
emergency source shall incorporate a root valve at the firemain connection, and an inlet cutout valve, Y-type strainer and regulating valve
(in that order). The inlet cutout valve shall be normally closed and shall automatically open when the associated diesel generator set is
started.
System connections to each diesel engine shall be made with a flexible hose.
Where diesel engines are replaced during overhaul, replacement seawater systems shall duplicate the existing system, insofar as
possible, consistent with manufacturer's recommendations.
Where the emergency diesel generator is located above the waterline, a seawater pump, located below the waterline, shall be
installed in lieu of the attached seawater pump.
For ships designed to be beached, suction and discharge piping to ballast tanks that can be flooded during the beaching operation
shall be installed so that engines driving ship service generators can be operated when the ship is beached.
Auxiliary machinery seawater cooling system - Unless otherwise specified, a water service main shall be installed in each machinery
space for supplying cooling water to various units of auxiliary machinery requiring cooling with seawater.
This main shall be served by one or more auxiliary machinery cooling water pumps or from firemain connections. Choice of cooling
source shall be based on number and size of equipment requiring cooling water, number and size of fire pumps, firemain requirements and
available space. Preference shall be given to using pumps. If the firemain is the sole source of cooling water, supply shall be from two
separate firemain segregations designated as casualty control condition ZEBRA. Each branch supply line shall have a cutout valve. If
only one pump is installed, supply from the firemain shall be installed as an emergency connection. If the main serves more than one
machinery space from a single pump, the emergency firemain connection and the pump supplying the main shall be located in different
spaces, and cutout valves installed to permit operation of the system in one space in the event of damage to the system in the other space.
For ships having multiple propulsion plants, a separate system shall be installed to serve auxiliary machinery associated with each
propulsion plant. Where two or more boilers are located in one room, the system shall be capable of serving the respective boiler
auxiliaries independently when the boilers are operating independently.
A throttle valve and an orifice shall be installed in the outlet piping from each lubricating oil cooler. Orifices shall be designed to
pass a maximum of one and one-quarter times the normal quantity of 85 degrees F water necessary to cool the amount of lubricating oil
actually required to be circulated through the cooler, with the cooling water at normal operating pressure.
Machinery requiring seawater for cooling, installed outside the machinery spaces, shall be supplied from the firemain.
Water service to stern tubes, shaft seals and shaft alleys shall be supplied either from the water service main or the firemain. If
supplied from the firemain, a throttle valve and a pressure gage shall be installed in the supply instead of a pressure reducing station.
Jet engine test facility seawater cooling system - A seawater connection from the firemain shall be provided to serve the test facility
exchanger. The connection shall be fitted with a cutout valve, Y-type strainer, pressure reducing valve and pressure gage, in that order.
The pressure reducing valve shall be sized for a flow of 66 gal/min with 65 lb/in2 discharge pressure at the test panel.
Refrigerating and air conditioning condenser seawater circulating systems - One or more circulating pumps shall be installed, as
required, to serve each air conditioning plant. One pump shall serve each condenser in an air conditioning plant. Pumps shall be
cross-connected so that any pump can serve any condenser. A one percent bypass line shall be provided around the pump for pump
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protection. An emergency source of circulating water shall be provided from the firemain via a reducing station, see Section 505. Where
it is impracticable to install a condenser circulating water pump, the normal system supply shall be from the firemain. The pressure,
velocity and quantity of water shall be as required by the system for operating conditions, but the selection of piping components shall be
such as to withstand full firemain pressure. Where a condenser is not designed to withstand full firemain pressure, a relief valve is
required to be installed downstream of the reducing valve or orifice assembly prior to the condenser, see Section 505.
The normal supply of cooling water for refrigerating condensers shall be from the firemain via a reducing station, see Section 505.
The water failure control switch furnished with the unit strainer (see Section 516), and a cutout valve shall be installed in the
seawater supply to each condenser.
A pressure gage, thermometer and regulating valve, furnished as required by Section 516, shall be installed in the discharge from
each condenser. A bypass containing a throttle valve shall be installed around the regulating valve. The condenser head vent line, where
required, shall have a cutout valve and shall connect to the seawater overboard discharge line to provide continuous air venting.
Requirements and definitions of class of overhaul (i.e., Class A, B,) and the use of authorized Technical Repair Standards (TRS) are
The repair and overhaul of systems, equipment and components is intended to restore items to their original performance profiles and
not necessarily intended to return overhauled items to the original manufacturer's drawing tolerances. The Supervisors Work Specification
shall identify the class of overhaul (i.e., class B) authorized for the item. Where applicable, the Supervisors Work Specification shall
invoke the overhaul of the item to be accomplished in accordance with an approved Technical Repair Standard (TRS). Where an approved
Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system shall be in accordance with applicable
drawings, or technical manuals as modified by the overhaul criteria paragraphs of other GSO sections herein.
256f. Inspections
Rubber expansion joint inspection procedures are specified in NSTM Chapter 505.
Hydrostatic, tightness and operational test requirements are to be as specified in Section 505.
Systems or portions of systems having a supply from the firemain which do not have relief valve protection and can be subjected to
full firemain pressure shall be hydrostatically tested as part of the firemain system. See Sections 505 and 521.
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SECTION 259
INTERNAL COMBUSTION ENGINE, COMBUSTION AIR AND EXHAUST SYSTEMS
259a. Scope
This section contains requirements for overhaul, repair, modification and installation of combustion air and exhaust
systems for diesel engines and gas turbine engines.
259b. General
The design and arrangement of the systems shall minimize pressure drop or back pressure, turbulence, noise and
shipping of water or spray, including countermeasure washdown water, at weather openings.
The systems shall be designed and supported to prevent stress loading of the flexible connections and expansion joints.
The design shall also minimize the transfer of vibration to the supporting structure and withstand stresses induced by weight,
thermal expansion, engine vibration, working of the ship, and pressure thrust caused by the exhaust gas and intake air.
Sound absorbing materials shall be used to reduce noise created or propagated by the systems to the levels specified in
Section 073.
Flexible metal hose or expansion joints shall be used at the engine air intakes and exhaust outlets, and elsewhere as
required for flexibility. The method of connecting the expansion joints to the engine shall be as recommended by the engine
manufacturer.
The systems, including air filters, mufflers, water traps and valves, shall not impose a pressure drop or back pressure
which will exceed the acceptable values as specified in the engine specifications (see Section 502).
Mufflers shall be as specified in the referenced specifications for the diesel engines.
Air and gas passages shall be airtight. The internal surface of ducting shall be as smooth as practicable with
strengthening members on the external surface.
Where ducts are large enough to permit entry of personnel for inspection and maintenance, access openings with
removable cover plates shall be installed.
Ducts too small to permit entry of personnel shall be provided with openings and removable cover plates at the ends of
horizontally installed sections for clean out.
The systems shall be provided with drains at the low points. Collected drainage shall be led overboard, where possible,
or to a drain tank, or to the bilge.
259c. New Installations and Modifications
Combustion air system
Combustion air shall be ducted from the weather directly to the engine.
Diesel engine - The system shall be designed to prevent the collapse of the ducting due to blockage of the weather inlet
or air filter. The ducting shall be constructed over its entire length to withstand the maximum vacuum, which can be
produced by the engine, without collapse.
An alternate air supply shall be provided to permit continued uninterrupted operation of the engine in the event of
blockage in the combustion air system. This shall be accomplished by installing a vacuum breaker between the air filter and
the engine sized to supply combustion air from an alternate source for rated engine load. This alternate supply may come
from the diesel engine space or from a separate ducting system from the weather directly to the engine. Taking combustion
air from the space is acceptable only if there is a sufficient supply available from the ventilation ducting and the normal
design velocity and pressure limitations for ventilation systems are not exceeded under any conditions of the ventilation
system or diesel engine operation (see Section 512).
Section 259
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If the alternate combustion air supply is taken from the diesel engine space for any or all of the diesels, the ventilation
system shall be designed to prevent the pressure in the space from exceeding the limits for normal ventilation fan operation.
Warning alarms shall be installed to indicate when the inlet duct vacuum exceeds the acceptable operating limit for the
intake system and to indicate vacuum breaker operation. (See Section 436).
The combustion air weather intake shall be designed and arranged to prevent its blockage by foreign objects. The inlet
shall be configured or protected by bars or shields to prevent its blockage by a single rigid plate and to minimize blockage by
a flexible object such as a tarpaulin.
The weather inlet shall have a flow area not less than two times the cross-sectional area of the duct just downstream of
the inlet.
If effective separation of entrained water cannot be accomplished by the duct arrangement, a water trap or plenum
chamber with a drain shall be installed for this purpose.
Applicable requirements for ventilation ducts as specified in Section 512 shall apply, except that 1/2 inch mesh screen
shall be installed in weather intake openings.
Gas turbine engine - A moisture separator of NAVSEA approved type shall be installed. The moisture separator
elements shall have a separation efficiency of 100 percent for particles above 13 micrometers and 90 percent for particles
below 13 micrometers. The elements shall be sized and made readily accessible for inspection and easily removed manually
for cleaning or replacement.
An emergency air inlet shall be installed near the normal weather inlet. Blow-in doors shall open automatically by the
differential air pressure created when the engine is running in the event the moisture separator elements restrict the flow of
combustion air due to ice, accumulated deposits or foreign objects. A manual opening and locking device shall be provided
in order to lock open the doors in the event the automatic feature fails. The door assemblies shall be located or heated to
preclude the formation of ice on the operating mechanism.
The intake system shall withstand compressor surging as specified by the engine manufacturer.
Applicable requirements for ventilation ducts as specified in Section 512 apply, except that 1 1/2 inch mesh screen shall
be installed in all weather intake openings.
Exhaust system - Exhaust terminals shall be located where the exhaust gases will not contaminate ventilation or
combustion air intakes, interfere with operating crews, impinge on ship equipment or create a fire hazard. They shall be
designed to discharge gases clear of the ship to the maximum extent practicable.
Exhaust systems shall not be run through living spaces or other spaces where they will affect habitability unless
specifically approved on a case basis; however, when exhaust systems are increased or decreased in size due to an engine
change, the existing routing may be revised for the new piping even though it may run in the spaces mentioned above.
Where necessary to run the exhaust system through these spaces or when duplicating an existing run, adequate insulation
shall be provided and flanged joints shall not be installed in such spaces.
Where a diesel engine exhausts out the side of a ship, a water trap, NAVSHIPS drawing, No. 810-1385887, and a gate
valve, locking type, classified "W", shall be installed inboard and adjacent to the hull. A gate valve is not required where all
of the outlet connection is located above the maximum draft waterline.
Gas turbine exhaust weather terminals shall be protected against heavy water spray or flooding by a metal cap hinged
and balanced, or by other methods recommended by the engine manufacturer.
Uncovered weather outlets shall be provided with portable covers of coated cloth (see Section 613) and means to lash
them down for use when the engine is shut down. A steel framework shall be used when the engine is shut down. A steel
framework shall be provided to support the cover.
The carbon collector of dry type mufflers shall be readily accessible.
Material - For piping material and general requirements applicable to all piping systems (see Section 505).
Exhaust ducting material shall be in accordance with MIL-STD-777.
Ducting material for combustion air systems shall be the same as for ventilation ducts (see Section 512).
Intake air filters shall be in accordance with Mil. Spec. Mil-F-7194, Type II.
Piping and ducting material for non-magnetic ships shall be CRES Comm. Spec. ASTM A131, Type 304.
For lagging and insulation, see Section 508.
For weather opening covers, see Section 613.
Section 259
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Where deteriorated, combustion air intakes and exhaust systems shall be restored to original installation drawing
requirements or other approved plans authorized by the Supervisor's Work Specification.
performance profiles and not necessarily intended to return overhauled items to the original manufacturer's drawing/technical
manual tolerances. The Supervisor's Work Specification will identify the work authorized for the item. Where applicable,
the Supervisor's Work Specification will invoke the overhaul of the item to be accomplished in accordance with an approved
Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist, or is not authorized, the
overhaul of the item or system (i.e., valve, pump, motor or pipe) shall be in accordance with applicable drawings or technical
manuals as modified by the overhaul criteria paragraphs of Sections 503 and 505.
Requirements and definitions of class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standard
(TRS) is provided in Section 042.
259e. Shock
When replaced, modified, overhauled or weld repaired, the internal combustion engine, combustion air, and exhaust
system shall be tested under operating conditions to demonstrate system tightness, proper insulation, and proper function of
all associated controls, instruments, safety devices, and operating gear. This test is in addition to general test requirements
for all piping systems specified in Section 505.
Section 259
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Section 259
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SECTION 262
LUBRICATION SYSTEMS
262a. Scope
This section contains requirements for overhaul, modification, and new installation of machinery lubricating oil systems and grease
lubricating systems.
262b. General
Modifications to existing installations of lubricating oil systems shall in no manner degrade the capability of the overall system to
meet its performance characteristics.
Particular attention should be given to arranging the lubricating oil piping with respect to hot surfaces.
Lubricating oil piping materials and general requirements applicable to lubricating oil piping systems are provided in Section 505.
Requirements for pumps and other associated equipment systems are contained in the applicable sections of these specifications.
Oil quantity and temperature and pressure at bearings and reduction gear sprays shall be adequate for cooling and lubricating
requirements at all operating conditions.
Bearing lubricating oil temperature rise and outlet oil temperature limitations shall comply with the applicable equipment
specifications. Thermometer wells shall be located so that they sense the temperature where the main flow passes. Stagnant and dead-end
locations shall be avoided.
For purposes of calculation, maximum ambient temperature for machinery space installations shall be assumed to be 120 degrees F.
Oil pressure in coolers of main propulsion units and, where practicable in other coolers, shall be higher than the circulating water
pressure.
Orifices for regulating the oil supply to propulsion unit bearings shall be installed where not provided in attached piping for
individual components.
Suction velocity in oil suction lines from sump tanks to service pumps shall not exceed 4 feet per second except for lines from diesel
engine sump tanks immediately adjacent to or beneath the engine. In such cases, where the pump suction is very short, the pipe size shall
be in accordance with the manufacturer's commercial practice.
Lubricating oil piping, including supply and gravity drain lines, shall be adequately vented and shall be arranged to avoid sharp
bends and to prevent the formation of air and low point pockets. Gravity drain lines shall provide free drainage back to sump tanks under
design conditions of list and trim. Where drains combine, wye type connections shall be used instead of tee connections.
Strainers, thermometers, and sight flows for bearings shall be installed in accessible locations.
The use of other than welded joints in lubricating oil piping is restricted to those necessary for the removal of piping and system
components for cleaning and maintenance. Where flanged connections are required, protective shielding shall be installed in accordance
with Section 505.
For service systems, the unloading valve shall be provided with a manual override.
Strainers shall not be installed in the suction lines to lubricating oil pumps, except as specified herein.
Paint, plastic, cadmium, or zinc coatings shall not be applied to any surface that will be in contact with lubricating oil.
Lubricating oil, Military Symbol 2190-TEP, Mil. Spec. MIL-L-17331, shall be used in machinery having reduction gears.
262c. New Installations and Modifications to Existing Installations
262c.1. Components
Strainers - Duplex strainers in lubricating oil service system for propulsion unit components (such as turbines, reduction gears,
generators, motors, hydraulic clutches, couplings, and separately housed thrust bearings) and in aviation lubricating oil systems shall
comply with Mil. Spec. MIL-S-17849.
Strainers in service systems for auxiliaries and machinery components where the system is furnished integral with the units, shall
comply with the applicable equipment specifications for such units.
Metal-edge strainers in internal combustion engine service systems shall comply with the applicable engine specifications.
Box type coarse mesh strainers shall not be installed, except as specified herein.
A duplex pressure gage, connected to indicate oil inlet and outlet pressure, shall be installed at each metal-edge strainer.
A differential pressure indicator, connected to indicate oil inlet and outlet pressure, shall be installed at each duplex strainer. Where
a differential pressure alarm is required, the indicator shall include a differential pressure switch.
Filters - Filters in internal combustion engine service systems shall comply with Mil. Specs. MIL-F-3623 and MIL-F-3690 or Fed.
Spec. F-F-351.
Section 262
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Coolers - Coolers shall comply with Mil. Spec. MIL-C-15730. Thermometers and pressure gages shall be installed adjacent to each
cooler to indicate lubricating oil inlet and outlet temperatures and pressures, respectively. The outlet thermometer shall be installed with
readout adjacent to the handwheel for the cooling water control valve.
Purifiers - Purifiers shall be of the centrifugal type, Mil. Spec. MIL-P-20632. Where both lubricating oil and diesel oil purifiers are
provided, they shall be identical machines.
Vent electrostatic precipitator - Vent electrostatic precipitator, Mil. Spec. MIL-P-23917, and pressure relief (surge blow off) shall be
installed in accordance with drawing, NAVSHIPS No. 803-2145504.
The vent piping shall be arranged to avoid horizontal runs, the formation of low point pockets, and short circuiting of vent air
internal to the gear case. Precipitator drains shall be run to the oily water drainage systems (see Section 534). For sump tanks containing
combustible fluids which may be exposed to an external fire, the total venting area of both the precipitators and the relief shall prevent
internal pressure from exceeding the design head of the tank (see Section 506).
Lubricating oil heaters - Heaters shall be of the steam type, Mil Spec. MIL-H-17428, or of the electric type, Mil. Spec.
MIL-H-24299 (immersion type or circulation type, as required).
A heater shall be installed for each purifier between the purifier suction pump discharge and the purifier bowl. It shall be sized to
heat oil pumped at the rated capacity of the purifier from 40 degrees F to 160 degrees F. Thermometers and pressure gages, as necessary,
shall be mounted on adjacent piping rather than on the heater.
A heater shall be installed for heating the oil in each propulsion reduction gear lubricating oil service system from 40 degrees F to 90
degree F in 1 hour, taking into consideration heat losses throughout the sump tank and the system with the surrounding seawater
temperature at 28 degrees F and the space ambient temperature at 40 degrees F. The purifier heater may be sized for the sump warm-up
requirements using the lubricating oil service pumps.
Electric immersion heaters shall be mounted as low as practicable in the tank and near the pump suction. The heaters shall be
actuated by a thermostatic temperature controller, Mil. Spec. MIL-C-2212, which cycles the heaters as necessary to maintain the oil within
a specified temperature range. In addition to this temperature controller, the high temperature thermostatic cutout switch on each heater
shall be arranged to de-energize all the heaters in the tank when a temperature of 180 degrees F is reached. The heaters shall be protected
by a liquid level sensing device arranged to de-energize all heaters in the tank when the level drops to a point where a 15 degree list or 30
degree trim, or combination thereof, could possibly uncover the heaters. A manual reset switch shall be provided to re-energize the
heaters if they are de-energized by either the high temperature thermostatic cutout switches or the liquid level sensing device. The heater
controls shall be interlocked with the lube oil tank low level alarm circuit and the lube oil pump motor circuits so that the heaters cannot be
energized except when the alarm circuit and the pump circuits are activated.
Drip pans - A pan with a perforated tray or wire screen shall be installed at each hand service connection, under each duplex strainer
installed in the lubricating oil service system for the main propulsion plant, turbo-generators, and under each strainer for the diesel
generators.
The drip pan shall provide support for the strainer basket while cleaning. Means shall be provided for draining the pan to a portable
container or to a sludge or oily water bilge sump tank. Where required by Section 505, metal strainer shields shall be provided.
Grease fittings - Fittings shall comply with Mil. Spec. MIL-F-3541. Fittings of identical thread size shall be used throughout the
ship to the maximum extent practicable.
Sample lubrication oil bottles and racks - Bottles shall be provided in the engine room and the fire room for storing samples of
lubricating oil taken from main and auxiliary machinery for observance of water content. Bottle racks with illumination (See Sects 331
and 332) shall also be installed near the main gage board in the engine room and near the boiler gage board in the fire room.
Helicopter oil storage for non-aviation ships - Rack storage of engine oil, transmission oil, and hydraulic oil, shall be provided for
non-aviation ships with helicopter servicing facilities. The storage rack shall be located in the helicopter hangar. The rack shall be capable
of storing a minimum of 24 quarts of each type oil and shall be configured to accept 1-quart or 1-gallon containers. Ships not having a
hangar shall be provided with the following storage:
Hydraulic oil storage rack shall be in the flammable liquid storeroom.
Engine oil and transmission oil storage rack shall be located in a space other than the flammable liquid storeroom and near the
helicopter facility.
262c.2. Tanks.
Tanks shall be of welded steel plate similar to material used in the ship structure.
Internal baffles shall be installed in tanks of more than 100 gallons capacity. Large stowage and settling tanks located in machinery
spaces shall be equally divided by oiltight partitions into compartments not exceeding 1,000 gallons each.
Stowage and settling tanks in a machinery space may be combined into one structural unit with an oiltight division plate separating
them.
Stowage tanks - Each propulsion plant lubricating oil stowage tank shall have connections for the following: Fill, transfer (through a
purifier, pump, or gravity, as applicable), drain, manhole, means for determining liquid level, hand service connection, vent, and overflow.
The overflow shall be led to the oily water bilge sump tank, fuel purifier or filter drain, or sludge tank via a funnel, or to the weather, in
that order of preference.
One or more lubricating oil tanks shall be installed in each space in which one or more propulsion unit or ship service generator is
installed.
Section 262
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The minimum tank capacity for steam propelled ships shall be sufficient to fill all propulsion units and ship service generator sump
tanks in the space, plus 25 percent of this total capacity.
The minimum tank capacity for diesel propelled ships shall be sufficient to fill all propulsion units, the controllable pitch propeller
sump tank if applicable, and ship service generator sump tanks plus usage based on the ship's endurance, and an allowance for small boats.
One lubricating oil tank shall be installed in each space in which an emergency generator is installed. The minimum tank capacity
shall be sufficient to fill the generator sump tank three times, plus an allowance for small boats.
Overflow for lubricating oil stowage tanks of emergency diesel-generator sets shall be led to the used oil tanks located in the same
space via a funnel.
The minimum tank capacity for gas turbine propelled ships shall be sufficient to fill the reduction gear sump tank, the controllable
pitch propeller sump tank, plus 25 percent of this total capacity. Where ships service diesel generators are installed, separate stowage shall
be provided having a minimum tank capacity to fill the diesel generator sumps in the space plus usage based on the ships endurance and an
allowance for small boats.
Gas turbine lubricating oil of the type recommended by the gas turbine manufacturer, in quantities of less than 100 gallons, shall be
stowed in portable containers.
Rack stowage for containers shall be installed in the space in which the gas turbine is located.
The minimum capacity for stowage of gas turbine lubricating oil shall be three times the total capacity of the gas turbine sumps.
Sump tanks - A sump tank shall be installed for each forced-feed lubricating oil service system, where a sump tank is not supplied
integral with the unit.
The capacity of each sump tank that serves an internal combustion engine shall be based on a 2-minute supply at rated capacity of
the engine pressure pump, where practicable; but in no case shall it contain less than 1 gallon for every 10 hp of the full power rating of the
engine.
For all other systems, the tank capacity shall be based on a 2-minute supply at the rated capacity of the lubricating oil service pump
having the largest capacity, plus an allowance for oil below the level of the suction pipe opening.
Except as otherwise noted herein, lubricating oil sump tanks shall be located as low as practicable to facilitate oil returning by
gravity. A sludge well shall be installed in the lubricating oil sump tanks. The sides of the sludge well shall be arranged to permit the
entrance of oil with minimum turbulence and change of direction in flow. Drain holes shall be installed to permit oil to drain readily by
gravity to the pump suction. Drain holes shall be as near the bottom of the tank as practicable, and shall be as large as strength
considerations permit. Oil drain or return line connections at the sump tank shall be separated from pump suction connections to prevent
short-circuiting the oil flow from return lines to suction lines.
Sump tanks for pump scavenged emergency diesel generators shall be located as high as practicable in the space to provide a positive
head on the engine pressure pump.
Each sump tank shall have a manhole, vent, drain, means for determining liquid level and a low level alarm. The low level alarm
shall actuate at the minimum operating level.
Settling tanks - Each tank shall have a manhole, vent, thermometer, means for determining liquid level, drain connection, overflow,
low level alarm where applicable and means for tank heating. The drain and overflow connections shall be combined and led to the sludge
or oily water bilge sump tank. Tank height shall be the largest tank dimension. The bottom of the tank shall be sloped not less than 20
degrees to the horizontal to facilitate contaminant drainage.
The means for tank heating shall be sufficient to heat a full tank of oil from 100 degrees F to 160 degrees F in approximately 5 hours.
Steam heating coils or immersion type electric heaters shall be used. Joints in steam coils inside the tank shall be welded.
For steam propelled ships, one tank shall be installed in each space in which a propulsion unit is located. The capacity of each tank
shall be equal to the combined oil capacity of one propulsion unit and one ship service generator.
For diesel propelled ships, one tank shall be installed in each space in which a diesel propulsion unit is located. The capacity of each
tank shall be equal to the combined oil capacity of one propulsion unit (propulsion engine - reduction gear combination) and one ship
service generator.
Used oil tanks - A used oil tank shall be installed in each space in which an emergency generator is located if the sump tank capacity
exceeds 25 gallons. The capacity of the tanks shall be equal to the total capacity of the lubricating oil sumps, plus 10 percent. Each used
oil tank shall have a vent, means for determining liquid level, an overflow, and a drain connection for emptying into portable cans. A
warning plate shall be attached to the tank near the gage glass, stating: "Keep gage valves closed except when gaging the level in the
tank". Tanks with a capacity of 250 gallons or less shall be fitted with hand holes, accessible for cleaning inside of tanks. Where over 250
gallons, the used oil tank shall be fitted with a manhole. Tanks larger than 100 gallons capacity shall be connected to the tank stripping
system or shall be fitted with a pump for emptying overboard. Where a pump is used for draining the tank, a label plate shall be installed
at the tank drain inscribed as follows:
CAUTION
USED OIL TANK SHALL BE PUMPED DOWN BY AUTHORIZED PERSONNEL ONLY
Sludge tanks - One tank of about 25 gallons capacity shall be installed in each space in which a lubricating oil purifier is located and
where an oily water bilge sump tank is not installed.
Each tank shall have a vent, a connection to the drainage system (Section 529), an overflow to the bilge, and a connection through an
open funnel for receiving sludge, water, and other impurities discharged from the purifiers.
Section 262
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Hand service tanks - A tank for general auxiliary servicing shall be installed in each machinery space, shaft alley, and shop, where
applicable. Capacity shall be 10 gallons in propulsion machinery spaces and 5 gallons in auxiliary machinery spaces. Capacity of hand
service tanks for shops shall be 10 gallons or 5 gallons as determined by shop usage. Each tank shall be fitted with a capped filling hole, a
lock cock, and a drip pan.
Tank liquid level indicating systems - For stowage tanks, settling tanks, used oil tanks and propulsion gear sump tanks, liquid level
indicators, in accordance with Mil. Spec. MIL-L-23886, type IC/MF/LA, or drawing, NAVSHIPS No. 810-1385847, type III, class A, or
indirect reading type in accordance with Mil. Spec. MIL-I-20037, shall be provided.
A sounding tube type liquid level gage shall be provided for all sump tanks except sumps which are furnished integral with
machinery components.
In addition, a float type liquid level gage shall be provided for propulsion main reduction gear sump tanks. The float gage shall be
installed so that there will be no contamination of oil in the system in the event of flooding of the machinery room up to the lowest
propulsion reduction gear bearing.
A gage glass with guard shall be provided for used oil sump tanks to determine liquid level.
262c.3. Systems
Lubricating Oil Service Systems (Steam Turbine Ships)
System design shall be based on the use of lubricating oil, Military Symbol 2190-TEP, Mil. Spec. MIL-L-17331.
Propulsion units - A common service system shall be installed for each propulsion turbine and its reduction gear. Pumps shall take
suction from the reduction gear sump tank and discharge through a duplex strainer and the cooler to the turbines and gears. Drains shall be
led directly to the sump tank. The strainer shall be located at the machinery space lower level at a height which permits gravity drainage to
the sump tank when changing baskets.
Three positive displacement lubricating oil service pumps shall be installed for each propulsion unit service system. The normal
service pump shall be attached to and driven from the propulsion reduction gear or the propulsion shafting and shall be provided with
means for rapid disconnection. The standby service pump shall be driven by a variable speed steam turbine. The emergency service pump
shall be driven by a single electric motor.
The normal service pump shall be sized to supply the proper amount of oil to the turbine and reduction gear assembly at a shaft
speed as close as possible to 1/3 of the shaft r/min at full power, but in no case shall the amount of oil required to be bypassed to the sump
at full power shaft r/min exceed 40 percent of the oil flow requirements at full power. The normal service pump and motor driven pump,
in combination, shall be capable of supplying the required oil capacity under all operating conditions, including crash maneuvers. Means
shall be provided to permit automatic recirculation of oil at the pump when the propulsion turbines are rotating in the astern direction.
The standby service pump shall be sized and powered to supply the proper amount of oil at full power shaft r/min to all bearings and
gear sprays with the design full power pressure at the hydraulically most remote bearing. This pump shall be controlled by a pump
pressure regulating governor (see Section 503).
The governor shall be set to control the pump automatically to assume or share the load when the supply from the attached pump is
no longer sufficient to maintain the design full power pressure at the hydraulically most remote bearing. The governor shall be manually
adjustable so that the pressure setting may be changed, if necessary. A needle valve shall be installed in a by-pass around the governor
valve to permit the pump to idle continuously when the propulsion unit is in operation and the governor valve is closed. The idling speed
shall be sufficient to provide adequate lubrication of the pump and shall be controlled by adjusting the needle valve to the desired opening
and locking it in position. A label plate shall be installed at the needle valve, inscribed as follows:
CAUTION
ADJUST LOCKED VALVE ONLY UNDER THE SUPERVISION OF ENGINEER OFFICER.
ADJUST VALVE SO THAT PUMP SPEED IS THE MINIMUM REQUIRED TO PROVIDE ADEQUATE LUBRICATION OF
PUMP AND ITS BEARING.
A recirculating line shall be installed from the discharge side of the standby service pump to the sump tank. It shall be sized so that
when the pump is idling in the standby condition, with the check valve in the pump discharge closed and the oil at operating temperature,
the pressure on the discharge side of the pump will be less than the rated pump discharge pressure, and a minimum quantity of oil will be
recirculated to prevent the oil temperature on the pump discharge from exceeding 180 degrees F. No valves or other devices which could
shut off recirculation shall be installed in this line.
In addition to the system pressure gage, pressure gages shall be installed at the unit gage board (see Section 504) to indicate
pressures at the standby and emergency service pump discharges.
The emergency service pump shall be sized to supply the proper amount of oil at the minimum pressure required for adequate
lubrication to the turbine and reduction gear bearings and to the reduction gear oil sprays for the propulsion shaft r/min corresponding to
full power astern, or it shall have one-half the capacity of the standby service pump, or in combination with the normal service pump it
shall be capable of supplying the required oil capacity under all ships operating conditions (including crash maneuvers), whichever is
greatest. Manual starting and stopping controls for the emergency service pump shall be installed on the propulsion gage board and locally
at the pump. Automatic starting controls shall include a pressure switch set to start the pump automatically when the pressure at the
hydraulically most remote bearing falls 2 lb/in2 below the cut-in pressure of the standby service pump. Automatic provisions for stopping
the pump are not required.
Section 262
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An automatic unloading valve shall be installed in the combined pump discharge, ahead of the oil cooler, to by-pass oil when the
pressure at the hydraulically most remote bearing exceeds the design full power pressure.
The low lubricating oil pressure audio-visual alarm shall be set to operate when the pressure at the hydraulically most remote bearing
falls 2 lb/in2 below the cut-in pressure of the emergency service pump.
The actuating pressure for the emergency service pump pressure switch, the automatic unloading valve, and the low lubricating oil
pressure alarm shall be taken from the supply line to the bearing hydraulically most remote from the pumps. The actuating line for the
lubricating oil standby service pump governor shall be taken from the pump discharge manifold. The governor shall be manually
adjustable and shall maintain the required pressure at the hydraulically most remote bearing.
A swing-check valve shall be installed in each suction pipe from the sump tanks, and shall be located near the tanks in horizontal
sections of the piping, except where the horizontal centerline of the associated pump suction is located below the oil level in the sump tank.
A blanked-off combination cleaning-test connection in each bearing and gear supply line and a blanked-off cleaning connection in each
drain line shall be provided. The service piping (supply and drain) shall be arranged so that it may be isolated from the machinery it serves
by means of blank flanges.
Lubricating oil pump suction and discharge valves shall have a latching device to permit securing in the open position.
Ship service turbo-generator sets - Components of the service system shall be furnished with the turbines and generators specified
elsewhere in these specifications.
Gas turbine units - Components of the service system shall be furnished with the units specified elsewhere in these specifications.
Diesel generator sets - Diesel generator engine system design shall be based on lubricating oil, Military Symbol 9250, Mil. Spec.
MIL-L-9000. Where the system design provides for transferring oil from the engine oil crankcase pan to the separate sump tanks by
means of a scavenging pump, a loop shall be installed in the discharge line of each pump to prevent oil being siphoned from the separate
sump tank. A vacuum breaker shall be installed in the top of each loop, which shall be at the working level of the oil in the sump tank.
Other components of the service system shall be furnished with the engines and generators specified elsewhere in these specifications.
Lubricating oil service systems (Diesel engine and gas turbine installations) System design for propulsion and emergency diesel
generator unit installations shall be based on the use of lubricating oil, Military Symbol 9250, Mil. Spec. MIL-L-9000.
System design for propulsion and emergency generator gas turbine engine unit installations shall be based on the use of lubricating
oil complying with Mil. Spec. MIL-L-7808, or Military Symbols 2075, 2110, and 2135, Mil. Spec.
MIL-L-23699.
Propulsion units - Unless otherwise specified, the service system for a propulsion diesel engine or a propulsion gas turbine engine
shall be separate from the service system for other propulsion unit components. Unless otherwise specified, a separate lubricating oil
service system shall be provided to supply lubricating oil for components such as main reduction gears, hydraulic clutches, hydraulic
couplings, motors, generators, or separately-housed thrust bearings.
Diesel engine service systems shall be supplied by a pressure pump that takes suction from the engine sump or independent sump
tank and discharges oil to the system through a full-flow filter, strainer, and a cooler. The arrangement of filters and strainers shall comply
with drawing, NAVSHIPS No. B-204, and the arrangement of coolers shall comply with drawing, NAVSHIPS No. S4501-64492. Hand or
motor-driven pumps, as applicable, shall be installed and arranged to permit priming propulsion and ship service generator set diesel
engine service systems.
Reduction gear and hydraulic coupling service systems shall be supplied by a gear-attached normal service pump taking suction from
the gear sump tank, and discharging to the system through a duplex strainer and a cooler. The attached pump shall be provided with means
for rapid disconnection. A separate motor-driven standby service pump shall be installed to operate in parallel with each normal attached
service pump. Additional pumps shall be provided, as required, to meet the filling and cooling requirements of other components, such as
hydraulic clutches, hydraulic couplings, turning gears, and shaft bearings.
Separate service systems shall be installed for motors, thrust bearings, and other propulsion unit components located in a space
separate from that in which their associated engines and reduction gears are located. Each system shall be supplied by a motor-driven
normal service pump taking suction from a sump tank, and discharging to the system through a duplex strainer and a cooler. A standby
service pump, identical to the normal service pump, shall be installed to operate in parallel with each normal service pump.
Controls for the standby service pump shall include means for automatically starting the pump when the supply from the normal
service pump (attached pump or motor-driven pump) is no longer sufficient to maintain the proper amount of oil to the system. Controls
shall also include means for manually stopping the pump locally and at the propulsion gageboard.
Diesel generator sets - Where the system design provides for transferring oil from the engine oil crankcase pan to the separate sump
tank by means of a scavenging pump, a loop shall be installed in the discharge line of each pump to prevent oil being siphoned from the
separate sump tank. A vacuum breaker shall be installed in the top of each loop, which shall be at the working level of the oil in the sump
tank. Other components of the service system shall be furnished with the engines and generators specified elsewhere in these
specifications.
Lubricating oil filling, transfer, and purification systems.
The systems shall be designed and arranged to permit selective filling of stowage tanks from a deck filling connection, transfer of oil
to or from sump tanks, stowage tanks, settling tanks, and deck filling connections, and purification of contaminated and new oil.
Filling - The filling line shall be sized for a gravity filling rate of 10 gal/min with oil at 70 degrees F, and shall be arranged to avoid
air pockets, low point pockets, horizontal runs, and sharp bends. Separate branch lines, with cutout valves, shall connect the filling line
with the top of each stowage tank. The filling connection, similar to drawing, NAVSHIPS No. 810-1385848, shall accommodate
interchangeably a funnel, drawing, NAVSHIPS No. 810-1385913 or valved hose connections of the type shown on drawing, NAVSHIPS
No. 810-1385711. An adapter shall be provided for attaching the valved hose connection to the deck filling connection.
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Funnels and valved hose connections with adapters shall be stowed in locations convenient to the deck filling connection. A portable
rack or other facilities shall be provided for handling 55-gallon oil drums, Fed. Spec. PPP-D-729, when filling stowage tanks.
Transfer - The transfer system shall have a connection to the filling line. The piping at the purifiers shall be arranged so that the
purifier suction and discharge pumps may be operated in parallel for transfer purposes while bypassing the purifier bowl. In steam turbine
propelled ships, piping at emergency service pumps shall be arranged to permit transferring oil through a normally locked closed valve
from the propulsion unit sump tanks to settling tanks, and to the deck filling and discharge connections. In diesel engine propelled ships
not having a lubricating oil purifier, a transfer pump shall be installed, except where a reduction gear or main motor standby motor-driven
service pump is installed which can be arranged to serve as a transfer pump. The transfer system shall be arranged so that oil may be
transferred to and from sump tanks, stowage tanks, settling tanks, contaminated oil tanks, and deck discharge connections. The turbine
lubricating oil transfer system shall have no connection to lubricating oil sump tanks and stowage tanks for ship service diesel generator
sets and emergency diesel generator sets.
A connection shall be provided on the standby service pump discharge to the purifier heater inlet to permit cold plant warm-up. All
valves in this line shall be locked closed.
Separate fill and drain lines shall be provided to service the forced draft blower lubricating oil sumps in each forced draft blower
room or fire room, as applicable. The fill line shall terminate in a stop-check hose valve and shall be served by the associated machinery
space lubricating oil purifier transfer system. The drain line from each forced draft blower room shall terminate in a hose valve within the
space and shall drain through a plug cock to the lubricating oil settling tank, to the contaminated oil storage tank, or to the associated
machinery space sludge or oily water bilge sump tank, as applicable. The above connections shall terminate at a location centrally located
to the blowers in each forced draft room or fire room, as applicable. Each connection shall be clearly marked for the intended service.
Separate hoses, clearly marked for each service, shall be provided for lubricating oil supply and drainage. Each forced draft blower
sump tank shall be fitted with a valve at the bottom of the sump. A threaded cap or plug attached to the valve by a chain shall be provided
for closing the valve outlet nipple to prevent loss of oil, should the valve vibrate open.
For emergency diesel generator sets, a hand pump shall be installed and arranged to permit transfer of oil from the stowage tank to
the sump tank, and from the sump tank to the used oil tank or containers, as applicable.
Purifying - For steam propelled ships, one purifier shall be installed in each machinery space.
For diesel propelled and gas turbine propelled ships, the installation of a purifier shall be as specified for the particular installation.
System arrangement shall provide for both batch and continuous purification of propulsion unit lubricating oil service systems. For
ship service generator set service systems and auxiliary machinery units having a sump tank capacity exceeding 30 gallons, the piping
shall be arranged only for batch purification through a double or single line system. In this arrangement any common piping (piping used
for both suction and discharge) shall be as short as possible.
For continuous purification, the attached purifier suction pump shall take suction from the propulsion unit sump tank and discharge
through the purifier heater, or the heater bypass, to the purifier bowl. The attached purifier discharge pump shall discharge renovated oil
from the purifier bowl back to the sump tank through a separate line. Where double line purification is provided, a vacuum breaker shall
be provided to preclude lowering the sump tank operating oil level below the minimum level for safe operation of the equipment serviced
by the sump tank. The vacuum breaker shall be located such that the sump tank low oil level alarm shall be activated before suction is
broken with the ship at an even keel. The vacuum breaker shall consist of a 1/2-inch pipe with the open ended pipe in the sump tank
pointing downward to prevent clogging. A normally locked open valve in the vacuum breaker line shall be installed adjacent to the sump
tank and shall connect to the purifier suction piping downstream of the tank cutout valve. This valve is unlocked and closed to isolate the
vacuum breaker for pumping down the sump tank.
For batch purification, the attached purifier suction and discharge pumps, operating in parallel as transfer pumps, shall take suction
from the sump tank and discharge to the settling tank, where the oil may be heated and allowed to settle and after which the tank may be
stripped. The attached purifier suction pump shall also take suction from the settling tank and shall discharge oil through the purifier
heater, or the heater bypass, to the purifier bowl. The attached purifier discharge pump shall also discharge renovated oil from the purifier
bowl to the sump tank. Arrangement of piping at the purifier shall include a suction and discharge manifold. Piping from the manifold to
the associated sumps shall include a locked valve at each sump.
The purifier suction pump piping shall also be arranged to take suction from the stowage tanks.
Waste discharge from the purifier bowl shall be led to the oily water drain collecting system where installed or to a sludge tank.
Aviation lubricating oil systems (Aircraft carriers)
Piston engine aviation and catapult lubricating oil - The aviation lubricating oil system design shall be based on the use of aviation
and catapult lubricating oils, Mil. Spec. MIL-L-6082, grade 1100, having a viscosity of 500 SSU, and a specific gravity of 0.867 at 135
degrees F, or dispersant oil, Mil. Spec. MIL-L-22851.
A lubricating oil system shall be provided for receiving and storing lubricating oil; for pumping oil from the storage tanks to aviation
lubricating oil ready service tank and service outlets; and for pumping oil from the storage tanks to the catapult cylinder lubricating oil
service tanks.
Tanks and connections - A structural stowage tank shall be installed to accommodate piston engine aviation lubricating oil.
The capacity of the stowage tank for piston engine aviation and catapult lubricating oil shall be equal to 2 percent of the total Avgas
capacity of the ship plus the oil required for catapult lubrication.
The stowage tank shall have an overflow pipe leading to an open receptacle of not less than 40 gallons capacity. The receptacle shall
be located in the aviation piston engine lubricating oil pump room.
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A drain well shall be provided at the bottom of the stowage tank for draining the tank of scale, dirt, or water, and for completely
emptying the tank. The stowage tank shall have a static head type tank level gage with indicator located near the tank manifold. The
indicating system shall be as described in paragraph 262c.2. Where feasible, a sounding tube shall be installed in addition to the static
head gage.
Where necessary, means for tank heating shall be provided for the stowage tank and shall be sufficient to heat a full tank of oil from
40 degrees F to 140 degrees F in 8 hours, based upon an ambient temperature of 40 degrees F. The stowage tank shall have a thermometer
installed as low as practicable in the tank remote from the heater and shall be readable from the pump room.
A deck filling connection shall be installed in the hangar deck in the vertical proximity of the stowage tank. The deck connection
similar to drawing, NAVSHIPS No. 810-1385848, shall have a flush cover, and shall be designed to take a threaded wye or tee fitting
suitable for connecting to two 1-1/2 inch hoses. Hoses shall have lever-operated valves with extended nozzles for drawing oil from drums.
A duplex strainer for use when filling and discharging shall be installed in the filling line. The strainer shall have a mesh or slot opening of
not more than 0.005 inch. Suction for withdrawing oil from the drums shall be furnished by the installed piston engine aviation lubricating
oil transfer pump.
A 150-gallon capacity ready service tank for piston engine aviation lubricating oil shall be installed just below the flight deck. The
ready service tank shall have a float type tank liquid level indicator and an overflow arranged to empty into a portable container.
Means for tank heating shall be installed in the ready service tank to assure satisfactory cold weather operation and shall be sized to
heat the oil from 30 degrees F to 140 degrees F in 4 hours, and to maintain that temperature, based on an ambient temperature of 10
degrees F. A thermometer shall be installed in the tank as low as practicable.
Piping systems - A transfer system with a motor-driven pump shall be installed for pumping piston engine aviation lubricating oil
from stowage tanks to service outlets, catapult cylinder lubricating oil tanks, and for filling the ready service tank. Means shall also be
provided to strike-down from deck filling connections, to discharge oil to deck connections, and to drain back the transfer system.
Plugs shall be installed at low points in the system to permit drainage.
A service outlet shall be installed in the hangar and in a sheltered location adjacent to the gallery walkway. Piping shall be arranged
and valved to permit use of these outlets for either pressure or ready service. The ready service tank shall serve the hangar outlet by
gravity and the gallery walkway outlet by use of a hand pump.
The delivery rate of each outlet shall be 5 gal/min when supplied from the ready service tank and 20 gal/min, when supplied by the
motor-driven pump.
Each service outlet shall have a metal edge-type strainer and a short length of oil hose with a nozzle for filling 5-gallon oil cans. The
strainer shall have element spacing of not greater than 0.0035 inch and shall have a steel head and socket welded union ends.
A drip pan large enough to hold two 5-gallon oil cans shall be installed under each pressure service outlet. The drip pans shall be
arranged to hinge out of the way.
Piping and service outlets shall be located in protected or heated spaces wherever practicable to minimize the increase in viscosity of
the oil during cold weather.
Jet engine and gear lubricating oil - Facilities shall be provided for the rack stowage of turbine engine lubricating oil, Mil. Specs.
MIL-L-7808 and MIL-L-23699, or gear lubricating oil, Mil. Spec. MIL-L-2105, and of aircraft and instrument grease, Mil. Spec.
MIL-G-23827, as applicable. The lubricating oil will be packaged in 1-quart and 1-gallon containers.
Contaminated piston engine aviation lubricating oil system - A contaminated piston engine aviation lubricating oil system shall be
provided where required.
Deck connections shall be provided for disposal of contaminated oil from piston aircraft to the contaminated oil tank. The slope of
the contaminated lubricating oil piping shall allow a free flow from the deck connections to the contaminated aviation lubricating oil
stowage tank. Deck connections similar to drawing, NAVSHIPS No. 810-1385846, shall be suitable for receiving a funnel in accordance
with drawing, NAVSHIPS No. 810-1385913. Provision shall be made for stowing the funnel when not in use. A pipe cap or plug, fitted
with a lock, shall be installed to close the drain line when the funnel is removed. An information plate, inscribed "NOT FOR AVIATION
FUEL" shall be installed at the deck connection.
The contaminated aviation lubricating oil stowage tank shall be located in an inerted compartment. The location of this compartment
shall be convenient to or combined with other stowages requiring inert gas (see Section 552). The capacity of the stowage tanks shall be
1,000 gallons. The contaminated aviation lubricating oil system on the hanger deck and gallery walkway shall be terminated by deck
connections as described above.
Cargo lubricating oil systems (Tenders)
A complete and separate cargo lubricating oil system shall be provided for turbine lubricating oil and diesel engine lubricating oil, as
applicable.
Each system shall consist of stowage tank (capacity as required), discharge pump, valves, piping, and deck connections designed and
arranged to permit gravity filling of cargo lubricating oil stowage tank and discharge of cargo lubricating oil through associated deck
filling and discharge connections. Fill and discharge risers may be combined where practicable for reasons of economy or design.
The arrangement shall provide for the use of either cargo lubricating oil pump with either type of cargo lubricating oil by use of
emergency cross-connections at the pump suction and discharge connection.
Turbine lubricating oil - The cargo turbine lubricating oil system design shall be based on the use of lubricating oil, Military Symbol
2190-TEP, Mil. Spec. MIL-L-17331.
Diesel lubricating oil - The cargo diesel lubricating oil system design shall be based on the use of lubricating oil, Military Symbol
9250, Mil. Spec. MIL-L-9000.
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Deck fill and discharge connections shall be provided adjacent to mooring stations and located in areas convenient to ships or
submarines to be serviced.
Stowage tanks - Combined cargo and ship service turbine lubricating oil tanks shall be installed. Combined cargo and ship service
diesel lubricating oil tanks shall be installed. When cargo lubricating oil tanks are installed adjacent to main machinery spaces, lubricating
oil for the ship's propulsion plant may be combined with the cargo lubricating oil system, if similar lubricating oils are utilized.
Tank capacity shall be determined in accordance with demands of ships to be serviced.
Means for heating cargo lubricating oil stowage tanks shall be provided where tanks are located adjacent to the shell and shall be
sufficient to heat the oil from 30 degrees F to 140 degrees F in 8 hours.
Each cargo diesel lubricating oil stowage tank and cargo turbine lubricating oil stowage tank shall be provided with a fill connection,
suction connection, drain, manhole, static head type liquid level gage, vent, and overflow. Where the stowage tank is located adjacent to
the machinery space, the overflow shall be led to the lubricating oil settling tank, contaminated oil storage tank, oily water bilge sump
tank, fuel purifier or filter drain, or sludge tank, as applicable. Where the stowage tank is located remote from the machinery space, the
vent and overflow shall be combined and led to the weather.
Filling and discharge - Piping shall be designed and pumps and equipment shall be selected on the basis of the following transfer
rates:
Receiving: Cargo turbine lubricating oil - 10 gal/min, cargo diesel lubricating oil - 25 gal/min at 70 degrees F.
Discharge: A total discharge rate shall be determined based on the amount of oil to be handled and the requirements of the
ships being serviced. The system shall be designed to provide the required discharge rate at any one service connection at 25 lb/in2.
not necessarily intended to return overhauled items to the original manufacturer's drawing/technical manual tolerances. The Supervisor's
Work Specification shall identify the class of overhaul authorized for the item. Where applicable, the Supervisor's Work Specification
shall invoke the overhaul of the item to be accomplished in accordance with an approved Technical Repair Standard (TRS). Where an
approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system shall be in accordance with
applicable drawings or technical manuals as modified by the overhaul criteria paragraphs of Sections 503 and 505.
262e. Cleaning of Lubricating Oil Systems
262e.1. New Installations.
Diesel Lubricating oil systems shall be cleaned and flushed as specified herein. Main and auxiliary lubricating oil systems shall be
cleaned and flushed in accordance with paragraph 262e.2 if cleanliness has been lost due to contamination.
Surfaces that will be in contact with lubricating oil shall be thoroughly cleaned. Scale and corrosion products shall be removed from
ferrous surfaces. Lubricating oil shall not be introduced into any tank or sump where the surfaces have not been previously cleaned of all
paint, galvanizing, scale, or products of corrosion. Except where specified herein for carbon steel piping, valves, and fittings, the surface
preparation and removal of mill scale and rust from tanks and sumps shall be accomplished in accordance with Section 631, except that
abrasive blasting is not permitted unless specifically approved, and coating of cleaned ferrous surfaces (excluding CRES) shall be with
corrosion-preventive compound, Mil. Spec. MIL-C-16173, Grade 2. Openings in cleaned and coated piping and components shall be
blanked off until installation.
Before filling a new system with oil, all inspection and cleanout covers shall be temporarily removed from settling tanks, stowage
tanks, sump tanks, gear cases, strainers, and other components of the system to permit inspection of all accessible internal portions of the
system. Gear casings and bearing caps need not be lifted, and piping shall not be dismantled for this inspection.
Corrosion products and excessive quantities of corrosion-preventive compound that are revealed by this inspection shall be removed
manually, insofar as practicable, by means of wire brushes (except that wire brushes shall not be used on gear teeth). Interior surfaces of
stowage tanks, settling tanks, and sump tanks, shall be wiped clean of corrosion-preventive compound and other impurities by lintless cloth
soaked in cleaning oil, Mil. Spec. MIL-C-15348. At completion of inspection and manual cleaning, inspection and cleanout covers that
were temporarily removed shall be reinstalled.
Cleaning piping and piping components - Following fabrication, prior to installation, and pending completion and final closing and
inspection of systems, piping, and piping components for main propulsion unit, diesel engine, turbo-generator, and aviation lubricating oil
systems, and lubricating oil fill, transfer, and purification systems shall be cleaned.
Accessible welds inside carbon-steel pipes and fittings shall be visibly inspected and welding beads shall be ground off. All
fabricated carbon-steel pipes, valves, and fittings shall be blown clean with steam or air to remove loose scale, sand, and welding beads,
and shall be cleaned by the following procedure prior to pickling:
The entire surface, including the interior, shall be wire-brushed, using boiler tube brushes or commercial pipe cleaning
apparatus; it shall then be blasted thoroughly with air to remove loose particles.
The parts shall be submerged for 15 minutes or longer, depending upon the degree of contamination, in a solution containing 7
to 10 ounces of anhydrous trisodium phosphate, Fed. Spec. O-S-642, Type I (if Type II is used, amount shall be increased to 16 ounces), or
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sodium hydroxide, Fed. Spec. O-S-598,and 1 ounce of detergent, nonionic, Mil. Spec. MIL-D-16791, to 1 gallon of water at 200 degrees F
+ 10 degrees F to insure complete removal of paint and grease.
Pipe shall then be rinsed in warm freshwater at 120 degrees F thereby preparing them for acid treatment.
Fabricated carbon-steel pipe and fittings shall be pickled by submerging them for 30 to 45 minutes in an acid bath, containing one
part of sulphuric acid, 66 degrees Baume, to 15 parts of freshwater, and supplemented by an inhibitor, Fed. Spec. O-I-501. The acid bath
shall be maintained at temperatures between 160 and 180 degrees F. While the parts are submerged, the bath shall be agitated. At the end
of the pickling procedure, the parts shall be rinsed in warm freshwater. After the rinse, the parts shall then be momentarily submerged in a
boiling solution containing 4-ounces of sodium carbonate, Fed. Spec. O-S-571, per gallon of water, and then rinsed in cold freshwater and
dried by air blast.
All fabricated alloy-steel pipes and fittings shall be cleaned and pickled before attaching composition valves or fittings.
Preserving of piping and piping components - Immediately after steam or air cleaning, valves shall be coated with
corrosion-preventive compound, Mil. Spec. MIL-C-16173, Grade 2, and subjected for 30 to 60 minutes of forced ventilation. Open ends
shall then be sealed for storage until final assembly.
Following pickling and rinsing procedures, fabricated steel pipes and fittings shall be coated, ventilated, and sealed at the open ends
in the manner specified for valves.
Items such as propulsion reduction gears, reverse gears, clutches, and couplings, shall be in a state of preservation in
accordance with Mil. Spec. MIL-T-17286 when delivered. The
following general procedures apply for cleaning these items
and maintenance of preservation during installation and ship construction:
Where it is applied, remove Type P-1 preservative compound from parts.
Represerve internal parts from which Type P-1 compound was removed by applying Type P-2 compound, which can be
removed by the lubricating oil system flushing procedure.
Remove preservative compound from such parts as gear teeth and bearings, as necessary to permit inspection and alinement
checking during installation. Represerve such parts and areas using Type P-2 compound. Where the lubricating oil system is to be cleaned
and dehumidification of the system or periodic circulation of lubricating oil started within 4 weeks after the machinery is cleaned and
installed, an appropriate preservative oil such as Type P-7 or P-10 may be used.
Components of items such as control systems and actuators shall be treated as appropriate for such parts.
Because of the various equipments and materials to be considered, complete details to cover each case cannot be specified. The
contractor shall use his judgement and the general guidelines set forth in Mil. Spec. MIL-P-116 to accomplish the intended purpose of
preventing deterioration and removing preservative compounds (cleaning parts and systems, in general) in those particular situations not
specifically covered herein. A period of 30 to 60 minutes shall be allowed with forced ventilation for evaporation of volatile matter in the
rust preventive before closing up. Where appropriate, electrical heaters or equivalent means shall be employed to produce a uniform
temperature throughout the sump to prevent condensation of moisture until piping is completed and the sump tank is ready for final
cleaning.
Immediately after work is completed on oil sump tanks, oil storage tanks and oil settling tanks, the interior of tanks shall be wiped
with clean rags soaked in kerosene, or other suitable petroleum-derived solvent to remove all foreign material; tanks shall then be wiped
dry with clean, lintless cloth (not waste); then all surfaces shall be coated with rust-preventive compound.
Cleaning of systems - Prior to performing the flushing procedures specified below, the flushing arrangement shall be tested
hydrostatically with the flushing oil to service pressure to insure tightness and prevent spraying hot oil into the compartment. During
flushing, the entire system shall be monitored so that any system failure is detected promptly.
Lubricating oil flush, cleanliness criteria a.
Criterion for initial flush (Piping only - bearings and components jumpered).
The total amount of solid, solid-based, and non-solid contaminants on the strainer magnets and filter bags shall not be
greater in volume than one U.S. 25-cent piece. Solid or solid-based contaminants shall be defined as material which cannot be crushed
between the thumbnail and finger. The strainer magnets and filter bags shall contain no more than 15 solid or solid-based contaminants, no
one larger in size than 1/64 inch in any dimension. The bags shall contain no non-solid contaminants larger than 1/16 inch in any
dimension, except for hair-like particles which can be up to 1/8 inch long.
b.
Criterion for displacement flush (Piping, bearings, and components included in flushing loop).
The total amount of solid, solid-based, and non-solid contaminants on the strainer magnets and filter bags shall not be
greater in volume than one U.S. 10-cent piece. The strainer magnets and filter bags shall contain no more than 15 solid or solid-based
contaminants, no one larger in size than 1/64 inch in any dimension. The bags shall contain no non-solid contaminants larger than 1/16
inch in any dimension, except for hair-like particles which can be up to 1/8 inch long.
Diesel engine installation (with separate sumps) and aviation lubricating oil systems - After the complete installation of the
lubricating oil piping, one previously-cleaned storage or settling tank shall be partially filled with cleaning oil Mil. Spec. MIL-C-15348.
The quantity of oil required for the diesel engine installation shall be 60 percent of the sump tank capacity and for the aviation lubricating
oil system shall be approximately 500 gallons. The cleaning oil shall be heated to temperatures between 130 and 135 degrees F by use of
temporary heaters, or other suitable means such as tank heating coils. The oil shall be circulated throughout the system at normal operating
pressure by the installed pumps or by portable pumps to purge all connected service, purifying, filling, and transfer piping. Oil
temperature shall be maintained between 130 and 135 degrees F by suitable means. During circulation, the system piping, particularly in
the area of welded joints, shall be vibrated periodically by use of a wooden mallet. Temporary jumpers, such as oil-resistant hose, shall be
installed as necessary to eliminate dead-end leads, and to ensure complete circulation of oil. Where orifices are installed ahead of the
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jumper, they shall be removed for better circulation of the oil. A temporary strainer box, approximately 1/4 inch mesh, shall be installed
around the lubricating oil suction bellmouth in the tanks that are utilized in the cleaning procedures.
For diesel engine installation, the engine and generator proper shall be bypassed to prevent damage to internal engine parts or
clogging of oil passages and clearance spaces with foreign materials dislodged from various piping systems during flushing and cleaning
procedures.
Circulation of cleaning oil shall be through strainers or filters. Where strainers are used, temporary cotton bag filters shall be
installed inside the strainer baskets. The bag filters shall be made of cotton muslin, Fed. Spec. CCC-C-432, Type 7, Class I, and shall be
made 1 or 2 inches larger in diameter and 4 inches longer in length than the baskets to eliminate possible rupture and to allow for folding
the bag at the top of the basket. Circulation of cleaning oil shall be conducted for a minimum of 12 hours and continued until filter bags
and strainer magnets satisfy cleanliness criterion (a) for a 2 hour period. During the circulation period, strainer baskets shall be shifted and
the muslin bags in use examined after a pressure drop of 2 to 5 pounds is indicated on the strainer gages. If the bags are coated with
foreign matter, they shall be replaced with clean bags.
The cleaning oil shall be circulated through all parts of the lubricating oil system. This includes all contractor-furnished lubricating
oil pumps, bypass piping, and any other alternative parts of the system. Attached lubricating oil pumps, system components, and piping
which cannot be properly cleaned by the oil circulating in the lubrication system, shall be disassembled and cleaned by hand, using clean
rags soaked in the cleaning oil.
After circulation of cleaning oil is completed, accessible parts shall be examined for presence of preservative or foreign material. If
any is found, circulation shall be continued until examination indicates a clean system. Cleaning oil shall then be drained from the system,
tanks shall be opened and wiped down with clean lintless cloth, filter elements renewed, strainers cleaned, and filter bags renewed.
Temporary jumpers and suction strainers shall be removed and orifices replaced.
The cleaning oil shall be replaced with displacement oil, which shall be lubricating oil of the type specified for the particular system.
The displacement oil shall be maintained at temperatures between 160 and 170 degrees F. The entire system shall be flushed by
circulating displacement oil. The diesel engine lubricating oil system shall be flushed with the engine in operation. Flushing shall be
continued until bag filters and strainer magnets satisfy cleanliness criterion (b) for a period of 2 hours circulation. Displacement oil shall
then be drained from the system, filter elements renewed if necessary, strainers cleaned, and filter bags removed.
Where applicable, the system shall then be filled with new lubricating oil of the type specified.
Diesel engine installation with self-contained sump - The system shall be cleaned in accordance with NAVSEA 59086-HB-STM-000
Chapter 233 as modified by Section 233.
Disposal of oil - Cleaning oil shall be used only one time in a lubricating oil system. Oil may be used again for less critical systems,
such as fuel systems, including fuel pumps, heaters, and lines.
The displacement oil used in the forward system may be used in the after system (or vice-versa) if the appearance of the oil does not
indicate too much contamination. If contaminated too badly, the oil may be disposed of as seen fit by the contractor.
262e.2 Existing Systems.
When cleanliness of an existing diesel lubricating oil system has been lost due to contamination, the system shall be flushed using
the procedures specified in NAVSEA S9086-H7-STM-000/CH262.
When cleanliness of a new or existing main or auxiliary machinery lubricating oil system has been lost due to contamination, the
system shall be flushed in accordance with procedures prepared by the industrial activity. Flushing procedures shall be developed using
NAVSEA S9086-H7-STM-000/CH262.
Where feasible, shop cleaning of the contaminated portion of the system may be substituted for a shipboard flush.
262e.3 Precautions.
Once started, the cleaning operation shall continue until completed.
The time interval between removal of the cleaning oil and strike-down of displacement oil shall be at a minimum to prevent rusting.
New Military Symbol 2190-TEP lubricating oil shall be used as displacement oil in the first system cleaned. This oil may be used
again but must be purified before reuse.
Ventilating blowers in machinery spaces shall be in operation during entire procedure.
Normal precautions against fire shall be observed during the cleaning period.
During circulation periods, all units shall be observed for proper operation. Gears and turbines shall be watched closely for signs of
bearing distress.
Whenever an inspection cover for tanks, gears, pipes or other similar parts is open for any length of time, the opening shall be
covered with cloth or canvas to prevent entry of foreign matter.
Nylon bags shall remain in main turbine lubricating oil systems until sea trials are completed. Tags shall be provided on strainers
and shall read as follows:
CAUTION
REMOVE NYLON FILTER BAGS AFTER TRIALS
For several days after dock trials and while under way, the purifiers shall be operated continuously to ensure removal of moisture
and any solid contaminants in the system.
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After cleaning and filling the systems with lubricating oil, and prior to operation of the ship, the lubricating oil shall be circulated
through the system for at least 15 minutes daily while the turbines are being jacked over.
262f. Shock
Section 072 defines the requirements of shock as it relates to ship overhaul.
In addition to the general test requirements of Section 505, the following apply:
All systems shall be hydrostatically tested with the service fluid to 135 percent of the design pressure.
For aviation lubricating oil systems, the operational test shall determine compliance with the specified delivery rates at each pressure
service station outlet.
Tests of alarms and safety devices, remote controls, and automatic features during system operation shall demonstrate compliance
with performance data specified herein.
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Section 262
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S9AA0-AB-GOS-010
2004 Edition

SECTION 300
GENERAL REQUIREMENTS FOR ELECTRIC PLANT
300a. Scope
This section contains the general requirements for the electric plant including power generation, distribution, and
consuming equipment such as lighting, power, interior communication, weapons control, electric propulsion, degaussing,
and impressed current cathodic protection systems.
300b. General
Continuity of the electric power supply shall be the primary aim of power system design.
Electric distribution systems shall be ungrounded except as otherwise required.
Standard a.c. power generation and distribution systems shall maintain system characteristics of MIL-STD-1399,
Section 103. New equipment connected to such systems shall operate and also conform to the interface constraints specified
by DOD-STD-1399, Section 300.
Electric machinery and equipment shall comply with applicable Government specifications listed in the appropriate
sections of these specifications. Equipment and installation methods which are covered by standard drawings shall comply
with such drawings. Equipment not covered by NAVSEA standard drawings as listed in NAVSEA MIL-HDBK-290 or in
individual equipment specifications shall comply with Mil. Spec. MIL-E-917 or MIL-STD-2036, as applicable.
Electric machinery shall be selected for the highest operating efficiency that is commensurate with reliability, duty
cycle, and requirements of minimum size and weight. Some sacrifice in efficiency is permissible if an appreciable saving in
size and weight or an improvement in overall performance can be effected.
Electric equipment shall be capable of operating simultaneously with electronic equipment without causing
electromagnetic interference in accordance with the requirements of Section 406.
Ambient temperatures
For rating electric equipment and machinery, the following ambient temperatures shall be considered standard:
40 degrees C - For installations where the maximum normal operating temperature of the surrounding atmosphere
or other cooling medium is 40 degrees C, or less; in general, to be used for compartments other than main, auxiliary
machinery spaces, and firerooms.
50 degrees C - For installations where the maximum normal operating temperature of the surrounding atmosphere
or other cooling medium is 50 degrees C, or less, but more than 40 degrees C; in general, to be used for main, auxiliary
machinery spaces, and firerooms.
65 degrees C - For fans, including blowers and exhausters, installed in spaces having a maximum ambient
temperature between 50 and 65 degrees C, and for vaneaxial fans exhausting from such spaces; in general, this includes
ventilation fans in or exhausting from main and auxiliary machinery spaces, gland exhausters, forced draft blowers in
machinery spaces, and draft fans on trash burners.
70 degrees C - For installation where the maximum normal operating temperature of the surrounding atmosphere
or other cooling medium is 70 degrees C, or less, but more than 50 degrees C, except 65 degrees C for fans; in general to be
used in hot spot locations in machinery space overheads.
Electrical equipment, designed on the basis of the standard 40 degrees C or 50 degrees C ambient temperatures,
shall require no special design considerations for short duration shut-downs of circle W ventilation.
If the maximum normal operating temperature of the surrounding atmosphere or cooling medium exceeds 70 degrees C,
a special ambient temperature as approved by the Supervisor shall be selected.
Section 300
S9AA0-AB-GOS-010
2004 Edition
The equipment enclosures shall be such that the equipment will perform its intended function satisfactorily in the
environment in which it is to operate. Enclosures for electrical equipment shall be in accordance with Mil. Spec.
MIL-E-2036. Table I shall be used to determine the type of enclosure required in various environments. The next higher
degree of enclosure shall be used for equipment not available in the enclosure type specified.
In spaces where explosion-proof enclosures are required, only electrical equipment essential to the space shall be
installed.
Prior to shipboard installation, electric equipment shall be subjected to a careful examination to determine whether the
equipment or its insulation has been cut, bruised or otherwise damaged as a result of handling or storage, whether parts have
been bent, broken or lost, or whether the equipment has been damaged by weather, dirt, moisture, lubricating oil or other
deleterious substances. The Contractor shall correct such deficiencies.
To prevent abnormal brush wear or commutation difficulties, no cables or hookup wires containing silicone insulation
shall be used for making connections to enclosed d.c. motors or generators where the cable ends are exposed to recirculating
ventilating air. Cable, type HOF of Mil. Spec. MIL-C-915, and hookup wire, type D of Mil. Spec. MIL-W-16878, or other
suitable nonsilicone cable or hookup wire shall be used for connecting power, excitation, regulating, internal lighting,
heating or temperature detector circuits having terminals inside motors or generators with recirculating air.
No amount whatsoever of material containing silicone (such as tape, laminate, varnish, paint, rubber, oil, grease or
binder) shall ever be introduced into the interior of enclosed d.c. motors or generators during installation or repair. The same
precautions are applicable to enclosed a.c. motors or generators having slip rings within the recirculating air. Where
silicone-insulated ship cables extend beyond the local compartment, a changeover box shall be provided to connect
nonsilicone insulated cables entering the motor or generator.
The installation of electric equipment shall comply with DOD-STD-2003 and Section 070 and other applicable sections
of these specifications. In addition, the following requirements apply:
Locking devices - Locking devices shall be used for bolts for mounting electric equipment except that they are not
required for mounting fixtures and fittings listed in publication MIL-HDBK-290 or in wireway supports.
Through bolts and self-locking nuts shall be used to mount equipment in gun mounts and in battery compartments
above the level of the lowest cell tops.
Locking devices shall be in accordance with Section 075.
Electrical connections. - Soldering, brazing and welding of electrical connections shall be in accordance with Mil. Spec.
MIL-E-917.
Location - Electric machinery, equipment and wiring shall be located to ensure adequate natural cooling and to avoid
excessive heating. Insofar as practicable, electric wiring and equipment shall not be located in spaces above or adjacent to
heat producing apparatus, piping, ducts or thermal insulating barriers where high local ambient temperature may occur.
Electric wiring and equipment shall not be installed in areas subject to missile blast, unless such installation is
unavoidable. In such cases, the installation shall be protected by conduit, shield or enclosures, as applicable.
Electric equipment and wiring shall be located where it will have maximum practicable protection from battle damage.
Power panels and electrical control equipment shall be installed in areas and compartments that are unlocked and
readily accessible.
Electric equipment including distribution equipment and wiring located in medical operating rooms shall be installed
not less than five feet above the deck.
Attachment of wiring run supports should not be made directly to plating of longitudinal bulkheads of the side
protective system. When wiring runs must be made along the side protective system, the preferred locations for attachments
are deck, overhead or stiffener webs.
Outboard installations - The installation of items of electrical equipment exposed to the weather shall be kept to a
minimum. Connection boxes, fuse panels, and other electrical distribution equipment, except receptacles for deck work,
shall be located within the structure. For radar cross section reduction requirements, electrical equipment topside shall be
installed in recessed electrical boxes conforming to drawing, NAVSEA 803-6983481. Wherever weather exposed terminal
equipment or fixtures can be readily modified to accept entrance of cable through the mounting surface, cable shall enter
directly from inside the weather boundary deck or bulkhead.
Section 300
S9AA0-AB-GOS-010
2004 Edition
Magazines and ammunition handling spaces - The installation of electric equipment other than cables and lighting
fixtures, sound powered telephones, sprinkling alarm detectors, and high temperature alarm thermostats in these spaces shall
be avoided.
Ballistically protected spaces - Electric equipment that must be located near ballistic plating of 50 pounds and heavier
shall be supported in accordance with Section 164. Design of supporting panels or brackets shall comply with Section 072
and DOD-STD-2003.
Space outside of ballistically protected spaces - Switches, panels and instruments that are required to operate during
battle and that are located outside of ballistically protected spaces shall not be mounted on the overhead under a weather
deck, ballistic structure, structure subject to gun or missile blast, shell plating, side protective system bulkheads,
nonstructural bulkheads or weather bulkheads of superstructure if other locations are available.
Magnetic compasses - The installation of electric equipment in the vicinity of magnetic compasses shall comply with
Section 070 and the guidance specified in NAVSEA S9086-NZ-STM-010/CH-420.
Relation to piping and pumps - Shields shall be installed as necessary to protect electric equipment and machinery from
jets or spray resulting from the normal operation of, or damage to, pumps, pipes, tubes, couplings, valves or fittings in water,
steam or oil piping systems.
Electrical equipment that is located under surfaces on which atmospheric moisture may condense shall be protected
from dripping.
Relation to open hatches and ventilation ducts - Electric equipment and machinery shall be so located or protected so
that water or spray entering through open hatches or collecting in ventilation ducts will not drip, splash or be blown on it.
Accessibility for maintenance and operation - Clearances shall be provided in the immediate vicinity of electrical
equipment and machinery to permit complete accessibility for operation, maintenance, repairs, renewal of fuses and testing.
Protection against flooding and mechanical injury - In order to reduce the possibility of short circuits in electrical
equipment caused by partial flooding of watertight spaces in which equipment is located, and to protect equipment from
mechanical injury, the following requirements shall apply:
Transformers, motors, and controllers (except those mounted on machinery room gratings) shall be located insofar as
practicable with terminals or energized parts not lower than the access door sills in main boundary bulkheads of watertight
spaces in which they are located, except that motors for the following or similar equipment may be mounted with terminals
below the level of access door sills:
Blower for incinerator
Deck machinery
Drinking water coolers
Galley equipment
Laundry equipment
Refrigerator machinery
Shop machinery
Soda fountain
The lowest terminals of control and distribution equipment shall not be lower than the terminals or energized parts of
motors or other power consuming equipment connected thereto, except that the height above the deck need not be greater
than 3 feet.
Motors that drive auxiliaries located in lower level machinery spaces shall be installed as high above the bilges as
practicable.
Equipment shall be mounted at a height that will avoid accidental mechanical injury.
Grounding and bonding requirements - Grounding and bonding shall be in accordance with MIL-STD-1310 and
DOD-STD-2003. Grounding of electrical/electronic workbenches shall be in accordance with Naval Ships Technical
Manual, NAVSEA S9086-KC-STM-010/CH-300 Appendix H.
Section 300
S9AA0-AB-GOS-010
2004 Edition
300e. Shock
Section 072 defines the requirements for shock as it relates to ships' overhauls.
Environment
Harmless to equipment. Equipment
adequately protected by auxiliary
enclosures.
TABLE I
ELECTRIC EQUIPMENT ENCLOSURE
ENCLOSURE TYPE
Rotating
Non-Rotating
Equipment
Equipment
Open
Open
Harmless to equipment. Enclosure affords

protection personnel.
Open protected
Open protected
Subjected to liquids or solid particles

falling from overhead such as from pipes
or gratings
Dust, steam, oil vapor or corrosive vapor.
Drip-proof
(15 degrees)
protected
Totally
enclosed or
totally
enclosed fancooled
Totally
enclosed or
totally
enclosed fancooled. As an
alternative for
3-phase
squirrel cage
motors: Dripproof (15
degrees) with
sealed
insulation
system
Drip-proof
(15 degrees)
protected
Totally enclosed
Moisture laden atmospheres.
Section 300
Drip-proof
(15 degrees)
protected
Remarks
Equipment that is adequately

protected by its location or coupled
equipment as in machine tools.
Minimum degree of enclosure for
equipment exposed to contact by
personnel.
For equipment in normally dry
locations but subject to condensation
or occasional falling particles.
For fuel oil pumps, lube oil pumps,
JP-5 fuel pumps, equipment in the
vicinity of steam-driven equipment,
and equipment in workshops where
dust is produced.
For water pumps and motors in damp
locations, pump rooms or lower levels
of machinery spaces.
S9AA0-AB-GOS-010
2004 Edition
TABLE I
ELECTRIC EQUIPMENT ENCLOSURE
ENCLOSURE TYPE
Rotating
Non-Rotating
Environment
Equipment
Equipment
Remarks
Exposed to the weather, spray splashing or Spraytight or
Watertight
Enclosure provides twofold purpose:
hosing. Automatic sprinkler protected
spraytight fan(1) To exclude water, and (2) To
spaces. Magazines, ammunition handling
cooled
prevent sparks or hot material (not
spaces, guided missile workshops,
gases) from escaping from enclosures.
enclosed gun mounts or other spaces
where fixed ammunition, war heads,
detonator fuses or dry fuels in sealed
containers are handled.
Transient submergence, equipment awash
by heavy seas.
Watertight
Watertight
Infrequent flooding. Required to operate
Special design Submersible
Emergency diesel salt water booster
normally in air but also if submerged (up
pumps. Motor operated sea valves.
to 50 feet for 8-hour intervals).
Submergence (equipment operated only
Submersible
Submersible
The degree of the submersible
when submerged).
15 ft.
enclosure shall be determined by the
Submersible
maximum depth at which the
50 ft.
equipment is to operate.
Submersible
(depth to be
specified)
Potentially explosive atmospheres.
ExplosionExplosion-proof
proof Group
Group D
D; or
explosionproof Group
D; fan cooled
Subject to concussion or blast from guns.
Gunblast-proof
As required.
Requirements for technical documentation relating to the SHIPALT development process are specified in Section 085.
300g. Repair and Overhaul of Existing Systems
performance profiles and are not necessarily intended to return overhauled items to the original manufacturer's drawing or
Where applicable, the contract shall invoke the overhaul of the item to be accomplished in accordance with an approved
Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist, or is not authorized, the
overhaul of the item or system shall be in accordance with applicable drawings or technical manuals, unless modified herein.
Section 300
S9AA0-AB-GOS-010
2004 Edition
300h. Protection of Equipment

Electrical rotating equipment shall be protected during overhaul in accordance with NSTM NAVSEA
S9086-KC-STM-010/CH 300.
300i. Components
Inspection, cleaning, overhaul, and testing of components shall be in accordance with NSTM NAVSEA
S9086-KC-STM-010/CH 300, manufacturer's manuals, and instructions noted herein. Absolutely no silicone or silicone
based insulations, paints, varnishes or other products shall be used in the airstream of equipment containing commutators or
slip rings.
300j. Testing Requirements
Insulation resistance measurement tests.- Insulation resistance measurement tests shall be made on all motors,
generators, including propulsion motors and generators, line voltage regulators, transformers, and static power conversion
equipment after installation or repairs prior to operation. Insulation resistance tests of interior communication systems and
equipment shall be tested in accordance with Section 430. Precautions shall be taken to ensure that circuits and parts of
regulators and rectifiers which have a voltage rating less than the test voltage are disconnected before the test voltage is
applied. Separate measurements shall be made on the armature and field windings. Windings shall be thoroughly
discharged before applying test voltage. Circuits or groups of circuits of equal voltage above ground may be connected
together. Circuits or groups of circuits of different voltages above ground shall be tested separately. Insulation resistance
shall be measured with an insulation resistance indicating ohmmeter, type GC or GM, conforming to Mil. Spec.
MIL-O-16485. For those circuits that would be damaged by a 500-V insulation tester, a low voltage ohmmeter shall be used.
The test voltage shall be applied for not less than 60 seconds. The temperature of the component shall be noted and
insulation resistance measurements shall be corrected to 25 degrees C. Corrections shall be based on insulation resistance
doubling for each 15 degrees C decrease in temperature. Insulation resistances, corrected to 25 degrees C shall not be less
than the values specified in NSTM NAVSEA S9086-KC-STM-010/CH 300.
In lieu of making separate measurements, the resistance to ground of an interconnected generator and regulator or an
interconnected motor and controller may be measured together as one unit. If the combined readings of either the generator
and the regulator or the motor and controller is less than 4 megohms corrected to 25 degrees C, then separate measurements
are required, as specified. Tests shall be recorded on appropriate forms.
Static power conversion equipment and transformers - Insulation resistance measurements shall be made of both the
primary and the secondary windings of transformers and the input and output of power conversion equipment. The
insulation resistance shall meet minimum resistance values specified in NSTM NAVSEA S9086-KC-STM-010/CH 300.
Cables - Cable insulation resistance tests shall be made in accordance with Section 304i (Section 304i is based on
NSTM NAVSEA S9086-KC-STM-010/CH 300). If the value of insulation resistance, corrected to 25 degrees C, is less than
1 megohm for complete power circuits and 0.5 megohm for complete lighting circuits, and they cannot be raised to the
minimum values by cleaning all creepage surfaces or by heating and drying out the apparatus, the matter shall be reported to
the Supervisor.
High potential testing - High potential testing shall be conducted on electrical equipment in accordance with NSTM
NAVSEA S9086-KC-STM-010/CH 300.
Receptacles - Grounding type receptacles, including each outlet of duplex or multi-outlet receptacles, shall be tested for
continuity and resistance of the grounding path. This test shall be conducted with any metal-cased, portable, electric
equipment (or dummy equipment) plugged into the outlet. The portable or dummy equipment shall be wired with a mating
plug in accordance with Fed. Spec. J-C-175. Using a volt-ohmmeter and with the portable or dummy equipment insulated
from ship structure, the resistance from the metal case of the portable or dummy equipment to the ship structure shall be
measured. This resistance value shall not exceed 0.1 ohm.
After repair or overhaul of automatic bus transfer equipment, shipboard operation shall be checked by de-energizing
and then re-energizing the normal and alternate supply feeders to this equipment.
Section 300
S9AA0-AB-GOS-010
2004 Edition

SECTION 302
ELECTRIC MOTORS AND ASSOCIATED ELECTRIC EQUIPMENT
302a. Scope
This section contains the requirements for installation, overhaul, repair, and testing of electric motors and associated equipment. The
requirements of this section supplement Section 300.
302b. General
Performance - Motors shall have characteristics which suit the performance requirements of the specifications for the driven
equipment and to suit the location in the ship. See Section 300.
Controllers shall provide control for starting, stopping, reversing, speed selection, and speed adjustment of motors, as determined
from the requirements of the driven equipment and the motor.
Brakes shall provide quick stopping and safe holding of loads on windlasses, cranes, elevators, deck winches, capstans, hoists, and
other auxiliaries.
Application - The following shall be used as a guide:
Motor, controller, and brake requirements shall be determined as accurately as possible to obtain an installation of minimum
weight and size.
If the brake horsepower of the driven equipment does not coincide with a standard motor rating, the next larger standard rating
shall be used.
If the horsepower requirement is less than 2.0 and if there is a possibility of unpredictably high frictional load because of
improper adjustment of the driven auxiliary, the horsepower requirement shall be multiplied by a factor of:
1.5 - horsepower requirement
4
Enclosures - The types of enclosures used for motors, controllers and brakes shall comply with the requirements of Section 300.
On motors driving pumps, the direction of circulation of air through the motor shall be such that air is not drawn in from the pump
end. However, air intakes which provide air flow at right angles to the shaft, at the pump end, are satisfactory. If right angle air intakes
are used, there shall be no openings in the motor end bracket which provide air flow in a direction parallel to the shaft and a slinger with
guard shall be provided on the motor shaft immediately outside the end bracket to prevent entrance of water into the bearing housing. The
guard is not required where the slinger and bracket design is such that no injury to personnel would result and no water would enter the
bearing housing. Axial clearance between the bracket and the slinger shall not exceed 0.03 inch.
Ambient temperature - Motors, controllers, and brakes shall comply with the ambient temperature requirements of the applicable
purchase specifications and the location requirements in the ship. See Section 300.
Duty - Motors suitable or rated for continuous duty shall be used for all applications which require operation for unrestricted periods
of time at constant load. This classification shall also include motors and controllers which may operate intermittently but for which the
operating cycle may be unpredictable.
Motors and controllers suitable or rated for intermittent or varying duty shall be used for all applications which require operation for
unrestricted periods of time at reduced loads with only occasional peak loads.
Motors and controllers suitable or rated for short time duty shall be used for applications which require operation at either constant or
varying load for a definite restricted time period which is followed by a long enough rest period to permit the motor to cool.
Speed - Motors shall be designed to meet the speed requirements of the driven auxiliary. When speeds are not obtainable with
standard motors, motors with reduction gear units shall be used.
Service classification - Motors shall be Navy Service A or C and classified according to the service conditions of operation as
follows:
1.
Navy Service A applies to motors essential to the military effectiveness of the ship.
2.
Navy Service C applies to motors not essential to the military effectiveness of the ship.
A.c. motors - Motors shall be selected to have locked rotor currents as low as practicable to keep voltage fluctuations on the
distribution system to a minimum and to permit the maximum use of acrossline starting.
A.c. motors shall be selected to operate at 60 hertz.
Motors rated 5 kVA or higher shall have a 440-volt, 3-phase, a.c. rating.
Where practical, motors rated less than 5 kVA shall also have a 440-volt, 3-phase, a.c. rating. Where such a rating is not practical,
the following shall be the order of preference:
440 volt, single-phase
Section 302
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2004 Edition
115 volt, 3-phase

115 volt, single-phase
The use of single-phase a.c. motors shall be limited to motors with ratings of 1/4 hp or less, except where required herein or where
the equipment purchase specifications require single-phase motors of larger ratings.
A.c. types, 3-phase - Three-phase squirrel cage induction motors shall be used for applications that require essentially constant speed
(low slip), or some variation of speed versus load (high slip), or multispeed characteristics.
Three-phase wound rotor induction motors shall be used for applications that require adjustable-varying speeds and wherever higher
starting torques at lower starting currents than those obtainable with squirrel cage motors are required. Where varying, adjustable, or
adjustable-varying speed characteristics are required, a collector ring starting and running winding with an external variable continuous
duty type resistor shall be used.
Three-phase synchronous motors shall be used for applications that require constant speed or where power system power factor
correction is required.
D.c. motors - The speed-torque characteristics as modified by the control equipment shall be adequate for the proper performance of
the driven auxiliary. The current and speed range of the motor, particularly under weak field conditions, shall not exceed the values which
can be commutated satisfactorily and shall not produce excessive wear and maintenance of the commutator. Series motors shall be
connected to driven auxiliaries so that the load cannot be readily removed.
Controllers - Standard ratings of controllers shall be used in accordance with Mil. Spec. MIL-C-2212.
Controllers shall be manual or magnetic, depending on the required features such as type of protection, performance, whether
integral or remote control, and on the rating of the motor controlled. Manual controllers shall be limited to applications of 7-1/2 hp and
less.
Controllers intended for repeated-jogging service requiring interruption of starting current shall be suitably derated.
Magnetic controllers shall be used for applications that require automatic performance.
Controllers shall be provided with protective features as determined by the requirements of the driven auxiliary and in accordance
with the following:
Low voltage protection (LVP) shall be provided where one or more of the following protective features is desired:
Prevention of overloading the electrical system by excessive motor starting currents upon return of voltage.
Prevention of damage to driven auxiliaries.
Prevention of injury to operating personnel.
Low voltage release (LVR) shall be provided wherever it is necessary to have immediate automatic restarting upon return of
voltage after a voltage failure, as on vital auxiliaries. Manual type controllers may be used where the starting current limitation protective
feature of LVP is not necessary and where so doing results in smaller and lighter equipment. The use of controllers of the LVR type shall
be limited, in order to avoid excessive starting currents when a group of motors with LVR controllers restart automatically upon return of
voltage after voltage failure.
Overload protection shall be provided in controllers for motors 1/8 hp and larger.
Short-circuit protection shall comply with Section 303 and, in general, shall be provided by the supply circuit breaker or fuse.
Normally, the master control shall be located at the system control station with the master switch located adjacent to the
associated motor. Where this is not feasible, and indication of the operating condition of the auxiliary is necessary, the master switch shall
be located in the vicinity of an available indicator, such as a pressure gage. An indicator light shall be provided at the master switch in
those cases where it is necessary to indicate the operating condition of the auxiliary and the master switch is not located at the system
control station or at an available indicator.
Electrical interlocks - Emergency run features shall be provided in controllers as required herein or by the purchase specifications for
the auxiliary machinery.
A.c. controllers - Full voltage starting a.c. controllers for across-line starting shall be used for all applications where practicable.
Controllers shall be selected on the basis of the starting characteristics of the motor, the effects of voltage dips resulting from starting
currents on the distribution system, the torque, and mechanical requirements of the drive. Controllers shall be selected so that voltage dip
on the ship service power distribution system, with a single generator supplying the load, shall not exceed the following values, under
motor starting conditions:
Motor-driven auxiliaries, which in normal operation may start several times an hour, shall not produce a voltage dip at the
ships service switchboard in excess of 10 percent. This requirement shall also apply to machinery auxiliaries which start frequently during
high speed maneuvers.
Motor-driven auxiliaries supplied from a load center, which also supplies other than motor loads, shall not produce a voltage
dip greater than 18 percent at the load center.
Motor-driven auxiliaries, which in normal operation may start several times a day, shall not produce a voltage dip at the ship
service switchboard in excess of 18 percent. This is the maximum permissible voltage dip at the ship service switchboard.
Any motor, which may start only a few times a day, shall not produce a voltage dip greater than 23 percent at the load center
from which other motors are supplied.
A group of motors, which automatically restarts upon reclosing a feeding breaker, shall not produce a voltage dip greater than
30 percent at the panel from which supplied, or a dip which will prevent supplying the starting torque requirements of the most remote
motor.
(Note: The above percentages are based on the nominal utilization voltage.)
Section 302
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2004 Edition
Estimates shall be made of the transient voltage dip at the ship service generator switchboard when induction motors having a locked
rotor starting current of 0.33 per unit (on generator base) or more are started across the line. For purposes of these calculations, only the
normal ship service generator with no initial load shall be assumed as the source of power.
Loads required to be supplied from an emergency generator in the event of failure of the ship service system, such as category I
loads (see Section 320), shall not produce a voltage dip greater than 23 percent at the emergency switchboard.
If it is determined that a reduced voltage starting controller is necessary to meet the voltage dip requirements herein, the voltage drop
shall be recalculated using the reduced voltage starting controller characteristics. This data shall be included on the Power System Design
Drawing. An acceptable method of determining transient voltage dips is given in Design Data Sheet DDS 311-2.
Where reduced voltage starters are used, closed transition controllers of the primary resistor, primary reactor, or auto-transformer
types are preferred.
D.c. controllers - Across-line d.c. controllers shall be used only with motors rated 1/2 hp and smaller. When specifically approved,
across-line starting may be used with larger ratings.
Resistor and adjustable voltage d.c. controllers shall be used for all applications where across-line controllers are not permitted and
shall provide smooth acceleration and deceleration of the load with the minimum of accelerating steps.
Where d.c. motors are subjected to overhauling loads, the controller shall be provided with suitable dynamic braking arrangements to
obtain, in conjunction with the electric brake, smooth and safe stopping of the load. Dynamic braking shall be provided in
non-overhauling drives where rapid deceleration is required.
Electric brakes - The enclosure, duty, torque, voltage, and ambient temperature requirements shall comply with the requirements of
the motor to which the brake is to be applied. Provisions for loss of power shall be provided to protect personnel and equipment.
Note: Equipment Instruction Manual and drawings will be referenced in the invoking work item.
Unless otherwise specified in the driven auxiliary specifications, motors for motor driven auxiliaries, which are essential to the
military effectiveness of the ship, shall be Navy Service A and other motors shall be Navy Service C in accordance with Mil. Spec.
MIL-M-17059, MIL-M-17060, MIL-M-17413, or MIL-M-17556.
Motors shall have class B or F insulation and motor design shall not exceed 70 degrees C rise in a 50 degrees C ambient as shown for
class B insulation in accordance with Table I of Mil. Spec. MIL-M-17060. Insulation for a.c. motors with totally enclosed (or a higher
degree) enclosure shall be selected primarily on the basis of temperature requirements. A.c. and d.c. motors with open, protected, dripproof, and drip-proof-protected enclosures shall have class H insulation when the following conditions exist:
The motor is located in an area where the immediate surrounding temperature exceeds 50 degrees C (except motors driving
axial fans where the motor is in the fan air stream). Motors in such hot locations shall be designed for an ambient temperature of 80
degrees C.
The motor is located where the surrounding air is moisture-laden or in a non-ventilated space.
The motor is subject to water spray.
In special applications where the characteristics of class H insulation offer certain advantages (such as light weight, small size,
and higher overload capacity).
A.c. and d.c. controllers shall comply with Mil. Spec. MIL-C-2212.
Automatic electric brakes shall comply with Mil. Spec. MIL-B-16392.
For guidance on selection of motors, controllers, and related devices for driven auxiliaries, see Design Data Sheet DDS 302-1 and
equipment specifications.
Motors, controllers and electric brakes shall be installed and grounded as specified in Section 320 and Section 300.
After alignment, each motor shall be positioned on its bedplate or foundation by heavy dowel pins to facilitate realignment after
removal for repair. Where dowel pins are not practicable, fitted motor mounting bolts shall be used. Fractional horsepower motor
mounting bases or brackets may have elongated bolt holes to facilitate alignment unless otherwise specified in the individual auxiliary
Controllers and master switches shall be located in sight of and as near as practicable to the associated motors. Where remote
location of controllers is desirable, local master switches shall be used where practicable.
302f. Repair and Overhaul.
The repair and overhaul of systems, equipment, and components are intended to restore items to their original performance profiles
and are not necessarily intended to return overhauled items to the original manufacturer's drawing or technical manual tolerances. The
Supervisor's Work Specification shall identify the class of overhaul authorized for the item. Where applicable, the Supervisor's Work
Section 302
S9AA0-AB-GOS-010
2004 Edition
accordance with applicable drawings or technical manuals, unless modified herein.
Requirements and definitions of the class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standards are
Motor repair - When overhaul of motors is authorized and applicable approved technical repair standards are not available, the
following procedures shall apply:
Disassemble the motor using the procedure outlined in the manufacturer's instruction book and the precautions of NSTM
NAVSEA S9086-KC-STM-000/CH 300 and NAVSEA Technical Manual 0900-LP-060-2010, Electrical Machinery Repair.
Thoroughly clean parts and check the following dimensions and tolerances: shaft and housing diameters, shaft and bearing
seat out-of-roundness, shaft straightness, and out-of-square housing or shaft shoulders.
Recondition windings using the method outlined in NSTM NAVSEA S9086-KC-STM-000/CH 300.
High potential testing shall be conducted on motors in accordance with NSTM NAVSEA S9086-KC-STM-000/CH 300.
Replace bearings with the type meeting requirements of the applicable technical manual. To reduce maintenance, FF-B-171,
type III, Class 1, 2, and 7 bearings should be replaced with Class 8 bearings of the size noted on the applicable motor master plan drawing
in the technical manual whenever the motors rated speed and bearing size meet the following criteria: Rated speed up to 1200rpm and
bearing bore size not greater than 90mm or speed to 1800 rpm and bearing bore size not greater than 70mm or speed to 3600 rpm and
bearing bore size not greater than 30mm. Sealed bearings shall be lubricated with an extended life grease in accordance with Commercial
Item Description A-A-59685. Sealed bearings shall have a C3 internal fit to compensate for the friction of the seals. When Class 8
bearings are used, ensure that a nameplate stating DO NOT LUBRICATE is affixed on or near each bearing cap. If the motor was not
equipped with Class 8 bearings upon the receipt, then a COSAL update report shall be generated to reflect the bearing change. Housing
and shaft dimensions and tolerances should remain as specified on manufacturer's drawing.
Controller repair - When overhaul of controllers or other associated electric equipment is authorized, it shall be accomplished in
accordance with NSTM NAVSEA S9086-KE-STM-000/CH 302 and the following procedures:
Disconnect and remove the controller. Disassemble the controller and clean components free of foreign matter leaving no
residue or injurious effects. Inspect the controller enclosure, mounting board(s), and components for mechanical and physical defects,
proper heater elements, and internal wiring for conformance to the applicable equipment instruction manual. Test internal wiring and coils
for opens and insulation resistance to ground. Record readings; minimum acceptable resistance to ground shall be 10 megohms.
Repair the controller using the applicable equipment instruction manual for guidance. Straighten the enclosure and door.
Free-up hinges and align door. Plug and seal unused cable openings. Prime and paint the controller enclosure in accordance with the
criteria of Section 631. Remove existing enclosure gaskets and replace with new ones. Replace defective, missing, and improper valued
components and defective or frayed internal wiring with new components and wiring.
Dress and adjust contacts. When required, resilver copper contacts in accordance with Fed. Spec. QQ-S-365. Reuse of
cadmium plated fasteners is allowed. If replacement is necessary, replace cadmium plated parts with approved fasteners in accordance
with Mil. Spec. MIL-S-001222. Wash, dip and bake, and tape insulated coils and open transformers. Dipping shall be in varnish
conforming to Mil. Spec. MIL-I-24092, Class 155. Repair and reinsulate coil and transformer leads. Free-up and lubricate moving parts.
Adjust timing devices, relays, and contactors. Repair defective connections. Install a new wiring diagram in each controller where the
circuit has been modified or old circuit card is illegible or missing. Each new diagram shall reflect actual configuration of the controller in
which it is installed. New diagrams shall be sealed in transparent plastic and shall be mounted on the inside of the controller so as to be
conveniently accessible.
Reassemble the controller; dress and shape wiring and wire harness for neat appearance. Install flexible insulating tubing over
wire hinges to prevent chafing where necessary.
New, modified, overhauled or relocated motors and associated electric equipment shall be tested in accordance with Section 092 and
the requirements of this section. For additional requirements, see sections covering equipment driven by motors.
Conduct an operational test of the controller in the shop to ensure correct operation in accordance with the wiring diagram of the
applicable equipment instruction manual. Adjust the controller for optimum performance. Reinstall the controller using new hardware.
Replace missing or illegible wire markers. New wire markers shall be fabricated of new insulation sleeving conforming to Mil. Spec.
MIL-I-631, Type F, Grade A, Form U (white) or appropriate size marked by hot stamping (branding). Repair and reinsulate as necessary
cable ends terminating in the controllers. Take and record megger readings of cables terminating in the motor controller. Reconnect the
motor controller with the exception of the motor leads, using the recorded electrical hookup data.
A shop test shall be conducted on motors removed from the ship for overhaul prior to discharge from the shop. When practical a full
load test shall be conducted on a dynamometer. When a full load test cannot be accomplished either with a dynamometer or a driven
auxiliary, a no load test shall be accomplished. The no load test kW shall not exceed original no load values by more than 25 percent for
frames 225 and smaller, 20 percent for frames 226 through 326 or 15 percent for frames 326 or larger. Additional allowances shall be
made when shore supply voltage or frequency is other than specified on manufacturer's drawing.
Cold insulation resistance tests shall be performed after installation but before placing the equipment in operation, in accordance
with the method described in NSTM NAVSEA S9086-KC-STM-000/CH 300.
The value of motor identification plate full load current shall be checked against the manufacturer's rating shown on the controller
overload relay heater coil to determine that the heater coil is properly sized to provide adequate protection for the motor. For short time
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duty motors, the overload relay coil shall coordinate with the motor heating curve. The overload relay heaters for continuous duty motors
shall be set at the 100 percent position for nameplate amperes up to the midpoint of the overload heater motor ampere rating selection
range; for nameplate amperes above the midpoint, the overload heater shall be set at the 110 percent position. If trip-out occurs with the
overload heater set at the 100 percent position, the overload relay heaters may be adjusted upward but not to exceed an overload relay
setting of 125 percent of the nameplate amperes rating. For intermittent or varying duty motors, allowance shall be made for peak
amperage of short duration.
Motor controllers shall be inspected visually and the operational functioning of controllers shall be tested except that application of
overload to trip the controller is not required.
The above testing shall not conflict with required tests on driven auxiliaries.
Shipboard testing shall be conducted in conjunction with testing of driven loads to prove proper installation and no transportation
damage and shall not duplicate testing accomplished in shop.
Conduct an operational preliminary sequence test of the controller and motor by cycling the controller through start and stop cycles
from each local and remote push-button station. Observe controller for proper sequence. Verify correct speed selection and correct motor
rotation in all modes.
Tests shall include functions of the control circuits; safety and interlocking shall be tested for proper operation. Overload heaters and
fuses shall be checked for proper size and running current checked against motor nameplate. The operational test shall be run at normal
service load or operating pressure for a minimum of 1 hour for new or overhauled continuous duty motors. The operational test for new or
overhauled limited duty cycle motors (i.e. intermittent, varying, or short duty cycle) shall be run at normal service load or operating
pressure for a minimum of 1 duty or operating cycle. Variable speed motors shall be checked in all modes and at a minimum and
maximum speed.
Each electric circuit shall be tested for proper installation, phasing, and operation of all component parts. Functions of control
circuits shall be tested for proper mechanical and electrical operation.
When specifically authorized by the Supervisor, tests shall be conducted to determine that, when starting induction motors, the
maximum voltage dip values, specified herein, are not exceeded. Only large motors, which are expected to cause voltage dips greater than
90 percent of the permissible limitations, shall be tested. Oscillograms shall be obtained of the switchboard bus voltage and current during
these tests. Tests shall be made with only one generator supplying the motor and with the generator bus voltage at rated bus volts.
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SECTION 303
PROTECTIVE DEVICES FOR ELECTRICAL CIRCUITS
303a. Scope
This section contains the general requirements for protective devices for electrical circuits.
303b. Definitions
Available load monitor - A device for sensing the current in the 400-hertz system supplying aircraft and used to trip the
supply circuit breaker when the current reaches a pre-determined minimum.
Current Time Sensing and Signaling Devices (CTS) - A CTS includes current transformers to sense 400-hertz circuits
and electronic signal processors (control modules) to provide overload and time delay signals. The signals actuate the shunt
trip mechanism on AQB circuit breakers.
False nontripping - A condition which exists when the protective device nearest the fault on the source side fails to open
while a breaker nearer the source opens. This condition increases the difficulty of locating and clearing faults.
Fully rated system - A system in which all protective devices are applied within their individual interrupting ratings.
GE - Indicates that the trip setting is to be the standard setting which is nearest to, but not less than the value indicated.
GT - Indicates that the trip setting is to be not less than the value indicated.
Instantaneous (INST) - This setting provides protection against low impedance faults on the circuit being protected.
LE - Indicates that the trip setting is to be the standard setting which is nearest to, but not more than the value indicated.
LT - Indicates that the trip setting is to be not more than the value indicated.
Long Time Delay (LTD) - This setting provides protection against excessive current due to overloads or high impedance
faults on the circuit being protected.
Maximum available short circuit current at the point of application of each protective device on a.c. systems. For the
interrupting requirements of fuses, this current shall be the rms value of fault current during the first 1/2 cycle after inception
of the fault on the phase having the maximum asymmetrical current. For the interrupting requirements of circuit breakers, this
current shall be the maximum average rms value of the currents in the three phases during the first 1/2 cycle after inception of
the fault. In determining the current, the following conditions shall be assumed:
1. A 3-phase zero impedance fault is located on the line terminals of the device in question.
2. The maximum number of generators having the largest total capacity which are to be operated in parallel are
connected to the system.
3. The generators are operating at rated output and rated power factor before inception of the fault.
4. The maximum motor load contribution is included.
Maximum available short circuit current at the point of application of each protective device on d.c. systems. - The peak
value of current occurring after inception of the fault. An initial rate of rise of 2,500,000 amperes per second shall be
assumed. This current shall be determined on the basis of the current contributed by the generators in parallel and the
maximum motor load connected to the system.
Maximum short circuit current of each a.c. generator. - The rms value of the asymmetrical short circuit current occurring
during the first 1/2 cycle after inception of the fault on the phase having the maximum asymmetrical current. In determining
this current, the following conditions shall be assumed:
1. The generator is short circuited while operating at rated load and power factor with cold field.
2. The short circuit is 3-phase and located on the line terminals of the generator circuit breaker.
3. The fault is applied when the terminal voltage of one phase is passing through zero.
Maximum short circuit current of each d.c. generator - The peak value of short circuit current occurring after inception of the
fault.
Maximum normal inrush current - The maximum inrush current which can occur in a circuit under normal operation,
including motor starting currents and similar inrush currents, but neglecting transients of less than 2 cycles duration.
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Minimum available short circuit current at the point of application of each circuit breaker on a.c. systems - The rms value
of the fault current occurring during the first 1/2 cycle after inception of the fault on the phase having the maximum
asymmetrical current. In determining this current the following conditions shall be assumed:
1. One generator of the lowest rating is connected to the system.
2. The motor load contribution is negligible.
3. A line-to-line fault is located on the line side of the next protective device beyond the one in question or at the
load end of the cable supplied from the circuit breaker.
Minimum available short circuit current at the point of application of each circuit breaker on d.c. systems - The peak
value of short circuit current occurring after inception of the fault with minimum generation. It shall be determined on the
basis of no rotating motor load on the system and only one generator contribution. The generator with the largest total circuit
resistance, including generator resistance, to the fault shall be used. The value used shall not exceed 5 times the rated full load
generator current.
Resultant load current - The product of the total connected load current and an approved demand factor applicable to the
total connected load.
Short Time Delay (STD) - The minimum elapsed time by which a circuit breaker trip is delayed for a specific current
setting.
Short Time Pickup Current (STPU) The rms current setting at which a protective device will initiate for a specified
delay time.
Steady-state motor starting current (as applied to synchronous and induction motors) - Current flowing in the motor
branch under starting conditions following the transient currents existing during the first 2 cycles.
Sustained short circuit current - The value of the steady state short circuit current shall be determined on the assumed
condition of a 3-phase short circuit at the line terminals of the generator circuit breaker and shall include the effect of the
generator voltage regulator, using the value of field resistance with the field hot.
Voltage Monitor (VM3 or VM1) - A device for sensing undervoltage and overvoltage limits on either a 3-phase or
single-phase power system which provides d.c. control power to trip the connected circuit breaker.
Voltage and Frequency Monitor (VFM3) - A device for sensing undervoltage and overvoltage limits, and underfrequency
and overfrequency limits on a 3-phase power system which provides d.c. control power to trip the connected circuit breaker.
303c. General
Each unit of equipment and all circuits shall be protected from short circuit currents and thermal overloads. The
selection, arrangement, and performance of the various protective devices shall provide a complete, coordinated, protective
system having the following characteristics:
High speed clearing of all low impedance faults.
Maximum continuity of service under fault conditions to be achieved by the selective operation of the various
protective devices.
Maximum protection for electric apparatus and circuits under fault conditions by coordination of the thermal
characteristics of the circuit or apparatus with the circuit interrupting characteristics of the protective device.
Adequate interrupting capacity in all circuit interrupting devices.
Adequate thermal rating in all of the various circuit protective and switching devices for operation under all service
conditions.
Short circuit current carrying capacity of circuit breakers and bus transfer equipment in excess of the maximum
available short circuit current within the maximum time limitations of circuit opening.
Safety precautions for electrical circuits shall be in accordance with NSTM NAVSEA S9086-KC-STM-000/CH 300.
Recommended methods of calculating the various fault currents defined in this section are included in Design Data
Sheets DDS 300-1, DDS 300-2 and DDS 314-1. Recommended methods of applying and coordinating of protective devices
are included in Design Data Sheets DDS 300-2 and DDS 314-1.
303d. Protection of Alternating Current Power Distribution Systems
The protection requirements of Tables I and II apply.
The protection requirements of Table III shall apply for 400-hertz systems supplied by solid state frequency changers.
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For 400-hertz systems, each system or portion thereof affected separately by voltage or frequency regulation shall be
monitored by voltage and frequency monitors, as applicable. For single-load systems, one voltage and frequency monitor
(VFM3) installed at the generator switchboard, shall be connected to the generator side of the generator circuit breaker. For
multi-load systems which have line voltage regulators on some feeders, a voltage and frequency monitor (VFM3) shall be
installed at the generator switchboard on the generator side of the generator breaker. Additionally, except for aircraft servicing
circuits, voltage monitors (VM3 or VM1) shall be installed on the load side of the line voltage regulators. The voltage and
frequency monitor (VFM3) at the generator shall trip the generator circuit breaker. The voltage monitor (VM3) or (VM1) at
the load shall trip the circuit breaker that will disconnect the load. In those cases where the line voltage regulators are supplied
from automatic bus transfer switches (ABT), the voltage monitor (VM3 or VM1) shall be connected such that the under
voltage trip is defeated and only overvoltage protection is provided.
The voltage and frequency monitors shall be set for the nominal voltage (115, 200, or 440) and system type (type I, II or
III).
Available load monitors shall be installed to deenergize 400-hertz aircraft servicing power when the portable cable
supply is disconnected from the aircraft.
303e. Protection of Direct Current Power Distribution Systems
The protection requirements of Table IV apply.
303f. Protection of Lighting Systems
The protection requirements of Table V shall apply.
To standardize fuse ratings and to aid in determining the normal fusing in distribution panels and fuse boxes for lighting
circuits, the following shall be used, when not in conflict with Table V:
Circuits supplied from the distribution point most remote from the power source (sub-branch or branch) shall be
fused at 5 amperes.
Circuits supplied from the second most remote distribution point (branch or submain) shall be fused at 10 amperes.
Circuits supplied from the third most remote distribution point (submain or main) shall be fused at 20 amperes.
If a branch or sub-branch supplies a receptacle which must be fused at 15 amperes, the next two fuses in the circuit
shall normally be rated 20 amperes and 30 amperes, respectively.
303g. Protection of Interior Communication and Weapon Control Systems
Unless otherwise specified, each interior communication and weapon control system and radar circuit closely associated
with, or requiring special phasing with, weapon control systems shall be energized through a switch and fuses on a main or
local IC switchboard. Paralleling of switch contacts to increase current carrying capacity is not permitted; however, if a switch
is being used at its maximum rating, paralleling of contacts to increase the switch contact life is permitted. Snap switches shall
comply with Mil. Spec. MIL-S-15291 and shall be used in ratings equal to or next above the maximum operating currents and
voltages of the applicable circuits.
Except as indicated below, fuse ratings shall be equal to or next above the rating computed as 110 percent of the
maximum operating load. A circuit in which only a small portion of the system is likely to be operated at any one time shall be
fused at 110 percent of the normal operating load or at 15 percent of the total connected load, whichever is the greater. Where
an IC or FC circuit contains branch fuses, the branch and main fuses shall be of ratings progressively upward from the load to
the supply in order to minimize circuit interruption in the event of faults on the circuit. A fuse rating shall never exceed 2 1/2
times the rated capacity of the smallest cable in the circuit which is not otherwise fused. Fuses shall not be used in ratings
greater than 200 amperes.
The fuse requirements for IC and FC circuits shall comply with Mil. Specs. MIL-I-983, MIL-S-15001 or MIL-S-17000,
as applicable.
303h. Selection of Protective Devices
Ratings of protective devices shall be determined in accordance with the following criteria:
The voltage rating shall not be less than the highest rms alternating current line-to-line voltage, or the maximum
direct current voltage of the circuit in which the device is applied.
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The continuous current rating shall be approximately equal to but not less than the resultant load current of the
circuit.
The interrupting rating shall be equal to or greater than the maximum available short circuit current at the point of
application.
Protective devices applied to power systems shall be selected to prevent false nontripping. For guidance, refer to Design
Data Sheet DDS 311-3.
Fuses used in power and lighting circuits shall be of the following styles and characteristics, as specified in Mil. Spec.
MIL-F-15160:
Characteristic A, normal blowing, styles F15, F16, F19, F20 and F21.
Characteristic C, very high interrupting capacity, styles F60, F61, F62, F63, F64 and F65.
Characteristic B, time lag, styles F09 or F15 (depending on the type of distribution equipment installed), 15-ampere fuses
or 15-ampere ALB-1 circuit breakers shall be used for all existing 60-hertz receptacle circuits for which a load has not been
specifically indicated. Twenty (20) ampere ALB-1 circuit breakers shall be installed for all new 60-hertz receptacle circuits.
(See section 331c for number of receptacles).
Circuit protective devices shall comply with specifications as follows:
Circuit breakers,
Type ACB
MIL-C-17587
Type AQB
MIL-C-17361
Type ALB (120 volts)
MIL-C-17588
Fuses
MIL-F-15160
Relays, induction type
MIL-R-2033
Relays, control
MIL-C-2212
Relays, motor driven
MIL-R-19523
Voltage and frequency monitors
MIL-M-24116
Available load monitors
MIL-M-24347
Current Time Sensing and Signaling Devices
MIL-S-24561
303i. Installation Requirements
Circuit protective devices shall be installed in accordance with Section 324. See NSTM NAVSEA S9086-KY-SYM10/CH320 for replacement procedures when replacing a thermal magnetic AQB circuit breaker with an electronic AQB circuit
breaker. For nameplate information see section 305.
303j. Technical Documentation
303k. Repair and Overhaul
performance profiles and are not necessarily intended to return overhauled items to the original manufacturers' drawing or
Where applicable, the Supervisor's Work Specification shall invoke the overhaul of the item to be accomplished in accordance
with an approved Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist, or is not
authorized, the overhaul of the item or system shall be in accordance with applicable drawings, technical manuals, and NSTM
NAVSEA S9086-KC-STM-000/CH 300.
303l. Testing Requirements
After completion of overhaul or repairs and prior to delivery to ship the following test shall be accomplished:
Check manual operation, mechanical operation, mechanical indication, and auxiliary contact operation.
Check electrical operation of electrically operated circuit breakers.
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Load test ACB circuit breakers checking short time delay and long time delay operation when specifically identified
in the Supervisor's Work Specification or when other repairs necessitate disturbing the overload trip mechanism.
New, overhauled or modified relays, circuit breakers, and bus transfers shall be inspected after installation, but before
placing in service in accordance with Section 324. Voltage monitors and voltage and frequency monitors shall be tested after
installation to demonstrate their capability to trip the associated circuit breaker; test may be by tripping a circuit breaker in the
supply circuit or by securing the supply to the generator prime mover. Available load monitors shall be tested to demonstrate
their capability to trip the associated circuit breaker under the required conditions.
TABLE I
PROTECTION OF ALTERNATING CURRENT POWER SYSTEMS REQUIRING ACB CIRCUIT BREAKERS
1.
Application: Ship Service and Emergency Generators

Type Protective Device: ACB circuit breaker
Setting:
LTD. GE 150 percent of generator full load current.
STPU. LE 80 percent of the generator sustained short circuit current.
STD. Time delay of the generator breaker shall exceed the sum of the time delay and operating time of any
breaker in series. In general, the time band giving the maximum delay shall be used.
INST. GE 120 percent of the generator maximum asymmetrical short circuit current.
Remarks:
Reverse power protection shall be provided for generators (except motor generators) which operate
in parallel to prevent damage to the prime mover in event of loss of prime mover power. This protection shall consist of a
single phase relay not integral with the breaker. The relay shall be a separate unit which opens the breaker by means of a shunt
trip in the breaker. The time for the relay to trip the breaker shall not exceed 10 seconds with reverse power equal to 5 percent
of the generator rating.
2.
Application: Ship Service Bus Tie Circuits

Setting:
LTD.
Multigenerator switchgear group: Not required.
Single generator switchgear group:
GE 150 percent of resultant load current.
LT 80 percent of generator breaker LTD setting.
GT 120 percent of the largest bus feeder or feeder breaker LTD setting.
STPU.
Multigenerator switchgear group:
GE 150 percent of the bus tie breaker coil rating.
Single generator switchgear group:
LE 80 percent of the generator breaker STPU setting.
Time Delay. Time delay of the breaker shall exceed the sum of the time delay and interrupting time of any bus
feeder or feeder breaker. In general, the time band shall be one less than the generator time band.
INST. Normally not required, but if manufacturer requires that the circuit breaker be equipped with an
instantaneous trip device, the setting shall be the maximum available.
3.
Application: Bus Feeder Circuits

Setting:
LTD.
GE 150 percent of resultant load current.
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TABLE I (Continued)
LT 80 percent of bus tie breaker LTD setting.
GT 120 percent of feeder breaker LTD setting.
STPU.
LE 80 percent of bus tie breaker STPU setting.
GT 120 percent of the highest instantaneous setting on any AQB breaker in series.
STD. Time delay of the bus feeder breaker shall exceed the sum of the time delay and interrupting time of any
ACB feeder breaker in series or the interrupting time of any AQB breaker in series. In general, the time band shall be one less
than the bus tie time band.
INST. Normally not required, but if manufacturer requires that the circuit breaker be equipped with an
4.
Application: Feeder Circuits

a. Type Protective Device: ACB circuit breaker (loads exceeding the capacity of type AQB breakers)
Setting:
LTD
GE 150 percent of the resultant circuit load current.
LT 80 percent of the bus tie or bus feeder circuit LTD setting.
STPU.
GE 120 percent of the highest instantaneous overcurrent trip settings of any AQB circuit breaker
connected in series.
LT 80 percent of the STPU setting of the bus tie or bus feeder circuit breaker.
STD. The time delay of the feeder breaker shall exceed the sum of the time delay and interrupting time of the
largest AQB breaker connected in the feeder circuit. In general, time band 1 shall be used.
INST. Maximum available.
b. Type Protective Device: AQB circuit breaker with thermal magnetic trip element (circuits of 450 volts or loads
exceeding the capacity of type ALB circuit breakers).
Setting:
Trip Element - Equal to, or next above, resultant load current.
INST.
GT arithmetical sum of maximum inrush current of the load producing the largest inrush plus full load
current of the remaining loads.
LE 80 percent of the minimum short circuit current.
GE 1200 percent of the trip element if of supplying only a transformer.
High enough to prevent false nontripping when supplying a fused circuit.
c.
Type Protective: AQB circuit breaker with electronic trip element (Circuits of 450 V and loads exceeding the
capacity of type ALB circuit breakers)
Setting:
Trip Element Equal to, or next above, resultant load current.
STPU.
Lowest setting available GE 200 percent of trip element rating.
GE 120 percent of the highest INST setting of any AQB circuit breaker connected in series
LT 80 percent of the STPU current of the bus tie or bus feeder circuit breaker
STD. Shall exceed the sum of the time delay and interrupting time of any circuit breaker in series
INST. Maximum available
Remarks: The type AQB-LF, L, and LL circuit breakers shall be used when the maximum short circuit exceeds the
interrupting rating of the unfused AQB-A circuit breaker. No more than two AQB thermal magnetic circuit breakers shall be
connected
in
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TABLE I (Continued)
series. Circuit breakers with short time features shall be used in series up to the maximum number of STD bands. Only the
AQB circuit breaker nearest the generator shall be of the AQB-LF, L, and LL type.
d. Type Protective Device: ALB circuit breaker (120 volts)
Setting: Trip Element - Equal to, or next above, resultant load current.
Remarks:
ALB circuit breakers shall be used as feeder breakers in systems of limited size, such as systems
supplied from small motor-generators where the maximum fault current will not exceed the rating of the breakers. For new
isolated receptacle circuits, 20 ampere type ALB-1 circuit breakers shall be used.
5.
Application: Single Load Circuits

a. Type Protective Device: ACB circuit breaker (loads exceed the capacity of type AQB circuit breakers).
Setting:
LTD.
GE 150 percent of resultant load current
LT 80 percent of the bus tie or bus feeder circuit breaker LTD setting
STPU. LT 80 percent of the STPU current of the bus tie or bus feeder circuit breaker
STP. Time band 1 shall be used
INST. GT maximum inrush current.
b. Type Protective Device: AQB circuit breaker with thermal magnetic trip element
Setting:
Trip Element - Equal to, or next above, resultant load current.
INST.
LT 80 percent of minimum available short circuit current.
GE 1200 percent of trip element for full voltage motor starting. If reduced voltage starting is used, this
setting may be reduced in proportion to the reduction in starting current.
GE 1200 percent of the trip element if supplying a transformer.
c. Type Protective Device : AQB circuit breaker with electronic trip element
Trip Element Equal to, or next above, resultant load current.
STPU.
GE 1200 percent of trip element rating for full voltage motor starting
GE 1200 percent of trip element rating if supplying a transformer
STD. Lowest setting available
INST.
LT 80 percent of minimum fault current at the point of application
Setting: Trip Element. Equal to, or next above, resultant load current.
Remarks:
Circuits supplying loads where disconnect features are not required may be protected by fuses, provided
selectivity with the circuit breakers can be obtained.
Characteristic "C" fuses shall be used. Fuses shall not be used in circuits supplying motors in excess of 7-1/2
horsepower at 440 volts.
Fuses shall have the following rating:
(1) Transformers and noninductive loads: Not less than 125 percent of rated load current.
(2) Motor loads: 250-400 percent of motor full load rating, except motors rated up to 7-1/2 horsepower
may be supplied from group control centers having 30-ampere fuses.
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TABLE I (Continued)
6.
Application: Shore Connection Circuits

Type Protective Device: AQB-LF400, AQB-L400 or AQB-LL400
Setting:
Trip Element. 400 amperes
STPU Maximum available
STD Maximum available
7.
Application: Casualty Power Circuits

Type Protective Device: AQB circuit breaker (250 ampere frame size).
Setting:
Remarks:
AQB-LF, L or LL circuit breaker shall be used when short circuit current exceeds interrupting
capacity of AQB circuit breaker.
8.
Application: Control, Instrument, and Indicator Light Circuits

Type Protective Device: Fuses
Rating: Not less than 125 percent of rated load current.
Remarks:
This application shall be limited to:
(1) Circuits extending outside the equipment enclosure on which control, instrument or indicator lights
are mounted.
(2) Instances where a fault on the control, instrument or indicator light circuit would cause loss of
power supply to other equipment.
Fuses shall provide short circuit protection only.
9.
Application: Emergency Bus Tie Circuits

Setting:
LTD.
GE 150 percent of resultant load current or rated capacity of emergency bus tie circuit.
LT 80 percent of ship service generator breaker LTD setting.
STPU.
GE 120 percent of highest instantaneous setting of any AQB breaker connected to the emergency
switchboard.
LT-80 percent of the ship service generator breaker STPU setting.
STD. One time band less than the time band of the ship service generator breaker.
INST. Normally not required, but if the manufacturer requires the circuit breaker to be equipped with an
General Application Note:
Where there are circuit breakers with electronic trip elements in series with other downstream circuit breakers with electronic
trip elements with downstream circuit breakers with thermal magnetic trip elements, it is important to draw time-current curves
Section 303
S9AA0-AB-GOS-010
2004 Edition
TABLE II
to determine if overlaps of the two occur. These overlaps indicate the possibility of both circuit breakers tripping rather than
just the one nearest the fault. Adjusting the time delay of the upstream circuit breaker can often eliminate such overlaps.
1. Application: Ship Service and Emergency Generators
a. Type Protective Device: AQB circuit breaker with thermal magnetic trip element
Setting:
Trip Element. "G" trip unit equal to, or next above, generator full load current.
INST. GE 120 percent of the generator maximum asymmetrical short circuit current.
b. Type Protective Device: AQB circuit breaker with electronic trip element
Setting:
Trip Element. Equal to, or next above, resultant load current.
STPU. LE 80 percent of the sustained generator short circuit current
STD. Shall exceed the sum of the time delay and interrupting time of any circuit breaker in series
INST. GE 120 percent of the generator maximum asymmetrical short circuit current
Remarks:
Use of type AQB circuit breakers for this application is based on the use of a.c. generators
complying with Mil. Spec. MIL-G-3124, particularly with regard to ability to carry short circuit current with automatic voltage
regulator in operation for 2 minutes. Reverse power protection shall be provided for generators (except motor generators)
operating in parallel to prevent damage to the prime mover in event of loss of prime mover power. This protection shall
consist of a single phase relay not integral with the breaker. The relay shall be a separate unit which opens the breaker by
means of a shunt trip in the breaker. The time for the relay to trip the breaker shall not exceed 10 seconds with reverse power
equal to 5 percent of the generator rating.
2.
Application: Ship Service Bus Tie Circuits

a. Type Protective Device: AQB circuit breaker with thermal magnetic trip element
Setting:
Trip Element. G trip unit equal to, or next above, the resultant load current
INST. LE 90 percent of generators sustained short circuit current
Setting:
Trip Element. Equal to or next above, the resultant load
STPU. LE 90 percent of generator STPU setting
STD. Shall exceed the sum of the time delay and interrupting time of any feeder circuit breaker in series
3.

a. Type Protective Device: AQB circuit breaker with thermal magnetic trip element (circuits of 450 volts or loads
exceeding the capacity of type ALB circuit breakers).
Setting:
INST.
GT arithmetical sum of the maximum inrush current of the load producing the largest inrush plus the full
load current of the remaining loads.
LE 80 percent of minimum short circuit current.
GE 1200 percent of the trip element if supplying only a transformer.
GT the instantaneous setting of any other AQB breaker in series on the load side.
High enough to prevent false nontripping when supplying a fused circuit.
Section 303
S9AA0-AB-GOS-010
2004 Edition
TABLE II (Continued)
b.
Type Protective Device: AQB circuit breaker with electronic tip element (Circuits of 450 V and loads exceeding
the capacity of type ALB circuit breakers)
Setting:
Trip Element. Equal to, or next above, resultant load current
STPU.
Lowest setting available GE 200 percent of trip element rating
GE 120 percent of the highest INST setting of any AQB circuit beaker connected in series
LT 80 percent of the STPU current of the bus tie circuit breaker
STD. Shall exceed the sum of the time delay and interrupting time of any circuit breaker in series.
Remarks:
The type AQB-LF, L, and LL circuit breakers shall be sued when the maximum short circuit current
exceeds the interrupting rating of the unfused AQB-A circuit breaker. No more than two AQB thermal magnetic circuit
breakers shall be connected in series. Circuit breakers with short time features shall be used in series up to the maximum
number of STD bands. Only the AQB circuit breaker nearest the generator shall be of the AQB-LF, L, and LL type.
c. Type Protective Device: ALB circuit breaker (120 volts)
Setting: Trip Element. Equal to, or next above, resultant load current.
Remarks: ALB circuit breakers shall be used as feeder breakers in systems of limited size, such as systems from
small motor generators where the maximum fault current exceeds the rating of the breakers. For new isolated receptacle
circuits 20 ampere type ALB-1 circuit breakers shall be used.
4.
Application: Single Load Circuit

a. Type Protective Device: AQB circuit breaker with thermal magnetic trip elements
Setting:
INST.
LT 80 percent of minimum available short circuit
GE 1200 percent of the trip element for full voltage motor starting. If reduced voltage is used this
setting may be reduced in proportion to the reduction in starting current.
GE 1200 percent of the trip element if supplying a transformer.
Setting:
STPU.
INST.
LT 80 percent of minimum fault current at the point of application
c. Type Protective Device: ALB circuit breaker (120 volts)
Setting:
Remarks:
Circuits supplying loads where disconnect features are not required may be protected by fuses,
provided selectivity with the circuit breakers can be obtained. Characteristic "C" Fuses shall not be used in circuits supplying
motors in excess of 7-1/2 horsepower at 440 volts. Fuses shall be rated as follows:
Section 303
10
S9AA0-AB-GOS-010
2004 Edition
TABLE II (Continued)
(1) Transformers and non-inductive loads: Not less than 125 percent of rated load current.
(2) Motor loads: 250-400 percent of motor full load rating, except motors rated up to 7-1/2 horsepower may
be supplied from group control centers having 30 ampere fuses.
5.
Application: Shore Connection Circuit

Type Protective Device: AQB-LF400, AQB-L400 or AQB-LL400
Setting:
6.
Application: Casualty Power Circuit

Type Protective Device: AQB-A250 circuit breaker
Setting:
Remarks: AQB-LF, L, or LL circuit breakers shall be used when short circuit currents exceeds the interrupting
rating of the AQB-A circuit breaker
7.
Application: Control, Instrument, and Indicator Light Circuits

Type Protective Device: Fuses
Rating: Not less than 125 percent of rated load current.
Remarks:
This application shall be limited to:
(1) Circuits extending outside the equipment enclosure on which control, instrument or indicator lights
are mounted.
(2) Instances where a fault on the control, instrument or indicator light circuit would cause loss of
power supply to other equipment.
Fuses shall provide short circuit protection only.
General Application Note:
Where there are circuit breakers with electronic trip elements in series with other downstream circuit breakers with electronic
trip elements with downstream circuit breakers with thermal magnetic trip elements, it is important to draw time-current curves
to determine if overlaps of the two occur. These overlaps indicate the possibility of both circuit breakers tripping rather than
just the one nearest the fault. Adjusting the time delay of the upstream circuit breaker can often eliminate such overlaps.
11
Section 303
S9AA0-AB-GOS-010
2004 Edition
TABLE III
PROTECTION OF 400-HERTZ ALTERNATING CURRENT POWER SYSTEMS
USING SOLID STATE FREQUENCY CHANGERS (SSFC)
CTS DEVICES ARE TO BE USED WITH THERMAL MAGNETIC AQB CIRCUIT BREAKERS ONLY AQB ELECTRONIC
CIRCUIT BREAKERS ARE NOT TO BE USED WITH CTS DEVICES
1.
Application: Frequency Changer

Type Protective Device: NQB circuit breaker
Setting:
Frame Size. Equal to, or next above, the rated SSFC output current.
Remarks: NQB is used as a disconnect switch for maintenance of SSFC.
2.
Application: Bus Tie Circuit

Type Protective Device: NQB circuit breaker with shunt trip and voltage monitor (VM3).
Setting:
Frame Size. Equal to, or next above, resultant load current.
Voltage Monitor Trip Setting Type III
Remarks: NQB contains a shunt trip coil which is actuated by the voltage monitor signal during fault (low bus
voltage) conditions.
3.

a. Type Protective Device: NQB or AQB circuit breaker with thermal magnetic trip element and CTS control module.
Setting:
AQB.
Trip Element. Maximum available for frame size.
CTS.
Trip Element. Equal to, or next above resultant load current.
Time Delay. One time band greater than bus tie CTS time delay of the single load circuit.
Remarks: NQB or AQB contains a shunt trip coil which is controlled by the CTS signal. Sixty hertz power from
the emergency lighting system shall be used to power the CTS control module and actuate the shunt trip mechanism through
the CTS control module
Setting:
STPU. Lowest setting available which is GE 200 percent of the trip element rating
c. Type Protective Device: AQB circuit breaker with thermal magnetic trip element
Setting:
INST. Minimum available
Setting:
Section 303
12
S9AA0-AB-GOS-010
2004 Edition
TABLE III (Continued)

PROTECTION OF 400-HERTZ ALTERNATING CURRENT POWER SYSTEMS
USING SOLID STATE FREQUENCY CHANGERS (SSFC)
4.
Application: Single Load Circuits

a. Type Protective Device: NQB or AQB circuit breaker with thermal magnetic trip element and CTS control module.
Setting:
AQB.
Trip Element. Maximum available for frame size.
CTS.
Time Delay. One time delay band less than feeder CTS time delay band.
Remarks: See feeder circuit remarks.
Setting:
INST. Lowest setting available which is GE 200 percent of the trip element rating
STPU. Lowest setting available which is GE 200 percent of the trip element rating
c. Type Protective Device: AQB with thermal magnetic trip element circuit breaker
Setting:
INST. Minimum available
d. Type protective device: ALB circuit breaker (120 volts)
Setting:
Remarks: Circuits supplying loads where disconnect features are not required may be protected by fuses, provided
selectivity with feeder protective devices can be obtained. Fuses provide short circuit protection only. Characteristic "A"
fuses shall be used.
13
Section 303
S9AA0-AB-GOS-010
2004 Edition
1.
2.
3.
4.
TABLE IV
PROTECTION OF DIRECT CURRENT POWER DISTRIBUTION SYSTEMS
LONG TIME DELAY (LTD)
APPLICATION
TYPE
FUNCTION
PICKUP CURRENT
SETTINGS OR TRIP
ELEMENT RATING
1. Positive and negative poles:
GE 150 percent of full load
current rating of generator.
2. Neutral pole in 3 wire
Ship Service and Emergency
To prevent excessive
system:
Generators (See Note 3)
temperature rise of the
GE 125 percent of rated
generator under extreme
unbalanced current of
ACB
conditions of overload.
generator.
Equal to, or next above,
ACB
Same as above.
generator full load current.
(6 Trip)
1. GE 150 percent of the
resultant load current of the
circuit.
2. GT 120 percent of the LTD
Ship Service Bus Tie Circuits
To protect the bus tie cable
setting on the bus feeder or
from excessive currents due feeder circuit breakers.
ACB
to overloads or high
3. LE 80 percent of the LTD
impedance faults.
setting of the generator breaker.
1. LE 150 percent of resultant
To protect the bus feeder
load current.
Bus Feeder Circuits
cable from excessive
2. GT 120 percent of feeder
ACB
currents due to overloads or breaker LTD setting.
high impedance faults.
3. LT 80 percent of bus tie
breaker LTD setting.
To protect the shore
connection cable against
Approximately 150 percent of
Shore Connection Circuits
excessive currents due to
the current rating of the shore
(See Note 4)
ACB
overloads or high
connection cable.
impedance faults.
Equal to, or next above, the
Same as above.
current rating of the shore
AQB
connection cable.
Section 303
14
5.
6.
S9AA0-AB-GOS-010
2004 Edition
TABLE IV
PROTECTION OF DIRECT CURRENT POWER DISTRIBUTION SYSTEMS (Continued)
LONG TIME DELAY (LTD)
APPLICATION
TYPE
FUNCTION
PICKUP CURRENT
SETTINGS OR TRIP
ELEMENT RATING
Resultant current
To protect against
GE 150 percent of
exceeding the
high impedance
resultant load current.
capacity of type AQB ACB
faults on the feeder
breakers
ACB (backup
Not required
Not required
for AQB
breakers if
required)
Resultant current
AQB
To protect against
Feeder Circuits
within the rating of
high impedance
the resultant load current
and Emergency
the type AQB
faults on the feeder.
of the circuit.
bus tiecircuits.
breakers (See Note 5)
ACB (backup
Not require
Not required
125 volts or less,
for AQB
resultant current
breakers if
200 amperes or
required)
less (See Note 6)
ALB
To protect against
high impedance
the resultant load current
faults on the feeder.
of the circuit
All 230 volt loads
AQB
To protect against
Equal or next above, the
and all 120 volt loads
high impedance
full load current.
exceeding 200
faults & overloads
amperes. (See Note
Sincle Load
7)
circuits
125 volts or less and
ALB
To protect against
1. Motors having
loads of 200 amperes
high impedance
emergency run features:
or less. (See Note 7)
faults & overloads
125 percent of rated full
load motor current.
2. All other loads: Equal
to, or next above, full load
current.
15
Section 303
S9AA0-AB-GOS-010
2004 Edition
TABLE IV
SHORT TIME DELAY (STD)
APPLICATION
TYPE
FUNCTION
PICKUP
TIME DELAY SETTING
CURRENT SETTING
1.
Ship Service
ACB
1. To provide high speed LE 300 percent of
Such that the time delay of
and
clearing of all faults in
generator full load current generator breaker is greater
Emergency
the generator
rating. Only required in
than the sum of the time
Generators
switchboard.
the positive negative
delay and interrupting time of
2. To provide selectivity
poles.
any other breaker in series for
between the generator
any value of current in excess
breaker, bus tie and
of the pickup current setting.
feeder breakers for all
other faults.
AQB
Not Applicable
Not Applicable
Not Applicable
(6 Trip)
2.
Ship Service
ACB
1. To provide high speed LE 80 percent of the
Bus Tie
clearing of all faults on
generator breaker STD
the bus tie breaker is greater
Circuits
the bus tie circuit and
setting.
connected switchboard.
2. To provide selective
any feeder breaker for any
operation between the
value of current in excess of
bus tie breaker and
the pickup current setting.
faults on feeder circuits.
3.
Bus Feeder
ACB
1. To provide high speed LE 80 percent of the bus
Circuits
tie or generator breaker
the bus tie breaker is greater
the bus feeder circuit and STD setting.
connected load center
distribution section.
any feeder breaker for any
value of current in excess of
the pickup current setting.
bus feeder breaker and
other faults.
4.
Shore
ACB
1. To provide high speed 1. 300 percent of current
Connection
rating of shore connection the shore connection breaker
Circuits
the switchboard bus if
cable if circuit breaker is
is greater than the sum of the
connected to the
connected directly to
time delay and interrupting
switchboard or on the
switchboard bus.
time of the associated bus tie
bus tie circuit, if
2. Same setting as bus tie
breaker at corresponding
connected to the bus tie.
breaker if circuit breaker
value of current.
is connected directly to a
bus tie circuit.
shore connection circuit
breaker, and the bus tie
and feeder breakers for
all other faults.
AQB
Not Applicable
Not Applicable
Not Applicable
Section 303
16
5.
6.
S9AA0-AB-GOS-010
2004 Edition
TABLE IV
SHORT TIME DELAY (STD)
APPLICATION
TYPE
FUNCTION
PICKUP CURRENT
TIME DELAY
SETTING
SETTING
Resultant
ACB
1. To provide
1. GE 120 percent of
Shall be such that
current
high speed
the instantaneous
the time delay of
exceeding the
clearing all
setting of any AQB
the feeder breaker
capacity of type
faults on the
breaker in series.
is greater than the
AQB breakers.
feeder circuit.
2. GE 125 percent
sum of the time
2. To provide
normal inrush current.
delay and
selective
3.LE 80 percent of
interrupting time
operation
STD pickup setting of
of the largest
between the
bus tie or bus feeder
AQB breaker in
feeder breaker
circuit.
series. In
and any AQB
general, time
breaker in
band 1 shall be
series.
used.
ACB
Not required
Not required
Not required
(Backup for
AQB
breakers if
required)
Feeder
Resultant
AQB
Not required
Not required
Not required
Circuits and
current within
Emergency
the rating of the
Bus Tie
type AQB
Circuits
Breakers.
AQB
(Backup for
125 volts or
ALB
Not required
Not required
Not required
less. Resultant
breakers if
current 200
required)
amperes or
less
ALB
Not applicable
Not applicable
Not applicable
All 230 volt
loads and all
120 volt loads
AQB
Not applicable
Not applicable
Not applicable
Single
exceeding 200
Load
amperes.
Circuits
125 volts or less ALB
Not applicable
Not applicable
Not applicable
and loads of
200 amperes or
less
17
Section 303
S9AA0-AB-GOS-010
2004 Edition
1.
2.
3.
4.
TABLE IV
INSTANTANEOUS TRIP
APPLICATION
TYPE
FUNCTION
PICKUP CURRENT
SETTINGS
Ship Service and
ACB
To minimize both the
LE 600 percent of generator full
Emergency
occurrence and damage of
load current rating. Only required
Generators
commutator flashover.
in positive and negative poles.
AQB
To minimize both the
LE 600 percent of generator full
(6 Trip)
occurrence and damage of
load current rating. Only required
commutator flashover.
in positive and negative poles.
Ship Service Bus Tie
ACB
To protect the circuit
1. If required for breaker
Circuits
breaker when the maximum protection, 80 percent of the short
available short time circuit
time rating of the breaker.
current exceeds the short
2. If required by manufacturer, at
time rating of the breaker,
maximum value.
not to be provided
otherwise, unless required
by the circuit breaker
manufacturer.
Bus Feeder Circuits
ACB
1. If required for breaker
breaker when the maximum protection, 80 percent of the short
available short circuit
time rating of the breaker.
2. If required by manufacturer, at
maximum value.
not to be provided
manufacturer.
Shore Connections
ACB
circuits
breaker when the maximum
available short circuit
not to be provided
manufacturer.
AQB
To protect against low
Lowest standard setting
impedance faults on the
switchboard bus when on
shore supply.
Section 303
18
5.
6.
S9AA0-AB-GOS-010
2004 Edition
TABLE IV
INSTANTANEOUS TRIP
APPLICATION
TYPE
FUNCTION
PICKUP
CURRENT SETTING
Not required for circuit
If required for AQB
protection. If required for breaker protection, 90
Resultant
ACB
AQB breaker protection,
percent of interrupting
current
to interrupt all fault
rating of the smallest
exceeding
currents in excess of the
type AQB breaker being
the capacity
interrupting ratings of the
protected.
of type AQB
AQB breakers.
breakers
ACB (Backup for
To interrupt all fault
90 percent of the
AQB breakers if
interrupting rating of the
required).
interrupting ratings of the
smallest type AQB
AQB breakers being
breaker protected.
protected.
Feeder Circuits
Resultant
Shall not exceed the
and Emergency
current
minimum available short
Bus Tie
within the
circuit current. If also
rating of the
AQB
To protect against low
protecting type ALB
type AQB
impedance faults on the
breakers from fault
breakers
feeder circuits.
currents in excess of
their interrupting ratings.
The setting shall be 90
percent of the
smallest type ALB
breaker protected.
AQB (Backup for
To interrupt all fault
90 percent of
ALB Breakers if
required).
interrupting ratings of
smallest type ALB
125 volts or
type ALB breakers
breaker protected.
less,
protected.
resultant
current 200
amperes or
less
To protect breaker against Not adjustable
ALB
low impedance faults on
the feeder circuit.
All 230 volt
AQB
To protect against
Shall not exceed the
loads and all
impedance faults.
minimum available short
120 volt
circuit current.
loads
exceeding
200 amperes
Single Load
125 volts or
ALB
Same as above
Not adjustable
Circuits
less and
loads of 200
amperes or
less
19
Section 303
S9AA0-AB-GOS-010
2004 Edition
TABLE IV
NOTES:
1. GE - Indicates that the trip setting is to be the standard setting which is nearest to, but not less than, the value indicated.
GT - Indicates that the trip setting is to be not less than the valve indicated.
2. LE - Indicates that the trip setting is to be the standard setting which is nearest to, but not more than, the value indicated.
LT - Indicates that the trip setting is to be not more than the value indicated.
3. Reverse current protection shall be provided on all generators, except motor generators, which are to operate in parallel
with other sources of power. The protection is to prevent the damage to the prime mover in the event of loss of prime mover
power. It shall be an instantaneous trip device integral with the breaker, responsive to current in the reverse direction and set
to trip at approximately 5 percent of rated full load current of the generator. On turbine generators, a shunt trip device on the
generator circuit breaker shall be interconnected with the overspeed trip on the prime mover governor so that operation of the
latter will cause tripping of the generator circuit breaker.
4. Fuses may be used to protect shore connection circuits rated 200 amperes or less. The fuse rating shall be equal to
approximately 125 percent of the shore connection rating.
5. a. If the maximum available short circuit current exceeds the interrupting rating of the type AQB breakers, they may
be used with backup breakers having adequate interrupting ratings.
b. Not more than two AQB breakers shall be connected in series.
c. Circuits supplying specific loads where disconnect features are not required may be protected by fuses, provided
selectivity with the breaker can be obtained. Characteristic "C" fuses shall be used only where the available short circuit
current exceeds the capacity of characteristic "A" fuses. The fuse rating shall be approximately equal to 125 percent of the
resultant load current.
6.
a. Type ALB breakers having an interrupting rating less than the maximum available fault current shall be backed up
by type AQB breakers.
b. Fuses - See Note 5c above.
7. Circuits supplying loads where disconnect features are not required may be protected by fuses if selectivity with type
AQB and ALB breakers can be obtained. Characteristic "C" fuses shall be used only where the available short circuit current
exceeds the capacity of characteristic "A" fuses. Fuses having the following ratings shall be used:
a. Noninductive load - approximately 125 percent of rated load current.
b. Motor loads - 150 to 175 percent of full load current at nominal voltage or 125 to 150 percent of full load current at
the extreme voltage rating, whichever is greater. Protection shall be provided only in the positive and negative poles.
Remarks: In two wire circuits, the required overcurrent protection shall be provided in each pole of the protected
devices.
Section 303
20
S9AA0-AB-GOS-010
2004 Edition
TABLE V
PROTECTION OF LIGHTING SYSTEMS
1.

Remarks: The type AQB-LF, L or LL breaker shall be used when the maximum fault current exceeds the
interrupting rating of the unfused AQB-A circuit breaker. Only the AQB circuit breaker nearest the generator shall be the
AQB- LF, L and LL typed no more than two AQB thermal magnetic circuit breakers shall be connected in series. Circuit
breakers with short time features shall be used in series up to the maximum number of STD band. If mains are supplied from
feeders at several points, in different compartments, each succeeding section of the feeder that extends outside of the
compartment where a main is supplied shall be protected as provided for mains.
2.
Application: Mains
a. Type Protective Device: AQB circuit breaker (resultant current in excess of fuse and type ALB rating)
Setting:
Trip Element.
Equal to, or next above, the resultant load current.
GE 75 percent of the rating of any fuse in series.
INST.
600-700 percent of trip element rating.
LE 800 percent of the minimum available short circuit current on a.c. circuits.
STPU. LT 80 percent of the STPU current of the feeder circuit breaker, if provided with short time features
b. Type Protective Device: ALB circuit breaker
Setting:
Trip Element.
Equal to, or next above, the resultant load current.
If in series with a fuse, at least the next rating higher than the submain or branch fuse rating.
c. Type Protective Device: Fuses
Rating:
GE 125 percent of the resultant load current.
GE 150 percent of the rating of the largest fuse in the submain.
Remarks: If more than one set of fuses is connected in series in a circuit, they shall be of ratings progressively
upward from the load to the supply.
3.
Application: Submains
a. Type Protective Device: ALB circuit breaker
Setting:
Trip Element.
Equal to, or next above, the resultant load current. If in series with a fuse, at least the next rating higher
than the branch fuse rating.
b. Type Protective Device: Fuses
Rating:
GE 125 percent of the resultant load current.
GE 150 percent of the rating of the largest fuse in the branch.
Remarks: If fuses are used, the submain shall be protected by fuses in the fuse box that supplies the submain.
21
Section 303
S9AA0-AB-GOS-010
2004 Edition
TABLE V
PROTECTION OF LIGHTING SYSTEMS - (Continued)
4.
Application: Branches or Sub-branches

a. Type Protective Device: ALB circuit breaker
Setting:
Trip Element. Equal to, or next above, the resultant load current.
Fifteen (15 for existing as built circuits) or twenty (20 for new circuits) ampere type ALB-1 breakers for
receptacles which are not installed for a specific application requiring a fuse larger than 15 amperes.
b. Type Protective Device: Fuses
Rating:
GE 125 percent of the resultant load.
15-ampere fuses for existing as-built receptacle circuits which are not installed for a specific application
requiring a fuse larger than 15 amperes.
Remarks:
If fuses are used, the branch circuit shall be protected by fuses in the fuse box feeding the branch.
Section 303
22
S9AA0-AB-GOS-010
2004 Edition

SECTION 304
ELECTRICAL CABLE
304a. Scope
This section contains the general requirements for the application, selection, installation, modification, and testing of electrical cable.
The requirements of this section supplement those in Section 300.
304b. Definitions
Demand factor - The ratio of the maximum load, averaged for a period of 15 minutes, to the total connected load on the cable.
Normal switchboard operating load - The sum of the individual loads supplied from a switchboard for the specific ship operating
condition (shore, anchor, cruising, functional or battle) under consideration.
Percent voltage drop - The difference in voltage between any two points in a circuit, expressed as a percentage of the rated voltage at
the power source (switchboard bus or transformer secondary).
Total connected load current - The sum of the identification plate or rated currents of all connected loads and the specified spare
current allowance.
Resultant load current - The product of the total connected load current and an approved demand factor applicable to the total
connected load.
Repeated flexing service - Cable service to equipment that under normal functional operation of the equipment results in repeated
flexing of the cable. Note: Flexing as a result of vibration, shock or thermal expansion is not considered functional operation.
Electric Plant Installation Standard Methods (EPISM). - Installation standard methods shown on NAVSEA publication
DOD-STD-2003 (which contains NAVSEA Drawing No. 803-5001027. Drawing 803-5001027 is in microfilm aperture cards or
microfiche and publication DOD-STD-2003 is in book form).
304c. General
Cable shall be located so as to avoid physical and electrical interference with other cables and equipment and to minimize damage
from battle action.
Cable shall be located and arranged to permit maximum dissipation of heat.
Except where a third conductor is required for grounding (per MIL-STD-1310), 2-conductor cables shall be installed for 2-wire d.c.
or single-phase a.c. circuits. Three-conductor cables shall be installed for 3-wire d.c. or 3-phase a.c. circuits. Four-conductor cables may
be installed for 120/208-volt, 4-wire a.c. circuits and for 2-wire lighting circuits where two circuits can be combined in a single cable.
Three-conductor, 4-conductor, multiconductor, and shielded cable shall be installed as required for control circuits, interior
communication, weapons control, and electronic systems. Six-conductor cable, type LS6SGA, may be installed where necessary to reduce
cable voltage drop in 400-hertz systems.
Spare conductor requirements - Spare conductor requirements for interior communication, weapons control, and electronics systems
shall comply with Table VI.
Cable size determination - The current rating of selected cable, as listed in the Cable Comparison Handbook MIL-HDBK-299(SH),
shall be at least equal to the resultant load current for the circuit
Where ambient temperature for a specific cable installation exceeds the ambient temperature applying to the current ratings listed in
the Cable Comparison Handbook MIL-HDBK-299(SH), the derating factors given in this Handbook shall be applied.
Two or more cables may be used in parallel for power system circuits to obtain a current-carrying capacity in excess of that of the
largest standard size cable. For 3-phase circuits using cables in parallel, each cable shall contain all three phases and shall be of the same
cross sectional area and length.
For single-phase or 2-wire d.c. circuits using cables in parallel, each cable shall contain both legs of the circuit. Where cables are
connected in parallel to increase the current-carrying capacity of the circuit, all paralleled conductors shall have the same cross sectional
area and length.
Steering control cables - In determining the size of power supply cables for steering control systems using synchros, the current
requirements for the synchro systems shall be based on maximum current at maximum torque. The impedance of the primary and
secondary leads between the synchro transmitter and receiver shall not exceed 1.3 ohms per lead based on a copper resistivity of 12 ohms
per circular-mil-foot.
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Total connected load - For a.c. power circuits, the connected load currents shall be added vectorially to determine the total connected
load. However, where the power factors of the individual connected loads do not differ by more than 0.25, they may be added
arithmetically to obtain the total connected load. If the load current is obtained arithmetically, the power factor used in making voltage
drop calculations shall be the predominant power factor of the load supplied. The total connected load current of d.c. power circuits shall
be the sum of rated load currents of the connected loads. For existing as-built receptacle circuits, a 100-watt unity power factor allowance
shall be added for each receptacle outlet in which a load has not been specifically indicated (200-watt for duplex receptacles). For new
installations, allow 600 watts unity power factor per duplex receptacle and 300 watts per individual receptacle (see section 303h for
protective device size requirements). For receptacle circuits exclusively supplying berth light receptacles, a load factor shall be applied for
sizing isolation transformers (3-kVA minimum size is required, see Section 331) and the cable from the fuse box or distribution panel, as
follows:
Number of receptacles
in one circuit
1 through 3
4 through 6
7 through 9
10 through 11
12 through 15
Load Factor
1.00
0.75
0.65
0.60
0.55
Resultant load current determination. - The resultant load current for lighting and power circuits shall be determined by the
following:
Lighting system
Branches - Vector sum of rated connected loads.
Submains - Highest line current obtained from the vector sum of all branch circuit connected loads.
Main - Vector sum of connected load currents of all connected submains.
Feeders - Product of feeder demand factor and vector sum of the 3-phase resultant load currents of all connected mains. The
demand factor shall not be less than that obtained from publication, NAVSEA 0964-LP-000-2000.
Power system
Individual loads - Rated load current of the equipment.
Two or more loads - Product of the demand factor and total connected load current. If a demand factor cannot be determined,
a value of 0.9 shall be used.
Generator feeders - Full load current of the generator.
Power system interconnections
Between ship service switchboards - The larger of the normal switchboard operating load current.
Between ship service and emergency switchboards - The full load current of the emergency generator.
Between motor generator switchboards - Not less than the minimum generator capacity connected to one switchboard.
Between shore terminal and ship service switchboards - The maximum load current obtained from a shore power load analysis
for the ship.
Between ship service and load center switchboards - For load center switchboards supplying loads of associated functions,
such as aircraft elevator and deck machinery where determination of a specific demand factor is possible, the resultant load current used in
sizing bus feeders shall be the product of the connected load current and the demand factor. For load center switchboards supplying a
diversity of loads of such character that determination of a reasonably accurate demand factor is not possible, the resultant load current
used in determining the size of bus feeders shall be the product of the connected load and a demand factor obtained from Mil. Std.
MIL-STD-2189(SH).
Avionics, shops, multiple outlets. - Cable calculations for connection of receptacles in aviation maintenance shops for 28-volt d.c.
and 60-hertz and 400-hertz a.c. services shall be based on the single receptacle rating for each pair of receptacles and the load factors listed
below. The rated load for each 28-volt d.c. receptacle and 120/208-volt, 400-hertz receptacle in the receptacle panels, Symbol 755.3, Mil.
Spec. MIL-P-22438/2, shall be 15 amperes. The rated load for each 60-hertz receptacle shall be 10 amperes. A diversity factor shall be
applied to the total rated load for each group of receptacles being supplied by one cable as follows:
Section 304
No. of pairs in receptacles

in one circuit
2
3
4
5
5
Percent of total rated

load, 28-volt d.c. or
400-hertz a.c.
100
100
75
60
50
S9AA0-AB-GOS-010
2004 Edition
Percent of total rated

load, 60-hertz a.c.
80
50
40
30
30
Allowable voltage drop for power, lighting, interior communication, weapons control, and electronic systems cables. - Maximum
permissible values of, and methods for, determining voltage drop for power and lighting system cables, and cables feeding interior
communication, weapons control, and electronic systems shall be as follows:
Power System. - The size of cables for 60-hertz and 400-hertz power systems shall be such that the voltage drop, under normal
operating conditions when calculated using a copper resistivity of 13 ohms per circular-mil-foot, will not exceed the following values:
Function
Ship service bus tie circuits
Ship service to emergency bus tie circuits
Load center bus feeders
Shore power feeders
From ship service or emergency switchboard to:
Terminals of electronic, interior communication, weapons
control equipment, and input line terminals of line voltage
regulators.
Terminals of power equipment.
Aircraft servicing cable
From line voltage regulator to the disconnect switch
NOTES:
1.
Exclusive of transformer regulation.
2.
Under starting conditions not to exceed 12 percent.
Maximum overall voltage

drop (percent)
2.0
2.0
2.0
2.0
6.0 (Note 1)
6.0 (Notes 1 and 2)
0.5
Under the following conditions, voltage drop calculations need not be made if cables are selected in accordance with their rated
current carrying capacities:
For 450-volt, 60-hertz power systems, on the basis of an allowable voltage drop of 12 percent, all overall switchboard-to-load
cable lengths of:
250 feet or less, with a 0.8 or greater demand factor.
150 feet or less, with a 0.5 to 0.8 demand factor.
For a group of 60-hertz loads supplied from a feeder the percent voltage drop at the terminals of any equipment supplied shall
not exceed 12 percent with the larger of the following load currents flowing in the feeder:
Twice the resultant load current.
The vector sum of the starting current of the largest motor supplied and the rated load current of remaining motors and
power appliances plus the allowance for spare switches. For acceptable methods of determining the percent voltage drop and size of cable
required, in the Cable Comparison Handbook MIL-HDBK-299(SH).
Lighting system - The size of cables shall be such that the voltage drop at loads in the most remote branch, when calculated using a
copper resistivity of 12 ohms per circular-mil-foot, will not exceed 6 percent for a.c. and 8 percent for d.c. ship service lighting circuits,
and 12 percent for a.c. and 15 percent for d.c. emergency lighting circuits. The foregoing maximum values of voltage drop for a.c. lighting
circuits shall be exclusive of transformer regulation.
The voltage drop for cable feeding a distribution point supplying two or more high intensity searchlights and possibly other loads
shall be based on the requirements of one searchlight having a starting current of 45 amperes at a power factor of 0.15 and a steady state
current of 18 amperes at a power factor of 0.85 for the other searchlights. The size of the cable supplying each individual high intensity
searchlight from the foregoing distribution point shall be such that the voltage drop at the input to the ballast will not exceed 5 percent
during starting.
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Electronic, interior communication and weapons control systems - Voltage drop values shall be calculated by the methods used for
power systems. The allowable voltage drop for cable interconnecting various units of related systems equipment shall be as required by
the specific system.
Conductors in multi-conductor cables shall not be paralleled to obtain current carrying capacity. Paralleling of conductors will be
permitted to meet the voltage drop limitations. When paralleling of conductors is required in pair or triad type cables used for synchro,
resolver or scale voltage circuits, the circuit arrangement specified in paragraph 304d shall be maintained. However, the total current
carried shall not exceed the maximum current rating of the smallest of the paralleled conductors.
Where conductors are paralleled or the conductor size is increased over that required for current carrying capacity to meet voltage
drop limitations, the Supervisor shall be advised of these changes and their effects on Government-furnished equipment.
When inputs to systems are provided by special power conversion equipment, the voltage drop values should be minimized as is
practicable by suitable cable selection to meet the specific requirements of the applied loads.
Aircraft starting and servicing systems - The permissible voltage drop values used as the basis for determining cable size for d.c.
aircraft starting systems (including helicopter starting systems) shall be as furnished by NAVAIR.
For low voltage d.c. servicing systems the cables from the power supply to the deck edge receptacle shall be sized so that the total
voltage drop for the system (including the voltage drop in the portable cable) will permit the voltage at the terminals of the aircraft to be
maintained between 25 and 29 volts for all conditions of load.
Spare cable capacity - To provide for load growth or system expansion, cables shall be selected to have additional capacity as
follows:
Power system cables - For power system cables, a spare current allowance equal to that required for the spare circuit breakers
installed on power distribution panels or load centers shall be provided. The current allowance for the spare circuit breakers shall be
consistent with the average loading of the active circuit breakers, disregarding the largest load on the panel or load center. For a.c. circuits,
the spare load component of the total connected load shall be calculated at a power factor of 0.85.
Lighting system cables - No load allowance shall be made for spare switches. Voltage drop, rather than current carrying
capacity, shall be the base for determining cable size. Voltage drop calculations shall be based on the total connected load.
Location of cable runs - Location and arrangement of cable runs shall provide circuit trunking as direct as practicable avoiding
physical interferences with piping and ventilation ducts. Spaces considered harmful to cable including voids at the aft end of aircraft
catapults or subject to explosion hazards shall be avoided. Cableways shall be arranged so that ventilation will be adequate for
maintaining the minimum practicable temperature of cables within the cableway. Cableways shall be located so that cables will not be
disturbed by disassembly or removal of machinery.
Main fore-and-aft cableways shall be located port and starboard, and high and low in the ship; the lower cableways shall be through
the machinery spaces and corresponding platform decks, the upper cableways under the main deck. This is to provide a quadrangular
pattern to allow maximum athwartship and vertical separation of cables to loads requiring two sources of power for systems requiring
alternate reliability circuits. For example, a ship service power feeder in the lower starboard cableway should have its complementary
emergency or alternate feeder in the upper port cableway.
Vertical cable runs shall be organized on the basis of fore-and-aft or athwartship separation.
Cables supplying emergency diesel generator seawater booster pumps shall be run in the same compartment with, and as close as
practicable to, but shall not be attached to the water piping connecting the pump to the diesel engine.
The main runs of interior communication and weapons control system cables shall, in general, follow the cable runs of the lighting
and power installations. Interior communication and weapons control cables for circuits having several interrelated main and interrelated
auxiliary circuits shall be run so that main circuits including normal power supply will be in one group and auxiliary circuits including
alternate power supply will be in another group.
Where equipment is controlled from more than one location, the control cabling from each location to the equipment shall be
installed in separate wireways.
Cables shall not be exposed to the weather except where they penetrate a deck or bulkhead to supply equipment. Cables exposed to
the weather shall be kept to a minimum. Where possible, cables to equipment on masts, staffs, macks, and yardarms shall be installed
within masts, staffs, macks, and yardarms. Use of recessed electrical boxes shall be maximized to reduce exposure of cables to the
weather. Refer to Section 406 for additional requirements for EMP protected ships.
Grounding and shielding - Cable armor and shields shall be grounded in accordance with the requirements of MIL-STD-1310 and
DOD-STD-2003.
Certain cables in the electric or weapons control systems will require special shielding or grounding not covered by the above.
These special requirements will be indicated on drawings furnished by NAVSEA.
Shielded cables shall be installed for 400-hertz synchro circuits. Shielded cables shall be installed for shielded circuits shown on
drawings between units of NAVSEA equipment, and the associated weapons control or interior communication switchboards. Where
shielded type cable is shown on these drawings between weapons control switchboards and units of NAVSEA equipment, shielded type
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cable shall also be installed from the signal source through the associated interior communication switchboard to the weapons control
switchboard.
Shielded type triad cables shall be used for the installation of resolver and 400-hertz synchro circuits, except where indicated
otherwise on drawings. Digital, pulse, and scale voltage circuits shall be installed in shielded pair, shielded single type, or shielded triad
type cables.
Shielded pair type cables may be used for synchro or resolver circuits, provided stator circuits for two different synchros are not
installed in the same shielded pair.
Excitation and signal circuit shields shall be grounded to the ship's hull at only one point for each circuit. Shields shall be carried as
separate circuits through wiring fittings. Low level microphone and other low level circuit inputs to IC systems equipment shall be run in
separate twisted pair shielded type cables. The shields for each circuit shall be grounded to the hull at one point, preferably at the terminal
equipment. The method of connecting and grounding shields in weapon control and command and control switchboards and terminal
equipments shall be in accordance with drawing, NAVSHIPS No. 815-1853033. The method of connecting and grounding shields in IC
switchboards and terminal equipment shall be in accordance with Section 431. Shields shall be treated as another conductor, and shall be
made continuous throughout the length of the cable run by means of connections in terminal boxes and other equipment. At terminal
boards in equipment, wiring fittings, and switchboards, shielding shall not be stripped off where the cable enters the unit, but shall be
carried to within 3 inches of the terminals or closer when specified by the equipment manufacturer. The shielding shall be insulated, if
necessary, to prevent touching other terminals.
Cable segregation for interference reduction (Radar and Sonar)
Radar modulator pulse cables shall be physically separated by at least 18 inches from all other cables, except at the points of
entrance to the modulator or transmitter. Sonar system cable separation and shielding shall be in accordance with publication,
S940-AB-HBK-010. Secure electrical processing system cable separation and shielding shall be as specified in Section 402.
Magnetic effects - Degaussing cable installations shall comply with the requirements of Section 475 and DOD-STD-2003.
Spacing and arrangement of direct current cables shall be such as to reduce to a minimum undesirable extraneous magnetic fields
which would reduce the effectiveness of the degaussing system. This requirement applies especially to cables carrying heavy currents,
such as minesweeping cables on minesweepers.
Cables in the vicinity of magnetic compasses shall be installed to comply with Section 070.
Cable lug terminals - Cable lug terminals shall be installed on each connected conductor. Two-hole types shall be used where there
is a possibility of a lug turning under the terminal screw and making contact with an adjacent terminal lug.
NO-OX-ID A SPECIAL corrosion inhibitor, shall be applied to all new or reworked cable to lug, lug to bus and bus to bus
connections within switchboards (see section 324h). The applied corrosion inhibitor, shall be NO-OX-ID A SPECIAL, NSN 9Q803000-598-5915.
Lug terminals shall comply with UL Standard 486 A-E.
Lug terminals shall be tinned or silver plated. Mercury shall not be included in the finish coating or in the pre-plating immersion treatment
solution for lugs or terminals.
Solderless type lug terminals shall be used for all applications except for equipment having solder type terminals provided by the
manufacturer or in wiring boxes or equipment in which electrical clearances would be reduced below minimum standards by the use of
solderless types.
In lighting and power systems (including lighting fixtures, connection boxes, branch boxes, door switches, small appliances, and
small motors) uninsulated connectors and insulating caps, in accordance with NAVSEA standard methods, may be used in place of
terminal board connections.
304d. Selection of Cables and Connectors
Cable types shall be selected for specific applications in accordance with Tables I, II, III, IV, and V. Cables shall be in accordance
with Mil. Specs. MIL-C-17/180 through 17/200, MIL-C-2877, MIL-C-915, MIL-C-21609, MIL-C-24640, and MIL-C-24643.
For cable replacement, see Table VII. Electrical insulated wire shall be in accordance with Mil. Spec. MIL-W-16878.
The use of unarmored cable is required for nuclear and non-nuclear power ships. When approved by NAVSEA, armored cable may
be used for special applications.
Cable ratings and minimum bend radii shall comply with Cable Comparison Handbook MIL-HDBK-299(SH). For coaxial cables,
average power ratings shall be based upon a maximum inner conductor temperature of 80 degrees C for foam insulated cable, 100 degrees
C for polyethylene, and 102 degrees C for teflon when operated in a 40 degree C ambient, and corrected for specified ambient
temperatures, maximum operational frequencies, and maximum VSWR's.
Connectors for cables conforming to Mil. Spec. MIL-C-915 and MIL-C-24643 shall be selected in accordance with
MIL-STD-1683.Connectors for other cables shall be selected in accordance with MIL-STD-1353.
Portable cables for low voltage d.c. aircraft starting and servicing shall be in accordance with drawing, NAVSHIPS No.
815-1197060.
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Portable cables for 400-hertz aircraft servicing shall be in accordance with drawing, NAVSHIPS No. S6202-74361.
Connectors for electrical cables shall be in accordance with DOD-STD-1399, Section 304.
Synchro, resolver, and scale voltage circuits - In selecting cables to be used for synchro, resolver, and scale voltage circuits, the
following arrangement shall be used:
ITEM
CABLE
CIRCUIT ARRANGEMENT
Synchro Circuits
One triad
Secondary circuits (S1, S2, S3) (for one synchro)
One triad
Excitation circuits (R1, R2) and ground (for the same synchro as "a" above)
One pair
Secondary circuits (S1, S2) (for one synchro)
One pair
Secondary circuit (S3) and ground (for the same synchro as "c" above)
One pair
One triad
Input and output circuits (where there is an internal connection between circuits)
One pair
Two output circuits (where there is no internal connection between circuits)
One pair
One pair
Plus reference and plus response
One pair
Minus reference and minus response
One pair
Signal and neutral
Excitation circuit (R1, R2) (for the same synchro as "c" above)
Resolver Circuits
Two input circuits (for the same resolver as "b" above where there is no internal
connection between circuits)
Scale Voltage Circuits
304e. Installation Requirements

Standard methods of installation shown on DOD-STD-2003 shall be used.
Cables installed through error or rendered useless as a result of modifications shall be removed. Vacated and unused penetrations
shall be sealed by methods which satisfy the tightness requirements of the structure penetrated.
When it is necessary to route six (6) or fewer cables in an existing cableway and the cableway is already or will be placed in an over
crowded condition as defined in DOD-STD-2003, a written waiver shall be submitted to SUPSHIPS Chief Engineer or Naval Shipyard
Chief Engineer requesting permission to deviate from requirements of DOD-STD-2003. Copies to the waivers shall be forwarded to
NAVSEA, Code 56Z, for information.
Cable slack requirements - Cables shall be installed so that sufficient slack exists to allow for deflection of bulkheads. Sag between
hangers shall be uniform for each row of cables so that clearance between rows will be the same throughout the cable runs.
Where cables spread out to enter bulkhead stuffing tubes, bends shall have liberal sweep to provide as much flexibility as
practicable. Cables having only a minimum spread where they pass through bulkhead stuffing tubes shall have enough slack to give them
the same flexibility as other cables in the group. Cables from switchboards or other electric equipment shall enter cableways in a curve of
sufficient radius to prevent transmission of stresses to the equipment during severe cableway deflection. Cables crossing expansion joints,
such as those under the flight deck and gallery deck of aircraft carriers, shall have slack allowance at such points at least equal to the
maximum movement of the expansion joints.
Installation of cables on the overhead and on bulkheads - The installation of cables on the overhead and on bulkheads shall comply
with NAVSEA standard methods. Cables for vital systems such as interior communication and weapons control systems shall not be
secured to the overhead, or to shell planking or shell plating, or to ballistic bulkheads if other locations are found practicable.
Cable hangers shall be bracketed away from deck and bulkhead surfaces in food handling and food storage spaces to permit spraying
for insect control.
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The spacing of hangers or supports or both shall be as required by DOD-STD-2003. However, a steel hanger or support or both shall
be installed in lieu of an aluminum hanger or support at least every 6 feet.
Ballistic structure mountings - Attachment of cables and supports to ballistic structures shall be in accordance with NAVSEA
standard drawings and the following:
First preference shall be given to routing cables on the inboard or after bulkheads in the forward half of the ship, and on the
inboard or forward bulkheads in the after half of the ship.
Second preference shall be given to routing cables on channels or in cable racks on angles attached to overhead deck beams.
Cables shall not be routed on the outboard or forward bulkheads in the forward half of the ship, and on the outboard or after
bulkheads in the after half of the ship, when the plating is 50 lb/ft2 or heavier. This routing shall also be avoided for lighter plating unless
no other route is feasible.
Installation of cables to gun mounts and directors - Cables to gun mounts and directors shall be routed from the deck below through
the center column in accordance with NAVSEA standard methods. Watertight integrity, where required, shall be maintained. Cable shall
be located and installed to avoid the possibility of chafing in the center column. Non-flexing cables shall terminate in submersible or
watertight changeover connection boxes at the point of connection to the flexible cables. Length of flexible cables between changeover
connection boxes and the slack cable enclosure shall be kept to a minimum. The slack cable enclosure shall be entered through stuffing
tubes. In compartments containing hydraulic systems, the cable installation shall not impair the airtightness or watertightness of decks and
bulkheads forming the boundaries of the compartment.
Installation of cables to rotating missile launching facilities - Cable connections to rotating missile launchers shall comply with
drawings furnished by NAVSEA.
Installation of cables between magnetic minesweeping generators and minesweeping cable terminal boxes. - All cable runs shall
consist of four single-conductor cables arranged to form a quad. The cable centers of the quad shall form a square with alternate positive
(+) and negative (-) polarity. The quad shall be twisted, having a right hand lay of 360 degrees each 10 feet.
The outer jacket of adjacent cables in each quad shall be in contact with each other throughout the run. In the event that the cables
forming the quad pass through a bulkhead through stuffing tubes, the separation of the outer jacket of adjacent cables shall not exceed 3
inches at the bulkhead and 1/2 inch at a distance of 1 1/2 feet from the bulkhead. The same maximum spacing limits shall apply at
terminal connections.
Where space permits, a single community type stuffing tube shall be used for the cables of a quad when penetrating a watertight
bulkhead. Details of the arrangement shall be in accordance with the standard plan for community type stuffing tubes on wood hull
minesweepers.
Cable entrance to equipment - The preferred cable entry into bulkhead-mounted nonwatertight equipment shall be through the
bottom or lower half of the side. Cables shall enter watertight equipment in locations best suited to disposition of the cable installation.
Entry of cables into enclosures shall comply with the following:
Splash-proof, spraytight, submersible, and explosion-proof enclosures - Through stuffing tubes. These stuffing tubes shall be
of plastic types in place of metal types except when used with explosion-proof and submersible (over 50 foot
depth) enclosures and when the cable shielding requirements of MIL-STD-1310 apply. Recessed electrical boxes shall use plastic stuffing
tubes with top or side entry.
All other types of enclosures (except open type) - By cable clamp (without retaining lip). For top entry into these enclosures,
the cable clamp shall be sealed with a plastic sealer to prevent entry of water dripping from above.
Open type enclosures - By cable clamps (without retaining lip).
Where open type enclosure classification meets environmental requirements, but where a higher degree of enclosure is used,
cable entrance may be as required for an open type enclosure.
Where drip-proof type enclosure classification meets environmental requirements, but where a higher degree of enclosure is
used, cable entrance may be as required for a drip-proof enclosure.
Cable entering enclosures shall be secured to the structure of the ship as close to the enclosure as practicable.
Cable entry into permanently mounted or portable enclosures of molded plastic material shall be by insulating type clamps or
nylon stuffing tubes. Metallic type clamps shall not be used.
Cable entrance to switchboards - Cables entering switchboards shall be installed in accordance with Section 324 and methods shown
in DOD-STD-2003.
Cable penetrations of structures - Cable penetrations of decks, bulkheads, beams, and other integral parts of the hull shall comply
with the structural requirements of Section 100. Stuffing tubes in accordance with Mil. Spec. MIL-S-24235/1 shall be installed for cable
penetrations of sonar domes which are filled with water under normal operating conditions. One half of the tube shall be used for each
penetration.
Metal stuffing tubes or multiple cable penetrators shall be used for cable penetrations of the following: (Except multiple cable
penetrators shall not be used where the shielding or grounding requirements of MIL-STD-1310 apply nor in bulkheads or decks which are
exposed to the weather).
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Watertight cable trunks.

Watertight decks.
Watertight bulkheads.
Bulkheads designed to withstand a waterhead.
The portion of bulkheads specified to be watertight to a certain height.
That portion of bulkheads below the height of the sill or the coaming of compartment accesses.
Bulkheads surrounding compartments subject to flooding by sprinkling.
Garbage disposal rooms.
Battery shops.
Medical operating rooms.
Medical wards.
Only metal stuffing tubes shall be installed in decks and bulkheads forming the boundaries of spaces containing volatile combustible
or explosive materials.
Metal stuffing tubes, multiple cable penetrations or nipples (for single cable penetrations) having a minimum length of 2 inches with
an annular area between the cable and the nipple of 1/4 inch packed with sealer, or welded collars (for multiple cable penetrations) having
a minimum collar length of 3 inches with a minimum annular area between the cable and the collar of 1 inch with the entire void area
within the collar (this includes the area between the collar and the cable and the area between the cables) packed plastic sealer in
accordance with DOD-STD-2003 shall be used at the following, unless otherwise specified (Except multiple cable penetrators shall not be
used where the shielding or grounding requirements of MIL-STD-1310 apply):
Decks
Structural bulkheads
Airtight bulkheads
Fume tight bulkheads
Multiple cable (two or more) penetrations of:
Nonstructural steel bulkheads (other than wire mesh or expanded metal).
Cable penetrations of vertical non-tight structures within a compartment need not be sealed.
Bents, web frames, transverse girders, and longitudinal girders.
The method selected from the aforementioned methods shall satisfy the tightness requirement of the structure. The size of stuffing
tube groups shall be limited to permit tightening of gland nuts in the group using a stuffing tube wrench set, Fed. Spec. GGG-W-646, type
II, class I, style A, form B, Table VI. Plastic sealer shall be in accordance with Mil. Spec. MIL-I-3064, type HF.
Hangar spaces (aircraft carriers) - Through horizontal cable runs in hangar spaces will not be permitted. Through vertical runs such
as those from the second deck to the gallery or flight deck levels shall be grouped to the greatest extent practicable to reduce the number of
protective casings required and shall be protected from fire by NAVSEA standard methods.
Cable bends - Cable bends shall be made over a mandrel, if practicable. Bends at terminal entrances, where stuffing tubes are
required, shall be made via angle stuffing tubes. Straight stuffing tubes may be used in place of angle stuffing tubes if the bend in the
cable is not less than the minimum radius specified in the Cable Comparison Handbook MIL-HDBK-299(SH).
Cable connections - Changes from one type of cable to another type, changes in conductor size other than at switchboards or panels,
and other connections in cable runs shall be made by use of electric wiring equipment indicated on standard drawings. At the point of
connection, the separation of conductors and the removal of sheathing shall be kept to a minimum. On parallel cable runs, the length of
sheath removed from each cable shall be equal.
Cable splicing and repair - Installed cables that are in otherwise good mechanical and electrical conditions may be spliced or repaired
when approved by the Supervisor. Cables for repeated flexing service, cables in voids, cables in normally inaccessible spaces and cables
for 4160 volt service shall not be spliced without NAVSEA approval. Refer to Section 404 for radio frequency coaxial cables. Cable
splices shall be in accordance with DOD-STD-2003 except that other methods approved by the Supervisor may be used when standard
methods cannot be used. No more than two splices shall be allowed in a cable.
Protection of cable from battle damage - Protection afforded by the ship structure shall be used to the greatest extent practicable.
Cables shall not be run on the exterior of deck houses or similar structures above the main deck (including the island structure of aircraft
carriers) except where necessary because of the location of the equipment served or because of structural interference or avoidance of
hazardous conditions or locations.
Protection of cables from mechanical damage - Cables subject to mechanical damage because of their proximity to areas frequented
by personnel shall be protected by metal casings. Cableways in areas where their misuse as steps or hand holds would cause damage shall
be protected. Protective plates shall be installed over the cableways in all passages where cables might be stepped on. At hatch openings
and in trunks where objects are raised or lowered, cables shall be protected by steel casings.
Cable installations shall be routed outside cargo spaces wherever practicable. Where routing through cargo spaces is unavoidable,
cables shall be protected from mechanical damage, including damage due to shifting of cargo.
Section 304
S9AA0-AB-GOS-010
2004 Edition
Riser boxes or multiple cable penetrators with mechanical protection shall be installed for three or more cables passing through a
deck in a group. Where fewer than three cables pass through a deck, kick pipes shall be installed. Kick pipes installed in the vicinity of
hydraulic equipment, where the possibility of oil leakage exists, shall be welded in place. Details of kick pipe installations and the
installation of top bracing, where required, shall conform to NAVSEA standard methods.
Cableways installed on the weather deck shall be protected by a substantial open bottom steel enclosure. Cableways installed
alongside or under weather deck catwalks shall be completely enclosed in a steel enclosure, the bottom section of which shall consist of a
removable perforated steel plate. Enclosures shall be constructed so as to permit periodic inspection and maintenance of cables and
hangers. NAVSEA standard drawings shall be used for guidance in the design of these enclosures.
Cable connection to machinery - Sufficient slack shall be allowed to prevent damage to cables, due to vibration, at locations where
the cables pass from the structure of the ship to the machinery.
Cables connected to equipment provided with resilient mounts, where required by Section 072, shall have a minimum length
between the equipment and the last point of support of the cable of 18 inches with at least 3 inches of slack to provide for flexibility and
movement of the equipment under shock.
Protection of cables from excessive heat - Wherever practicable, installation of cables in locations subject to excessive heat shall be
avoided. Where required, heat insulating barriers or heat resistant types of cables shall be installed. Cable shall not be installed adjacent to
machinery, piping or other surfaces having an exposed surface temperature greater than 70 degrees C. Cables shall not be run over boilers
in the upper portions of firerooms or in other locations where they may be surrounded by hot air. Cables shall not be run in locations
where they will be exposed to hot stack gases unless they are of heat resistant types protected by methods as shown on the standard
drawings.
Protection of cables from excessive moisture - In general, cables shall not be installed in locations where they may be subjected to
excessive moisture. Where cable runs near fire mains, water, steam, oil or other piping is unavoidable, drip-proof shields shall be provided
for protection. Where cables must be installed in spaces subject to flooding, they shall be installed as high as practicable within the space.
In such spaces, cable installation shall be arranged so as to permit the cables to be painted.
Cables installed through submerged spaces and voids - Cables that would normally be submerged, except for cables in the sonar
dome, shall be enclosed in a single pipe in a manner similar to that for cables passing through tanks.
Cable runs in voids including those through voids at the aft end of aircraft catapults, and other dead air spaces shall be avoided. If it
is not practicable to avoid cable runs in such spaces, cables shall be installed only in those spaces which are not provided with a means for
flooding, and then only when temperature calculations show that the spaces have sufficient radiation area to maintain an ambient
temperature at or below the temperature in which the cable was selected to operate. Cables shall be supported clear of decks and
bulkheads to avoid condensate which might form on such surfaces. NAVSEA standard methods for cable installation shall be applied.
Cable installed in drip troughs in refrigerated spaces shall comply with Section 528.
Cable installations in hazardous locations - Cable runs shall be avoided through hazardous spaces such as the following (except such
cable runs that terminate in or cannot be routed around these spaces):
Gasoline hazard areas as defined in Section 542.
Diesel, JP-5, and fuel tanks and stowage compartments (stowage in separate tanks or containers).
Hangar spaces.
Compartments where hazardous materials are stowed, such as explosive signaling apparatus, ready service ammunition,
chemical warfare materials, photographic materials, film, paint, compressed oxygen, chlorine, and combustible gases.
LOX (liquid oxygen) handling and transfer spaces.
Missile magazines.
Magazines and other spaces where exposed powder is handled or stored.
Warhead, depth charge, mine charge, aerial bomb, and cased explosives magazines.
Cables within hazardous spaces shall be protected against mechanical damage. This protection shall be in the form of nontight metal
guards (expanded or solid) of sufficient strength to provide the required protection. Clearance shall be provided between the protective
guards and the cables to provide ample ventilation. Protective guards shall be provided with drainage holes where required. Cables
protected by the ship structure or by permanently installed equipment, are considered adequately protected.
Only cables having conductor insulation of silicone rubber (except for interior communication and weapons control cables totally
within the compartment and as noted in section 300d) shall be used. Through cables shall be of unbroken length within compartments.
Cables terminating at lighting fixtures or other equipment shall be of unbroken lengths. Separate cables to each lighting fixture are not
required; a single cable may be run between fixtures where more than one fixture is installed in a space.
Casualty power cables - The ends of casualty power cables shall be prepared in accordance with DOD-STD-2003.
Portable cables for aircraft servicing - Portable cables for aircraft servicing shall, in general, be stowed in bins. In hangar bay areas
they shall be stowed on casualty power type cable racks.
Section 304
S9AA0-AB-GOS-010
2004 Edition
304f. Installation for Propulsion System Cables

Standard methods of installation shown on DOD-STD-2003 shall be used.
Wherever practicable, propulsion system cables shall be installed in cableways separate from those used for other electrical system
cables.
Direct current propulsion system cables shall be arranged to reduce their attendant magnetic fields to a minimum. Current loops
shall not enclose ferrous structural members.
Alternating current propulsion system cables shall be arranged and installed in such manner as to minimize heating of adjacent
structural material by induced currents.
Alternating current propulsion cables installed on insulating hangers shall be grounded at approximately the mid-point of the cable
run.
Propulsion system cables shall not be installed in bilges. When cables are installed beneath gratings, where they would be exposed
to dirt accumulation, dripping water or oil, they shall be protected by drip covers. These protective covers shall be spaced away from the
cables so as not to restrict ventilation.
Cables entering propulsion system equipment from above or from the sides shall enter through stuffing tubes and shall be braced and
secured to prevent dislodgment under vibration, shock, and magnetics stresses.
The ends of propulsion system cables 9,000 circular mils and larger shall be sealed with solderless waterseal type lug terminals.
304g. Handling and Stowage
All cable except portable and flexible (repeated flexing service) types and silicone rubber insulated type of Mil. Spec. MIL-C-24643
shall be given the following special handling at temperatures below 35 degrees F:
If the compartment in which the cable is to be installed cannot be heated, the cable shall first be stored in an ambient temperature of
at least 50 degrees F but not above 120 degrees F until it is warm enough to be completely installed before it cools to 35 degrees F. If
cable must be installed when its temperature is 35 degrees F or lower, extra care will be required. The radius of bends shall be no shorter
than necessary and never less than the minimum values in the Cable Comparison Handbook HDBK-299(SH). Before bending to the final
radius, that portion of the cable comprising the bend shall be warmed thoroughly by a portable warm air blower.
Cable shall be stored in a dry place which is not subject to accidental flooding, protected from the weather, and subjected to a
minimum variation of temperature.
Cable that has been in storage for prolonged periods may be installed provided a visual inspection shows that it has sustained no
mechanical damage that would impair the watertight integrity of its outer sheath.
Cable armor showing signs of corrosion shall be cleaned and a coat of zinc chromate primer applied to all corroded areas.
Cable Insulation Resistance
Tests of cables after installation aboard the ship shall comply with Sections 320, 404, and 430, as applicable using methods in NSTM
NAVSEA S9086-KC-STM-000/CH300.
Conduct insulation resistance tests of electric cables in all new installations before energizing the circuit.
Minimum acceptance readings of cable conductors to ground and between conductors shall be as follows:
Each complete lighting circuit
0.5 Megohm
Each complete power circuit
1.0 Megohm
Degaussing circuit
0.1 Megohm
Interconnecting control circuit
1.0 Megohm
Interior communication circuit
0.05 Megohm
Sound powered telephone circuit
0.05 Megohm
(with telephone disconnected)
Test each new or modified circuit for continuity and ensure terminal connections are tight. Submit report listing defective cables by
circuit, type, size, and approximate length to the Supervisor. Repair or replace defective cables found.
General voltage drop tests are not required. However, if drop-out of operating coil armatures or release of relays during motor
starting, noticeable dimness of lights, loss of torque of synchro circuits or other indications of incorrect circuit design are observed, voltage
drop tests shall be made and the data recorded and corrective action taken as required.
Section 304
10
S9AA0-AB-GOS-010
2004 Edition
TABLE I
CABLE APPLICATION DATA
CABLE TYPE
Non-flexing
Repeated
service
flexing
service
Application
General usage
For all portions of power, propulsion, lighting, interior communication, weapons
control, and electronics systems, except where circuit parameters (e.g., audio or
radio frequency, low level microphone, synchro, scale voltage and other types of
signals) require special types of cable.
Types LSMU, LS3U, LSDMW, LSTNW, LSFNW,LSMNW, LSSHOF,
LSDHOE, LSTHOF, LSFHOF, LSMHOF, LSDCOP, LSTCOP, and LSMCOS
shall be used only for runs that are either totally within one compartment or totally
within two contiguous compartments; however, these type cables shall not be used
where a watertight deck or watertight bulkhead below Flooding Water Level II
(FWL-II) is penetrated. SG-type cable shall be used for connections between the
ship service generators and their respective switchboards and between sections of
the ship service switchboards.
High voltage - 60-hertz
For 3000-and 5000-volt, 3-phase power applications.
400-hertz power
For 400-hertz service for static frequency changer cables, bus ties and feeders
where cable of lower impedance is required to reduce voltage drop.
Audio and telephone
For audio, telephone, call bell, announcing, and alarm systems. May also be used
for other interior communications and weapons control systems provided ampere
rating of the cable and voltage drop for the system are not exceeded. Type
LSTPNW shall be used only for runs that are either totally within one
compartment or totally within two contiguous compartments; however, this type
cable shall not be used where a watertight deck or watertight bulkhead below
FWL-II is penetrated.
Radio
Radio frequency
For application up to two megahertz. Maximum total copper operating
temperatures shall not exceed 75 degrees C.
11
LSDNW
LSTNW
LSFNW
LSMNW
LSSSGU
LSDSGU
LSTSGU
LSFSGU
LS6SGU
LS7SGU
LSMSCU
LSMU
LS3U
LSSHOF
LSDHOF
LSTHOF
LSFHOF
LSMHOF
LSDCOP
LSTCOP
LSMCOS
LS5KVTSGU
LS6SGU
LSTPNW
LSTTSU
LSTTOP
LSSRW
LSDRW
LSTRW
LSTTRS
LSTTRS
Section 304
S9AA0-AB-GOS-010
2004 Edition
TABLE I
CABLE APPLICATION DATA (Continued)
CABLE TYPE
Non-flexing
Repeated
service
flexing
service
Application
Degaussing
LSSSGU
LSDSGU
LSTSGU
LSFSGU
LS6SGU
LSMDU
LSMDY
LSMSCU
Thermocouple and Pyrometer
Temperature range:
Type TCTX, 125 to 260 degrees C.
Type TCJX, 150 to 540 degrees C.
Type TCKX, 260 to 870 degrees C.
LSTCTX
LSTCJX
LSTCKX
LSTCJU
LSTCTU
LSPBTMU
Shielded circuits
For combat systems, interior communications, lighting, and power circuits, where
shielding of 400-Hz (e.g., synchro, pulse, scale, voltage) signals, or other signals
is required. Where a watertight deck or bulkhead below FWL-II is to be
penetrated, types LSISMWU, LS2SWAU, LSISWU, LS2SWU, LS2UW,
LS2WAU, LS3SWU, shall be used.
Microphone circuits
LSISAU
LSISMU
LSISMWU
LSISWU
LSISU
LSIS50MU
LSIS75MU
LS2AU
LS2SJ
LS2SWAU
LS2SWU
LS2SU
LS2UW
LS2WAU
LS2U
LS3SJ
LS3SU
LS3SWU
LS4SJ
LSMS
LSTTRS
LSMCOS
LSMMOP
NOTE:
Cables may be provided with variations in armored, unarmored and unarmored with overall shield as specified on the applicable
specifications sheet of Mil Spec MIL-C-24643.
Section 304
12
S9AA0-AB-GOS-010
2004 Edition
TABLE II
MIL-C-915 CABLE APPLICATION DATA
Application
Nonflexing
service
Outboard and submersible
For hydrophones, transducers, outboard dial telephones, retractable antennae, and
similar equipment. Types IPR-A2OE, IPR-16, 7PR-16, 2SPR-16, 3PR-16, IQ-16,
ITR-16 and TSPR-16S are only for submarine outboard use.
Welding Electrode Circuit

Diver's Line and Telephone
Shore-to-Ship Power
400 HZ Aircraft Servicing, portable
DC Aircraft Servicing, portable
Casualty Power, portable
13
CABLE TYPE
Non-flexing and
Repeated flexing
service
MSWP
TSPA
IPR-A20E
IPR-16
7PR-16
2SPR-16
3PR-16
IQ-16
ITR-16
7SPR-16S
MSP
TSP
5SS
S2S
DSS
FSS
TSS
MWF
DSWS
MCSF
ISWF
2SWF
TPUM
TRF
TRXF
DLT
THOF-400
THOF-500
CVSF-4
JAS-250
THOF-42
Section 304
S9AA0-AB-GOS-010
2004 Edition
TABLE III
MIL-C-24640 CABLE APPLICATION DATA
CABLE TYPE
Non-flexing
service
Application
General Usage
For all portions of power, lighting, interior communication, weapons control and electronics systems,
except where circuit parameters (e.g., audio or radio frequency, low-level microphone, synchro,
scale voltage, and other types of signals) require special types of cable. Types DX, TX, FX and
MXO shall be used only for runs that are either totally within one compartment or totally within two
contiguous compartments; however, these type cables shall not be used where a watertight deck or
watertight bulkhead below Flooding Water Level II (FWL-II) is penetrated.
Audio and Telephone

For audio, telephone, call bell, announcing and alarm systems. May also be used for other interior
communication and weapons control systems provided ampere rating of the cable and voltage drop
for the system are not exceeded. Type TTX shall be used only for runs that are either totally within
one compartment or totally within two contiguous compartments; however, this type cable shall not
be used where a watertight deck or watertight bulkhead below FWL-II is penetrated.
Radio Frequency
For applications up to two megahertz. Maximum total copper operating temperature shall not exceed
75 degrees C.
Shielded Circuits
For combat systems, interior communications, lighting and power circuits, where shielding of 400 Hz
(e.g., synchro, pulse, scale voltage) signals, or other signals is required. Where a watertight deck or
bulkhead below FWL-II is to be penetrated, types 1XSOW, 2XSAW, 2XSW, 2XOW and 3XSW
shall be used.
DX
TX
FX
DXW
TXW
FXW
7XW
MXO
MXCW
TTX
TTXW
TTXS
2XAO
IXMSO
2XS
MXSO
3XS
2XO
2XSO
1XSOW
2XSAW
2XSW
2XOW
3XSW
NOTE:
Cables may be provided with variations in armored, unarmored and unarmored with overall shield, as specified on the applicable
specification sheet of Mil. Spec. MIL-C-24640.
Section 304
14
S9AA0-AB-GOS-010
2004 Edition
TABLE IV
COMMERCIAL CABLE APPLICATION DATA
CABLE TYPE
Repeated
Flexing Service
Application
Cords for Portable Tools and Equipment
For power supply to electric typewriters, office machines, electric drills, sanders, portable extension
lights, and similar equipment. Safety ground conductors, where required, shall be green.
Extension Cords
Underwriters
Approved
S, SO,
ST, SJ,
SJO, SJT
Fed. Spec
J-C-175
TABLE V
SPECIAL PURPOSE CABLE APPLICATION DATA
Application
Equipment subjected to
damage by hydraulic fluids.
Cable Assembly Electronic
Test Equipment.
CABLE TYPE
MIL-C-21609
MIL-C-2877
TABLE VI
SPARE CONDUCTORS REQUIRED FOR INTERIOR COMMUNICATION, WEAPONS CONTROL
AND ELECTRONIC CIRCUITS
(This table applies only to cables which penetrate a deck or bulkhead.)
Non-flexing Service
Flexing Service
Spare single conductors,
Maximum permissible
Spare single
Maximum permissible
Total number of
pairs or triads
number of active single
conductors, pairs
single conductors,
conductors, pairs or
or triads
pairs or triads
triads
traids
0
1
1
0
2
0
2
2
0
3
1
2
3
1
3
1
3
4
1
4
1
4
5
1
6
1
6
7
2
6
1
7
8
2
8
1
9
10
2
10
1
11
12
2
12
1
13
14
2
13
1
14
15
3
13
1
15
16
3
16
1
18
19
1
19
20
3
21
2
22
24
4
26
2
28
30
15
Section 304
S9AA0-AB-GOS-010
2004 Edition
TABLE VI (Continued)
SPARE CONDUCTORS REQUIRED FOR INTERIOR COMMUNICATION, WEAPONS CONTROL
AND ELECTRONIC CIRCUITS
(This table applies only to cables which penetrate a deck or bulkhead.)
Non-flexing Service
Flexing Service
Spare single conductors,
Maximum permissible
Spare single
Maximum permissible
Total number of
pairs or triads
conductors, pairs
single conductors,
or triads
pairs or triads
triads
traids
4
33
3
34
37
3
37
40
5
39
3
41
44
3
47
50
4
56
60
4
57
61
5
86
91
NOTES:
Spares are not required for cables in which individual conductor cross-sectional area exceeds 2,426 cm.
The number of conductors in each cable installed for interior communication, weapons control, and electronic systems shall comply
with the requirements of the above table.
Spare conductors shall be extended to a length sufficient to reach any termination point within the equipment enclosure or
switchboard. The spare conductors for each cable shall be separately harnessed and secured.
TABLE VII
SUPERSESSION DATA
The following table lists cable types alphabetically using MIL-C-915 cable designations. Cable types which were covered by previous
specifications are listed with the corresponding present type.
Present Type and Detail Specification Number
Previous Type and Detail MIL-CObsolete Type and Detail
915 Specification Number
Specification Number
CVSF-4 ......................................................MIL-C-915/1 CVSF-4 ........................................ /1 NONE
LSCVSF-4 .............................................MIL-C-24643/1 CVSF-4 ........................................ /1 NONE
LSDCOP ................................................MIL-C-24643/2 DCOP ........................................... /3 NONE
LSDHOF................................................MIL-C-24643/3 DHOF........................................... /6 NONE
DLT............................................................MIL-C-915/5 DLT.............................................. /5 NONE
LSDNW/A ...........................................MIL-C-24643/48 DNW/A ...................................... /68 NONE
LSDPS .................................................MIL-C-24643/26 DPS ............................................ /40 DPS ........................ MIL-C-23206/3
LSDRW/A ...........................................MIL-C-24643/53 DRW/A ...................................... /73 DHFR......................... MIL-C-915/4
LSDSGU/A ..........................................MIL-C-24643/15 DSGU/A..................................... /29 DSGA....................... MIL-C-2194/2
LSDSGU/A ..........................................MIL-C-24643/15 DSGU/A..................................... /29 DHFA....................... MIL-C-2194/2
DSS ............................................................MIL-C-915/8 DSS .............................................. /8 NONE
DSWS ........................................................MIL-C-915/7 DSWS........................................... /7 NONE
LSECM/A ............................................MIL-C-24643/38 ECM/A ....................................... /54 ECM..................... MIL-C-24145/14
LSFHOF.................................................MIL-C-24643/3 FHOF ........................................... /6 NONE
LSFNW/A............................................MIL-C-24643/50 FNW/A....................................... /70 NONE
LSFPS ..................................................MIL-C-24643/26 FPS ............................................. /40 FPS......................... MIL-C-23206/3
LSFSGU/A...........................................MIL-C-24643/17 FSGU/A...................................... /31 FSGA ....................... MIL-C-2194/4
LSFSGU/A...........................................MIL-C-24643/17 FSGU/A...................................... /31 FHFA ....................... MIL-C-2194/4
LSFPS ..................................................MIL-C-24643/26 FPS ............................................. /40 NONE
FSS.............................................................MIL-C-915/8 FSS ............................................... /8 NONE
JAS.............................................................MIL-C-915/9 JAS ............................................... /9 NONE
LSMCOS ...............................................MIL-C-24643/4 MCOS ........................................ /11 NONE
MSCF.......................................................MIL-C-915/10 MCSF ......................................... /10 NONE
Section 304
16
S9AA0-AB-GOS-010
2004 Edition
TABLE VII (Continued)

SUPERSESSION DATA
LSMDU .................................................MIL-C-24643/5 MDU .......................................... /12 NONE
LSMDY .................................................MIL-C-24643/6 MDY .......................................... /13 NONE
LSMHOF ...............................................MIL-C-24643/7 MHOF ........................................ /14 MHFF............................ MIL-C-915
LSMMOP...............................................MIL-C-24643/8 MMOP........................................ /15 NONE
LSMNW/A...........................................MIL-C-24643/51 MNW/A...................................... /71 MNW ....................... MIL-C-915/71
LSMRI-D ...............................................MIL-C-24643/9 MRI-D ........................................ /16 NONE
LSMRI-T ...............................................MIL-C-24643/9 MRI-T ........................................ /16 NONE
LSMS/A ...............................................MIL-C-24643/34 MS/A.......................................... /50 MS........................ MIL-C-24145/10
LSMS/A ...............................................MIL-C-24643/34 MS/A.......................................... /50 MA ....................... MIL-C-24145/10
LSMSCU/A/S ......................................MIL-C-24643/18 MSCU/A/S ................................. /32 MSCA ...................... MIL-C-2194/5
LSMSCU/A/S ......................................MIL-C-24643/18 MSCU/A/S ................................. /32 MHFA ...................... MIL-C-2194/5
MSP .........................................................MIL-C-915/67 MSP............................................ /67 NONE
MSPW......................................................MIL-C-915/66 MSPW ........................................ /66 NONE
LSMU/A/S ...........................................MIL-C-24643/29 MU/A/S ...................................... /43 MA ......................... MIL-C-24145/3
MWF........................................................MIL-C-915/58 MWF .......................................... /58 MWF.................... MIL-C-24145/18
LSPBTM..............................................MIL-C-24643/10 PBTM......................................... /17 NONE
LSPBTMU ...........................................MIL-C-24643/10 PBTMU ...................................... /17 NONE
LSPI .....................................................MIL-C-24643/25 PI ................................................ /39 PI............................ MIL-C-23206/2
LSSHOF.................................................MIL-C-24643/3 SHOF ........................................... /6 NONE
LSSRW/A ............................................MIL-C-24643/53 SRW/A ....................................... /73 SHFR ......................... MIL-C-915/4
LSSSF ..................................................MIL-C-24643/11 SSF ............................................. /18 NONE
LSSSGU/A...........................................MIL-C-24643/14 SSGU/A........................................28 SHGA....................... MIL-C-2194/1
LSSSGU/A...........................................MIL-C-24643/14 SSGU/A...................................... /28 SSGA ....................... MIL-C-2194/1
S2S...........................................................MIL-C-915/61 S2S ............................................. /61 S2S ....................... MIL-C-24145/21
LSTCJU/A ...........................................MIL-C-24643/21 TCJU/A ...................................... /35 TCJA...................... MIL-C-2194/10
LSTCJX ...............................................MIL-C-24643/24 TCJX .......................................... /38 TCJX...................... MIL-C-23206/1
LSTCKX..............................................MIL-C-24643/24 TCKX......................................... /38 TCKX..................... MIL-C-23206/1
LSTCOP.................................................MIL-C-24643/2 TCOP ........................................... /3 NONE
LSTCTU/A ..........................................MIL-C-24643/21 TCTU/A ..................................... /35 TCTA ..................... MIL-C-2194/10
LSTCTU/A ..........................................MIL-C-24643/21 TCTU/A ..................................... /35 PBTX ............................ MIL-C-915
LSTCTX ..............................................MIL-C-24643/24 TCTX ......................................... /38 TCTX ..................... MIL-C-23206/1
LSTHOF ................................................MIL-C-24643/3 THOF ........................................... /6 NONE
THOF-42....................................................MIL-C-915/6 THOF-42 ...................................... /6 NONE
THOF-400..................................................MIL-C-915/6 THOF-400 .................................... /6 NONE
THOF-500..................................................MIL-C-915/6 THOF-500 .................................... /6 NONE
LSTNW/A............................................MIL-C-24643/49 TNW/A....................................... /69 TNW ........................ MIL-C-915/69
LSTPNW/A .........................................MIL-C-24643/52 TPNW/A .................................... /72 NONE
LSTPS..................................................MIL-C-24643/26 TPS............................................. /40 TPS......................... MIL-C-23206/3
TPUM ......................................................MIL-C-915/79 TPUM......................................... /79 TPU.......................... MIL-C-915/19
TRF ..........................................................MIL-C-915/20 TRF ............................................ /20 NONE
LSTRW/A............................................MIL-C-24643/53 TRW/A....................................... /73 THFR ......................... MIL-C-915/9
TRXF .......................................................MIL-C-915/21 TRXF ......................................... /21 NONE
LSTSGU/A ..........................................MIL-C-24643/16 TSGU/A ..................................... /30 THFA ....................... MIL-C-2194/3
LSTSGU/A ..........................................MIL-C-24643/16 TSGU/A ..................................... /30 TSGA ....................... MIL-C-2194/3
TSP/A ......................................................MIL-C-915/22 TSP/A......................................... /22 TSP........................... MIL-C-915/22
TSS ............................................................MIL-C-915/8 TSS............................................... /8 NONE
17
Section 304
S9AA0-AB-GOS-010
2004 Edition
TABLE VII (Continued)

SUPERSESSION DATA
LSTTOP...............................................MIL-C-24643/12 TTOP.......................................... /24 NONE
LSTTRS/A ...........................................MIL-C-24643/13 TTRS/A ...................................... /25 TTRS........................ MIL-C-915/25
LSTTSU/A...........................................MIL-C-24643/23 TTSU/A...................................... /37 TTSA ..................... MIL-C-2194/12
LSTTSU/A...........................................MIL-C-24643/23 TTSU/A...................................... /37 TTHFWA................. MIL-C-915/23
LSISA/U ..............................................MIL-C-24643/41 ISA/U ......................................... /57 ISA ....................... MIL-C-24145/17
LSISMU/A...........................................MIL-C-24643/40 ISMU/A...................................... /56 ISMU ................... MIL-C-24145/10
LSISMWU/A .......................................MIL-C-24643/47 ISMWU/A .................................. /65 ISMWA.................. MIL-C-24145/2
LSISU/A ..............................................MIL-C-24643/42 ISU/A ......................................... /59 ISU ......................... MIL-C-24145/1
ISWF........................................................MIL-C-915/47 ISWF .......................................... /47 NONE
LSISMU/A...........................................MIL-C-24643/30 ISMU/A...................................... /44 ISWA ..................... MIL-C-24145/4
LSIS50MU/A/S....................................MIL-C-24643/28 IS50MU/A/S............................... /42 IS50MA.................. MIL-C-24145/2
LSIS75MU/A.......................................MIL-C-24643/39 IS75MU/A.................................. /55 IS75MA................ MIL-C-24145/15
LS2AU/A/S..........................................MIL-C-24643/27 2AU/A/S..................................... /41 2A .......................... MIL-C-24145/1
LS2CS..................................................MIL-C-24643/58 2CS............................................. /80 NONE
LS2SJ/A ...............................................MIL-C-24643/43 2SJ/A.......................................... /60 DBSP ......................... MIL-C-915/2
LS2SU/A/S ..........................................MIL-C-24643/31 2SU/A/S ..................................... /45 NONE
LS2SWA/U ..........................................MIL-C-24643/32 2SWA/U..................................... /46 2SWA..................... MIL-C-24145/6
2SWF .......................................................MIL-C-915/48 2SWF ......................................... /48 2SWF ..................... MIL-C-24145/8
LS2SWL/A ..........................................MIL-C-24643/56 2SWL/A ..................................... /71 NONE
LS2SWU/A ..........................................MIL-C-24643/33 2SWU/A..................................... /49 2SWU..................... MIL-C-24145/9
LS2U/A................................................MIL-C-24643/45 2U/A........................................... /63 2U ........................ MIL-C-24145/23
LS2UW/A/S.........................................MIL-C-24643/57 2UW/A/S.................................... /78 NONE
LS2WAU/A .........................................MIL-C-24643/46 2WAU/A .................................... /64 2WA..................... MIL-C-24145/24
LS3SF ..................................................MIL-C-24643/44 3SF ............................................. /62 3SF ....................... MIL-C-24145/22
LS3SJ/A ...............................................MIL-C-24643/43 3SJ/A.......................................... /60 TBSP.......................... MIL-C-915/2
LS3SJ/A ...............................................MIL-C-24643/43 3SJ/A.......................................... /60 3SJ........................ MIL-C-24145/20
LS3SU/A/S ..........................................MIL-C-24643/51 3SU/A/S ..................................... /51 3SA ...................... MIL-C-21145/11
LS3SWU/A/S.......................................MIL-C-24643/36 3SWU/A/S.................................. /52 3SWA................... MIL-C-24145/12
LS3U/A................................................MIL-C-24643/37 3U/A........................................... /53 3U ........................ MIL-C-24145/13
LS4NW8/A ..........................................MIL-C-24643/55 4NW8/A ..................................... /76 NONE
LS4SJ/A ...............................................MIL-C-24643/43 4SJ/A.......................................... /60 FBSP .......................... MIL-C-915/2
LS4SJ/A ...............................................MIL-C-24643/43 4SJ/A.......................................... /60 4SJ........................ MIL-C-24145/20
LS5KTSGU/A......................................MIL-C-24643/22 5KVTSGU/A.............................. /36 5KVTSGA ............. MIL-C-2194/11
5SS...........................................................MIL-C-915/74 5SS ............................................. /74 NONE
LS6SGU/A...........................................MIL-C-24643/19 6SGU/A...................................... /33 6SGA ....................... MIL-C-2194/6
LS7PS ..................................................MIL-C-24643/26 7PS ............................................. /40 7PS ......................... MIL-C-23206/3
LS7SGU/A...........................................MIL-C-24643/20 7SGU/A...................................... /34 7SGA ....................... MIL-C-2194/9
7SS.............................................................MIL-C-915/8 7SS ............................................... /8 NONE
LS8NW6/A ..........................................MIL-C-24643/54 8NW6/A ..................................... /75 NONE
Section 304
18
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2004 Edition

SECTION 305
ELECTRICAL AND ELECTRONIC DESIGNATING AND MARKING.
305a. Scope
This section contains the requirements for designating and marking electrical equipment and cabling.
305b. Definitions
Systems identification - A series of numbers and letters separated by hyphens, designating the frequency of the electric
power followed by the service designation letters (see paragraph 305f). For d.c. equipment, use the designation DC in lieu of
the frequency. For power conversion equipment, the output power frequency and service designations are used.
Basic location number - See Section 507.
Tag - A label bearing identification or data pertinent to the item to which it is attached.
For definitions of identification plate, information plate and label plate, see Section 507.
For definitions of distribution systems and circuits, see Section 320.
305c. General
Identification power, lighting, electronic, interior communication, fire control, degaussing, and other electric equipment
circuits and cables shall be the same as that used for the existing installation. New installations shall be identified in
accordance with the instructions of this section.
Except as otherwise specified in this section, electric machinery that is coupled to other machinery (such as a pump
driven by a motor) need have only one label plate, with designation as specified in Section 507.
Information plates, label plates and tags shall be installed in readily visible locations on the equipment they identify or,
if this is not practicable, on adjacent structure.
If equipment is installed in a remote or isolated location, an additional information plate shall be attached to or adjacent
to the access of the remote location. This information plate shall identify and locate the equipment within. A simple location
diagram, enclosed in clear plastic, may be used.
If the nomenclature of equipment or cables follows a numerical or alphabetical series and the series is broken by
deletions, remaining equipment need not be renumbered. Color coding of new cables shall be compatible with that of
existing cables and wiring, where there is no conflict with this section.
305d. Numbering of Equipment
General rule for numbering - Except as otherwise specified herein, the following method shall be used for numbering
electric machinery or similar equipment in a system:
All similar equipment in a system shall comprise a group, and each group shall be assigned a separate series of
consecutive numbers, each series beginning with 1.
The number shall be assigned in the order that the equipment is added to the system. If a modification to the
system requires the removal of a piece of equipment from the system, its number shall not be reassigned.
Power and lighting equipment - The following special requirements apply to numbering electric equipment for power
and lighting:
Switchboards - Switchboards supplied directly from generators shall be designated as follows:
Switchboards for ship service generators: 1S, 2S, as necessary to designate all ship service switchboards.
Switchboards for emergency generators: 1E, 2E, as necessary to designate all emergency switchboards.
Switchboards for special frequency (other than frequency of ship service system) a.c. generators: 1SF, 2SF, as
necessary to designate all special frequency switchboards.
Section 305
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In these designations, the initial number denotes the number of the switchboard, determined in accordance with the
above general rule for numbering. The letter "S" denotes ship service; the letter "E", emergency, and the letters "SF", special
frequency switchboards.
Sections of a switchboard other than the generator section shall be designated by an additional suffix letter, beginning
with the letter A and proceeding in alphabetical order from left to right, facing the front of the switchboard.
Load center switchboards - Load center switchboards used on ship service a.c. systems shall be given an identification
number. If zonal distribution is used, the load center switchboard shall be designated by the system identification, the letters
LC preceding two digits. The first digit shall indicate the zone and the second digit the number of the load center
switchboard within that zone, determined in accordance with the general rule for numbering. If nonzonal distribution is
used, the load center switchboard shall be designated in the same manner as zonal distribution, except that the zone digit is
omitted.
Generators - Generators (except motor generators) shall be numbered to correspond to the numbering of the prime
mover, as specified in Section 507.
Motor generators - Motor generators shall be designated by the system identification, and the letters "MG" preceding
the location number.
Transformers - Transformers shall be designated by the system identification, and the letters "TF" preceding the basic
location number determined in accordance with Section 507.
Isolation transformers - Isolation transformers shall be designated by the letters "TF" preceding the basic location
number determined in accordance with Section 507.
Line voltage regulators - Line voltage regulators shall be designated by the system identification, and by the letters
"LR" preceding the number, which shall be determined by the general rule for numbering given above.
Static conversion power supplies - Static conversion power supplies shall be designated by the system identification,
and by the letters "STC" preceding the numeral, which shall be determined in accordance with the general rule for numbering
given above.
Bus transfer devices - Bus transfer devices shall be assigned the system identification, the letters "BT" preceding the
basic location number determined in accordance with Section 507.
Distribution panels - Each panel shall have a basic location number, determined in accordance with Section 507.
Degaussing equipment - The following special requirements apply to numbering degaussing equipment:
Connection boxes and through boxes in the M, FI, FP, QI, and QP coils shall be numbered in sequence, starting at
the bow and continuing aft along the port side in a counterclockwise direction around the ship. Boxes for the A and L coils
shall receive the next higher numbers, respectively, after the numbers for the M, FI, FP, QI and QP coils have been assigned.
Numbers for the A coil shall be in sequence, starting with the highest forward box and continuing aft on both the upper A1
and A2 loops, thence down to, and forward on, the lower runs. Numbers for the L coil shall be in sequence, starting with
the highest forward box on the port side and continuing aft along the port side in a counterclockwise direction around the
ship. Boxes on the center line shall be considered to be on the port side.
305e. Equipment Designation
Power and lighting switchboards, distribution panels and bus transfer equipment - All switchboards, and apparatus
mounted thereon, shall have identification plates and information plates with information complying with Mil. Spec.
MIL-S-16036.
Distribution panels and bus transfer equipment shall have cabinet information plates containing the following
information in the order listed:
Name of space (or apparatus or circuits) served.
Service (such as power, lighting or electronics) and panel basic location number.
Supply feeder number (if panels contain two or more sets of buses and each set is supplied by a separate feeder,
their information plates shall be marked with the number of each feeder).
Example:
Crew living space, frames 106-147, first platform, lighting panel 4-107-1; feeder 2S-4L-(4-107-1).
Distribution panels shall have circuit information plates adjacent to the handle of each circuit breaker or switch;
information in the following order:
Section 305
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Circuit number
Name of apparatus or circuit controlled
Location of apparatus or space served
For circuit breakers equipped with electronic trip element that are installed in switchboards, load centers and
power/lighting panels, the information nameplate shall list the circuit number, equipment serviced, location of equipment,
load, circuit breaker type, element setting, short time pick-up (STPU), short time delay (STD), instantaneous pick-up
(INST),and long time pick up (LTD). The load, STPU, INST, and LTD shall be in amperes, and STD band setting shall be
designated in seconds or as a band number, to match the designation listed on the circuit breaker short time delay band dial
(ex. Min, 1, 2, 3, etc). The load ampere shall be either rated load (single load) or resultant load (non-single load) as specified
in section 303.
CIRCUIT NUMBER
NAME OF APPARATUS OR CIRCUIT CONTROLLED
LOCATION OF EQUIPMENT APPARATUS OR SPACE SERVED
LOAD =
A
CKT BKR TYPE
ELEMENT SETTING
STPU =
A
STD =
INST =
A
LTD =
A (FOR ACB TYPE BKR ONLY)
Distribution panels may have a directory type information plate which combines all of the above individual information
for one panel on one information plate.
Panel switches controlling circuits that are deenergized during darkened ship operation shall be marked DARKENED
SHIP. The ON and OFF positions of these switches shall be marked LIGHT SHIP and DARKENED SHIP respectively.
Information plates without markings shall be provided for mounted spare circuit breakers. Information plates
immediately above circuit breakers for Class Z and Class Circle W ventilation feeders on switchboards, shall be of a standard
size, not wider than the circuit breaker, and shall be fitted with a suitable red marker similar to Figures of Design Data Sheet
DDS-305-1. In addition to the feeder designation, the information plate shall contain the close designation of the ventilation
system supplied and shall have a 1-inch Circle W or Z as required, located at the left extremity of the plate.
Cables and conductors on switchboards and panels shall be marked near each terminal to identify the conductors with
the terminals to which they are to be connected.
The marking numbers or letters or combinations thereof shall be in agreement with those shown on approved wiring
drawings.
Fuse boxes - Information plates shall be provided on or in boxes, for each set of fuses, and shall indicate the circuit
controlled, the phases or polarities, and the fuse ampere ratings.
Rotating a.c. and d.c. equipment, controllers, and transformers - This equipment shall have each terminal marked with
standard designations in accordance with MIL-STD-195. Such markings shall be accomplished by one of the following
methods:
Information plates adjacent to terminal studs.
Stamping on terminals.
Interior communication and fire control equipment - Terminal, connection and splice boxes shall have information
plates marked with a C for IC equipment, or "G" for fire control equipment, followed by a dash, circuit letters, and the
number of the equipment, determined in accordance with the general rule of paragraph 305d.
Fire Control Switchboards - Fire control switchboards shall be designated as follows:
Fire Control Switchboards MK Mod (FC Swbd Mk Mod). The Mark and Mod numbers will be assigned by
NAVSEA. A prefix shall be added designating which fire control system the switchboard is used with, i.e., Missile Fire
Control Switchboard MK Mod (MFCS Swbd Mk Mod); Gun Fire Control Switchboard Mk Mod (GFC Swbd Mk Mod) or
Underwater Fire Control Switchboard Mk Mod (UFC Swbd Mk Mod). When more than one fire control system of the same
type (i.e., a TALOS and a TERRIER Missile Weapon Control System) is installed on one ship the prefix shall designate
which specific system the fire control switchboard is used with (i.e., TALOS Fire Control Switchboard or TERRIER Fire
Section 305
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2004 Edition
Control Switchboard). Where more than one fire control system of the same kind is installed in a ship, the switchboards
shall be identified by the location of the fire control system (i.e., Fwd MFC Swbd or Aft MFC Swbd).
Degaussing equipment - A label plate designating the respective connected degaussing coil shall be secured to each coil
power supply.
A label plate shall be installed near each ammeter on the degaussing control unit as follows:
CAUTION
DO NOT EXCEED
AMPERES
The amperes indicated on the plates shall be the maximum current permissible without exceeding the rating of the
applicable power supply or the degaussing cable connected to the power supply, whichever is less.
A label plate, indicating need for and procedure for securing equipment by reversals, shall be installed on the
degaussing control unit (switchboard) if it is determined during dockside compensation of the magnetic compass (see
Section 475), that securing the degaussing coil currents by reversals is necessary. The label plate shall provide step-by-step
procedure for securing degaussing coils.
Connection boxes and through boxes shall have information plates marked as follows:
Deguassing box number
Connection box or through box (or both)
Coil and loop designation
Example: D1
Connection box
M1
M2
D1, D2, D3
M1, M2, M3
Through box
FI1
FI2
This represents the number one degaussing box serving as a connection box for the M1 and M2 loops and as a through
box for the FI1 and FI2 loops.
Isolated receptacle circuits - A label plate shall be installed on or near each panel, junction or distribution box supplying
these circuits and inscribed as follows:
CAUTION
DO NOT CONNECT ADDITIONAL FIXTURES
OR RECEPTACLES TO THIS CIRCUIT
Receptacles - Receptacles for waterline security lights and topside decorative lights shall have label plates identifying
the system they serve.
305f. Cable and Conductor Identification
General requirements - Except where these general requirements exempt tagging, the requirements herein shall shall be
used. Design Data Sheet DDS-305-1 shall be used for guidance.
All permanently installed cables shall be tagged, as close as practicable, to each point of connection, and on both sides
of decks and bulkheads except as follows:
Where through cable runs within a compartment are direct (such as a vertical run between decks), a single tag
will suffice.
Cables with both points of connection within a compartment and which can be readily traced, a single tag will
suffice.
Where compartments are subdivided by internal bulkheads or where machinery or installed equipment makes tracing of
cable runs difficult, additional tags shall be provided.
Section 305
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For multiple cable penetrations of decks and bulkheads (main cableways) individual cable tags can be omitted and, in
lieu thereof, an identification plate shall be installed adjacent to the cableway penetration area showing each cable
designation in the order of location in the penetration area.
Power and lighting cables - The designation of power and lighting cables shall consist of three parts in sequence
separated by hyphens: source, voltage, service, and destination. In lieu of the destination, an alpha or alpha-numeric
designator shall be substituted for cables connected to distribution boxes and for cables supplying power-consuming
equipment. For cables that have normal and alternate or an emergency feeder, the source designation shall contain, first the
source of the normal feed and second, separated by a slant line, the designation of the source of the alternate or emergency
feed; for example: 1S/2S, 1S/1E.
Generator cables - For the purpose of designating the source on power cables between generators and switchboards,
generators shall be given numbers (these numbers are for generator cable marking purposes only and shall not appear on the
generator label plate). If only one generator supplies a switchboard, the generator shall have the same number as that of the
switchboard plus the letter G. Thus: 1SG denotes one ship service generator that supplies one ship service switchboard. If
more than one generator supplies a switchboard, the first generator determined in accordance with the general rule of
paragraph 305d shall have the letter "A" immediately following the designation; the second generator that supplies the
switchboard shall have the letter B, and this procedure shall be continued for all generators that supply the switchboard, then
repeated for succeeding switchboards (thus, 1SGA and 1SGB denote two ship service generators that supply one ship service
switchboard).
Cables with alpha or alpha-numeric designators - Cables to power consuming equipment shall receive a single letter
designator, beginning with A and progressing through the alphabet for each succeeding piece of power consuming
equipment supplied from the same distribution. The designator for cables connected to distribution boxes shall consist of
alternately, a letter, a number, a letter and a number, progressively every time that it is fused. The designator shall not be
changed on single circuits which branch from a terminal box or fixture, although a suffix number in parenthesis indicating
the cable section shall be added to the designator.
Cable service designation - The following letters shall be used to designate the various cable services:
Service
Cathodic protection
Control, power plant and ship
Degaussing
Electronics
Fire Control
Interior communications
Lighting, emergency
Lighting, navigational
Lighting, ship service
Minesweeping
Night flight lights
Power, casualty
Power, emergency
Power, propulsion
Power, ship service
Power, shore connections
Power, special frequency
Power, weapon system
Power, weapon system, 400 Hz
Designation
CPS
K
D
R
G
C
EL
N
L
MS
FL
CP
EP
PP
P
PS
SF
WP
WSF
Section 305
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2004 Edition
The numbers used to designate voltage shall comply with the following:
Volts
Designation (see note 2)
0 - 99
100 - 199
200 - 299
300 - 399
400 - 499
500 - 599
600 - 699
700 - 799
800 - 899
900 - 999
1000 - 1999
2000 - 2999
3000 - 3999
4000 - 4999
5000 - 5999
See note 1
1
2
3
4
5
6
7
8
9
10
20
30
40
50
NOTES:
1. Voltages below 100 V shall be designated by the actual voltage; for example, 24 for a 24-volt circuit.
2. For a 4-wire, three-phase system, the cable voltage designation shall indicate the higher voltage.
Examples of typical power and lighting cable designations are given as follows:
Cable Name
Designation
Generator cable:
6SG-4P-6S
6SGA-4P-6S
6SGB-4P-6S
2SFG-4SF-2SF
1EG-4EP-1E
Bus tie cable:
6S-4P-7S
3S-4P-2E
1SF-4SF-2SF
Switchboard sections
interconnecting cable:
3S-4P-3SB
3SA-4P-3SB
Bus feeder:
6S-4P-LC31
Section 305
Remarks
For ship service switchboard supplied from a single generator.
For ship service switchboard supplied from two generators.
For special frequency switchboard supplied from a single generator.
For emergency switchboard supplied from a single generator.
Between two ship service switchboards.

Between a ship service switchboard and an emergency switchboard.
Between two special frequency switchboards.
Between generator section and section B of the switchboard.

Between sections A and B of the switchboard.
Between switchboard and load center on ships with zonal distribution.
Cable Name
Designation
(Continued)
Feeder:
31-4P(3-125-2)
31-4P-A
2S-4P-(4-152-1)
2SF-4SF-(5-52-4)
1E-1EL-(1-85-3)
3S-4L-(2-11-3) (1)
Main:
(3-125-2)-1L-B
(1-85-3)-1LE-D
(5-52-4)-28SF-C
Submain:
(3-125-2)-1L-B1
(2-142-1)-1L-A
(1-85-3)-1EL-D1
(5-52-4)-28SF-C1
Branch:
(3-125-2)-1L-B1A
(2-142-1)-1L-A2
Sub-branch:
(3-125-2)-1L-B1A2
(2-142-1)-1L-A2B
S9AA0-AB-GOS-010
2004 Edition
Remarks
For ships with zonal distribution.

For ships with zonal distribution.
For ships with nonzonal distribution.
For ships with zonal or with nonzonal distribution.
For ships with zonal or with nonzonal distribution.
First section of a feeder with more than one section.
Component parts of the above examples indicate the following:

Component
62G
6SGA
1EG
400-SF-MG
(1-120-2)
6S
1E
2SF
3SB
31
4P
4SF
4EP
1EL
4L
1L
Meaning
Ship service generator supplying ship service switchboard No. 6S.
Ship service generator A (where 2 or more are used) supplying ship service switchboard
No. 6S.
Emergency generator supplying emergency switchboard No. 1E.
Special frequency (400 Hz) motor generator location on main deck, frame 120, port side of
centerline.
Ship service switchboard No. 6.
Emergency switchboard No. 1.
Special frequency switchboard No. 2.
Section B of ship service switchboard No. 3S.
No. 1 load center switchboard in zone 3.
450-V. ship service power.
450-V. special frequency power.
450V. emergency power.
120-V. emergency lighting.
450-V. ship service lighting.
120-V. ship service lighting.
Section 305
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Component
28SF
(3-125-2)
Meaning
28-V. special frequency.
Distribution panel located on 3rd deck, frame 125, port side of centerline.
(2-112-3) (1)
Section one of cable panel located on 2nd deck, frame 112, second one outboard of the
centerline on the starboard side.
No. 2 feeder, main, or submain supplied from load center switchboard or distribution panel.
No. 1 submain or branch supplied from distribution panel or distribution box.
No. 1 branch or sub-branch supplied from distribution box.
No. 2 sub-branch supplied from distribution box.
B
B1
B1A
B1A2
Navigation (running, signal and anchor) light cables - Cables that extend beyond the navigation light supply and control
panels shall be designated by the letter "N" followed by a 2-digit number, beginning with the number 10 assigned
consecutively throughout the ship.
Each conductor shall be marked at each end to identify the conductor. The markings shall consist of a number assigned
to each connection point the schematic or elementary diagram starting with 101. All conductors emanating from a
connection point shall retain the number of that point until they terminate. Connection points which are common to each
other shall bear the same number. Spare conductors and terminals shall be unmarked.
Casualty power system cables - Permanent cables shall be marked with the letters "CP". Portable cables shall be
marked with a cable tag near each end, bearing the basic location number of the cable rack on which it is stowed, and the
length of the cable in feet. Tags shall be attached to casualty power cables in accordance with DOD-STD-2003. All casualty
power riser terminals and each of all bulkhead terminals shall be identified by label plates bearing the basic location number
of the opposite end of the permanently installed portion of the casualty power system. The label plates shall be mounted
adjacent to the terminals on the bulkhead or deck structure.
Each cable rack shall be identified by a label plate giving the length in feet, quantities of each cable stowed on the cable
rack and the basic location number of the cable rack.
Power control circuit cables - Where intricate control circuits are required or where auxiliaries are closely associated as
a single system, the cables shall be marked with a circuit designation as shown below: Where one system receives a control
signal from another system, the interconnecting cable shall be numbered in the system which utilizes the signal.
Steam plant
K-BL
Steam generator level control.
K-SA
Auxiliary turbine control and indication.
K-SD
Distilling plant control.
K-SP
Propulsion turbine control and indication (turbine and condenser auxiliaries, valves, and throttle).
K-SS
Steam, feedwater, and condensate control and indication.
K-SX
Miscellaneous or general steam plant control or indication and steam plant system alarms.
Electric plant
K-EC
Electric plant control and indication (breaker control, synchronizing, interlocking, ground detection and
metering).
K-EG
Emergency generator control and indication.
K-MG
Motor generator control and indication (speed and generator voltage regulator).
K-PG
Propulsion generator control and indication (including governor control).
K-PM
Propulsion motor and auxiliaries control and indication.
K-SG
Ship service generator control and indication (governor and regulator).
Miscellaneous
K-AM
Acoustic minesweeping control.
K-AS
Aircraft servicing control.
Section 305
K-DG
K-EH
K-FF
K-FL
K-HL
K-MH
K-MM
S9AA0-AB-GOS-010
2004 Edition
Diesel generator control and indication.

Electric-hydraulic systems control.
Fire fighting system control.
Night flight light control.
Hangar deck lighting control.
Mine hunter system control.
Magnetic minesweeping control.
If two or more systems are installed that will require identical designating letters, differentiating numbers in sequence
beginning with 1 shall be used preceding the circuit letters, for example, K-1SP. Where other installations develop such that
they require intricate control wiring systems, the cables shall be marked with a designation similar to the above. The letters
selected for identification shall not conflict with any other designation provided herein.
A number shall be assigned to each cable on the ship's installed cables and on ship's system schematic or elementary
diagram, starting with 1.
The following are examples of the above method of cable numbering:
Cable Number K-SS15
K indicates a control circuit.
SS indicates that this is in the steam plant.
15 indicates that this is the fifteenth cable in the circuit.
Cable Number K-1SG10
K indicates a control circuit.
1SG indicates a No. 1 ship service generator control circuit.
10 indicates the tenth cable in the circuit.
Conductors in control system cables shall be marked at each end. These markings shall consist of the number and letter
combination, to identify the circuit, followed by a number to be determined as follows:
A number starting with 101 shall be assigned to each connection point on the ship system schematic or elementary
diagram. All conductors emanating from a connection point shall retain the number of that point until they terminate at a
terminal board or an appliance, such as a switch, fuse, relay, disconnect or indicator light. Drawings shall show the
changeover (such as provided by a terminal board) from the ship numbering to the numbering system of the equipment
wiring as provided by the equipment manufacturer. Each cable conductor shall be identified on each side of the changeover
point, both on the drawing and on the installed cable, in order that identification may be followed from one numbering
system to the other.
Common connection points and the conductors between them shall all bear the same number.
The following is an example of the above method of conductor numbering:
Conductor number K-1SP120.
K indicates that this is a control circuit.
1SP indicates No. 1 propulsion turbine control circuit.
120 indicates that the conductor emanates from connection point 120.
Degaussing cables. - Feeders, mains, and other cables supplying power to degaussing control panels shall be designated
as specified above for power and lighting circuits.
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The following letters shall be used in marking degaussing cables connected to the load side of degaussing control
panels:
Ammeter
Athwartships coil (A coil)
Auxiliary athwartships coil
Auxiliary longitudinal coil
Auxiliary main coil
Compass compensating coil
Degaussing system
Feeder
Forecastle coil to correct for induced magnetism
Forecastle coil to correct for permanent magnetism
Indicator light
Longitudinal coil (L coil)
Main coil (M coil)
Quarter deck coil to correct for induced magnetism
Quarter deck coil to correct for permanent magnetism
Used in conjunction with FDR, CC or IL for such leads to FI - QI coil
Used in conjunction with FDR, CC or IL for such leads to FP - QP coil
AMM
A
AX
LX
MX
CC
D
FDR
FI
FP
IL
L
M
QI
QP
I
P
Degaussing coil cable tags shall be marked with a "D", a dash, a number (1, 2, 3,...) for the cable of the coil, the
appropriate coil letter designation, a second dash, and another number (1, 2, 3...) to designate the section of the cable. A
section of a degaussing coil cable is the length of cable between two successive connection or through boxes. The cable
number shall be retained for one complete turn, or to the end of the cable if it does not make a complete turn.
Section numbers shall be assigned to cables in coils as follows:
Horizontal (M) coil - Section number 1 shall be that which is farthest forward. The remaining sections shall be
numbered in sequence, proceeding around the coil in a counterclockwise direction as viewed from above.
Athwartship (A) coil - Section number 1 shall be that which is highest and farthest forward. The remaining
sections shall be numbered in sequence proceeding around the coil in a counterclockwise direction as viewed from the
starboard side.
Longitudinal (L) coil - Section number 1 shall be that which is highest and farthest forward. The remaining
sections shall be numbered in sequence, proceeding around each loop in a counterclockwise direction as viewed from the
after side of the loop and proceeding from loop to loop in the direction from fore to aft. A section number shall always be
included, even if the cable has only one section.
Degaussing feeder cable tags shall be marked with a "D", a dash, FDR, the appropriate coil letter designation, a second
dash and a section number. The sections of a feeder cable shall be numbered consecutively from 1, beginning with the
section nearest the degaussing power supply. The section number shall always be included, even if there is only a single
section.
The feeder cable that supplies power to the FI-QI coil shall be marked D-FDRI-1, D-FDRI-2, and so on, irrespective of
whether it connects to the FI or QI coil. Interconnecting cables between the FI and QI coils or the FP and QP coils shall be
marked as feeders and shall bear the letter designation of the coil to which they carry power. For example, if the supply
feeder runs to the QI coil, the interconnecting cable between the QI and FI coils carries power to the FI coil and shall be
designated D-FDRFI-1.
Where a single multiconductor cable is used as a feeder for more than one coil, the cable shall bear the letter
designations of the coils to which it carries power. If, for example, an FSGU cable is used as a feeder cable to carry current
from the QI and QP loops to the FI and FP loops, it shall be designated D-FDRFIFP-1.
If more than one feeder cable is run to a coil, the feeder cables shall have a number preceding the FDR, for example,
D-1FDRM-1, D-2FDRM-1. If single-conductor cables are used as feeder cables, the cable with the positive conductor shall
be numbered 1 and the cable with the negative conductor shall be numbered 2. If more than two single-conductor cables are
used for the feeder to one coil, odd numbers shall be used for the cables with positive conductors.
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Feeder cable tags for compass coils and indicator lights shall be marked with the feeder designation, followed by a dash
and the appropriate symbol; for example, D-FDRM-CC, D-FDRI-IL and D-FDRF-IL. Section numbers shall not be used. If
a cable contains circuitry for more than one coil, the coil designator shall be omitted. For example, in cable containing the
compass compensating coil feeders for the M, FIQI, and FPQP coils shall be designated DD-FDR-CC and a cable containing
the indicating light feeders for the FPQP and FIQI coils shall be designated D-FDR-IL. Cables containing the control
circuits from the coil power supplies to the control unit shall be marked with the appropriate designator, a dash, and
"CONT". For example, the control cable between the FIQI coil power supply and the control unit shall be marked
D-FDRI-CONT. Cables containing the control circuits between the control unit and the remote control shall be marked
D-FDR-RMTCONT.
Degaussing coil conductors - Individual conductors, including spares, of each coil cable shall be marked by hot
stamping (branding) insulating sleeving to Mil. Spec. MIL-I-631, type F, grade A, form U (white) of appropriate size. The
conductor marking shall be of a contrasting color and shall conform with that of the terminal to which it connects (except for
spare conductors). The following symbols, in order as given and as applicable, shall be used:
M, FP, QI, QP, A
1,2,3
A,B,C
1,2,3
+ or -
Degaussing coil.
Coil loop number. The number shall be omitted if the coil has only one loop.
First, second, third circuit in the coil. "A" shall be used if there is only one circuit.
First, second, third conductor in circuit.
Positive or negative geometrical polarity in accordance with subparagraph following.
Number 1 shall be used with the M, FI, FP, QI, QP, or A coil designation (M1, FI1, FP1, QI1, QP1 or A1) to designate
the longest loop. Number 1, when used with the L coil (L1), shall designate the forward loop. Other loops in each coil shall
be numbered in sequence 2, 3, 4, and so on, from bow to stern.
The numbers 1 and 2, when used to designate A coil loops (A1 and A2), shall designate the starboard and port loops
respectively.
The geometrical polarity of conductor ends shall be assigned as follows:
The ends of M, FI, FP, QI and QP coil conductors approaching a box in the counterclockwise direction as
observed from above the coil (for example, from aft for a box on the starboard side) shall be positive.
The ends of A coil conductors approaching a box in the counterclockwise direction as observed from the starboard
side of the coil (for example, from aft for a box in the lower run of the coil) shall be positive.
The ends of L coil conductors approaching a box in the counterclockwise direction as observed from the after side
of the coil (for example, from below for a box on the starboard side) shall be positive.
The designation for spare coil conductors shall be the same as for other coil conductors except as follows:
For a spare conductor which is available for a complete turn the circuit designation (A, B, C...) shall be omitted
and SPR substituted in its place; for example, M3SPR5.
For a spare conductor which is not available for a complete turn, the designation of the cable in which the spare
conductor is contained shall be used, including the cable section number.
The cable designation shall be followed with SPR, a number to identify the spare conductor and + or - to indicate
geometrical polarity; for example, D-3M-1SPR2+. (See figures 2 & 3 of Design Data Sheet DDS-305-1).
Examples of marking coil conductor follow:
MA5 designates the M coil (single loop since the loop number is omitted), the A parallel circuit, the fifth series
conductor, and the end.
QP2A6+ designates the QP2 loop of the FP-QP coil, the A parallel circuit, the sixth series conductor, and the end
approaching a box in the counterclockwise direction as observed from above the coil.
FP1SPR2+ designates the FP1 loop of the FP-QP coil, the number 2 spare conductor, and the end approaching a
box in the counterclockwise direction as observed from above the coil.
D4QIQP-1SPR9 - designates a spare conductor which is in the number 1 section of the number 4 cable of the
QI-QP coil, and which is not available for a complete loop, hence is given the cable designation. The 9 designates the ninth
spare conductor and the - indicates that the end approaches the box in a clockwise direction as observed from above the coil.
Methods of marking degaussing conductors which encircle an area two or more times before terminating at a terminal
strip in a connection box are as follows:
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1x3 means the first conductor of a loop which encircles the area 3 times before terminating and 12x4 means the
12th conductor of a loop which encircles the area 4 times before terminating.
M2A1x5+ designates the M coil, M2 loop, the A parallel circuit, the first conductor in the circuit, the conductor
encircles the area 5 times before terminating in a connection box, the end approaching the box in a counterclockwise
direction as viewed from above the coil.
Degaussing feeder conductors - Individual conductors of each feeder cable shall be marked by hot-stamping (branding)
insulation sleeving to Mil. Spec. MIL-I-631, type F, grade A, form U (white) of appropriate size, with the following symbols,
as applicable, in the order given:
FDR
M, FP, QI, QP, A
1,2,3
A,B,C
+ or -
Feeder.
Degaussing coil.
Coil loop number. The loop number shall be omitted if
power for the entire coil is fed into one loop.
First, second, third circuit in the coil. Shall be used only
when individual parallel circuits are fed separately; for
example, where multi-circuit rheostats are used.
Positive or negative electrical polarity when the controls
are in the direction for positive flow of current.
The feeder designation FDR shall be omitted on conductor tags for the compass coil and indicator light conductors.
Interior communication cables - Cables that supply power to interior communication equipment shall be marked as
specified for power and lighting circuits up to the interior communication switchboards or, where these supplies are not
connected through the interior communication switchboards, up to the equipment or power receptacle to which the
equipment connects.
All interior communication cable tags shall be marked with a "C", followed by a dash, the circuit designation, and the
cable number. The circuit designations shall be as listed in Design Data Sheet DDS-430-1.
If two or more circuits that have the same letter designation are contained in a single cable (for example, 1MB and
2MB) the numbers preceding the circuit letters shall be omitted (for example, C-MB).
If two or more circuits having separate letter designations are contained in the same cable because of similar functional
association (for example, the wind direction and speed indicator system) the cable tag circuit designation shall be determined
by the circuit letter or letters nearest the beginning of the English alphabet. For example, with conductor markings HD10,
HDD10, HD11 to 13, HE10, HEE10, HE11 to 13, the cable tag circuit designation shall be C-HD.
If two or more sound powered telephone circuits are contained in the same cable, the cable tag circuit designation shall
be determined by the circuit letter or letters nearest the beginning of the English alphabet (for example, with conductor
markings JA, JC, JD, JX, JZ the cable tag circuit designation shall be C-JA).
Interior communication circuit markings for the power supply to a common alarm switchboard shall be that of the
circuit having the numerically predominant quantity of sensors. Should the quantity of sensors for two or more circuits be
identical, the power supply marking shall be that of the sensor circuit letter or letters near the beginning of the English
alphabet. The circuit identification for the switchboard extension alarm, the connections of sensors to primary relays, and
connections extended from the corresponding auxiliary relays, shall be the same as that for the power supply.
Interior communication circuit conductors - Each interior communication conductor shall be marked at each end to
identify the conductor and its function in the circuit.
Conductors which are connected directly together shall have the same number. Conductors of a circuit broken by fuses,
switches or similar devices shall be assigned individual but corresponding numbers.
Spare conductors of each cable shall be bound together and identified with the cable marking on a single tag. Spare
conductors terminated in connectors shall be connected to spare pins in the connector, where available.
The circuit letters for positive or assumed instantaneous positive conductor markings shall be the same as the circuit
designation. The circuit letters for negative or opposite the assumed instantaneous positive conductor markings shall be as
follows for interior communication:
For single-letter circuits, the circuit designation letter shall be doubled; for example, for circuit M the negative or
opposite the assumed instantaneous positive conductor shall be assigned to letters MM.
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For two letter circuits the second letter of the circuit designation shall be doubled; for example, for circuit MB the
negative or opposite the assumed instantaneous positive conductors shall be assigned circuit letters MBB.
The positive or assumed instantaneous positive conductor of each circuit shall be connected to the right hand fuse
associated with the circuit supply switch on the switchboard. The negative or opposite the assumed instantaneous positive
conductor shall be connected to the left hand fuse, as viewed from the front of the switchboard.
For circuits operating on a three-phase supply, the conductor connected to the right hand fuse shall be designated
by the circuit number and letters, followed by a number having the last numeral 1, the center fuse the last numeral 2, and the
left hand fuse the last numeral 3, corresponding to phases A, B, and C, respectively: for example, in circuit 6LC, the three
wires shall be marked 6LC11, 6LC12, and 6LC13, respectively.
Power supply conductors between the main IC switchboards and local IC switchboards or IC power conversion
equipment shall be identified by the letter S and followed by serial numbers (assigned arbitrarily), and a letter in parenthesis
corresponding to the phase of the supply wire. For example, the conductors of a three-phase power supply from a main IC
switchboard to a local IC switchboard might be marked S2(A), S2(B) and S2(C).
In IC systems that contain self-synchronous transmitters and indicators (synchros), the conductor number shall indicate
the function of the wire in the system and in general shall be as follows:
Conductor numbers
10, 20, 30
11 to 13, 21 to 23, 31
to 33
14 to 16, 24 to 26, 34
to 36
17, 27, 37
18, 28, 38
Function
Single-phase supply conductors.
Secondary circuit conductors to order synchros and to low
speed synchros in the gyro-compass and underwater log
systems.
Secondary circuit conductors to repeat-back synchros and to
high speed synchros in gyro-compass and underwater log
systems.
Conductors connecting an order contact device to an audible
signaling device.
Conductors connecting a repeat-back device to an audible
signaling device.
If more than nine wires are required per instrument, the use of three digits for the conductor number will be necessary;
for example, in circuit M conductor numbers 100, 200 and 300 indicate supply wires; numbers 111 to 119, 211 to 219 and
311 to 319 indicate secondary wires to synchros; and numbers 120, 220 and 320 indicate wires between contact makers and
audible signaling devices.
The following are examples of the above system of conductor numbering:
Conductor number 1MB114
1 indicates starboard circuit
MB indicates engine order system
114 indicates secondary wire to a synchro transmitter or receiver (repeat-back).
Shield conductor marking shall be determined by assigning a prefix 0 to the first numerical conductor succeeding the
first numerical circuit letter conductor of the series contained in the shield (for example, shielded cable having conductor
numbers 4HD21, 4HD22, 4HD23 shall have a shield conductor number of 4HD021).
Fire control cables - Cables that supply power to weapon control equipment shall be marked as specified for power and
lighting circuits except when connected to fire control switchboards, or, where these supplies are connected through the fire
control switchboards, up to the equipment or power receptacle to which the equipment connects.
Fire control circuits not shown on detail schematic wiring diagrams furnished by the government shall be marked as
specified below:
All fire control cable tags shall be marked with a "G" followed by a dash, the circuit designation, and the cable
number. The circuit designation shall be as listed in Section 480.
If two or more circuits that have the same letter designation are contained in a single cable, the numbers preceding
the circuit letters shall be omitted.
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Fire control circuit conductors - Each fire control conductor shall be marked at each end to identify the conductor and
its function in the circuit.
Conductor markings for fire control circuits shall consist of the circuit designation (for example, MK 86 GFCS)
followed by station and wire numbers. Station and wire numbers for fire control system, including interior communication
circuits between interior communication and fire control switchboards.
Conductor markings for fire control circuits interfacing the fire control switchboard shall be as shown on detail
schematic wiring diagrams.
Conductors which are connected directly together shall have the same number. Conductors of a circuit broken by fuses,
switches, or similar devices shall be assigned individual but corresponding numbers.
Spare conductors of each cable shall be bound together and identified with the cable marking on a single tag. Spare
conductors in cables terminated in connectors shall be connected to pins in the connectors where available.
For positive or assumed instantaneous positive conductors, the markings shall be the same as the circuit designation.
For negative or opposite the assumed instantaneous positive conductors, the letter "R" shall be used as the last character in
the conductor marking. Shields shall be identified by the letter "S" as the last character in the conductor marking. Other
letters may be used as the last character in the conductor marking that designate special functions such as "F" for the flashing
supply used on some weapons control systems.
The positive or assumed instantaneous positive conductor of each circuit shall be connected to the right hand fuse
associated with the circuit supply switch on the switchboard and the negative or opposite to assumed instantaneous positive
conductor shall be connected to the left hand fuse, as viewed from the front of the switchboard.
Voice tubes and pneumatic tubes - Voice tubes and pneumatic tubes shall be numbered consecutively. Each number
shall have the appropriate prefix - V.T. or P.T., respectively.
The tube terminals shall be marked by label plates located close to and above the mouthpiece or outlet where
practicable, otherwise dual labels shall be installed, one secured on the inside and the other secured on the outside of the
outlet cover. In addition, each label plate shall include a listing of the stations served by the tube. Each tube shall be tagged
at least once in each compartment through which it passes.
Cables for electronic services - Cables that supply power to electronic equipment shall be designated as specified for
power and lighting circuits up to the first piece of electronic equipment or to the power receptacle to which the electronic
equipment connects. Power cables between units of electronic equipment shall have electronic designations.
All cables shall be marked with the letter "R", followed by a dash, the letters designating the circuit and the cable
number. The circuit designations shall be as listed in Section 400. If two or more circuits are installed which will require
identical designating letters, differentiating numbers in sequence beginning with 1 shall be used to precede the first
designating R.
Cables shall be numbered consecutively from 1 in each circuit or system, beginning at the unit where the ship service
power connects, or at the focal point of the circuit or system.
Examples:
Cable number 1R-ES4
1 is a circuit differentiating number which indicates cable is a part of a circuit of which there are two or more
with identical designation letters. If equipment is interconnected through panels, switchboards or similar items, the cables
are considered to be part of one integrated circuit or system and additional circuit differentiating numbers will not be
required.
R indicates cable is part of electronic equipment installation.
ES indicates circuit is used with surface search radar (see Section 400).
4 indicates fourth cable of the surface search radar circuit.
Cable number R-SK1
R indicates cable is a part of electronic equipment installation, and there are no identical circuits installed.
SK indicates circuit is used in scanning sonar circuits (see Section 400).
1 indicates first cable of the scanning sounding sonar circuit.
Where electronic equipment is energized directly from an interior communication or fire control switchboard, the cable
between the switchboard and the electronic equipment shall carry an electronic designation with the cable number preceded
by a cipher, for example, R-ES-01, R-ES-02. Where electronic equipment is energized from an interior communication or
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fire control switchboard by way of a local cutout switch, the cable between the local switch and the switchboard shall be
numbered similarly except that an additional cipher shall precede the number, for example, R-ES-001, R-ES-002.
Conductors for electronic service cables - All active conductors of cables used in electronic circuits shall be marked to
agree with the marking of the terminal to which it connects.
Each conductor entering an enclosure, such as an equipment case or a terminal box, shall be marked so that it will be
easily associated with the cable of which it is a part.
Sonar systems cable connectors shall be marked in accordance with Mil. Spec. MIL-S-21294.
Miscellaneous cables - Miscellaneous cables connected to power and degaussing circuits shall be designated by the
applicable circuit number, followed by a dash and a letter symbol. These symbols shall not be used when the power control
circuit designations specified herein are used.
Letter symbols which shall be used for this are as follows:
Ammeter
Indicator lights
Push switch
Restarting switch
Switchboard interconnection for
interlocks and meters
AMM
IL
PB
RS
SWB
Additional letter symbols may be used as approved. The letter selected for such identification shall not conflict with
any other designation provided herein.
305g. Color Designation
Indicator lights - Color designation, except for special applications in dark adapted spaces and for ground detector
lights, shall be in accordance with MIL-STD-1472.
For valve position indication, the indicator light shall be legibly marked OPEN or SHUT, or with a circle or bar
symbol, respectively.
Indicators with red lenses and stencil type marker disks shall be used in spaces where dark adaptation of personnel is
required.
Conductor color coding - Color coding of the individual conductors of multiconductor cables (except 3-conductor
cables for portable tools and equipment) shall comply with Mil. Spec. MIL-C-915 and Figure 4 of Design Data Sheet
DDS-305-1.
305h. Identification Plates and Cable Tags
Identification plates shall comply with Mil. Spec. MIL-P-15024 and the applicable equipment specifications.
Abbreviations used on information plates and label plates shall comply with MIL-STD-12.
Tags and strips for marking cables shall be of soft aluminum tape, Mil. Spec. MIL-A-2877, having a natural finish,
except where used with cables having bronze armor, in which cases sheet brass of commercial quality shall be used.
Dimensions - Identification plates, information plates, and label plates shall be of a size suitable for the equipment on
which installed and shall be one of the sizes listed in Mil. Spec. MIL-P-15024.
Identification plates for rheostat handwheels and other rotary switches may be circular, or other shape to suit the
equipment.
Cable tags shall be of size suitable to accommodate the required marking but shall have a minimum width of 1/2 inch.
Type and size of lettering - Type and size of lettering for identification plates shall comply with Mil. Spec.
MIL-P-15024. If abbreviations are necessary, apostrophes, periods, and other suitable punctuation marks shall be used to
clarify the meaning.
Capital letters shall be used on cable tags; height of all letters and numbers shall not be less than 3/16 inch, and letters
and numbers, shall be embossed to at least 1/64 inch above the surface.
Installation - Installation of identification plates and information plates shall comply with Mil. Spec. MIL-P-15024.
Cable tags shall be secured by the method shown on Figure 6 of Design Data sheet DDS-305-1.
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305i. Conductor Marking

Individual conductors shall be marked by one of the following methods:
Heat-shrinkable tubing with the markings permanently bonded to the tubing by a heating process.
The tubing shall be in accordance with Mil. Spec. MIL-I-23053/5, class 1, white.
Heat-shrinkable tubing over a tape type marker strip. The tubing shall be in accordance with Mil. Spec.
MIL-I-23053/2, class 2, clear.
Hot stamping (branding) insulating sleeving. Sleeving shall be in accordance with Mil. Spec. MIL-I-631, type F,
grade A, form U, white.
Conductors terminating in pin-type connectors need not be marked at the connector end.
085 herein. Other technical documentation requirements related to overhaul are specified in Section 800 herein.
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SECTION 310
GENERAL REQUIREMENTS FOR SHIP SERVICE AND EMERGENCY GENERATORS
310a. Scope
This section contains the general requirements for ship service and emergency generators.
310b. General
Generator sets shall not be used during overhaul of the ship, whenever possible, except for ship trials, tests specified in
this section, and tests of equipment and systems that require power characteristics as supplied by the ship's electrical plant.
Performance requirements - Original performance criteria of generator sets are covered in detail in the equipment
specifications referenced in paragraph 310c.
Parallel operation - Paralleling of ship service generators shall be required on a ship or class basis as determined by
equipment characteristics and ship operations, when applicable. Ship service generators are required to operate in parallel
with shore power only to the extent of providing for the transfer of load from one to the other.
Emergency generators are not required to operate continuously in parallel with each other, with ship service generators
or with shore power. Emergency generators are only required to operate in parallel for load transfer.
Steam turbine driven generator sets shall comply with Mil. Spec. MIL-G-3087. Diesel driven generator sets shall
comply with Mil. Spec. MIL-G-3048. Gas turbine engine driven generator sets shall comply with Mil. Spec. MIL-G-22077.
These equipment specifications cover the requirements for the components of a complete generator set, including the prime
mover, generator, exciter, voltage regulator, and starting motor, as applicable; and wherever packaged type sets are specified,
the condenser, air ejector, and turbine auxiliaries are also covered.
Ship service generator sets shall be of like rating, type, design, and manufacture. Diesel (emergency) generator sets
shall be of like rating, type, design, and manufacture.
Like generator sets shall be of the same hand with respect to foundations or mounting arrangement, connection to steam
lines, pumps, condensers, fuel lines, exhaust pipes, generator terminals, and other auxiliaries which would affect the
replacement of a generator set.
Two-pole direct current generators and rotating exciters shall not be installed because of their large stray magnetic
fields. Rotating exciters which have the same characteristics as two-pole generators shall not be used.
Starting system - In general, diesel engine driven sets rated 200 kW and smaller shall have electric starting, and sets
rated above 200 kW shall have air starting.
Excitation and regulation system - The excitation system for 60 Hz and 400 Hz generators shall be a variable voltage
type and shall be suitable for use with one of the following type voltage regulators specified in Mil. Spec. MIL-R-2729:
Type II - Rotating exciter (shall not be used for generator speeds above 8000 r/min.)
Type III - Combined static exciter and voltage regulation system.
The excitation and associated control system shall comply with Mil. Specs. MIL-G-3111, MIL-R-2729, and
MIL-G-3124, as applicable.
The degree of enclosure of generator sets and auxiliaries shall comply with the location requirements and with the
applicable specifications.
Prior to shipboard installation, the generator shall be subjected to a careful examination, as required by Section 300.
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The arrangement of the complete installations shall include clearances for dismantling within the space limitations of
the selected locations on the ship. Generator sets shall be readily accessible for routine cleaning, inspection, maintenance,
and repair.
Generator sets shall be sufficiently rigid to permit installation on their foundations without further stiffening or bracing.
Generator set foundations shall comply with Section 180.
A remote shut-down device shall be installed for each diesel engine or gas turbine engine.
Starting batteries or air tanks for diesel or gas turbine engine starting systems shall be located as near as practicable to
the diesel or gas turbine engine; this will assure greater reliability of the starting system by reducing the effective length of
cable or piping subject to derangement under shock or vibration.
310e. Shock
Section 072 defines the requirements for shock as it relates to ship overhauls.
310g. Protection of Equipment
S9086-KC-STM-010/CH 300.
310h. Repair and Overhaul
The repair and overhaul of systems, equipment and components are intended to restore items to their original
performance profiles and are not necessarily intended to return items to the original manufacturers' drawing or technical
manual tolerances. The Supervisor's Work Specification shall identify the class of overhaul authorized for the item.
Definition of overhaul class is provided in Section 042. Where applicable, the Supervisor's Work Specification shall invoke
the overhaul of the item to be accomplished in accordance with an approved Technical Repair Standard (TRS). Where an
approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system shall be in
accordance with applicable drawings or technical manuals, unless modified herein.
Ship service and emergency generators and air coolers shall be overhauled in accordance with NSTM NAVSEA
S9086-KC-STM-010/CH 300, S9086-KC-STM-010/CH 310, and as specified below.
Prior to disassembly, the following pre-overhaul inspection shall be made (with recommendations for corrective
actions) and results forwarded to the Supervisor:
Insulation resistance per NSTM NAVSEA S9086-KC-STM-010/CH 300 and the following:
Stator, field, and heaters (500-volt insulation resistance tester).
Rectifier assembly (50-volt insulation resistance tester) per applicable technical manual.
Disassembly of the generator shall be in accordance with the procedure outlined in the applicable technical manual.
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For overhaul periods, the condition of commutators or slip rings shall be inspected and diameter(s) shall be measured.
[ w -1]
R = Y (O-e)
O = Original diameter
Air gap measurements shall be taken prior to disassembly and after reassembly. Air gap tolerances shall be + 10
percent of the average of all air gap measurements taken or as specified in the applicable technical manual.
from the spot on a pole or tooth of the rotor. A spot should also be cleaned at the same relative position on each field pole of
a d.c. machine. For a.c. machines, the measurements shall be made at each end of the generator in at least six places, spaced
approximately 60 mechanical degrees apart or at the position of each pole of the machine, or both, with one of the readings
taken at the bottom. Where it is physically impossible to measure the air gap at six places on each end, measurements shall
be obtained in as many places as practicable. If necessary, the generator shall be partially disassembled providing the
relative position between the stationary and rotating elements is not disturbed. Prior to taking any measurements, the varnish
at the location on the stator and rotor where the measurements will be taken should be cleaned off.
Generators shall be balanced and aligned in accordance with applicable technical manuals.
tightness of connections. This inspection shall include all voltage regulator connections, space heaters, resistance
temperature detector (RTD) terminal boards, and main terminal lugs.
Inspect control and RTD wiring for insulation deterioration and chafing, and repair or replace, as required.
Resistance temperature detectors shall be tested for proper operation and all alarms and indications shall be calibrated
in accordance with the applicable equipment technical manual. Replace all defective components.
Generators shall be cleaned in place as outlined in applicable technical manuals.
Wiring shall be inspected and varnish shall be applied, as required. Absolutely no silicone or silicone base varnishes or
other products shall be used in the air stream of equipment containing commutators or slip rings.
The rectifier assembly shall be cleaned and repaired. If rectifiers are selenium type, water or solvents shall not be used
for cleaning. A clean, dry, lint-free cloth shall be used for wiping. (Refer to NSTM NAVSEA S9086-KC-STM-010/CH
300).
Generators shall be reassembled using new gaskets and seals in accordance with applicable technical manuals.
Overhaul of voltage regulators shall be as specified in NSTM NAVSEA S9086-KC-STM-010/CH 300,
S9086KN-STM-010/CH 310, and applicable technical manuals.
S9086-KC-STM-010/CH 300.
Section 310
S9AA0-AB-GOS-010
2004 Edition

Steam Turbine Generator Testing Requirements Tests of steam turbine generator sets shall be performed after installation or after overhaul and data recorded. The
following identifying information shall be recorded:
Ship name and hull number
Contractor and ship contract number
As applicable, the following equipment identifying information for generators, turbines, and gears:
Manufacturer
Type
Enclosure
Serial number
Year of manufacture
Contract number
Hp/kW/Gear Ratio
Voltage, steam pressure and temperature and exhaust pressure
Current and steam flow in pounds per hour R/min
Winding, number of cylinders or number of stages
Temperature rise
Duty
Prior to operation, insulation resistance tests shall be conducted in accordance with Section 300 and recorded. Air gap
readings shall also be recorded for each pole of the generator.
Initial run - Each generator, which has undergone authorized repairs, shall be restarted in accordance with the
ship's normal operating instructions. Emergency hand trips and overspeed trips shall be operated and checked to ensure
proper operation.
Overspeed trip - At least three separate test runs shall be made to determine the speed at which the overspeed trip
operates.
Excess pressure trip - At least three separate test runs shall be made to determine the pressure at which the excess
pressure trip operates.
Low oil pressure alarm - At least three separate test runs shall be made to determine the pressure at which the low
oil pressure alarm operates.
Low oil pressure trip - At least three separate test runs shall be made to determine the pressure at which the low oil
pressure trip operates.
Exhaust relief valve - At least three separate test runs shall be made to determine the exhaust back pressure at
which the relief valve in the turbine exhaust casing operates.
Manual trip - At least three separate test runs shall be made to determine that the manual trip operates
satisfactorily.
No Load tests
The generator field flashing circuits shall be checked in manual voltage control and in automatic voltage control. With
the unit operating at no load, rated speed, and rated voltage, the following shall be checked:
Range of manual voltage control - record maximum and minimum.
Manual-automatic transfer switch
Manual-automatic voltage adjustment - record maximum and minimum.
Range of speed changer - record minimum, and time to go from minimum to maximum.
Load tests
Preliminary load test - The generator set shall be operated at full load or ship's available load (at least 60 percent)
for 45 minutes to bring it up to or near its operating temperature. During this period, the general operation of the set shall be
observed and any necessary adjustments shall be made. The range of voltage adjustment shall be checked and the maximum
and minimum values recorded.
Section 310
S9AA0-AB-GOS-010
2004 Edition
Load speed test - At no load and with the generator excitation under the automatic control of the voltage regulator
(on Class A generator sets, generator excitation is to be manually controlled), the generator set speed shall be adjusted to 102
percent of rated speed.
The load shall be changed in 10 percent increments from no load to 100 percent and back to no load. Where
generator excitation is manually controlled, the voltage shall be adjusted to rated value at each load point. Do not readjust
speed during test. The speed and valve lifts shall be recorded for each load.
The load speed curve shall be plotted, and shall meet the requirements of applicable specifications.
Reactive voltage droop - With reactive voltage droop circuit operative, reactive droop shall be tested as follows:
At full load (0.8 power factor) set auto voltage regulator for rated voltage. Gradually reduce from rated load
to no load in 20 percent steps. Check and record rise in terminal voltage. Voltage rise shall be within the range of 2.7 to 4.0
percent of rated voltage.
Heat run - Unit shall be operated at full rated load or ship's available load (at least 60 percent) for approximately 3
to 4 hours or until temperatures stabilize within 1 degree C for three consecutive data points. Data listed below shall be
taken every 15 minutes for the duration of the heat run:
Time and date
For generators:
Voltage
Current
Power
Frequency or r/min
Bearing lube oil pressure
Air cooler water temperature in and out
Stator temperatures
For turbines:
Steam pressure
Steam temperature
Exhaust pressure
Lube oil filter pressure, in and out
Lube oil strainer pressure, in and out
Steam chest pressure
First stage pressure
Condenser vacuum or pressure
Gland seal pressures
Steam chest temperature
Thrust bearing temperature
Condenser temperature
Circulating water temperature, in and out
Lube oil cooler oil temperature, in and out
Lube oil cooler water temperature, in and out
The audible noise, mechanical balance, lubrication, and commutation (for direct current sets only) shall be observed
and recorded.
Parallel operation - Parallel operation is required for new installations, after governor or voltage regulator exciter
refurbishment or repair work, and when the activity is tasked with identifying and repairing reported paralleling problems.
The purpose of paralleling after overhaul is to demonstrate satisfactory stable normal electric plant lineups with varying
loads. The voltage regulators and governors of the generators to be parallelled shall be certified complete, and all
adjustments made with the exception of paralleling circuits.
Section 310
S9AA0-AB-GOS-010
2004 Edition
Adjust the load to normal ship's expected hotel load for paralleling combination or to 50 percent load. Balance the real
and reactive loads. Vary the load from 20 percent to 60 percent of the combined rating (or normal hotel load) in
approximately two equal steps and back to 20 percent in the same manner. The speed, voltage, current and kW load of each
generator at each load point shall be recorded. Parallel tests are to be performed with speed and load division in their normal
positions for paralleling. Verify that the loads can be readjusted for equal loading at each load step. Real and reactive loads
shall be transferred smoothly with voltage transients less than 10 percent of rated voltage and frequency transients less than 3
percent of rated frequency.
Where the generators are required to operate in parallel only for transfer of load, the generator sets shall be connected
in parallel with a total load approximately equal to the rating of the smaller set. The load shall be transferred from one set to
the other by manipulation of speed and voltage controls to demonstrate the stability and controllability during load transfer
between sets. This test shall be run with the steam pressure at the highest practical value within the rated range of the
turbine.
Where generators are required to operate in parallel with shore power only for transfer of load, one of the generators
shall be paralleled with shore power and the load transferred from the generator to shore power without interruption of
power.
Insulation resistance after operation - The hot insulation resistance test shall be in accordance with the method
described in Section 300.
Diesel Generator Testing RequirementsTests of diesel generator sets shall be conducted and the data recorded. The same applicable identifying information
shall be recorded as for turbine driven sets. Prior to operation, insulation resistance tests shall be recorded in accordance
with Section 300. Air gap readings shall also be recorded for each pole of the generator. The test and methods of test shall
be as follows:
Starting test - This test shall be conducted with the engine at engine room ambient temperature.
Electric or compressed air starting - The generator set shall be subjected to two starts, consisting of cranking the
assembled generator set until the engine starts, then stopping the engine and repeating the procedure as soon as the set comes
to rest.
Overspeed trip - At least three separate test runs shall be made to determine the speed at which the overspeed trip
operates.
Low oil pressure alarm - At least three separate test runs shall be made to determine the pressure at which the low
oil pressure alarm operates.
Manual trip - At least three separate test runs shall be made to demonstrate the local and remote trip.
No load and load tests - These tests shall be the same as those specified for steam turbine generator sets, and data
recorded. The load speed curve shall meet the requirements of the applicable specification. Data for the diesel engine
functions listed below shall be substituted for those for the steam turbine, as applicable:
Exhaust pressure
Lube oil pressure, in and out of engine
Lube oil strainer pressure, in and out
Crankcase pressure
Fuel pump discharge pressure
Fuel pressure at engine head
Salt water pump discharge pressure
Fresh water pump discharge pressure
Scavenging air pressure
Starting air pressure
Water heat exchanger and temperatures:
Salt water, in and out
Fresh water, in and out
Lube oil cooler oil temperature, in and out
Lube oil cooler water temperature, in and out
Engine fresh water temperature, in and out of engine
Section 310
S9AA0-AB-GOS-010
2004 Edition
Lube oil temperature, in and out of engine

Cylinder exhaust temperature
Air intake temperature
Parallel operation - This test shall be the same as the parallel operation test specified for the steam turbine generator
sets, unless the diesel generator is operated as an emergency generator, then the generator is only required to operate in
parallel for load transfer.
Gas Turbine Generator Testing Requirements Tests of gas turbine generator sets shall be conducted and the data recorded. The same applicable identifying
information shall be recorded as for steam turbine driven sets.
Prior to operation, insulation resistance tests shall be recorded in accordance with Section 300. Maximum and
minimum air gap readings shall also be recorded for each pole of the generators.
Starting test - This test shall be conducted with the engine at Engine Room ambient temperature.
Compressed air starting - The generator set shall be subjected to two starts, consisting of cranking the assembled
generator set until the gas turbine starts, then stopping the gas turbine and repeating the procedure as soon as the set comes to
rest.
During the start cycle, measurement shall be made of the pressure differential from the engine oil inlet flange to the
engine exhaust flange.
The emergency hand trips and safety devices (overspeed trips) shall be checked to ensure proper operation and point of
activation.
Low oil pressure alarm - At least three separate test runs shall be made to determine the pressure at which the low oil
pressure alarm operates.
The generator field flashing circuits shall be checked for proper operation. These circuits shall be checked in manual
voltage control and in automatic voltage control.
Load speed test - Same as those specified for steam turbine generator. The load speed curve shall meet the
requirements of the applicable specification.
Reactive voltage droop - Same as those specified for steam turbine generator.
Heat run - Unit shall be operated at full rated load or ship's available load for approximately 3 to 4 hours or until all
bearing and stator temperatures stabilize within 1 degree C for three consecutive readings or until operating temperatures
exceed limits established by NSTM NAVSEA S9086-KC-STM-010/CH 300. Should high temperatures be encountered,
secure unit and make necessary repairs. Data listed below shall be recorded every 15 minutes for the duration of the heat
run.
Time and date
For generators:
Voltage
Current
Power
Frequency or r/min
Power factor
Air cooler water temperature, in and out
Stator (or frame) temperatures
For gas turbines:
Exhaust head loss
Exhaust and inlet back pressure (inches of water)
Lube oil pressure (engine inlet and gear box inlet)
Section 310
S9AA0-AB-GOS-010
2004 Edition
Ambient temperature (module and air intake)

Barometric pressure
Fuel supply pressure (filter inlet and outlet, fuel pump discharge, manifold and at engine head)
Compressor inlet temperature
Compressor discharge
Oil tank vent pressure (inches of water)
Exhaust gas temperature
Turbine speed (r/min)
Turbine compressor vibration
Turbine reduction gear box vibration
Fuel flow
T5 temperature
Starting air pressure
Water heat exchanger temperatures, in and out
Lube oil cooler oil temperatures, in and out
Lube oil cooler water temperatures, in and out
Lube oil temperatures, in and out of engine
Oil tank vent lines back pressure
Fuel consumption
The audible noise, mechanical balance, and lubrication shall be observed at each of the above specified load points.
Parallel operation - Same as those specified for steam turbine generator, unless gas turbine is operated as an emergency
generator, then generator is only required to operate in parallel for load transfer.
Section 310
S9AA0-AB-GOS-010
2004 Edition

SECTION 313
STORAGE BATTERIES AND SERVICING FACILITIES
313a. Scope
This section contains the requirements for installation, modification, overhaul, and testing of storage batteries and
servicing facilities. The requirements of this section supplement Section 300.
13b. Definitions
Cell - A unit, consisting of positive and negative plates, separators, cell covers, and electrolyte, properly assembled in a
single jar or one compartment of a monobloc case.
Tray - One or more cells assembled in a common container or a monobloc case.
Battery - One tray or a number of trays connected in series, parallel or series-parallel.
Battery charging station - The location of a battery charging outlet or a permanently mounted battery charging unit
when such outlet or unit is used to charge permanently installed batteries in place.
Battery charging unit - A self-contained equipment designed for bulkhead mounting or for portable service, containing
transformers, rectifiers and switches, for charging storage batteries. This unit is usually installed in the vicinity of the
batteries to be charged.
Battery types Acid type:
Lead acid
Alkaline:
Nickel-cadmium
Silver-zinc
313c. Safety Precautions
Wet cell storage batteries produce hydrogen when charging and discharging. Hot work on decks or bulkheads
surrounding the battery room may be a source of ignition to hydrogen gas within. Safety precautions shall be observed in
accordance with NSTM NAVSEA S9086-KR-STM-000/CH 313.
313d. General Requirements
The required number of trays shall be connected in series to produce the required voltage. The necessary ampere-hour
capacity shall be obtained by the use of the proper size of battery. Lead acid batteries may be connected in parallel in order
to obtain greater capacities than those available from the largest sized battery. Alkaline batteries shall not be paralleled.
Classes of lead-acid storage batteries and their applications shall be as shown in Table I.
For engine starting, batteries shall be provided as necessary to meet the current, voltage and duty cycle of the starting
motor for each application.
Contractor-furnished and Government-furnished batteries (except spares) shall be filled with electrolyte and charged by
the Contractor (in accordance with manufacturer's instructions for initial charging). Battery records shall be kept which
indicate the battery function, the Navy class designation, the specification type, the initial charging date, and the dates of
subsequent charges or other maintenance actions.
313e. Selection of Equipment (acid type)
Portable storage batteries shall comply with Mil. Spec. DOD-B-15072.
Section 313
S9AA0-AB-GOS-010
2004 Edition
Charging units for portable storage batteries shall comply with Mil. Spec. MIL-C-24095. Charging units for heavy
duty storage batteries, such as industrial type cargo handling trucks, shall comply with Mil. Spec. DOD-C-24529.
Torpedo battery charging units shall be provided for tenders.
Intertray connectors for permanent installation shall not be longer than the length necessary to reach from tray to tray
without putting any strain on battery terminals.
Portable charging cable, local and remote, and portable intertray connectors shall be type HOF cable of suitable current
rating.
Electrolyte shall be in accordance with Fed. Spec. 0-S-801.
Battery water shall be in accordance with Fed. Spec. 0-B-41.
TABLE I
CLASSES AND APPLICATIONS OF LEAD STORAGE BATTERIES
Battery Classification
Typical Uses
2V-20AH-L/D
Portable floodlights.
12V-15AH-L/D
Gyros and emergency communications
6V-50AH-L/D
Dial telephone systems having a capacity of 50 lines or less, interior
12V-50AH-L/D
communication, gyrocompass emergency power.
6V-100AH-L/D
All purposes mentioned for class 6V-50AH-L/D and for gun firing, and sight
8V-100AH-L/D
lighting circuits, director instrument illumination, fire control instrument
12V-100AH-L/D
illumination, radio power, and 100 or 50 line telephone systems.
6V-130AH-H/S
Engine starting services.
8V-130AH-H/S
6V200AH-H/S
General services emergency batteries, electronic and dial telephone systems
having a capacity of more than 150 lines.
6V-205AH-H/S
Engine starting requiring greater capacity than 130AH.
8V-205AH-H/S
General service emergency batteries.
313f. Installation Requirements
Trays - Trays shall be installed to be readily accessible for testing, watering and cleaning. Spacing of trays shall ensure
effective ventilation. The clearance above trays shall not be less than 12 inches.
Arrangement and connections - On mine countermeasure ships and similar types designed for low magnetic signature,
where it is required to reduce to a minimum the stray magnetic field produced by the current through the batteries and the
connections to them, the arrangement and connections shall be in accordance with MIL-STD-2134.
Battery racks - Batteries shall be securely stowed in racks per DOD-STD-2003. Where racks cannot be adequately
secured to the deck and bulkhead, they shall be additionally secured by diagonal braces to the deck above, but in no case
shall the vertical support extend from deck to deck.
Racks for engine starting batteries shall be located at the engine end of the set, as close as practicable to the engine
starter, and as far as practicable from the generator. Batteries shall not be located closer than 30 inches from any open end of
generators.
Spaces assigned for stowage of spare batteries shall have sufficient shelf space or racks for stowage of all spare
batteries. Separate storage spaces shall be provided for alkaline batteries (aircraft type).
Battery charging shops or stations - The acid type battery charging shop shall be equipped with a battery charging unit,
Mil. Spec. MIL-C-24095 or DOD-C-24529.
The alkaline type battery charging shop shall be equipped with a battery charging unit designed for alkaline batteries.
The alkaline shop, facilities and tools shall be kept separate from those of the acid type battery shop. The charging bench or
rack in the alkaline battery shop shall have a 15-pound CO2 fire extinguisher mounted at each end of the charging bench or
rack for use in case of thermal-runaway.
A permanently mounted battery charging unit or a battery charging outlet shall be installed at battery charging stations.
Where battery charging units are used, a receptacle connector for a.c. power supply shall be installed.
Section 313
S9AA0-AB-GOS-010
2004 Edition
The following, in addition to the battery shop, shall be considered as battery charging stations:
Emergency generator rooms
Diesel fire pump rooms
Boat stowage locations
Cargo decks
Hangars on Aviation Facility ships
Where groups of boats or vehicles are stowed, local charging outlets shall be installed and circuits provided for
connecting to a centrally located charging unit.
Ventilation shall be provided as specified in Section 512. The power supply to battery chargers in battery shops shall
be interlocked with the battery shop exhaust fans to prevent charging when the fans are not operating.
Local charging circuits shall terminate in a battery charging outlet box, Symbol 733.1, Symbol 731.1, or Symbol 732,
as required. Portable charging cables shall have alligator clips with insulated grips at one end, and plugs, Symbols 1214.4
and 1243.3, at the other end for charging directly from battery chargers, or Symbols 1214.2 and 1214.5, for charging from
battery outlet boxes.
Plugs and jacks on outlet boxes and portable charging cables shall be marked "POS." or "+" or color coded red for
positive, and "NEG." or "-" or color coded black for negative.
Remote charging circuits, except those for emergency generator starting batteries, shall terminate in a battery charging
outlet box, Symbol 731.1. Remote charging circuits for emergency generator starting batteries shall terminate in the engine
starting control panel. These circuits shall be arranged so that the batteries may be connected to the charging circuit by
throwing a switch on the associated engine starting control panel.
Provision shall be made for charging permanently-connected batteries (including small boat diesel engine starting
batteries) in place.
Lift truck battery charging shops and stations shall be provided with charging units, Mil. Spec. DOD-C-24529,
suitable for the trucks specified.
On replenishment-at-sea ships or cargo ships having rapid transfer handling rates, one charging unit shall be installed
for each pair of batteries of each type onboard. On class 1 aviation facility ships, a battery charging unit and a battery
storage rack, as required, shall be installed for each type of battery specified. In other ships one charging unit shall be
installed for each type battery onboard.
Battery stowage racks and charger shall be installed so that the batteries may be charged while secured in racks.
Guard rails shall be installed to protect battery chargers mounted in lift truck operational areas.
Chargers shall be installed so that the top of their enclosures will be less than 5 feet above the deck.
Gyrocompass batteries shall be located in the same compartment as the gyrocompass and shall be installed in an
enclosed rack. The batteries shall be arranged to be charged in place from the normal gyrocompass power supply and
controlled by the gyrocompass control cabinet so as to normally floatcharge the batteries. The batteries shall supply
gyrocompass power in case of failure of the normal supply.
The dial telephone battery shall be charged from the dial telephone equipment and shall be installed in an enclosed rack
located in the same compartment as the dial telephone switchboard.
Overhead lifting gear for fork lift truck, pallet lift truck, and 200AH (and larger) general service auxiliary batteries shall
be installed as specified in Section 665.
Battery charging stations shall be furnished with log desks and lockers for onboard repair parts, tools, and instruments,
as specified in Sections 665 and 671.
Each storage battery room and charging station for acid type batteries shall be provided with two battery fillers, Fed.
Spec. W-B-177, and two battery test sets containing thermometer and hydrometer conforming to Mil. Spec. MIL-H-16384.
Each acid type storage battery room and charging shop shall be provided with two battery water containers and one
soda water container. Containers shall be 5-gallon polyethylene bottles.
Each alkaline type storage battery room and charging shop shall be provided with one battery water container and one
3-percent boric acid solution container. Containers shall be 5-gallon polyethylene bottles.
Section 313
S9AA0-AB-GOS-010
2004 Edition
313g. Shock
313i. Equipment Overhaul and Care
Stowage, inspection, and care of storage batteries during overhaul shall be in accordance with NSTM NAVSEA
S9086-KR-STM-000/CH 313 and manufacturer's manuals and instructions.
Batteries shall be kept clean and free from all foreign matter. Batteries in exposed weather locations shall be kept
charged during cold weather.
Batteries which have been exposed to salt water internally shall be considered unfit for service and shall not be
repaired.
Batteries which have been installed during overhaul are to have been charged within 30 days of end of overhaul and
checked for proper type and service. The battery charging capability, including adequacy of the cable lengths and
connectors, shall be demonstrated.
After overhaul or repairs, an insulation resistance test shall be performed on the respective battery charger in
accordance with Section 300. Also, the charger shall be operated with dummy load to ensure delivery of rated output.
Exhaust vent fan interlock operation shall be verified.
Section 313
S9AA0-AB-GOS-010
2004 Edition

SECTION 314
ELECTRIC POWER SUPPLY CONVERSION EQUIPMENT
314a. Scope
This section contains the requirements for electric power supply conversion equipment.
314b. Application and Performance
Conversion equipment: Motor-generators, frequency changers, inverters, rectifiers, and transformers.- Conversion
equipment shall be provided to supply equipments that require electric power having characteristics that differ from those of
the power furnished by the ship service generators.
Unless otherwise specified, the number and type of conversion equipment and the capacity for a specific application
shall be determined as follows:
Selection of capacity for conversion equipment supplying groups of loads shall be based on the connected loads
under various operating conditions as determined from the system power analysis.
The provision of standby capacity and reserve capacity for future growth for conversion equipment supplying
groups of loads shall be based on the nature of the loads and their military characteristics. In general, standby capacity shall
be provided only for loads essential to the military characteristics of the ship.
Selection of capacity for conversion equipment supplying individual loads shall, in general, be based on connected
load.
Conversion equipment shall be selected to have standard ratings.
Conversion equipment other than motor generators shall be installed in lieu of motor generators provided their design
will give equivalent performance characteristics. In general, rectifier power supplies shall be provided for supplying d.c.
power buses on switchboards such as IC, missile power, fire control, and for supplying individual loads. Ratings of rectifiers
shall be determined on the basis of the operating load.
Conversion equipment power supplies for supplying degaussing systems shall have ratings determined in accordance
with Section 475.
Transformers - Transformers shall be provided to supply a.c. circuits which cannot be operated on the ship service
primary voltage.
Ship service lighting transformers shall be used to supply 120-volt power loads except to electronic, interior
communication, and ordnance systems, or as otherwise specified.
Three-phase transformer banks shall be composed of three single-phase transformers; each transformer in the bank shall
have identical ratings, and the primaries and secondaries of each bank shall be connected in closed delta. Spare transformers
shall not be provided.
Transformers shall have kVA ratings equal to or next above the capacity requirements listed in Table I. Loads shall be
calculated on a kVA basis using actual power factors for known loads and a power factor of 0.8 for spare switches for power,
lighting and electronic loads, and a power factor of 0.6 for spare switches for IC loads. In determining the kVA rating of the
steering transformer, the current requirements of the synchro system shall be based on the maximum current at maximum
torque rather than on the exciting current.
Line voltage regulators - Line voltage regulators shall be used for equipments or systems requiring close steady state
voltage regulation to compensate for either line drop or when the supply system steady state characteristics do not meet those
required by the equipment or systems.
Section 314
S9AA0-AB-GOS-010
2004 Edition

Motor-generators - Motor-generators selected for general purpose naval shipboard use shall comply with Mil. Spec.
MIL-M-19097, MIL-M-19160, MIL-M-19167 or MIL-M-19283. Motor-generators for special purpose applications may
have special system performance characteristics specified in the Purchase Specification. Motor-generators for closely
regulated IC, FC, and navigational loads shall comply with Mil. Spec. MIL-M-19633.
Selection of motors and controllers shall comply with Section 302.
The degree of enclosure shall comply with Section 300 and requirements of equipment location.
Two-pole direct current generators or rotary amplifiers of more than 100-W output shall not be installed in wooden hull
minesweepers because of their large stray magnetic fields. Any rotary amplifier with four poles but which acts as a two-pole
machine should not be used.
Frequency changers - Frequency changers shall be in accordance with Mil. Spec. MIL-F-24122.
Rectifier power supplies - Rectifier power supplies shall comply with Mil. Spec. MIL-P-15736.
Transformers - Transformers shall comply with Mil. Spec. MIL-T-15108 for 60-hertz applications and Mil. Spec.
MIL-T-17221 for 400-hertz applications.
Line voltage regulators - Line voltage regulators shall comply with Mil. Spec. MIL-R-23098.
Unless otherwise specified, the installation of new or relocated conversion equipment installed during overhaul which
requires new, relocated or modified foundations shall include space and clearances for dismantling within the ship. Except
when located on machinery room gratings, conversion equipment shall be located, insofar as practicable, with terminals and
live parts not lower than the access door sills in main boundary bulkheads of the watertight area in which located.
Transformer for steering gear room IC switchboards, ordnance equipment, and magnetic compasses shall be located
adjacent to the units which they serve.
Installation of rectifier power supplies, line voltage regulators or other equipment containing semiconductors shall be in
accordance with the following general requirements:
Locate equipment in the coolest available areas close to their consuming equipment.
Select location so that it is not downstream from other equipment dissipating appreciable heat.
Select location so that there is a general movement of the heated air away from the area; that is, avoid stagnant air
spaces or immediate recirculation of the heated discharge air.
Orient fan-cooled and ventilated equipment so that the intake air comes from the cooler region and the discharge
is toward the warmer region and exhausts from the space.
Take advantage of natural baffling and give consideration to the arrangement and orientation of all equipment in
the space to achieve the desired air circulation.
Avoid location of equipment adjacent to or in the immediate vicinity of other equipment of surfaces operating at
temperatures appreciably higher than ambient temperature. This is to prevent heat transfer to the equipment by radiation and
conduction and also to avoid reduction of the ability to partially dissipate its own heat through these means.
Install the equipment in a manner which permits free circulation of cooling air. Consult the manufacturer's
drawing to ensure that the necessary installed clearance or spacing is provided.
Do not paint or varnish rectifier cells and stacks.
Ascertain that the ambient temperature to which the equipment was designed is not exceeded.
For purchased items, purchase specifications should give the maximum ambient temperatures in which the
equipment is to be placed.
Ventilation tests that may be run aboard ship should include provisions for measurements to assure rated space
ambients are not exceeded.
Line voltage regulators - Line voltage regulators shall be installed as close to the load as practicable.
314e. Shock
Section 314
S9AA0-AB-GOS-010
2004 Edition
314f. Protection of Equipment

S9086-KC-STM-010/CH 300.
314g. Repair and Overhaul
performance profiles and are not necessarily intended to return overhauled items to the original manufacturers' drawing or
exist, or is not authorized, the overhaul of the item or system shall be in accordance with applicable manufacturer's technical
manual and drawings, unless modified herein.
Electric power supply conversion equipment shall be overhauled in accordance with NSTM NAVSEA
S9086-KC-STM-010/CH 300, applicable technical manuals, and applicable approved technical repair standards.
For overhaul of rotating equipment, refer to Section 302. When authorized, voltage regulators, frequency regulators,
motor controllers, and coolers for rotating conversion equipment shall be overhauled in accordance with NSTM NAVSEA
S9086-KC-STM-010/CH 300, S9086-KN-STM-010/CH 310, and applicable technical manuals.
Motor-generators shall be overhauled as specified below:
Prior to disassembly, the following pre-overhaul inspection shall be made (with recommendations for corrective
actions) and forwarded to the supervisor:
Insulation resistance per Section 300 and the applicable technical manual.
Disassembly of the motor-generators shall be in accordance with the procedure outlined in the applicable technical
manual.
For overhaul periods, the condition of commutators and slip rings shall be inspected and diameter(s) shall be measured.
[ w -1]
R = Y (0-e)
O = Original diameter
Air gap measurements are to be taken before and at the completion of the equipment overhaul. Air gap tolerances shall
be + 10 percent of the average of all air gap measurements taken or as specified in the applicable technical manual.
from the spot on a pole and tooth of the rotor. A spot should also be cleaned at the same relative position on each field pole
of a d.c. machine. For a.c. machines, at least three and preferably four or more spots, spaced at equal intervals around the
circumference, should be cleaned on the stator. The air gap measurements should be taken between the cleaned spot on the
rotor and the cleaned spots on the stator by turning the rotor to bring the cleaned spot on the rotor opposite each of the
cleaned spots on the stator, if possible.
Rotors shall be balanced and aligned in accordance with applicable technical manuals.
Section 314
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2004 Edition
Brush rigging shall be inspected and repaired or replaced in accordance with the applicable technical manual.
tightness of connections.
Generators shall be cleaned in place as outlined in applicable technical manuals.
Inspect wiring and revarnish as required. Absolutely no silicone or silicone base varnishes or other products shall be
used in the air stream of equipment containing commutators or slip rings.
Clean and repair the rectifier assembly. If rectifiers are selenium type, do not use water or solvents for cleaning. Wipe
with a clean, dry, lint-free cloth.
Generators shall be reassembled using new gaskets and seals in accordance with applicable technical manuals.
S9086-KC-STM-010/CH 300.
Shipboard tests shall be conducted in accordance with Section 092.
If the results of any of the following tests are unsatisfactory and if they cannot be satisfactorily corrected, the matter
shall be referred to the Supervisor.
Motor-generators - Shipboard testing of motor-generator sets shall be performed after installation or overhaul. Data
shall be recorded on forms provided by the Contractor.
Testing shall be conducted, when possible, using load boxes (capable of providing real and reactive load) tied to the
generator output breaker and isolated from the ship's bus. Shop tests, in addition to ship tests, shall be conducted on
equipment removed from the ship including motor-generators, starters and regulators. Performance data taken in the shop is
not required to be repeated on board the ship, however, as a minimum, a 1-hour operational test with available ships loads
shall be performed on board the ship.
Air gaps shall be taken at completion of equipment overhaul prior to testing.
Pre-startup tests - Measure the insulation resistance of the motor rotor and stator, generator rotor and stator,
exciter rotor and stator if applicable, voltage regulator, frequency regulator if applicable, motor controller, and the generator
field rheostat if applicable, in accordance with the method described in Section 300.
Turn the motor-generator set shaft by hand to ensure that it turns freely.
Inspect motor-generator enclosure, starter, and regulator cabinets as applicable, to ascertain overall cleanliness,
completeness of parts, condition of windings, slip rings, and connections.
Start unit and observe for proper rotation and output phase sequence.
Safety device tests - Test pressure switches, temperature switches, indicator lights, and alarms associated with the
motor-generator set as necessary to ensure that they satisfactorily perform their intended functions.
Preliminary load test - Operate unit at full load for 45 minutes as a warmup. Monitor unit at this time for unusual
noises, vibration and heating.
Operator controls tests - Test all operator controls, start and stop push buttons, voltage and frequency rheostats, at
all locations provided, for satisfactory operation in accordance with manufacturer's manuals.
Heat run - Unit shall be operated at full rated load or ship's available load for approximately 3 to 4 hours or until
all bearing and frame temperatures stabilize within 1 degree C for three consecutive readings or until operating temperatures
exceed limits established by NSTM NAVSEA S9086-KC-STM-010/CH 300. Should high temperatures be encountered,
secure unit and make necessary repairs. Data listed below shall be taken every 15 minutes for the duration of the heat run:
Generator output voltage
Generator output current
Generator watts
Generator frequency
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Frame temperatures of generator and motor

All bearing temperatures
Ambient temperature
Motor voltage
Motor amps
Motor kW (if available)
Voltage and frequency regulation test - Unit shall be adjusted to rated voltage and frequency (when applicable) at no
load. Unit shall be loaded in 20 percent increments to full load or maximum available output and back down to no load.
Voltage shall be maintained by the automatic voltage regulator within a band of + 5 percent (types I and II) or + 1/2 percent
(type III) of rated voltage.
Where units are frequency regulated, the automatic regulator shall provide + 5 percent (type I and II) or + 1/2 percent
(type III) of rated frequency regulation. Test data taken shall include motor voltage and amperes (3 phase), output voltage,
current, watts (where wattmeter is provided), and frequency data shall be recorded on appropriate form.
Dedicated Motor-Generator - Testing of motor-generator dedicated to a particular system or component may be tested
using the dedicated load. Voltage and frequency regulation test may be omitted if not practicable when using ship's
dedicated load.
Parallel operations - Parallel operation is required for new installations and after motor-generator, associated control or
regulating components have been repaired or when Contractor is specifically tasked in identifying and repairing reported
paralleling problems. The purpose of parallel testing after overhaul is to demonstrate satisfactory, stable, normal electric
plant lineups with varying loads. Prior to paralleling operations, the voltage and frequency regulators of the motor-generator
sets shall be certified complete and all adjustments made with the exception of paralleling circuits.
For motor-generators with load sharing capabilities the following method of paralleling shall be used. With each
motor-generator operating at rated voltage and frequency, adjust the load to normal expected ship's load for paralleling
combination or approximately 40 percent combined rated load. Adjust the speed regulating devices and voltage regulator for
equal percent divisions of load. Vary the load from 20 percent to 60 percent of the combined load rating or normal ship's
load in two equal steps and back to 20 percent in the same manner. The frequency, voltage, current, and kilowatt load of
each generator at each load point shall be recorded. Verify that the parallel operation is stable and that the load can be
readjusted for equal load sharing at each load step.
Insulation resistance test - After operation, the insulation resistance shall be measured in accordance with the method
Unit performance shall be considered unsatisfactory if voltage or frequency oscillation is more than 0.1 percent of rated
value or as specified in the applicable technical manual or Military Specification.
Rectifier power supplies - After installation or repair, but before placing the rectifiers in operation, insulation resistance
measurements of each electric circuit shall be made to determine if the insulation of the electric circuits has suffered any
damage. The insulation resistance test shall be in accordance with the method described in Section 300.
The rectifier power supply unit shall be tested to ascertain that satisfactory operation is obtained throughout the
required input and output voltage ranges with the adjustments provided.
Transformers - After installation or repair, but before placing the transformers in operation, insulation resistance
measurements shall be made in accordance with the method described in Section 300.
Line voltage regulators - The input voltage shall be varied from nominal plus five percent to nominal minus five
percent or as close to minus five percent as practicable. The output voltage shall remain within the required limits.
Unless otherwise specified, line voltage regulators shall be adjusted to compensate for voltage drop in the power cable
which connects the regulators with their associated load or loads. If the regulators serve only a single load, the compensation
is for the cable connecting the regulators to the load. If the regulators serve multiple loads, the compensation is for the
portion of the cable between the regulators and the loads which is common to all the loads. The compensation for voltage
drop shall be utilized for one cable supplying only one load or for that portion of a circuit containing a common cable for a
group of loads.
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Application
Section 314
TABLE I
TRANSFORMER CAPACITIES
No. of Phases
Electronic equipment
As required
Gun directors (each)
As required
Gun mounts (each)
As required
Main and auxiliary IC

switchboards
Miscellaneous single-phase
power loads
Ship service lighting system

and emergency lighting
system and small power
loads served from these
systems.
Steering gear room IC
switchboard
Torpedo battery heating
1
As required
Capacity
100 percent of connected

load (including spare
switches).
switches).
switches).
switchboard load.
switches).
switches).

load.
switches).
S9AA0-AB-GOS-010
2004 Edition

SECTION 320
GENERAL REQUIREMENTS FOR ELECTRIC POWER DISTRIBUTION SYSTEMS
320a. Scope
This section contains the general requirements for the electric power distribution system.
320b. Definitions
Ship service power distribution system - The ship's main power system and the normal source of power to all electrical functions.
Emergency power distribution system - The ship's auxiliary power system, normally connected to the ship service system, capable of
independent operation when supplied from emergency generators and designed to supply power to designated vital electrical functions.
Special power distribution subsystems - These subsystems supply, via electrical conversion equipment, functions, and systems
having specific voltage, frequency, and regulation characteristics not directly obtainable from the ship service or emergency power
distribution systems.
Lighting distribution system - A subsidiary of the ship service and emergency power systems basically to light the ship, but also to
furnish power to small appliances and service outlets of the same voltage and frequency.
Casualty power distribution system - A system consisting of through-bulkhead and through-deck terminals (with permanently
installed riser cables) and portable cables, strategically located throughout the ship, for the purpose of bridging damaged sections of the
ship service and emergency power systems in order to re-energize designated vital electrical functions.
Control system - A subsystem associated with any electrical function for the purpose of supervising its operation from one or more
locations.
Radial distribution - The accepted shipboard method of power distribution, using a generator switchboard as the starting point for
assigned feeders supplying power panels and individual loads.
Zone distribution - A modification of the radial pattern, adaptable to large ships, wherein the ship is subdivided into electrical zones
using main subdivision bulkheads as boundaries. Each zone contains one or more load center switchboards for supplying power panels
and individual loads within the zone. This method is a decentralization of the distribution-to-load function of the generator bus extending
the bus via bus feeders to load center switchboards.
Vital power - Power which, if lost, would seriously impair the fighting effectiveness of the ship.
Non-Vital power - Power which, if lost, would not impair the fighting effectiveness of the ship.
Circuit nomenclature - Circuit classification is progressively changed every time the circuit is partitioned by a protective device in
the following sequence:
1.
Generator to switchboard.
2.
Bus tie between switchboards.
3.
Bus feeder to load center.
4.
Feeder to power panel or load.
5.
Main from a power panel.
6.
Submain from a main wiring box.
7.
Branch from a submain wiring box.
8.
Subbranch from a branch wiring box.
Section - A portion of a circuit not partitioned by a protective device but interrupted by a terminal connection.
Distribution wiring equipment - Electrical standard wiring equipment as defined by Federal Item Identification Guides Cataloging
Handbook H-6-1, and further identified in Electrical Standard and Type Drawing Index (NAVSEA S0300-AU-IDX-010/ SATDI) and
Standard Electrical Symbol List (MIL-HDBK-290).
For ships with radar cross section reduction requirement, switch assemblies located topside shall be selected from drawings,
NAVSEA no. 803-6983476, 803-6983477, and 803-6983478 or they shall be installed in recessed electrical boxes, see section 300.
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320c. General
The distribution systems shall be modified to suit the number and approved rating of all electrical equipment to be installed.
Determination of system wiring and protective devices based on expected ratings of electrical equipment will not relieve the Contractor of
the responsibility of installing wiring and switching to suit the final capacity of all installed equipment.
320d. Systems Reliability
Two sources of power shall be installed to ensure continuity of service of selected ship electrical systems and equipment as indicated
herein. One source of power, the normal source, shall be from a ship service switchboard; the other source shall be from either an
emergency switchboard or from another ship service switchboard. Those functions which cannot be handled by the emergency plant shall
be supplied by normal and alternate ship service sources of power where two or more ship service switchboards are installed. For ships
with only one ship service switchboard fed by two ship service generators, and the switchboard is provided with means to isolate the
generator change "feeders" to two separate sections of the board, each section shall be considered a separate source of power. For ships
equipped with Zonal Electrical Distribution Systems, one source of power shall be provided from a load center supplied from a port
longitudinal bus, and other source from another load center located in the same electrical zone but supplied from a starboard longitudinal
bus. The character of the loads to be provided with an emergency or alternate source of power shall be determined from the characteristics
for each ship or its assigned mission with the fleet.
In providing emergency power for loads in the below categories, the lower the category number, the higher the precedence for
receiving emergency power, i.e., Category I has the highest priority. If sufficient emergency generator capacity cannot be provided for
loads other than Category I, the main machinery plant shall be arranged to provide for independent and split-plant operation of the ship
service generators so that two sources of ship service power can be installed.
Any electrical support function required of any system or equipment listed below shall receive the same back-up power supply
reliability and supplied with the same normal and alternate (or emergency) source. For redundant vital systems, the normal and alternate
power source shall be divided to approximate the number of the available independent power sources installed on the ship (i.e., for ship
equipped with two CIWS and two switchboards, the power source supplying normal power to CIWS#1 shall supply alternate power to
CIWS#2, and the other power source shall supply alternate power to CIWS#1 and normal power to CIWS#2).
Category I
In all cases, an emergency switchboard shall supply loads associated with "Emergency Ship Control" which includes the following:
Steering gear auxiliaries
Vital propulsion auxiliaries (see Note 1)
Machinery space circle W ventilation
Emergency lighting (see Section 331)
Emergency communications
Surface search radar
Close in weapons system (CIWS)
Anti air warfare missile systems and Directions (NSSM, Seawolf, RAM)
Other electrically powered ship self defense systems (AAAV GUN)
Watermist fire extinguishing systems
HFP fire extinguishing systems and associated vent closure devices
Fire pumps
Aqueous Film Forming Foam (AFFF) pumps
Interior communications
VHF bridge-to-bridge radio
Auxiliaries to support the emergency generator prime mover such as:
Booster pumps
Starting air pumps
Compartment ventilation motors
Fuel transfer pumps
Self-defensive (stand alone) weapons systems
Note 1: Vital propulsion auxiliaries are those required for cold-starting the ship's plant and necessary for machinery protection and
shall include as a minimum:
Turbine generator pumps
Emergency or standby lubricating oil service pumps
Fuel service pumps
Forced draft blowers (low speed)
Motor-operated boiler stop valves
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Feed transfer pumps

Machinery control and monitoring networks
Category II
All vital electronics (except weapon systems) (see Note 2)
Fire extinguishing auxiliaries and controls
Medical equipment
Degaussing
Circle W and recirculating W fans serving vital electronics spaces
Air conditioning serving vital electronic or control spaces
Note 2: Vital electronics are those electronic systems required to ensure effective command and control of the ship. These should
include selected LAN workstations which are used for defense, command, and control functions. (See Vital Power Determination Flow
Chart for remote workstation/terminal identification.)
Category III
On ships with guided missile systems or gun weapons systems:
Ship service 400-hertz motor generators
Advanced Combat Direction System (ACDS)
Missile system components
Missile system power conversion units
Air conditioning plant auxiliaries which serve these systems
Circle W and recirculating W fans serving missile control spaces
5-inch gun mounts (or larger) and control systems
Category IV
On aircraft carriers and amphibious support ships:
Ship service 400-hertz motor generators
Aircraft elevators
Hangar division doors
Aircraft defueling pumps
Airborne systems electronics (including Air traffic control and Aircraft search radar systems)
Aircraft launch and recovery equipment
Advanced Combat Direction System (ACDS)
Integrated operations intelligence equipment
Self-defensive weapons missle, gun and control systems (other than listed in Category 1)
Weapon elevators
Air conditioning plant auxiliaries
Circle W and recirculating W fans
Category V
On attack type cargo ships and landing ships:
Winches, elevators, ramps, and gates in support of off-loading operations.
Category VI
On command ships, force flagships, and major communications ships:
All electronics installation with supporting air conditioning plants, cooling water pumps, and ventilation.
Propulsion plant reliability - In addition to providing an external source of power (emergency) for cold ship starting machinery plant
auxiliaries, the electrical distribution system shall also have the capability of restoring the propulsion plant after loss of all ship service
power at sea. Two power distribution panels in the same machinery space shall provide segregation of auxiliaries of the same function.
The following propulsion plant auxiliaries shall be connected to power distribution panels having two sources of power:
Main condensate pump
Main feed booster pump
Fuel service pump
Forced draft blower
Lube oil service pump
Main circulating pump
Turbine generator condensate pump
Turbine generator circulating pump
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Auxiliary machinery cooling water pump

Turbine generator lubricating oil pump
Excitation power unit (electric propulsion)
Main and auxiliary vacuum pumps
In addition, on multiple propulsion plant installations with only electric drive pumps: One fuel service pump, one lube oil service
pump, one main condensate pump, and one main feed booster pump of each propulsion plant shall be connected to a two-source power
distribution panel of a non-associated plant.
Bus transfer equipment applications - Automatic Bus Transfer (ABT) units shall be installed for selection between two power
supplies for the following:
Steering power panel
IC switchboards and panels
Emergency lighting
Fire pumps
Fire extinguishing auxiliaries and controls
Pumps associated with the main and auxiliary machinery plant having Low Voltage Release (LVR) control
The ABT associated with each High Capacity Fire Fighting (HCFF) Station shall be located within the same Material Condition
ZEBRA boundaries as the AFFF pump it serves.
Manual Bus Transfer (MBT) units shall be installed for all other loads that require two sources of power. Loads which have LVR or
Low Voltage Protection (LVP) control features may be combined and supplied from an ABT unit. Bus transfer units shall be located
adjacent to the panel or equipment they supply. The Bus Transfer Unit's supply cables shall be so routed that a conflagration or casualty
except in the vicinity of the Bus Transfer Unit will result in loss of at most one supply cable.
Manual bus transfer units shall be in accordance with Mil. Spec. MIL-P-23928. ABT units shall be in accordance with Mil. Spec.
DOD-S-17773 and shall be time delay type for power systems and either instantaneous or time delay type for lighting systems.
Switchboard interconnection - Flexibility and reliability in the overall electric plant shall be provided by switchboard
interconnections. The switchboard interconnections or bus ties shall permit transfer of power from one switchboard to another in either
direction.
Shore power facilities - Shore power facilities shall be provided in number and capacity as dictated by the maximum current
determined from a shore power load analysis plus load growth. Each shore power facility shall consist of: shore power receptacles and
feeders connecting the receptacles to their respective ship's shore power connection circuit breakers, phase sequence meter, phase
orientation switch, reference selector switch, and associated green indicator lights per Mil. Spec. MIL-S-16036. Each receptacle and
associated cable shall be protected by an individual 400-ampere electrically operated circuit breaker.
A receptacle control switch shall be provided to open the associated circuit breaker whenever the receptacle cover is opened or the
plug removed. 450 volt shore power receptacles and control switches shall comply with Mil. Spec. MIL-C-24368. Each receptacle shall
be provided with a white pilot light marked "POWER ON".
The shore power connection circuit breakers shall be connected into the bus tie between two switchboards. Where two or more shore
power connection facilities are provided, each set of breakers shall be connected to a different bus tie.
Where the shore power facilities rating is higher than the rating of the bus tie breaker, the shore power breakers shall be connected to
the main switchboard bus.
Standard methods of installation as shown on DOD-STD-2003, shall be used as a guide for installation of the 450 volt receptacles
and cable connections. Receptacles for aircraft carriers shall be located on the starboard side only. For other ships the receptacles shall be
located to permit both port and starboard access by portable shore power cables and plugs, preferably by location near the centerline of the
ship. If centerline location is not practicable, parallel port and starboard facilities shall be provided. No more than one bulkhead or other
structure shall be penetrated to obtain this access. The location of receptacles shall be determined with respect to the lay of portable shore
connection cables over the side, with consideration given to securing of cables away from personnel traffic on the deck.
Portable shore power cable jumper assemblies shall be provided in sufficient quantity to meet the full 450 volt shore power load.
Each assembly shall consist of a 10-foot length of THOF-500 cable with terminations in accordance with Mil. Spec. MIL-T-16366
(on one end, a plug Symbol 1160; on the other end, one lug or in-line connector per conductor in accordance with DOD-STD-2003, Group
E). Interior stowage facilities for the jumper assemblies shall be provided in the vicinity of the shore power receptacles.
Alongside power facilities - Tenders and repair ships shall be provided with specified alongside power facilities in number and
capacity as required by the maximum number of ships and types to be supplied simultaneously and the mooring arrangements of these
ships. Receptacles, control switches, and plugs shall comply with Mil. Spec. MIL-C-24368. Each receptacle and associated cable shall be
protected by an individual circuit breaker. Receptacle control switches shall be provided to open the associated circuit breaker whenever
the receptacle cover is opened or a plug removed. Groups of receptacles shall be installed on or near weather exposed bulkheads in a
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bulkhead-mounted enclosure or through the bulkhead. When the receptacles penetrate the bulkhead, the rear of the receptacles shall be
protected from mechanical damage by a removable cover.
Portable alongside power cables and plugs shall be provided as specified.
Ground detectors - Ground detectors shall be provided on 450-volt, 60-hertz, ship service switchboards and emergency switchboards
in accordance with Mil. Spec. MIL-S-16036. Ground detectors, in accordance with Mil. Spec. MIL-S-16036 or MIL-P-24395, shall be
provided for the following:
120-volt systems - At the initial point of distribution (switchboard, load center or panel).
400-hertz power system - At the initial point of distribution.
On any of the above, a ground detector is not required where only single loads are supplied, where the system is electrically
grounded or on power panels supplying only 120-volt isolated receptacle circuits.
LAN WORKSTATION VITAL POWER

DETERMINATION FLOW CHART
IS LAN
WORKSTATION
TACTICAL OR
TACTICAL SUPPORT
YES
IS LAN
WORKSTATION
REQUIRED FOR
GENERAL
QUARTERS
NO
NO
VITAL POWER
NOT REQUIRED
(SEE NOTE 1)
YES
VITAL
POWER
NOTE 1: For compartments

where both vital and non-vital
workstations are located, all
workstations within that
320e. Ship Service Power Distribution System

Distribution feeders per switchboard - The assignment of distribution feeders to each ship service switchboard shall be based upon
the following:
Loads requiring two sources of power:
Normal source from the nearest switchboard.
Normal and alternate sources divided among different ship service switchboards for similar loads.
Load balance between switchboards:
Equal division of load under split plant operation, as practicable.
Small inequality of load division is acceptable to avoid excessive cable runs.
Loads requiring single source from the nearest switchboard.
Load centers - Load centers shall be installed to supply groups of loads and large auxiliaries located in general proximity to each
other in order to reduce the number of switchboard feeders and obtain economical loading of feeder cables. Load centers shall be located
centrally in the load concentration area.
Distribution power panels - Panels shall be provided to supply groups of loads located in close proximity to each other and shall be
located centrally in the load concentration area.
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AFFF Station power panels - A power panel shall be provided for each AFFF Station, and shall be located within the same material
condition ZEBRA boundaries as the station it serves. A circuit breaker shall be provided for each AFFF pump motor controller at that
station. Local machinery space AFFF injection stations may be connected to the power panel.
A circuit breaker shall be provided for Solenoid Operated Pilot Valves (SOPV) which serve a dual function, such as Washdown
Counter Measure (WDCM) System. Power for all other SOPV's, such as hanger bay and bilge sprinkling group control valves, shall be
obtained directly from the AFFF injection pump motor controller with which it is associated.
Galley equipment panels - Power distribution panels designated for galley equipment shall be readily accessible to galley personnel
and located in proximity to the galley access in the adjoining space or passage. Each circuit breaker supplying power to a deep fat fryer
shall be provided with a 115-volt shunt trip coil. The circuit breaker shunt trip coil shall be connected in series with the normally open
contacts of the fat high temperature thermostat on the fryer such that when the thermostat contacts close, 115-volt power is applied to the
shunt trip coil, tripping the circuit breaker and de-energizing the fryer. A single-phase control power transformer shall be provided to
obtain 115-volt power for actuating the shunt trip coil, with the transformer primary connected on the load side of the circuit breaker. If a
power panel supplying power to galley equipment is primarily designated for other electrical loads, and is located remote from the galley
access, a disconnect switch shall be provided for each deep fat fryer, in addition to the power panel circuit breaker and shunt trip coil, and
shall be located at the access to the galley.
Steering power panels - Only electric equipment or systems that are directly associated with the operation of steering gear or the
steering compartment shall be connected to these panels.
Ventilation systems - Separate power distribution panels shall be provided for class Circle W ventilation systems and shall be
designated as Circle W fan panels. These panels shall receive a power supply directly from a ship service or load center switchboard.
Only the motors for class Circle W ventilation systems, associated reheaters, and class X blowout systems for magazines shall be
connected to Circle W fan panels.
Separate power distribution panels shall be provided for class Circle W ventilation systems serving machinery spaces and emergency
diesel generator rooms.
Separate power distribution panels shall be provided for the following systems and shall be designated as Z fan panels. These panels
shall receive a power supply directly from a ship service or load center switchboard. Only the motors for the following systems and
associated reheaters shall be connected to Z fan panels:
Class Circle Z ventilation systems
Class Z ventilation systems
Class Z recirculating systems
Class Y ventilation systems
The power supply for Class W recirculating systems and associated reheaters shall be taken from any power distribution panel other
than class Circle W or Z fan panels.
See Section 512 for local and remote control requirements for ventilation fan motors.
Small appliances - Appliances, such as self-contained refrigerators, drinking fountains, coffee makers, permanently mounted detail
lighting fixtures, and bracket fans shall be permanently connected to the ship's wiring. These appliances shall be supplied from the
lighting distribution system, where practicable.
Receptacle connectors - Receptacle connectors for submersible pumps and portable welding sets shall be fed by conductors not less
than 14,000 circular mils in area and shall be fed from the most convenient power distribution panel. Circuits to these outlets shall be
arranged to utilize as many available power panels as is practicable to provide diverse sources of power. In meeting these conditions,
excessive runs of permanently installed cable shall be avoided.
For requirements of 120-volt outlets, see "Isolated receptacle circuits" in Section 331.
Receptacles and portable cable assemblies shall be provided in accordance with Tables I and II.
Distribution wiring equipment - Distribution wiring equipment shall be selected from NAVSEA standard drawings and applied into
the system as dictated by the function and arrangement of the distribution circuits.
The size of wiring boxes selected for the lighting and power system shall be the nearest standard size box suitable to accommodate
the actual number of installed circuits. No provision shall be made for spare circuits in such boxes, other than excess box capacity
resulting from the above selection.
Electronic equipment panels and boxes - Electronic equipment distribution panels and feeder distribution boxes shall be installed to
supply groups of electronic loads. Except for resistance type loads, such as battle dressing sterilizers and water heaters, loads other than
electronic loads shall not be served from electronic equipment panels.
Each item of electronic equipment connected directly to the ship's electrical power distribution systems shall be provided with an
independent means for disconnecting the equipment from the electrical power distribution system. This disconnecting means shall be
located within the compartment or space in which the equipment is located. The disconnecting means shall be the electronic equipment
distribution panel or feeder distribution box with switches, if located within the compartment or space. If the electronic equipment
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distribution panel or feeder distribution box is located outside of the compartment or space it serves, single switches or receptacle
connectors may be used.
Disconnects for workbenches - Means for disconnecting power to workbenches shall be provided in the compartment in which the
workbenches are installed. Distribution panels, when installed in the same compartment as the workbenches, satisfy the aforementioned
requirement.
320f. Emergency Power Distribution System
The emergency power system shall perform the following functions:
Provide a source of emergency power to vital ship functions requiring continuity of service for sustaining ship control,
communication and detection, IC, and lighting.
Provide a source of emergency power for damage control functions and limited operation of ordnance and aircraft facilities.
Provide, through the bus tie feeders with the ship service system, a feedback of emergency generator power for starting up any
one machinery plant.
Provide, from the emergency switchboard, a normal source of ship service power via the bus tie feeders.
The emergency switchboard may be utilized as a ship service load center, under normal conditions, to supply the following selected
loads:
The associated emergency generator auxiliaries.
The associated emergency generator and emergency switchboard room ventilation.
Fire pumps and fire extinguishing auxiliaries and controls, which are located in the same watertight subdivision as the
emergency switchboard.
Infrequently used loads that are in the same watertight subdivision or an adjacent watertight subdivision as the emergency
switchboard.
(Note: The above selected loads, when supplied from the emergency switchboard, shall be considered as being supplied with two
sources of power.)
Emergency generator engine motor-driven saltwater booster pumps shall be connected on the generator side of the generator circuit
breaker.
320g. Casualty Power Distribution System
The casualty power distribution system shall be arranged to provide temporary transmission of 60 Hz power to span damaged areas.
Fore-and-aft casualty power runs shall be established port and starboard throughout the lowest deck having through fore-and-aft access or
the damage control deck. For ships that have no through access deck below the main deck, the fore-and-aft casualty power runs shall be
made on the main deck within the main deckhouse structure and on the first platform below the main deck for compartments forward and
aft of the main deckhouse structure.
The main horizontal fore-and-aft runs shall be arranged for easy access to casualty power terminals using through passageways,
where practicable. These runs shall consist of bulkhead terminals installed through watertight transverse bulkheads or through transverse
bulkheads, if the run is above the tightness level, and flexible cable stowed within each watertight transverse subdivision.
Bulkhead terminals shall be installed at a height not less than 4 feet 6 inches and not more than 6 feet above deck level.
Bulkhead terminals shall be provided on bulkheads between machinery spaces.
Vertical risers shall be provided from the deck containing the horizontal run to switchboard spaces and to spaces that have loads that
receive casualty power on other deck levels. Where the total capacity of the generators supplying a switchboard is greater than 500 kW,
two vertical risers port and two vertical risers starboard shall be provided. Where the total capacity of the generators is 500 kW or less,
one vertical riser port and starboard shall be provided. For switchboard installation, see Section 324.
For the purpose of determining the number and location of riser and bulkhead casualty power terminals, it shall be assumed that all
watertight compartments are secured.
Casualty power supply connections shall be provided for the following:
EXCOMM system power panels
Fire pump motor controllers
IC power panels
Emergency lighting system transformers except when loaded with casualty power equipped switchboards
Lighting system transformers with two power sources
Power distribution panels serving outlets for portable submersible pumps, portable welders, desmoking fans, or foam sprinkler
system valves.
Steering power panels
Machinery space vital propulsion and electric plant auxiliaries power panels
CIWS/NSSM systems and RAM system
Section 320
S9AA0-AB-GOS-010
2004 Edition
450 volt power load centers

Casualty power terminals provided for lighting transformers shall be connected to the primary windings of the transformers and
located adjacent to the transformer bank.
The following equipment and cable types shall be used for casualty power installations as applicable:
New Style
Bulkhead terminals
Riser terminals
Plugs
Cable stowage racks
Permanent riser cable
Portable cable
Symbol 1046 or 1048

Symbol 1047
Symbol 1049
Symbol 1040 or 1040.1
TSGA-75
THOF-42
Old Style
Symbol 1025
Symbol 1032 or 1033
NAVSEA 803-5001027
Symbol 1040 or 1040.1
TSGA-75
THOF-42
The number and length of permanently installed cables shall be kept to a minimum and shall be limited to risers, except that where
structural arrangements prevent the use of bulkhead terminals, two riser terminals, connected by a short length of permanent cable, may be
installed.
For machinery spaces, portable flexible cable jumpers and stowage racks shall be provided for connecting riser terminals to
horizontal run bulkhead terminals, and to terminals on switchboards, panels, and controllers. Sufficient cable shall be provided within a
compartment to connect casualty power terminals on switchboards, panels, and controllers to bulkhead terminals within the space. For
spaces outside the machinery spaces, a specified number and length of portable cables (tailored for each ship class) and cable stowage
racks/lockers shall be provided at each damage control station area. For large deck amphibious and carriers, portable cables and cable
stowage racks/lockers shall be provided at damage control stations and other locations where practicable. These portable cables will be
adequate in length to connect any power panel or controller casualty power terminal, with a Damage Control Zone, to risers and bulkhead
terminals connected to the generator switchboard or load center. In determining cable lengths, consideration shall be given to space
arrangement, interferences and maintenance of clear passageways. Cable lengths shall not exceed 75 feet unless approved by NAVSEA.
Additional 75-foot portable cable, with ferrules (old style) or plug (new style) installed, shall be supplied and stowed on cable racks
in each repair station.
Casualty power equipment and methods of installation shall comply with standard drawings listed in publications, verify: NAVSEA
803-5001027, S0300-AT-GTP-010/ESL, and S0300-AU-IDX-010/SATDI, or ships original installation.
Normally energized casualty power terminals (those connected to transformers, power panels or motor controllers) shall have
protective enclosures in accordance with the standard drawing. A warning plate shall be installed on such enclosures stating: "Danger Shock Hazard. These terminals are normally energized." Other terminals (bulkhead and riser) shall be provided with protective covers.
320h. Special Power Distribution Subsystems and Control Systems
Power for fixed and rotary wing aircraft - Special power for starting and servicing fixed and rotary wing aircraft shall be provided as
required by the aircraft to be supported and the servicing facilities specified for the ship.
Fire Door holding and release control - A holding and release control system shall be provided for fume-tight fire zone doors. The
system shall consist of an electromagnet for each door, a self-aligning armature plate on each door to be held by the electromagnet when
the door is in the fully open position, a control station switch located adjacent to each door to interrupt power to the electromagnet, and
central controls located in Damage Control Central to interrupt power to all electromagnets. The control units shall be of the maintain
contact type in both the "hold doors" and "release doors" position. The door-holding electromagnets shall have a nominal pull of 200
pounds and shall, with a pull on the armature of 110 pounds, hold in the sealed position for approximately 1/4 second after the circuit to
the electromagnet is opened.
Electrical distribution system control power - Voltage rating for components in control circuits of items such as circuit breakers and
bus transfer equipment shall, in general, be the same as nominal switchboard voltage. Where the control equipment requires a voltage
other than nominal switchboard voltage, transformers shall be provided in the equipment. In those cases where several control elements
require a voltage other than nominal switchboard voltage, consideration shall be given to the provision of a control supply bus feed from a
single potential transformer, preferably having a 120-volt secondary rating.
Power consuming equipment - The voltage rating of components in control and indicating circuits for power consuming equipment
shall be the same as the voltage of the distribution system supplying the equipment.
Miscellaneous power control system - Voltage rating for components in miscellaneous control circuits, not covered by the above two
paragraphs, shall be in the following order of preference, as best suited for the application:
440 volts
Section 320
S9AA0-AB-GOS-010
2004 Edition
115 volts
Sources of control power - Control power shall be taken from the input power terminals in the controller of the equipment being
controlled.
Synchro signal systems - Synchro signal systems shall transmit the reference voltage supply along with the transmitted signal to
ensure that every synchro signal system has a common reference to the signal source.
320i. Technical Documentation
320j. Equipment Overhaul
Overhaul, repairs, and replacement of equipment shall be in accordance with Sections 303, 304, and 324.
Requirements and definitions of the class of overhaul (Class A, B) and the use of authorized Technical Repair Standards (TRS) is
General - Testing is required only to the extent necessary to verify proper operation of newly installed systems or systems disturbed
or modified during overhaul.
Insulation resistance tests - The insulation resistance of the power, lighting, and control circuits, including permanently installed
casualty power circuits (not covered by Sections 430 and 480) shall be measured in accordance with Section 304i. Unless otherwise
specified, minimum acceptable insulation resistance values shall be 1 megohm for power and control circuits and 0.5 megohm for lighting
circuits.
Ship service distribution systems - Operation of the ship service, alternate and emergency power distribution systems shall be
demonstrated. The loss of each ship service switchboard shall be simulated by tripping the generator circuit breaker. With the ship service
switchboard de-energized, loads normally supplied from it that have an alternate source shall be transferred to the alternate source by
transfer switches at the loads. The switchboard shall be re-energized by means of the bus tie connections.
Failure of power shall be simulated by opening breakers in the ship service switchboards that feed normal and alternate power to the
emergency switchboards, thus permitting the emergency generator to start automatically and operate on emergency power. Satisfactory
operation of the steering gear power transfer equipment and other automatic and manual bus transfer equipment shall be demonstrated.
The operation of each emergency feed-back circuit shall be checked by energizing the ship service switchboard from the emergency
generator when the ship service switchboard is de-energized.
The operation of the emergency bus unloader switch, if provided, shall be checked by starting the emergency generator with
sufficient loads connected to the emergency switchboard to cause the emergency bus unloader switch to function. This demonstration
shall be performed in such a manner as to impose the starting current of the steering motor on the emergency generator through the
automatic bus transfer equipment on the steering power transfer switchboard.
The operation of special switching arrangements, intended to accomplish an unusual operation or sequence of operations, shall be
checked.
Automatic paralleling - Automatic paralleling, load sharing and paralleling protection features of the generators shall be
demonstrated by an operational test of applicable units, when specified by the Supervisor.
Control systems - After modifications to the electric plant control system, all affected instrumentation associated with it shall be
calibrated and operational tests performed to ensure that each controlling feature performs its specified function.
Specified manual and remote operation of the ship service power distribution system shall be demonstrated. The loss of each ship
service switchboard shall be simulated by tripping the generator circuit breaker. With the ship service switchboard de-energized, loads
normally supplied from it that have an alternate source shall be transferred to the alternate source by transfer switches at the loads. The
switchboard shall be re-energized by means of the bus tie connections.
Failure of power shall be simulated by opening breakers in a ship service switchboard thus permitting the standby generator to start
automatically. Operation of the steering gear power transfer equipment and other automatic and manual bus transfer equipment shall be
demonstrated.
The operation of special switching arrangements intended to accomplish an unusual operation or sequence of operations
shall be checked.
Casualty power system tests - The necessary casualty power connections shall be made and power shall be supplied
through these connections to selected representative power distribution panels or individual loads from each ship service and
emergency switchboard.
400-hertz power system tests - Tests shall be conducted to determine that the 400-hertz power system performance is
compatible with the equipment served and that all of the system characteristics are within the limits specified in Section 300
Section 320
S9AA0-AB-GOS-010
2004 Edition
when supplying that equipment. The precision and response capabilities of the test equipment shall be sufficient to
satisfactorily indicate or record, as appropriate, the parameters to be measured.
Prior to commencing tests, the switchboard instruments shall have been tested as specified in Section 324 and calibrated
and corrected, if necessary. The calibration requirement shall apply to systems supplying the prime mover of the 400-hertz
generator as well as the 400-hertz system.
The loads during the system test shall consist of the equipment that the system is designed to supply. The system and
the load equipment shall be energized, de-energized and varied, in a manner which might be expected, under shipboard
operation. These tests shall include normal operations which are considered the most severe the system might expect. If the
system and the equipment served are not compatible, or if the system characteristics are not with in the limits specified,
individual loads shall be disconnected at the load switchboard or panels, one at a time, and necessary measurements repeated
to determine the cause. Corrective action shall be taken by the Contractor as determined by the Supervisor.
TABLE I
TYPES OF RECEPTACLES AND CABLE ASSEMBLIES
Symbol No. Listed in NAVSEA
MIL-HDBK-290/NAVSEA DWG
NO.
511.1
730.1
758.1
(Notes 1 and 2)
764.1
(Note 2)
765.6
915.1
918.1
919
Section 320
Description
Terminal connection box with relay, 28.5-volt
d.c., 1000-ampere, intermittent.
Double, 120-volt, 15-ampere, single-phase
a.c., bladed type, GND.
Receptacle, 4-pole, 40-ampere, 450-volt a.c.
Receptacle, single 115/200-volt 170-ampere,
3-phase, 4-wire
Portable triple outlet, 450-volt, 40-ampere, 3phase a.c., GND with 75-foot extension cable
and plug connector, Symbol No. 717.1,
attached to receptacle.
Receptacle connector with switch,
interlocking, 450-volt, 3-phase, 4-pin,
watertight, GND.
Connector, receptacle, GND, with DPST
switch.
Switch and receptacle 125-volt, 15 ampere,
double-pole, watertight.
10
Application
For low voltage d.c. aircraft starting.
Single-phase receptacles, except in
locations where a higher degree of
enclosure is required.
For 120-volt, 3-phase, grounded 400-hertz
test and servicing equipment.
For 400-hertz aircraft servicing.
For portable submersible pumps, portable
welding sets, and portable hoists.
For portable equipment.
For single mirror installation.

For floodlights, searchlights and surgical
lights.
S9AA0-AB-GOS-010
2004 Edition
TABLE I
TYPES OF RECEPTACLES AND CABLE ASSEMBLIES (Continued)
Symbol No. Listed in NAVSEA
Description
Application
MIL-HDBK-290/NAVSEA DWG
NO.
400-hertz cable assembly (one plug only).
400-hertz aircraft servicing.
988.5 (65 ft.)
988.6 (85 ft.)
988.7 (105 ft.)
Single phase receptacles where spray1099.1
Receptacle, single, 125-volt, 15-ampere,
tightness or better is required.
single-phase a.c., watertight, bladed type,
GND.
Recommended for areas exposed to salt1099.1R, NAVSEA 803-6983479
Receptacle, single, 125-volt, 15-ampere,
laden environment. (Note 4)
(Note 4)
GND, recessed electrical box.
Recommended for areas exposed to saltReceptacle, duplex, 125-volt, 15-ampere,
1099.1R (MOD),
laden environment. (Note 4)
NAVSEA 803-6983480
GND, recessed electrical box.
(Note 4)
For 120-volt, single-phase, grounded, 4001100
Receptacles, double, 15-ampere, 125-volt,
hertz, test and servicing equipment.
400-hertz, single-phase, bladed type, TE,
GND.
1101
Receptacle, single, 15-ampere, 125-volt, 400For 120-volt, single-phase, grounded, 400hertz, single-phase bladed type, WT, GND.
1141.1
Receptacle connector, 3-pin, 40-ampere, 45For 120-volt, single-phase, grounded, 400(Notes 1 and 2)
volt a.c., GND.
1145.1
Receptacle connector, 3-pin, 40-ampere, 450For 120-volt, single-phase, grounded, 400volt a.c., single, WT, GND.
hertz, test and servicing equipment (Note
2). For 120-volt, single-phase, grounded,
60-hertz, arresting gear wire rope cutter
(Note 3).
1147.1
Receptacle connector 4-pin, 40-ampere, 450For 120-volt, 3-phase, grounded, 400-hertz
(Note 2)
volt a.c., single, WT, GND.
test and servicing equipment.
1326
Receptacle connector 100-ampere, 450-volt,
For hydraulic test stands and mobile air
3-phase, GND, (3-wire, 4-pole), waterproof.
conditioning unit at aircraft servicing
station preceded by an NQB-A101
disconnect switch.
Connector cable, 28.5-volt, d.c., 300-ampere.
For low voltage d.c. aircraft starting.
2415 (65 ft.)
2415.3 (85 ft.)
2415.2 (105 ft.)
For portable tools.
2416
Cable assembly (25 ft. double pole, GND,
125-volt a.c., 15-ampere).
NOTES:
1.
Enclosure required.
2.
Add information plate reading "400-hertz" in 3/8-inch high letters.
3.
Add information plate reading "120-volt, 60-hertz" in 3/8-inch high letters.
4.
For ships with, but not limited to, radar cross section reduction requirements.
11
Section 320
S9AA0-AB-GOS-010
2004 Edition
Space
Aircraft fueling areas
Aircraft servicing areas
Electronic, IC, and

weapon control spaces
Food service spaces

General ship (inboard)
Section 320
TABLE II
RECEPTACLES AND CABLE ASSEMBLY REQUIREMENTS
Equipment
Symbol No.
Installation Requirements
(Note 1)
Portable aircraft cable assembly
988
Cable assemblies shall be located throughout the
(modified for one plug only)
flight deck and hangar deck to permit aircraft
refueling at any aircraft fueling station. No
additional cable assemblies are required at
aircraft fueling stations which have 400-hertz
power available from aircraft electric service
stations or combat readiness stations.
Terminal connection boxes and cable assemblies
Aircraft servicing and starting:
shall be located throughout the flight and hangar
28.5-volt d.c.
decks. For a.c. requirements exceeding 30
511.1
amperes use Symbol 1326 receptacle connector
2415
with NQB-A101 disconnect switch.
988
400-hertz
915.1
60-hertz
1326
Mechanical Workbenches
730.1
One receptacle for each 2-foot section of the
workbench.
730.1
One receptacle within 5 feet of any unit of
Portable test equipment, tools
electronics equipment to afford maximum utility
and lights
in testing and servicing electronic equipment in
place.
Electrically-operated food
730.1
One receptacle within 5 feet of all dressers and at
preparation equipment
1099.1
portable equipment usage location.
Portable equipment and general
730.1
Receptacles shall be distributed within weather
purpose
boundaries throughout the ship so as to permit
use of portable equipment at any place on the
ship without requiring more than 25 feet of
portable cable between the receptacle and
equipment. Receptacles for other specific
auxiliaries, but not normally plugged in, may be
included among those available for supplying
portable equipment when considering
compliance with this requirement.
One receptacle at each equipment location.
TV sets, audio visual equipment, 730.1
cash registers, vending machines
and video games
Computer workstations
730.1
One receptacle within 5 feet of each workstation,
equipment shelf and keyboard sliding shelf.
Floor polishers and buffers
730.1
One receptacle every 40 feet in passageways.
These receptacles may be considered as part of
the general purpose receptacles.
12
Space
Living spaces (those

spaces covered by
Sections 640, 641, 642,
643 and 654)
Magazines and
ammunition spaces
Medical and dental
spaces
S9AA0-AB-GOS-010
2004 Edition
Equipment
Symbol No.
(Note 1)
Portable submersible pumps
915.1
For aircraft carriers, cruisers, and large
auxiliaries, two receptacles shall be located
between main transverse subdivision watertight
bulkheads on the damage control deck so that
pumps (which have 150 ft. of cable when used
with a portable receptacle) can be used in any
watertight compartment. For all other types of
surface ships, receptacles shall be located so that
two pumps (each pump having a 75-ft. length of
cable attached) can be used in any watertight
compartment. Individual receptacles shall be
installed for semi-permanently installed
submersible pumps; and located as high and as
near the access to the compartment as possible.
Not less than one receptacle shall be located in
915.1
Portable welding sets
the metalsmith, aviation engine, and aviation
structural and hydraulic workshops. A receptacle
shall also be provided in each main and auxiliary
machinery space.
Portable hoists
915.1
One receptacle where hoists are to be used
Electric shavers
730.1
One receptacle for every single mirror
918.1
installation and each lavatory except when a
receptacle is provided with the mirror light
fixture. The switch shall control the light only.
One receptacle at each desk and table located
Decorative type lamps and
730.1
adjacent to a bulkhead, or 1 receptacle for each
personal portable equipment
(Note 2)
12 feet or fraction thereof of bulkhead measured
horizontally along the deck, whichever provides
the greatest number of receptacles. In no case
less than two receptacles per space. Receptacles
provided at lavatories and in berth light shall not
be considered when fulfilling this requirement.
Not less than one receptacle per space except
915.1
Hoist
receptacles shall not be located in magazines
1099.1
Portable lights, and
used for stowing hypergolic fueled missiles.
test equipment
One receptacle at the usage location for each
Electrically operated equipment
730.1
item of equipment or one receptacle for each 2
(Note 2)
feet of counter top working surface, whichever
1099.1
provides the greater number of receptacles. In no
case less than one receptacle on each bulkhead.
Relay lanterns and surgical
919
One receptacle for each relay lantern and
lights
1099.1
surgical light over surgical table, surgical and
dressing tables and examining chair.
13
Section 320
S9AA0-AB-GOS-010
2004 Edition
Space
Office spaces
Physical fitness room
Repair party stations
Topside
Equipment
Symbol No.
(Note 1)
Electrically operated office
730.1
One receptacle for each office machine or similar
equipment and computers
device and, additionally, one receptacle for each
desk and table. Receptacles shall be installed
within 5 feet of designated equipment.
Electrically operated equipment
730.1
One receptacle for each 4 foot or fraction thereof
bulkhead measured horizontally along the deck.
Additional receptacles may be mounted in the
overhead, as required.
Portable submersible pumps
765.6
One for each if stowed singly, one for each two
pumps if stowed in groups, and none if pumps
are semi-permanently attached to drainage
manifold.
Service platforms for radar type
1099.1
Two receptacles for each antenna platform.
antennas
1099.1R (Note 4)
Station marker box
1099.1
One receptacle for each replenishment at sea
1099.1R (Note 4)
station.
One at each portable floodlight location.
Floodlights
919
(Note 2 and 5)
1099.1R (Note 4)
1099.1R (MOD)
(Note 4)
Boat stowage area
Infrared receiver
Night vision sights
Waterline security lights
Accommodation ladders
Dress ship lights
Section 320
919
(Notes 2 & 5)
1099.1
1099.1R (Note 4)
1099.1
1099.1R (Note 4)
1099.1
1099.1R (Note 4)
730.1
1099.1 (Note 3)
1099.1R (Note 4)
1099.1
1099.1R
(Note 4)
730.1
1099.1
1099.1R
(Note 4)
1099.1 (MOD)
(Note4)
One receptacle for each boat.
One receptacle at each searchlight.

One receptacle shall be installed within 10 feet of
each mounting bracket.
One receptacle at each location.
One receptacle at each light location.
For streamers, name plate and bow numeral light.
14
Space
Workshops
S9AA0-AB-GOS-010
2004 Edition
Equipment
Symbol No.
(Note 1)
Machine tools
730.1
One receptacle in the vicinity of each machine
tool except those with internal or self contained
lights, for use with adjustable bracket lights.
Mechanical Workbenches
730.1
One receptacle for each 2 foot section
Arresting gear portable wire
1145.1
One receptacle in each arresting gear terminal
rope cutter
pouring shop, arresting shop, and arresting gear
machinery room.
Battery charger
730.1
One receptacle adjacent to each battery charger.
NOTES:
1.
Symbol number designations are from publication, MIL-HDBK-290.
2.
Receptacle not required when equipment is wired permanently (hard wired).
3.
Ships with ballistic main deck and aircraft carriers.
4.
For ships with radar cross section reduction requirements.
5.
Installed in recessed electrical box, NAVSEA 803-6983481, for ships with radar cross section reduction requirements.
15
Section 320
S9AA0-AB-GOS-010
2004 Edition

SECTION 324
GENERAL REQUIREMENTS FOR SWITCHBOARDS AND
PANELS FOR ELECTRIC POWER AND LIGHTING
324a. Scope
This section contains the general requirements for switchboards and panels for electric power and lighting.
324b. General
Suitable equipment, including lifting mechanisms and handling equipment, shall be provided for the removal of circuit breakers from
the switchboards.
Switchboards shall be located reasonably close to their associated generators in order to keep the length of generator cables to a
minimum.
Ship service switchboard - The ship service switchboards shall provide for control, operation, and protection of the local ship service
generators, control and operation of remote generators, parallel operation of ship service generators, parallel operation with shore power,
and control and protection through appropriate circuit breakers of the electric power distribution system.
Emergency switchboard - The emergency switchboards shall provide for control, operation, and protection of their local emergency
generator, and control and protection of the emergency power systems. An emergency switchboard shall be provided for each emergency
generator.
The emergency switchboards shall be arranged for supply of power from one or two of the ship service switchboards and shall
normally be energized from one of these sources. Upon failure of one ship service supply, transfer to the other shall occur automatically,
and failure of both ship service sources shall cause the emergency load to be transferred to the emergency generator.
The emergency switchboards shall be located near the center line of the ship, above the water line if practicable, with maximum
separation from the ship service switchboards.
Emergency bus transfer unit - In addition to the bus transfer unit, an emergency bus unloader switch shall be provided to prevent
excessive voltage dips and false tripping of the generator circuit breaker if the inrush current on the emergency generator is high with
respect to the generator capacity.
Control Centers - These switchboards shall provide for centralized control of electrically operated auxiliaries and a limited
distribution of power to other ship service loads.
Distribution panels - Distribution panels shall provide for control of selected portions of the power or lighting distribution systems
and special power distribution systems. Switchboard construction may be used in lieu of panel construction where required components
warrant such construction.
Test panels - Test panels shall furnish power at required voltages and shall have facilities for testing shipboard electric equipment.
One panel shall be installed in the electrical shop. (Also, see Section 431). For small ships not having an electrical shop, a test panel shall
be located in the machine shop (general work).
General - The grouping of the various units which comprise a switchboard shall be such that the length of each section is
approximately equal to the height. However, the length of a switchboard or section shall not exceed approximately 8 feet.
The various units which comprise a switchboard shall be so grouped that each section contains a source of power independent of the
other sections in the switchboard; that is, all generator and bus tie units shall not be concentrated in a single section, but shall be combined
with distribution units so that, in effect, each section has a source of power direct from a generator or remote switchboard. The buses of
the various sections shall be connected by cable after installation in the ship.
Ship service switchboard - Modified, new or replacement switchboards shall be in general accordance with Mil. Spec. MIL-S-16036
and shall be comprised of a combination of the following units:
Generator control unit - The disconnect device for disconnecting cable between sections is required only on sections that have
another source of power.
Bus tie unit - The bus tie unit of the switchboard, which is connected to the shore terminal box, shall be designated as a bus tie
and shore power unit.
Control - On ships not having an electric plant control panel, one or more switchboards shall be designated as master control
switchboards and their bus tie units shall contain equipment for control of designated remote generators. One switchboard so selected shall
Section 324
S9AA0-AB-GOS-010
2004 Edition
be located in, or associated with, the machinery space that is designated to have the master control for the propulsion plant. On ships
having an electrical plant control panel, the appurtenances for control of remote generators shall be on the electric plant control panel.
Power distribution units - The quantity, frame size, and element rating of the circuit breakers shall be as required by the
development of the power and lighting distribution systems, plus allowance for spare circuit breakers.
Emergency switchboard - The emergency switchboards shall comply with Mil. Spec. MIL-S-16036, and shall be comprised of a
combination of the following units:
Emergency generator control unit; emergency bus transfer unit. - In addition to the bus transfer unit, an emergency bus
unloader switch shall be provided, in cases where the inrush current on the emergency generator is high with respect to the generator
capacity, to prevent excessive voltage dips and false tripping of the generator circuit breaker.
Power distribution units - The requirements listed for the power distribution units under the ship service switchboards apply to
the distribution units for the emergency switchboards.
Load centers (switchboard type) - Loads centers shall comply with Mil. Spec. Mil-S-16036, and shall be comprised of a combination
of the following units, as required for the power distribution system:
ACB circuit breaker distribution unit
AQB circuit breaker distribution unit
ACB-AQB circuit breaker distribution unit
Control Centers - New control centers shall comply with Mil. Spec. MIL-C-23742. Modified control centers shall comply with Mil.
Spec. MIL-C-2212. Control centers may be used in any part of the ship where there is limited bulkhead space for individual controllers
and power distribution panels, where accessibility can be improved for maintenance, and in cases where a simpler installation can be
achieved (such as at control stations).
Spare components - On ship service switchboards, load centers, emergency switchboards, and control centers, the number of
installed spare breakers shall be 10 percent of the types used for active feeder circuits but not less than one for each active frame size. For
control centers, the number of installed spare controller units shall be 10 percent of the active circuits, but not less than one for each active
controller size. Spare type ACB circuit breakers shall be installed, if possible, without increasing the size of the switchboards. Where
addition of the spare circuit breakers will involve an increase in size of the switchboards, approval of the Supervisor will be required.
Power distribution Panels - Distribution panels shall comply with Mil. Spec. MIL-P-23928.
Number of panels and selection of the type of circuit breakers and required number of circuits shall be determined by development of
the distribution systems and requirements of Sect. 303. Limitations for power distribution panel applications are as follows:
Type ALB-1 panels with the circuit breaker handles connected so that all breakers in a circuit will be manually operated at one
time, shall be used for 120-V, 3-phase distribution. However, 3-pole, type AQB-A50 circuit breakers with ALB-5 panels shall be used in
lieu of type ALB-1 panels for all 120-V circuits connected to 3-phase motor loads.
Type ALB-1 panels may be used in lieu of fuse or switch boxes for 120-V, single-phase distribution. Both sides of
single-phase circuits shall be switched.
Distribution panels shall be provided with one spare breaker on the following basis:
No. of panels
installed
1-50
Next 51 and over
Percent of panels to be provided with

spare circuit breakers
20 (round to nearest whole number)
10 (round to nearest whole number)
The spare circuit breakers shall be provided in proportion to the different types of circuit breakers installed.
All remaining distribution panels not provided with spare circuit breakers shall be provided with mounting blocks, panel cutouts,
buswork, and all accessories required for the installation of one spare circuit breaker.
Where possible, electronics and main and auxiliary machinery spaces shall have preference in receiving the distribution panel with
spare circuit breakers.
All panel cutouts shall be covered with removable insulating plates.
All cabinets for distribution panels shall have doors, except in spaces where panels are constantly under supervision of personnel,
such as in main and auxiliary machinery rooms, control rooms, electronic spaces, emergency generator rooms, workshops, galleys and
bakeries.
Test panels - Test panels shall be in accordance with drawing, NAVSHIPS No. 815-1853036.
Switchboards shall be located with respect to adjacent machinery, accesses, ventilation ducts, and piping, to provide the maximum
safety to personnel and protection to the switchboard equipment. An athwartship arrangement of switchboards is preferred.
Section 324
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For requirements relative to deck covering for personnel protection, see Section 634.
Sufficient space shall be provided in front of the switchboard for proper operation of the equipment and to permit the full opening of
hinged panels and removal of the draw-out circuit breaker units. Sufficient space shall be provided between the rear of the switchboard
and the adjacent ship structure for safe access to the equipment.
The operating space in front of the switchboard guardrails shall be a minimum of 3 feet 6 inches. No less than 2 feet of clearance
shall be provided between the rear of the switchboard and the adjacent ship's structure. A minimum clearance of 6 inches shall be
maintained between adjacent switchboard sections and the top of the switchboards and the ship's structure. One end of the switchboard
shall have a minimum clearance of 18 inches and the other end shall have a minimum clearance of 6 inches from the ship's structure. In no
case shall the sections be directly connected by structural members, except at the base.
The base of each unit shall be adequately secured to the foundation and shall be in a level plane (with reference to ship's baseline)
when secure. In order to ensure there is no warping of the switchboard framework or misalignment of component parts of the switchboard,
the base of each section shall not be out-of-plane by more than 1/8 inch after installation, with all securing bolts tightened.
In general, switchboards shall be located so that the base of the units can be bolted directly to the deck stiffeners, and not bolted to a
thin deck plate. Foundation bolts of the switchboard units shall be fastened to metal whose thickness in the immediate vicinity of the bolts
is at least equivalent to the bolt diameter. The addition of pads may be necessary to obtain the required thickness or to compensate for the
lack of flanges on the deck stiffeners.
The requirements regarding rigidity of the switchboard structure, the requirements for securing the units to the foundation, and for
the foundation in the ship for mounting the switchboard are intended to ensure that the switchboard units after installation in the ship will
not display unsatisfactory resonant vibrations.
If the horizontal vibration of deck-mounted switchboard sections or switchboards exceeds 0.040 inch double amplitude, measured on
the framework near the top of the structure, top bracing shall be provided. Rigidity of the braces and their attachments shall be adequate to
prevent vibration of the top of the section, but the strength of the braces shall not exceed the limits of Section 073. Shear bolts may be
employed in the braces if provision is made to prevent the brace from striking the section or bulkhead after shearing of the bolt. Horizontal
braces are preferred. The angle of inclination of braces shall not exceed 45 degrees from the horizontal. The braces shall possess inherent
flexibility in the vertical direction. Top bracing and installation features shall comply, in general, with the methods shown in
DOD-STD-2003. Bolts, nuts and washers used to fasten the braces to the switchboard frame shall be held captive by suitable means.
Unless other means of bracing are provided, sway bracing shall be provided front-to-back on all control centers and side-to-side on
one-section and two-section control centers.
Suitable equipment, including lifting mechanisms and handling equipment, shall be provided for the removal of drawout type circuit
breakers from the switchboards.
Solid sheet metal barriers shall be installed beneath all switchboards and load center panels which are mounted in a machinery space
grating to prevent water, steam or solid objects from entering the switchboard through the bottom and contacting live parts. These barriers
shall be supported from the deck on grating members and installed so that they are readily removable for convenient access to the
switchboard and cables for routine cleaning, inspection, and maintenance. Barriers shall be so arranged that water accumulating on top of
them will readily drain off.
To reduce the possibility of a power failure caused by partial flooding of switchboards or as a result of water on the deck splashing
on them, ship service and emergency switchboards that are not located on gratings, and steering power transfer equipment shall be
protected against such conditions. Examples of possible protective measures are:
Design and mounting of the switchboard with its lowest live parts above the level of access door sills in the main boundary
bulkheads of the watertight areas in which installed, or so as to give protection to the switchboard consistent with that obtained in the
associated generators.
Provision of drains in switchboard spaces where practicable, as in locations on nonwatertight decks.
Protection of the lower portion of the switchboard by a watertight barrier or enclosure. If the barrier is not integral with the
switchboard, it shall be provided with quick opening drains.
Judgment shall be exercised in accomplishing the required protection to avoid excessive weight and height of the electrical
installation caused by barriers and high foundations. The exact method to be used for this protection shall be shown on appropriate plans
and submitted to the Supervisor for approval.
Connections between the buses of adjacent sections of a switchgear group shall employ a wireway, supported from the ship's
structure, to carry and secure the connecting cables. Methods used for supporting cables, making up cable ends, and details of cable
hangers shall comply with DOD-STD-2003.
Switchboards designed in accordance with Mil. Spec. MIL-S-16036 provide for bringing cables in from either top or bottom, or both,
as specified. The cable and sheath shall be maintained intact to the greatest possible extent, and the cables shall be stripped to the
individual conductors only as necessary to form a loop at each end of the wiring trunk, to provide adequate flexibility, and to meet the
requirements for bending radius. A dripproof (approximately No. 16 gage) sheet steel enclosure shall be provided that will permit
community entrance of the cables into the section enclosure without the use of stuffing tubes. Weight of cable supported by the top of the
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switchboard structure shall be kept to a minimum. If the entire wiring trunk is enclosed, louvers shall be provided for ventilation, and
provision shall be made so that movement of the switchboard sections in any direction is not restricted by cables or the wiring trunk. See
DOD-STD-2003.
Connections of ship cables to switchboards shall be so made that when any switchboard section is caused to move with respect to the
ship structure, the inherent flexibility of the connecting cables will permit movement of the section in any direction without subjecting lug
connections to severe stress. Cable connections shall be so made that insulation distances within the switchboard are not reduced below
the values required by Mil. Spec. MIL-S-16036. Where armored cable is used, the armor shall be removed from that portion of all cables
which is within the switchboard structure. Cable ends shall be prepared in accordance with DOD-STD-2003.
324e. Installed Diagrams
As applicable, the following diagrams shall be prepared or existing diagrams modified to suit all changes made during the overhaul,
or both.
One-line diagrams of the ship service power distribution system, the emergency power distribution system, ship alongside power
distribution system, and the lighting distribution system. These diagrams shall depict the generating equipment and the system up to and
including the power and lighting panels.
Elementary diagrams of switchboards as required by Mil. Spec. MIL-S-16036, one-line diagrams of main power circuits, and an
elementary diagram of each controller unit for control centers as required by Mil. Spec. MIL-C-23742.
These diagrams may be produced from ship construction drawings and manufacturer's drawings required by other sections of these
specifications. Diagrams shall be provided in either of the following types:
Printed on white cloth with black lines and mounted on sheet metal or other suitable rigid material and covered with a sheet of
transparent plastic material such as vinyl chloride (See Section 602).
Laminated method (type F) or photographic method (type H) in accordance with Mil. Spec. Mil-P-15024.
Diagrams shall be of a size that can be conveniently handled, and still retain clarity and legibility.
Diagrams shall be uniform in size and shall have dimensions such that they may be stored in control benchboards or in cases or
racks adjacent to switchboards or control centers, such that they can be hinged or slipped out for inspection. The individual sheets shall
not be removable from the racks.
324f. Shock
324h. Component Overhaul
Requirements and definitions of the class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standards (TRS)
is provided in Section 042.
Replace defective or inoperative type ALB and AQB circuit breakers or other components found defective during preoverhaul test.
Remove and repair type ACB circuit breakers found defective or inoperative.
Remove and recalibrate all electric plant wattmeters, voltmeters, ammeters, and frequency meters. Meters unable to meet the
requirements of specifications noted below are to be replaced:
Wattmeters - MIL-W-19088
Voltmeters - MIL-M-16034
Ammeters - MIL-M-16034
Frequency Meters - MIL-M-16125
Replace defective bus bars in accordance with MIL SPEC MIL-S-16036. Replace copper bus bar with rectangular copper bus bars
with rounded corner or round edges, hard temper in accordance with ASTM B187. Replace defective aluminum bus bars with rectangular
aluminum alloy 6101, T61 or T63 temper with rounded corners or round edges in accordance with ASTM B317, or with copper bus bar of
the same size, having rounded corners or edges, hard temper in accordance with ASTM B187. When replacing defective aluminum bus
with copper bus, equivalent undamaged phase segments shall also be replaced and that the connection points of existing (not replaced)
interfacing busbar, shall be verified to have satisfactory silver plated surfaces. All type bus bars shall be silver surfaced in accordance with
MIL-S-16036 at the contact areas. NO-OX-ID A SPECIAL corrosion inhibitor, shall be applied to all new or reworked cable to lug, lug
to bus and bus to bus connections within switchboards. The applied corrosion inhibitor, shall be NO-OX-ID A SPECIAL, NSN
9Q8030-00-598-5915. Connecting hardware and torquing requirements shall be as specified in Mil-S-16036.
324i. Cleaning and Inspection
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De-energizing, cleaning, and inspection of switchboards, group controllers, and panels shall be in accordance with the applicable
Technical Repair Standard and the applicable manufacturer's technical manual.
When aluminum switchboard busbar is replaced with copper busbar , the Naval Supervising Activity shall inspect and certify that
both aluminum and copper bus bars are silver plated in accordance with the paragraph entitled "Silver surfacing of buses" of Mil-S-16036.
324j. Safety Precautions
Safety precautions specified in NSTM NAVSEA S9086-KC-STM-000/CH 300 shall be observed when working on open
switchboards, group controllers and panels.
Repaired or overhauled circuit breakers shall be tested in accordance with Section 303. Circuit breakers shall be inspected to verify
that all parts and auxiliaries are properly in place, all shipping chocks and wedges have been removed, the breakers are securely mounted,
and electrical connections are clean and tight. During inspection, the operation shall be checked by opening and closing the breakers
manually, or manually and electrically if electrically operated.
The following tests shall be made to verify the calibration of switchboard meters:
Voltmeters and ammeters shall be checked in accordance with and have a maximum error not exceeding that specified in Mil.
Spec. Mil-M-16034.
Wattmeters shall be checked in accordance with and have a maximum error not exceeding that specified in Mil. Spec.
Mil-W-19088.
Frequency meters shall be checked in accordance with and have a maximum error not exceeding that specified in
Mil-M-16125.
These tests shall be conducted using secondary standard meters (complete with their correction curves), as defined by MIL.
Specs. MIL-I-1361, MIL-M-16034 and MIL-W-19088. When calculating the error in the various meters, the error in the secondary
standard meters shall be taken into account. Frequency tests shall be obtained by calculation from generator speed, in which case the error
of the r/min indicator shall be known and used in the calculation. In conducting the above tests, bus potential shall be used as a reference
point so as to include the error of the potential transformer, but current transformer secondary currents may be used for testing of ammeters
and wattmeters.
Reverse power relays (a.c.) shall be tested to verify their operation and to ensure that the correct protection will be provided.
The operation of circuit breakers shall be checked by opening and closing the breakers manually, or manually and electrically if
electrically operated.
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SECTION 331
GENERAL REQUIREMENT FOR LIGHTING SYSTEM - DISTRIBUTION AND CONTROL
331a. Scope
This section contains the general requirements for new and modified lighting systems (distribution and control).
331b. General
Distribution systems - The lighting distribution system consists of feeders from ship service or emergency switchboards or load
centers to distribution panels or feeder distribution fuse boxes, located at central distribution points from which power is distributed to
local lighting circuits.
Ship service lighting system - A ship service lighting system is composed of lighting fixtures permanently installed to obtain the
general and detail illumination specified for the compartments and spaces listed in Section 332. The system includes the wiring and wiring
boxes for the distribution system supplying these fixtures, and isolated circuits and receptacles for portable fixtures and appliances.
The existing ship service lighting system shall be extended and modified to suit new space arrangements. Existing feeders or mains
shall be retained and extended or re-routed wherever necessary. Additional circuits for new or modified compartments shall be supplied
from existing feeders or panels wherever practicable. Additional mains, submains, and equipment such as branch, branch junction,
distribution, and connection boxes shall be installed as required for complete development of the system.
Additions to the ship service lighting system shall consist of lighting fixtures permanently installed in locations as necessary to
obtain general and detail illumination specified in Section 332. The system includes the wiring and wiring boxes for the distribution
system supplying these fixtures. The number of lighting fixtures installed on each circuit shall be determined on the basis of saving weight
or cost of cable and wiring equipment, together with consideration of the following factors:
Allowable voltage drop
Control features required
Current carrying capacity of cable
Rating of local switches
Rating of fuses or circuit breakers in branch circuits
All equipment and wiring for the lighting system for each zone shall be confined within the boundaries of that zone. Exceptions to
this requirement are areas above the uppermost continuous deck or special systems which, because of their physical nature, require an
overlap of the electrical zones.
Each machinery room and each fireroom shall be considered a cube and shall be fed by separate feeders from the switchboard within
or adjacent to the space.
Lighting feeders shall be 3-phase, either 450 volt or 120 volt.
Lighting distribution panels shall be energized from 120 volt, 3-phase feeders connected to 450/120 volt transformers installed in the
vicinity of the distribution 120-volt buses established on the lighting load center panels. Transformers shall be installed in the vicinity of
the load center panel. Single-phase circuits on 3-phase systems shall be connected so that the load on each 3-phase circuit will be balanced
among phases. The load shall be balanced for each compartment (where load is large enough to warrant) or group of compartments (such
as staterooms) requiring the same type of service. Such balancing shall be made on the basis of the expected normal use of the lighting
units serving such spaces. Permanently connected appliances shall be balanced among phases, with any remaining unbalance taken up by
connecting the phases which exhibit the lightest load at the distribution or load center panels.
Ship emergency lighting system - Emergency lighting or, if an emergency power system is not installed, alternate supplies from
another ship service system, shall be provided for spaces and interior watch stations where, because of
functional requirements, continuous illumination is essential and personnel are expected to remain on duty, including the following spaces
and functions:
Spaces and stations essential for control and operation of aircraft.
Damage control spaces, and stations where personnel may be on duty in an emergency.
Electronic spaces.
Machinery spaces essential for operation of the ship where personnel are expected to remain on duty.
Spaces vital for defense of the ship.
Spaces essential for command and control of the ship.
Spaces used for surgery or battle dressing operations and subsequent care of patients.
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Offices.
Storerooms used for vital equipment.
Cargo spaces and cargo building spaces, on replenishment-at-sea ships.
Lighting fixtures and services designated to receive emergency supply, or alternate supply if there is no emergency system, shall be
fed from the ship service lighting circuits, with automatic transfer to the emergency or alternate lighting supply in the event of failure of
normal voltage supply.
If a compartment receives emergency or alternate lighting supply, all fixtures therein shall be connected to the emergency circuit.
However, if the additional load involved in energizing all fixtures within the compartment causes serious complications in the emergency
power and lighting system, only essential fixtures need be connected to the emergency circuit.
The following 120-volt services shall be connected to an emergency source of power:
Aircraft elevator safety lights
Chartboard light for battle operating conditions
Coding machine
Dead reckoning tracer
Dental light
Direct-reading clocks
Exterior illumination associated with boat handling
Hinged leaf units for central control station, central station, repair stations, and unit patrol stations
Medical equipment
Navigation lights
Night flight operation lights
Operating table lights
Plotting and status boards
Rectifiers (aircraft air starting and cooling solenoid valves)
Replenishment-at-sea illumination and signals
Searchlights, 12-inch and 8-inch
Signal lights
Standard compass illumination
Telephone amplifiers
Water column lights
Window wipers and heaters
331c. Detail Requirements
General - Adequate switching and control shall be provided.
All new or relocated lighting fixtures permanently mounted on the ship structure shall be provided with shock mounts
in accordance with drawing, NAVSEA No. 803-5184170. Shock mounts are not required for recessed electrical box halogen light fixtures
92.3R and 93.3R. Control shall be inside the compartment, as near the access as practicable.
Switches adjacent to a door shall be installed in a location where opening the door will not obstruct access to the switch. Switches shall
break both sides of the circuit. The following detail requirements in the lighting system layout, modified as necessary to suit design
developments and the structural arrangements of the ship, shall be followed:
If lighting fixtures in a compartment are installed on one or two circuits, individual switches shall be provided for control. If
three or more circuits are installed, multiple circuit switch boxes or ALB-1 circuit breaker panels shall be provided.
In multiple circuit installations, multiple conductor cables maybe used in lieu of parallel types for control of two or more
single-phase circuits.
At least two single-phase circuits (separately protected and supplied from different phases) or two separately protected 3-phase
circuits shall be provided to supply lighting fixtures in:
Any compartment which is manned either for the purposes of operation or navigation or during military functioning of the ship
(general quarters).
Any space in which six or more personnel may be grouped for an extended period of time (for example: living spaces,
messing spaces, library and shops).
In the above categories of compartments, a separate branch circuit for emergency lighting fixtures or detail lighting fixtures shall be
considered as one of the two required circuits.
Fixtures in spaces not falling in categories listed above may be grouped on a circuit that serves an adjacent space, provided that the
following conditions exist:
The spaces do not contain unattended machinery with exposed moving parts.
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The spaces are on the same level and in the same watertight subdivision.
An adjacent space on the same lighting circuit need not be traversed for exit to a passageway or an area having two sources of
power to the lighting fixtures.
Methods of installing cables, fixtures, panels and appliances shall be as shown on drawing, NAVSEA No. 803-5184170 and
DOD-STD-2003.
If receptacles or switch and receptacles are fed from distribution or fuse boxes with switches, switches in these boxes shall be
blanked off.
Isolated receptacle circuits - All added or relocated 120-volt, 60-hertz, single-phase receptacle connectors shall be of the grounded
type connected to single-phase circuits through isolating transformers on the basis of the following principles:
Circuits supplying receptacle connectors shall not supply other types of loads.
Isolating transformers shall be either 450/120-volt or 120/120-volt. Transformers may be supplied from either the power
system or lighting system.
The minimum size transformer shall be 3 kVA (See Sections 304 and 314).
Each receptacle circuit shall be separately protected.
For existing as-built receptacle circuits, no more than 15 individual receptacles shall be connected to a receptacle
circuit. For new installations no more than 4 duplex receptacles or 8 individual receptacles shall be connected to a circuit. However, more
than one receptacle circuit may be supplied by a single transformer. Twenty ampere receptacle circuits containing more than one
receptacle may use 15 ampere rated receptacles.
The total length of cable from the load side of the transformer to the enclosure of the protective device (if installed), plus the
sum of the lengths of cable in the receptacle circuits supplied by the transformer, shall not exceed 1,500 feet.
The calculated voltage drop from the generator switchboard to the most remote receptacle shall not exceed 6 percent exclusive
of transformer regulation.
A transformer supplying a group of receptacle connectors, any one of which requires an emergency power supply, shall be
energized from a distribution point having an emergency supply.
Hazard Areas - Gasoline hazard areas (as defined in Section 542) and other spaces required to have explosion proof enclosures (as
specified in Section 300). Switch boxes for control of fixtures located in these areas shall be explosion proof and shall be installed external
to the space but near the access.
Main and auxiliary machinery spaces - Switch boxes for control of lighting fixtures in these compartments shall be installed near the
access at the work level. Switch boxes or circuit breaker panels, energized from automatic bus transfer equipment, shall be installed in
each compartment for control of the emergency fixtures in the compartment.
Special fixtures, such as water column lights, shall have individual control. Local control shall be provided for lighting on each
lubricating oil sample rack and all lights bordering on or servicing control equipment or work benches. Individual control switches shall
be provided for control of general illumination fixtures in instances where high levels of illumination may interfere with the performance
of a particular task. All other fixtures shall be installed in-multiple in each circuit.
The circuits shall be arranged so that the connections to the lighting fixtures are divided equally between all feeders supplying
firerooms, machinery spaces, boiler rooms, boiler operating stations and engine rooms. A circuit shall be installed for each propulsion gas
turbine enclosure for internal lighting.
Refrigerated stores - Heating cables in drip troughs shall be energized from the local lighting systems (see Section 528). An amber
indicator light with a suitably inscribed label plate shall be installed outside the refrigerated spaces near the vestibule entrance to indicate
when the heating cable is energized.
Control switches for lights in refrigerated storerooms shall be installed inside the space alongside the door. An amber indicator light
with a suitably inscribed label plate shall be installed outside the space to indicate that lights within are energized.
Handling rooms - Switch boxes installed in these spaces shall have fuse block cover interlocked with the master switch.
Replenishment-at-sea transfer stations - Weather deck red floodlighting shall be provided and controlled by individual switches and
variable transformer dimmers located at each replenishment station. Switches and dimmers in each station shall operate all red
illumination for that station.
Living spaces - Individual control shall be provided for each mirror light and berth light.
Lookout stations (enclosed) - White lights only, with local switches, installed in such spaces so that dials can be read in the daytime
by eyes accustomed to bright light, shall be installed on circuits which are not energized under darkened ship conditions.
Medical spaces - Receptacles and switch and receptacles for surgical lights and relay lanterns shall be supplied from isolated
receptacle circuits energized from the emergency system.
Missile launcher - Control equipment for lighting each missile launcher (external) area shall be located within the adjoining checkout
room.
Repair stations - Fans shall be connected as required by Section 512.
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Weather deck lighting control - Weather deck lighting shall be energized from the darkened ship lighting circuit and shall be
controlled locally by means of switches located inside access doors adjacent to the fixtures controlled, unless an overall weight saving or
simplification of the wiring installation can be effected by controlling several fixtures on the same deck level and in the same general area
of the ship from the same switch.
Relay lanterns control - The circuit to the relay shall be connected in the lighting circuit in the space in which the lantern is installed,
so that the lantern is automatically turned on only when the lighting supply fails, but not when the lighting is turned off by a switch. If a
space has both emergency and ship service lighting, the hand lantern relay shall be connected only to the emergency lighting circuit.
Red lighting control - Double-throw switches shall be used to energize either the red light circuits or the white light circuits. In
addition, where operating conditions or personnel comfort make it desirable to reduce the amount of illumination, such reduction shall be
accomplished through the use of integral or individual local switches. In large cargo spaces, control shall be provided to permit the
number of lights turned on to be limited to the area in use.
Red lighting fixtures shall be supplied from the local ship service lighting circuits and connected to permit their control when the
regular illumination is extinguished. In surface ships having an emergency lighting system, the red light fixtures shall be connected to the
emergency system in all compartments designated to receive emergency lighting supply.
Broad Band Blue lighting control - Control switching for Broad Band Blue (BBB) lighting in each module shall be located in that
module and shall be arranged so that one switch will energize all white maintenance lights, and one switch will energize all blue lights.
This control may be combined in one selector switch with an "off" position.
Darkened ship lighting control - Illumination (either white, blue, or red), which would violate light security, shall be protected by
light traps (see Section 621), controlled by door switches or connected to the darkened ship circuits. Light traps, rather than door switches,
shall be used to provide light security in compartments containing equipment that would be potentially injurious to personnel if the lights
were suddenly extinguished. Light traps or door switches shall be located at those doors or hatches which are designated W, Circle W,
Circle X, Circle Y, Z, or Circle Z, and at weather doors and hatches marked X or Y serving areas having other means of access. Groups of
lights that must be turned off during darkened ship operations (such as in-port use lighting, lighting in passageways, Pilot House lighting,
enclosed lookout station lighting, flight control station lighting, and miscellaneous stowage space lighting) shall be combined on lighting
distribution mains so that the main may be de-energized during darkened ship operation. The switches provided for such control shall be
manually controlled and shall be marked on the distribution panels in accordance with Section 305.
Door switches or light traps are not required for escape scuttles ammunition passing scuttles, and cargo handling accesses.
Doors and hatches designated Dog Z do not require light control.
To prevent light exposure through surface ship torpedo tubes or doors for launching torpedoes from within a compartment, a
magnetic contactor shall be used in conjunction with switches provided with the torpedo tubes or doors for control of lights in the
compartment.
Lighting fixtures shall not be located within a radius of 10 feet from the light trap entrance if another location is practicable, and
never within a radius of 5 feet from the light trap entrance.
Door switch designs, installation, and connections shall comply with drawing, NAVSEA No. 803-5184170.
Door switches installations that require separate snap switches for the purpose of bypassing the door switch, instead of individual
lock-in devices, shall have these switches mounted approximately 6-1/2 feet above the deck.
The lighting in all working spaces opening on hangar bays shall be controlled by door switches and magnetic contactors so that the
lights in the working spaces will not adversely affect the darkened ship set-up in the hangar bays.
Hangar space lighting control - This system shall provide means for automatic and manual control of the red and white lighting in
the hangar space. The system shall consist of magnetic contactors, for the control of the power supply to red and white lighting
distribution panels, controlled by door switches installed at and operated by all hangar space outboard doors and the hangar division doors.
The magnetic contactor for controlling the power supply to the red and white lighting distribution panels, a six-position selector
switch for selecting the required type of hangar space lighting control operation and a three-position test switch, with its associated
indicator light, for determining the open or closed condition of hangar space outboard doors, shall be installed in the lighting control
station in each hangar bay.
The selector switches shall permit setting up the hangar space lighting control system to function as follows:
Red and white distribution panels shall be de-energized. All red and white lights shall be off.
With the switch in the "RED MANUAL" position - All red lights shall be on and all white lights shall be off, regardless of
open or closed condition of hangar division doors or hangar bay outboard doors.
With the switch in the "WHITE MANUAL" position - All white lights shall be on and all red lights shall be off, regardless of
open or closed condition of hangar division doors or hangar bay outboard doors.
With the switch in the "RED AUTOMATIC" position - With all hangar bay outboard doors closed and with the hangar
division doors either open or closed, all red lights shall be on and all white lights shall be off. With the hangar division doors open,
opening of any hangar deck outboard door shall extinguish all red lighting in both hangar bays. With the hangar division doors closed,
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opening any hangar bay outboard door shall extinguish the red lighting in only that hangar bay having an outboard door open. With all
outboard doors closed, the circuit shall be re-established.
With the switch in the "WHITE AUTOMATIC" position - With all hangar bay outboard doors closed and with the hangar
division doors either open or closed, the white lights shall be on and the red lights shall be off. With the hangar division doors open,
opening any hangarbay outboard door shall extinguish all white lighting in both hangar bays. With the hangar division doors closed,
opening a hangar bay outboard door shall extinguish the white lighting in that hangar bay having an outboard door open. With all
outboard doors closed the circuit shall be re-established.
With the switch in the "WHITE OR RED AUTOMATIC" position - With bay outboard doors closed and with hangar division
doors either open or closed, the white lights shall be on and the red lights shall be off. With hangar division doors open, opening any
hangar bay outboard door shall extinguish all white lighting in both hangar bays and energize the red lighting in both hangar bays. With
the hangar division doors closed, opening a hangar bay outboard door shall extinguish the white lighting and energize the red lighting in
the hangar bay having an outboard door open. With all outboard doors closed, the circuit shall be re-established and the white lights again
energized.
The test switch installed in each hangar bay lighting control station shall provide a means for determining the open or closed
condition of the hangar bay outboard doors when the selector switch is set up for RED AUTOMATIC, WHITE AUTOMATIC, or WHITE
OR RED AUTOMATIC operation. With the test switch held in the "PORT" position, the associated indicator light shall be lighted when
any outboard door on the port side of that hangar bay is open but shall remain dark when they are all closed. The same indications shall
apply for outboard doors on the starboard side of the hangar bay when the test switch is held in the "STARBOARD" position.
331e. Equipment Replacement
Damaged or inoperative fixtures, switches, cable, and lamps which show signs of deterioration shall be replaced.
New, modified, and overhauled systems shall be operationally checked for conformance to applicable plans.
Lighting surveys shall be conducted per Section 332.
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SECTION 332
ILLUMINATION REQUIREMENTS
332a. Scope
This section contains the requirements for general, detail, special, red, and broad band blue (BBB) new and modified ship's lighting.
332b. Definitions
Lighting fixture - A complete illumination device, including lamp, globe, reflector, refractor, housing, and such support as is integral
with the housing, or any combination of these parts. Lighting fixtures are further defined as follows:
Permanent fixtures - Fixtures permanently installed.
Portable fixtures - Fixtures connected by portable cables plugged into receptacle connectors and used for lighting applications not
served by permanent lighting fixtures.
Miscellaneous fixtures - Fixtures used for special illumination applications that are not served by permanent or portable lighting
fixtures.
Average illumination - The average value of illumination in footcandles over an area on a horizontal working plane 30 inches
above the deck.
Initial average illumination - The average illumination computed or measured when lighting fixtures and painted surfaces are new
or in new condition.
Uniformity ratio - The ratio of maximum illumination directly under a lighting fixture to the minimum illumination between it and
the nearest adjacent fixture.
Glare - Glare is defined as the light, either directly from a light source or reflected by a surface that hinders rather than aids vision.
Brightness contrast ratio - The ratio of the amount of light reflected from a task surface to that reflected from an adjacent or a
remote surface in the field of view.
General illumination - The white illumination provided from all lighting fixtures on the overhead and bulkheads, except detail
lighting fixtures.
Detail illumination - The illumination provided for specific seeing tasks, such as provided by lights on desks, log desks, berths,
and machine tools.
Special illumination - The illumination provided by miscellaneous fixtures for purposes other than covered by general and detail
illumination.
Red illumination - The red illumination provided to minimize interference with dark adapted vision, including certain special
applications involving darkened ship operation and red illumination in berthing areas for safety and sleeping comfort.
Broad Band Blue (BBB) illumination provided, in command and control spaces containing cathode ray tube display consoles, to
provide illumination under conditions which result in minimum interference with display reading.
Darkened ship - The ship's material condition established to ensure light security. This condition is achieved through the use of
light traps, door operated switches, darkened ship control circuits, and material classifications assigned certain doors and hatches.
Dark adaptation - The physiological adjustment of the eye to a change in environmental conditions. Specifically, the condition of the
eye which permits improved vision under faint light.
332c. General
Fluorescent fixtures with 8-watt lamps shall be used for detail illumination and for general illumination in locations where space is too
restricted to accommodate fixtures with 15-watt or 20-watt lamps. The minimum number of fixtures required to provide the specified
illumination, shall be installed. For example, 40-watt fixtures are preferable to a greater number of 20-watt fixtures, and 60-watt fixtures are
preferable to a greater number of 40-watt fixtures. However, this does not affect requirements for other illumination factors herein, such as
uniformity and contrast.
Where furniture or equipment requiring detail illumination is installed in spaces other than those indicated in Table I, detail lights
specified for similar installations in spaces shall be provided. Incandescent and fluorescent lamps shall be of standard types in accordance
with Military Standards. Incandescent lamps installed shall not be of a larger wattage than that for which the fixture is designed.
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Overhead lighting fixtures installed in spaces with suspended ceilings shall be recessed or flush mounted in the ceiling. See drawing,
NAVSEA No. 803-5184170 for typical methods of installation. Mounting brackets for relay lanterns shall be boxed-in in areas where
bulkhead sheathing and decorative treatment are specified. Cables supplying these fixtures shall be concealed by the sheathing.
Clearance between lighting fixtures installed using the shockmounts furnished with the fixtures and adjacent equipment or structure
shall not be less than 1-1/2 inches for incandescent fixtures and 3/4 of an inch for fluorescent fixtures, except where fixtures are recessed or
flush mounted in suspended ceilings.
Lighting fixtures in gun and missile blast affected areas shall be installed as follows:
Exterior lighting fixtures shall be located out of the blast area; if they must be located in the blast area, these fixtures shall be
portable and storage facilities shall be provided.
The following shall be in accordance with drawing, NAVSEA No. 803-5184170:
Berth light installations
Desk light installations
Lighting fixture electromagnetic interference installations
Mirror light installations
Mounting of lighting fixtures in gun and missile blast induced shock areas
Squadron ready room installations
Surgical light installations
Waterline security light installations
Suggested illumination calculation and design methods, and typical installation methods for the fixtures specified are available in
publication, NAVSEA 0964-LP-000-2000 and drawing, NAVSEA No. 803-5184170. However, the use of such suggested methods shall not
relieve the Contractor of the responsibility for meeting requirements contained in these specifications.
Unless otherwise specified, lighting fixtures of the types specified in publication, NAVSEA S0300-AT-GTP-010/ESL, shall be installed.
Symbol numbers specified herein are in accordance with this publication.
332e. General Illumination
Illumination level - Replacement lighting fixtures shall be installed in compartments and spaces in the number and location required to
provide the initial average footcandle values of general illumination specified in Table I.
The initial average footcandle illumination specified shall be considered the minimum acceptable. A minus tolerance in these values
will not be permitted except in special cases, as approved by the Supervisor.
Where a compartment serves two or more functions, the level of illumination provided shall be for the primary function of the
compartment. Higher levels of illumination, than that required by the primary function of the compartment, shall be provided only in those
secondary function areas requiring a higher level of illumination.
Uniformity of illumination - In fulfilling illumination requirements, overhead lighting fixtures shall be installed to provide uniform
illumination throughout a compartment without contrasting light and dark areas. The uniformity ratio shall not be greater than two to one.
For the best results, the ratio shall be close to unity, thus providing a level of illumination at the working level that will be substantially
uniform. If the number of fixtures provide a ratio greater than two to one, additional lighting fixtures shall be installed, or the installed
fixtures shall be rearranged, to obtain this ratio. Uniformity of illumination is particularly desired in offices, shops, and electronic spaces. In
arranging fixtures to provide a uniform level of illumination, they shall be spaced to provide maximum illumination on working surfaces.
Lighting shall be arranged to avoid shadows cast on the working surfaces by obstructions or by personnel as they perform their normal duties
in that compartment. Spacing between lighting fixtures and bulkheads shall provide substantially uniform illumination, without spotty light
distribution, dark areas or dark corners on shelves, racks or vertical surfaces. Spacing between a lighting fixture and a bulkhead shall be
one-half or less the spacing between fixtures.
Brightness To minimize eye fatigue, excessive brightness contrasts between seeing tasks and the background immediately surrounding
such tasks shall be avoided, particularly in compartments such as offices, chart room or control spaces where continuous visual tasks are
performed. A brightness contrast ratio of unity is desirable and a ratio of three to one is good between a task and adjacent surroundings such
as a written paper and a desk top. The brightness contrast shall not be greater than ten to one, between a task and remote surroundings.
Fixtures shall be selected and installed accordingly.
Glare conditions in the normal field of view shall be avoided. In compartments where close visual tasks are performed, or where visual
tasks are performed for long periods, the fluorescent lighting fixtures shall be of the type with clear prismatic or clear and white prismatic
windows. The lighting fixtures shall be located to eliminate glare sources from the normal field of vision either directly from the fixture or
reflected from the working task or polished surfaces. Painting of polished surfaces with light diffusing or matte paint is acceptable in lieu of
relocation of lights.
General illumination lighting fixtures in control rooms shall be located so that, with operators in their normal position, reflections and
glare from instrument glass faces will be eliminated. If reflections cannot be completely eliminated by proper positioning of the lights or
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instruments, shields shall be installed either to shield the lights or the instrument faces, or the glass faces of instruments shall be substituted
with non-glare glass.
Fixture selection and use- Lighting fixtures shall be installed in accordance with the following:
Fluorescent fixtures shall be installed in spaces except where incandescent fixtures are required.
Incandescent fixtures shall be installed in:
Refrigerated spaces
In spaces where the ambient temperature exceeds 75 degrees C.
Where fluorescent fixtures cannot be installed because of their physical size.
Halogen or incandescent fixtures shall be installed in weather deck/harsh environment areas. Halogen fixtures with the recessed
electrical box mounting method shall be used in these areas unless precluded by physical configuration. Welding of recessed electrical boxes
shall be in accordance with Section 074. Changes/modifications to drawings shall be in accordance with Section 085. Reinforcing rings may
be required as delineated in Section 100. As a result of installing recessed electrical box halogen fixtures, compartment testing as found in
Section 192 may be required. Any cable hangers, standpipes, wiring, or any installation of recessed electrical boxes shall be handled as given
in Section 070.
Fluorescent fixture, Symbol 74, shall be used in high bay spaces (such as hangar space or tank spaces on landing ships).
Fluorescent fixtures or incandescent fixtures with lenses or globes shall be installed in spaces having pressurized oil systems, with
valves, flanges or couplings and in storerooms where adjustable metal battens are used.
Fixture location- Fixtures in unsheathed spaces shall be installed directly on the overhead to achieve maximum uniformity of
illumination at a uniform height not less than 6 feet 5 inches, nor more than 8 feet 0 inches above the finished deck. This requirement does
not apply to machinery spaces, high bay areas or storage spaces. If the overhead arrangement is such that one or more of the fixtures must be
lowered to avoid obstructions such as ducts, pipes or wireways, or to achieve satisfactory illumination, the remaining fixtures shall not be
lowered.
The following specific fixture location requirements in the lighting system layout, modified as necessary to suit design developments
and structural arrangements of the ship, shall be followed:
Overhead lighting fixtures in berthing spaces shall be located above passages between berths.
Lighting fixtures in messing spaces shall be located to illuminate mess tables and mess counters.
Lighting fixtures in storerooms, issue rooms, and food service spaces shall be located above the center of passages and not over
bins, fittings or equipage.
Fixtures shall be located to suit the contemplated deck arrangement of machinery or furniture.
If such arrangement is changed during installation, the location of fixtures shall be changed to suit.
332f. Detail Illumination
General- Wherever general illumination is inadequate for the efficient performance of specific tasks (such as shaving, office work, and
plotting), detail illumination shall be provided with detail lighting fixtures designed for the specific functions, as specified under lighting
requirements in Table I . However, detail lighting fixtures shall not be provided where judicious location of general lighting fixtures will
provide the required levels of detail illumination. Additional general lighting fixtures shall be installed in lieu of detail fixtures in those cases
where a cost savings will result; however, this does not apply to specific detail illumination required herein or miscellaneous furniture with
built-in illumination.
Detail lighting fixtures shall be installed in the number and location required to provide the initial average footcandle values of detail
illumination specified in Table I. Detail illumination values shall be calculated for the working levels.
Decorative lighting fixtures - Commercial sconce lights and table lamps (fixtures) manufactured in accordance with Underwriters
Laboratories Publication UL595, of types to be selected by the prospective commanding officers, or appropriate type commanders, and using
lamp (bulb) types normally carried in ship stocks, shall be installed. If fixtures selected require a portable cord, a grounding lead and
3-conductor plug shall be used. Otherwise, the table lamps shall be hard wired to ship's lighting system using a 3-conductor cable where the
third conductor shall be connected to ground. Such lamps shall be secured against ship's motion.
Mirror lights - Mirror lights shall be installed for all mirrors. In washrooms only, the mirror lights shall be considered as providing part
of the general illumination in determining the number of overhead fixtures required. Mirror lights in sanitary spaces shall be controlled by the
switch controlling the overhead lights.
Berth lights - A berth light, of the type applicable to the berth, shall be provided for each berth.
Lubricating oil sample lights - Fluorescent light(s) shall be installed for each lubricating oil sample rack located in main and auxiliary
machinery spaces. The fluorescent fixture(s) selected shall extend the full width of the tier. For a rack with more than one tier, one set of
light fixtures may be arranged to illuminate two tiers. The installed fixtures shall be located behind the rack and tilted toward the oil sample
bottles to facilitate sampling operation.
Desk lights - Desk lights shall be installed for desks wherever general illumination does not provide the specified detail illumination
level specified in Table I.
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Spotlights - In spaces normally operated darkened or under a reduced level of illumination, highly directional illumination shall be
provided by spotlights, at such positions as DRT's, chart tables, and radio operator's positions. Spotlights shall also be installed to illuminate
pictures and murals.
332g. Special Illumination
Weather deck lighting fixtures - A limited number of permanent white lighting fixtures shall be installed on the weather decks. For
ships with radar cross section reduction requirements, white lighting fixtures shall be in accordance with NAVSEA DWG 803-6983475. The
number provided shall be the minimum required to outline the following locations to permit ready safe passage of personnel:
Frequently used ladders.
Main walkways subject to heavy traffic; to illuminate obstructions such as reels, capstans, low or narrow passageways, cleats,
bollards or abrupt changes in deck level. If walkways are long, straight, and free of obstruction, lights shall be spaced approximately 75 feet
apart. Walkways having sharp bends or corners shall have a fixture located to permit visibility from both sides of the corner or bend.
Bulkhead-mounted weather deck lighting fixtures, except on ships with flight decks, shall be mounted at a height of 7 feet above the
deck to the center of the fixture lamps. These fixtures shall be supported on brackets extended out from bulkhead so that the light will not be
obstructed by objects located in the vicinity.
Boom lights- Boom lights, Symbol 161.3, shall be permanently installed on the outboard end of each boat boom and shall be energized
through receptacle connectors on the ship service lighting system.
Gangway and accommodation ladder lights - A portable lighting fixture, Symbol 103, shall be provided for each gangway and
accommodation ladder. These lights shall be energized through receptacle connectors on the ship service lighting system. These lights shall
be shielded to prevent blinding of persons on deck near the ladder or those approaching in boats.
ASROC Security Lights - Four watertight fixtures, Symbol 103, shall be provided for in-port illumination of the ASROC launcher. Two
fixtures shall be mounted port and starboard and aft of the launcher and two fixtures shall be mounted port and starboard and forward of the
launcher. Where there is no structure in the immediate vicinity for mounting these lights permanently, portable mounting facilities shall be
provided. A receptacle, Symbol 1099.1 or 1099.1R, shall be installed in the vicinity of each portable light.
Aircraft elevator safety lights - Three blue lights (drawing, NAEC No. 518340-1) shall be installed below the coaming in the elevator
trunk on each accessible side, to be visible from any direction by a person approaching the elevator when the platform is down. These lights
shall be connected to the nearest emergency lighting circuit and shall be controlled from the elevator control station.
Floodlights; weather deck - Floodlights, Symbols 303.2 through 303.5, shall be installed on weather deck structure to provide sufficient
illumination for operation of cranes and hoists or for boat handling.
Floodlights; boat handling stations - Permanently mounted floodlights, Symbol 317, shall be installed to illuminate each boat handling
station as follows:
Two at each launch area.
One at each launch control, unless illuminated by another boat handling red fixture.
Permanently mounted brackets and receptacles, shall be installed for portable floodlights, Symbol 263, as follows:
Two at each launch area for illumination of the water area into which a boat is launched.
One at each personnel transfer station.
A single switch shall be installed at or near launch controls to operate all of the floodlights and receptacles provided for floodlights in
the area. Master controls shall be installed in the Pilot House: One to control floodlights on the port side of the ship, and one to control
floodlights on the starboard side. The circuit shall require that both the switch at a launch control and the corresponding master switch in the
Pilot House shall be in the "on" position to operate the lights.
The permanently installed floodlights (hard wired) may be supplied from the transformer isolated receptacle circuit required for the
portable floodlights. No other loads shall be supplied by the isolation transformers installed for boat handling floodlights.
Three portable floodlights, Symbol 263, equipped with cord and plug, shall be provided.
Floodlights; Waterline security lights - Portable floodlights, Symbol 303.4 using lamp industry No. 300 PAR56/4WFL (with cable and
plug) for illuminating the waterline, shall be installed on all surface combatant and auxiliary ships.
Surgical lights - Surgical lights shall be installed as required by Section 652. An additional alternative position mounting bracket,
Symbol 2432.1, shall be installed in spaces fitted with only one surgical light.
One general illumination fixture, energized from the nearest emergency lighting circuit, shall be installed at each battle dressing
station.
For the surgical lights installed in the surgical dressing room and the operating room, repair parts may be removed from the stowage
boxes and stowed in any suitable area. Stowage boxes with repair parts shall be retained for all other surgical lights and shall be installed in
the space, or readily accessible to the space, in which the light will be used. In operating rooms and surgical dressing rooms, the lanterns will
be retained on the bracket at all times. For all other medical spaces, stowage boxes for stowing the lanterns in an upright position when not in
use shall be installed in the space, or readily accessible to the space, in which the lanterns will be used.
Lanterns - Relay lanterns, Symbol 101.2, and portable lanterns, Symbol 100.2, shall be installed throughout the ship to provide a limited
amount of illumination when other lighting sources fail. Relay lanterns shall be provided where continuous illumination is required for
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personnel evacuation, and control and operation of the ship; portable lanterns shall be provided for supplementing the relay type and for other
stations where duties involve the operation of the ship's assigned functions.
Lanterns shall not be installed in locations where light therefrom would be visible from outside the ship under darkened ship conditions.
Lanterns shall not be installed in any location where explosion-proof enclosures are required.
Lanterns installed in red lighted areas, except those installed in escape routes, shall have red lenses in accordance with Mil. Spec.
MIL-F-16377/43.
Lanterns installed in passageways and at the foot of ladders shall be mounted so that the light beam shines approximately 30 degrees
below the horizontal eye level. In other locations, lanterns shall be mounted to illuminate the principal work areas and accesses or escape
hatches for which they are intended without removing the lanterns from their mounting brackets.
Lanterns shall be mounted in such manner that the handle or relay mechanism is uppermost.
Relay lanterns. - Relay-controlled lanterns shall be installed to provide the minimum illumination necessary for the purposes listed
below when other sources of illumination fail:
To prevent panic and personnel injury which might occur in total darkness.
To mark escape routes (both normal and emergency).
To permit operation of all AFFF and HALON actuation stations on new installations and modifications to existing systems.
To permit emergency destruction of classified material.
To permit restoration of electric power.
To permit operation of locks on facilities installed for stowage of classified material.
To permit performance of ship control functions or continued medical treatment where no delay can be tolerated. Lanterns shall
not be installed solely to permit carrying on other ship's functional duties.
Relay lanterns shall be installed for the aforementioned purposes in accordance with the following:
Manned machinery spaces and unmanned spaces containing machinery, having a deck area greater than 200 square feet, shall have
one lantern for each access, companionway, escape trunk and essential passageway.
Escape passages and companionways leading from compartments where personnel are stationed or quartered shall have lanterns
installed to illuminate accesses, emergency escape panels (compartment sides), escape side of scuttles, the top of scuttles opening into walking
areas, ladders, trunks, companionways and passageways. Long passageways shall have one lantern for each watertight division, or
approximately each 40 feet. Deadend passageways exceeding 20 feet in length and structural or machinery arrangements that may be a hazard
to the ready flow of traffic in an emergency shall have one lantern at each such location.
One lantern shall be installed at each applicable ship control station (such as electrical switchboards and generators, steering
panel, engine and fire room gageboards, control benchboard, propulsion and boiler controls, boiler water gages, and equipment associated
with steering).
One lantern shall be installed at each AFFF station, and each HALON actuation station on new installations and modifications to
existing systems.
One lantern shall be installed in spaces containing hazards to personnel (such as laundry dry cleaning room and shops having
rotating machines).
One lantern shall be installed for each 900 square feet of troop living space to illuminate aisles between berths.
One lantern shall be installed over the access door inside each refrigerated storeroom.
Lanterns shall be installed, if not already provided by a previous requirement, to illuminate safes and cabinets installed for
stowage of classified material. (Note: Safes in staterooms are not installed for stowage of classified material.)
Lanterns shall be installed in the Disbursing Office and Post Office to illuminate the safes.
Lanterns shall not be installed to provide detail illumination nor in spaces having door switch controlled illumination unless the
lanterns can be located so that no light is visible outboard.
Portable lanterns shall be substituted in the above spaces where relay lanterns would otherwise be required.
Portable lanterns - Portable lanterns shall be installed where duties involve the functional operation of the ship, in accordance with the
following:
Stations and small spaces manned only occasionally (except such spaces as staterooms and lockers) shall have one lantern, if a
lantern is required to meet the stated purposes of installing lanterns.
In ship magazines, lanterns shall be installed such that there is one to illuminate each access closure and one to illuminate each
passing scuttle, if not already provided by a previous requirement. One additional lantern per 200 square feet shall be installed, preferably on
stanchions to illuminate aisle spaces.
In cargo magazines, four lanterns shall be installed at each access.
Lanterns shall be installed to provide detail illumination of items such as table tops, charts and information displays, where such
illumination is required to permit performance of ship control functions and where a slight delay can be tolerated.
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332h. Red Illumination

General- Red lighting fixtures shall be installed for the following primary purposes:
To provide a low-level of illumination in berthing areas.
To provide illumination that will afford the least practicable interference with dark-adapted vision in access routes to topside
battle and watch stations and in special compartments and stations.
To provide illumination for special applications involving darkened ship operations.
For fluorescent lighting installations, red illumination shall be accomplished by use of standard red fixtures or by use of red filters over
those lamps, as necessary to accomplish the desired illumination.
For incandescent and halogen lighting installations, red illumination shall be furnished by standard red lighting fixtures.
The red fixtures shall be located and spaced to provide sufficient illumination, with particular attention being given to the illumination
of door sills, hatch coamings, ladders and obstacles. Red lighting fixtures, including those at replenishment stations, shall be installed so that
no direct light is exposed to view outside the ship and also that any indirect light reflected from weather deck structures or passing through
such openings as scuttles, cargo hatches, and hangar doors is kept to a practical minimum. This shall be accomplished by judicious location
and shielding of fixtures and by the application of black paint (see Section 631).
Red light fixtures which are installed for the purpose of preserving dark adapted vision of personnel using optical instruments, shall be
located outside the field of vision of operators occupying their normal working positions. The fixtures shall be shielded to reduce light in the
working area to a minimum.
Installation of the required red lighting fixtures in compartments and passages shall not affect the number of white lights required.
Where necessary to adjust the degree of illumination and directional characteristics of a red lighting fixture (as, for example, where
located adjacent to the head of a berth or near the top of a ladder so that light shines directly into the eyes), the globe or lens shall be shielded.
Lights installed in the Pilot House (including indicator lights) shall be located or shielded so that no light is reflected in any of the
windows or windshield glass. This is particularly important when lights are installed on the after bulkhead of the Pilot House.
Access routes - Red lighting fixtures shall be installed along routes leading from stateroom and berthing areas to weather deck stations
involved in navigation, weapons control, signaling, gunnery, flight operations, and other essential activities. The routes selected shall lead
along main passageways and terminate at main accesses to weather decks. They shall permit personnel traffic within the ship, rather than on
weather decks. This will result in having a continuous fore-and-aft red lighted passageway, both port and starboard, under shelter. Where
such routes lead through large spaces such as shops or messing spaces, red lights shall be installed to illuminate these routes. Companionways,
ladders, and moving stairways in access channels shall be provided with red illumination.
Red-lighted access routes shall have a minimum exposure to white light, but total exclusion of white light is not mandatory; for
example, door switches shall not be installed solely to keep white light out of these routes. Washrooms and water closet spaces opening into
such routes shall have red lights.
The number of red lighting fixtures shall be limited to the minimum number for safe, rapid movement of personnel. In long,
unobstructed passageways one fixture shall be provided for each watertight subdivision or approximately 40 feet apart. However, where the
passageway changes direction, a sufficient number of fixtures shall be provided to illuminate the passage from either direction. Overhead
combination red-white fluorescent fixtures shall be used in passageways.
Living spaces- Red lighting fixtures shall be installed in living compartments that accommodate four or more persons and for washroom
and water closet spaces that are within or near these living areas. Deck level red illumination shall be installed in the berthing areas. Symbol
353.1 with a red filter tube shall be used for this purpose. A sufficient number of fixtures shall be installed to permit personnel to move from
berths to access routes. In troop living spaces, additional red lights shall be installed to provide sufficient illumination for assembling troops
gear.
Special compartments and stations - Red light fixtures shall be installed in compartments used by personnel preparatory to going to duty
outside at night or compartments entered periodically in the course of carrying out such duties, and in stations in which optical instruments are
used. Each of these compartments having inboard accesses shall be made accessible from living areas via red-lighted access routes utilizing,
as far as practicable, the main red-lighted routes previously specified. Red light routes shall also be installed between these spaces and the
weather decks where direct access outboard does not exist.
Squadron ready rooms- Red light fixtures shall be installed in squadron ready rooms.
Chart Room.- Red illumination of the chart table shall be provided by attaching red filter assembly, Symbol 121.1, to desk lights
installed for white illumination.
Flight Deck Control Station and Primary Flight Control Station - Red light fixtures shall be installed to illuminate the flight deck control
board. In Primary Flight Control Station, one spotlight, Symbol 147.2, the Air Officer's chair, and one over the Assistant Air Officer's chair.
Conflagration and hangar deck lighting control station - Red light fixtures shall be installed for illumination of indicator panels where
not internally illuminated.
High bay spaces - The number of red lighting fixtures, Symbol 75, to be installed in high bay spaces (such as hangar spaces or tank
spaces on landing ships) shall be the same as the number of white fixtures, Symbol 74, required to produce the white illumination level
specified for that space.
Aircraft Engine Shop - One red lighting fixture, Symbol 75, shall be installed over each work stand and one over each workbench.
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Replenishment ships, cargo storerooms, cargo weapons spaces, cargo and cargo weapon handling equipment storage areas, and cargo
handling areas - Fluorescent fixtures, Symbols 333.1 or 333.2, with a red filter tube on the center lamp, shall be installed in sufficient
quantities to provide the required white illumination. The red illumination obtained from the center lamp of the fixtures will be sufficient.
Additional fixtures for red illumination are not required. One incandescent fixture, Symbol 93.2, shall be installed for each 100 square feet of
deck space in refrigerated cargo spaces.
Gun mounts - Red light fixtures shall be installed in manned enclosed gun mounts that have openings for visual sightings to the exterior
of the ship and in handling rooms that are directly below such mounts.
In 5-inch gun mounts that meet the above criteria, the red light fixtures shall be installed in accordance with drawing, NAVSHIPS No.
9-S-5421-L.
Replenishment-at-sea lighting - Red lighting fixtures shall be installed for general lighting in areas used during night replenishment
operations on ships fitted for delivering or receiving supplies such as fuel, ammunition, water or stores (see Section 573). The number of
lighting fixtures shall be sufficient to provide the following minimum footcandle illumination levels:
Cargo holds
Cargo staging areas
Connected replenishment rigging assembly and drop zone
Deck gear lockers
Fueling-at-sea stations
General handling areas
Missile strike down interfaces at critical alignment points
Primary deck handling routes
Secondary deck handling routes
Solid cargo transfer stations
Strike up and strike down interfaces
Vertical replenishment areas for handling ammunition, cargo, and stores
Winch control booths
Winches and winch platforms
0.5
0.5
0.5
0.5
0.5
0.5
2.0
0.5
0.2
0.5
0.5
0.5
0.5
0.5
The red lighting fixtures for illumination of replenishment-at-sea areas shall be located so as not to obstruct or be subjected to damage
by booms, rigging, hatch covers or other cargo handling gear. Red floodlights, Symbols 263.1, 263.2, 263.3 or 317, shall be installed as high
on the kingposts or superstructure as possible and shielded to eliminate glare.
332i. Broad Band Blue (BBB) Illumination
Command and control spaces containing cathode ray tube display consoles, except spaces where the function of the space requires
visibility exterior to the ship, shall be provided with Broad Band Blue (BBB) operational illumination, highly directional supplementary
illumination, and white maintenance lighting.
The levels of illumination, in footcandles, shall be as follows:
In walking areas
0.6 minimum (BBB) (30 inches above deck)
On scope faces
0.16 maximum (BBB)
On DRT's (with supplementary white light)
2.0 minimum
On other equipment, such as clocks and communication consoles
(with supplementary white light)
1.0 minimum
On desks and tables (with supplementary white light)
4.0 minimum
White maintenance light
3.0 minimum
Fixtures, Symbol 341.1 or 341.2, shall be used for the white maintenance and BBB lighting Maintenance lighting shall be provided by
the white center lamps of the fixtures. If additional fixtures are required to obtain the white maintenance level specified, fluorescent type shall
be selected.
Highly directional supplementary illumination shall be provided for chart tables, communication consoles, radio operators positions,
DRT's, and items which do not have adequate internal illumination, such as clocks, information plates, and position markers of manually
operated switches. Supplementary illumination may be provided by Navy standard desk lights fitted with filter, Symbol 121.2, or spotlights,
Symbol 147.2. The shield insert of the spotlight may be reversed to provide a broader distribution pattern, if required.
Fixtures shall be judiciously located so that when operators are in their normal operating positions, fixture images will not degrade
scope operations and images in plotting and status boards will not be objectionable. In order to obtain illumination levels as specified, and
illumination as uniform as possible and also eliminate glare sources, additional shielding may be provided.
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technical documentation requirements related to the overhaul are specified in Section 800.
G=
D=
G
G
D
G
D
G
D
G
TABLE I
COMPARTMENT ILLUMINATION REQUIREMENTS
(NOTE 1)
GENERAL - Functional group
Footcandles,
average, initial
DETAIL - Equipment or furniture
14.0
Hangar and air control and associated spaces, except as follows:
Flight deck crew shelter
7.0
Flight crew ready room
(note 2)
14.0
Living, and recreation spaces, except as follows:
7.0
Staterooms
28.0
Recreation areas
7.0
Berthing areas
28.0
Library
(note 2)
Berths
(note 2)
Mirror
42.0
Reading and writing areas
(note 2)
Secretary-Bureau
28.0
Food service and messing spaces
42.0
Food preparation counter
42.0
Range tops
14.0
Damage control spaces except as follows:
7.0
Repair stations
7.0
Unit patrol stations
7.0
Foam injection station
28.0
Diagram boards
14.0
Electronic spaces
28.0
Desk, radio receiver
42.0
Workbench, electronic
14.0
Machinery spaces except as follows:
7.0
Shaft alley
21.0
Enclosed operating station
21.0
Gage and control boards
21.0
Switchboards (except weapons control)
28.0
Log desk
28.0
Switchboards, weapons control
(note 2)
Machine tools
Section 332
G=
D=
G
G
D
G
D
G
D
G
G
D
G
S9AA0-AB-GOS-010
2004 Edition
TABLE I
(NOTE 1) (Continued)
Footcandles,
average, initial
14.0
Ordnance spaces (enclosed) and weapons
control spaces except as follows:
(para. 332i)
Spaces with BBB lighting
7.0
Gunnery spaces
7.0
Ammunition handling spaces
7.0
Magazines
7.0
Ready service magazines
0.0
Ready service lockers
Control rooms - operated light:
28.0
Panels and instruments (bulkhead mounted)
28.0
Computers (requiring illumination)
28.0
Range keepers
28.0
Stable elements
3.0
Storerooms
21.0
Dental storeroom
14.0
Issue rooms
28.0
Ship store
14.0
Issue counters
14.0
Bins and drawer areas
14.0 (note 4)
G Utility spaces
28.0
Sewing machines
42.0
Barber shop chair
28.0
Laundry press area
(note 2)
Barber shop mirror and shelf
14.0
Sanitary spaces except as follows:
3.0
Shower area
(note 2)
Mirrors
Moving stairways, passageways, companionways, ladders, and vestibules
Bulletin boards
7.0
14.0
Scuttles, unattended equipment spaces, unassigned spaces, reserved spaces, hoists,
7.0
and cargo spaces
7.0
Elevator controls
Passageways (used as medical waiting rooms)
21.0
7.0
Photographic spaces except as follows:
28.0
Print shop
14.0
Sink
Flag spaces (except galley)
14.0
Section 332
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TABLE I
(NOTE 1) (Continued)
G=
Footcandles,
average, initial
D=
28.0
G
Medical and dental spaces except as follows:
42.0
Laboratories
42.0
Medical treatment room
42.0
Surgical dressing room
42.0
Pharmacy
42.0
X-ray viewing and examining room (dental)
(note 4)
Battle dressing stations
(note 3)
D
Dental bracket table
(note 2)
Operating table
(note 2)
Dental operating chair (dental vision)
(note 2)
Dental prosthetic laboratory unit
35.0
Dental instrument cabinet
Medical training room and technical professional
28.0
library (reading position)
(note 2)
Operating table
28.0
G
Offices
42.0
D
Desks
42.0
Tables
42.0
Desk, typewriter
42.0
Teletypewriters
7.0
G
Control spaces not included in other functional groups in Table I,
for example:
Enclosed lookout stations
Pilot House, Secondary Conning Station
42.0
D
Chart table (not in Pilot House)
(note 2)
Chart table (in Pilot House)
G&D Command and control spaces operated darkened
(para 332i.)
28.0
G
Workshops
42.0
D
Workbench, general
143.0
Workbench, fine work such as
(note 5)
Instrument calibration and typewriter repair
(note 2)
Machine tools
100.0
Workbench, avionic shop
NOTES:
1. Illumination requirements specified apply to minimum average initial footcandles of white lighting except as specifically
indicated.
2. Footcandle requirements for detail lighting are not specified. Amount of illumination shall be that achieved by proper
installation of the specified detail fixture in accordance with drawing, NAVSEA No. 803-5184170.
3. Two fixtures, Symbol 350, shall be installed side-by-side over the dental bracket table.
4. As specified for the area in which battle dressing station is located.
5. Detail illumination over the instrument calibration workbenches shall be provided with lighting fixtures installed on the
overhead.
Section 332
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332k. Equipment Replacement

Damaged or inoperative fixtures, switches, cable and lamps which show evidence of deterioration shall be replaced.
Photometric survey - A photometric survey of illumination values in the various compartments and spaces shall be made in accordance
with publication, NAVSEA 0964-LP-000-2000. Test data shall be recorded on forms provided therein.
The red lighting at replenishment-at-sea areas shall be checked specifically for suitability, adequacy, and compliance with the
requirements herein.
A separate survey of red-lighted operational and readiness areas shall be made to determine compliance with requirements herein.
Brightness of suspected areas shall be checked and corrected where excessive.
Broad Band Blue (BBB) measurements shall be made with a visual or photoelectric photometer, color corrected for BBB (wavelength
450-490 nanometers) to determine compliance with the requirements herein.
It shall be noted whether the existing lighting fixtures give proper distribution over the area which they should cover. Annoying glare,
either directly from the fixtures or reflected from the working area, shall be noted. The contrast between the lighted working area and the
surrounding area shall be noted. Objectional shadows cast on the work by obstructions or by personnel as they perform their normal activities
in that compartment shall be noted, and notations shall be made if it is necessary that existing fixtures be moved or additional fixtures be
installed to overcome these shadows.
Darkened ship survey - A darkened ship survey shall be made in accordance with publication, NAVSEA 0964-LP-000-2000. Test data
shall be recorded on forms provided therein.
11
Section 332
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Section 332
12
S9AA0-AB-GOS-010
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SECTION 400
GENERAL REQUIREMENTS FOR ELECTRONICS SYSTEMS
400a. Scope
This section contains general requirements for the installation, modification, and overhaul of electronics systems and equipment.
The requirements are supplemented by those specified in other sections of this specification which pertain to electronic circuits,
equipment, or systems, and related accessories or material.
400b. General
For definitions of electronic equipment and terms of equipment divisions (such as part, assembly, unit, group, set and system), as
well as the ancillary terms "accessory" and "attachment", see MIL-STD-280.
Wherever specified electronic items are modified by terms such as "or equivalent" or "or equal", the term means that the equipment
supplied shall be equal in all operational, electrical, functional and performance characteristics as those of the equipment specified and
shall meet the parameters delineated in MIL-STD-1399 Section 502 which define those characteristics. Additionally, the equipment
supplied shall be comparable in physical size, weight and foundation requirements.
Restoration, overhaul and repair of electronic equipment shall be accomplished as specified and in accordance with MIL-STD-2110
and NAVSEA SE000-00-EIM-100. The Supervisor's Work Specification shall identify the class of overhaul authorized for the item.
Definition of overhaul class is provided in Publication, NAVSEA SE000-00-EIM-100 and Section 042. The Supervisor's Work
Specification shall specify the Technical Repair Standards applicable. Where an approved Technical Repair Standard does not exist, or is
not authorized, the restoration, overhaul or repair of the item shall be in accordance with MIL-STD-2110 and the equipment technical
documentation. For ships with radar cross section reduction requirement, jackboxes located topside shall be selected from NAVSEA
DWG 803-6983482, 803-6983483, or 803-6983484.
Unless otherwise specified herein, installation and test practices shall be in accordance with publication, NAVSEA 0967-LP-0000100 and publication, NAVSEA SE000-00-EIM-110 (in case of conflict, the requirements of the latter shall prevail). In the absence of
specific guidance, installation practices shall conform to the American National Standards Institute Standard No. ANSI C110.1
"Recommended Practice for Electric Installations on Shipboard".
400c. Personnel Safety
Safety and cleanliness practices are to be in accordance with NAVSEA SE000-00-EIM-110.
Grounding - bonding and other techniques for personnel safety shall be in accordance with the requirements of MIL-STD-1310.
Grounding of electrical/electronic workbenches shall be in accordance with Naval Ships Technical Manual, NAVSEA S9086-KC-STM010/CH-300 Appendix H.
Electrical receptacles - Electronic equipment shall be installed without convenience receptacles. Electronic equipment which has an
electrical convenience receptacle shall have the receptacle circuit de-energized and the receptacle covered with a blanking plate to prevent
its use.
Circuit Disablement - Where potentials of 30 (rms or d.c.) volts or greater exist within equipment which cannot be disabled by the
system's main power switch, the circuit shall be protected to prevent accidental contact by maintenance personnel. Protection may be a
disconnect switch. Protection is satisfied where the IC-ACO switchboard or local ACO switching provides this function. The disconnect
switch shall be located in the same watertight compartment as the equipment to be disabled and shall disrupt power only to the equipment
to be disabled. A label plate, which shall be inscribed as follows, shall be installed on all such equipment energized from multiple power
sources:
Section 400
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WARNING
THIS EQUIPMENT ENERGIZED FROM MULTIPLE SOURCES. TURN OFF THE FOLLOWING TO FULLY
DE-ENERGIZE THIS UNIT:
CIRCUIT
_
_
_
SWITCH LOCATION
_
_
_
SWITCH IDENTIFICATION
_
_
_
The label plates shall be in accordance with Section 305 and MIL-P-15024.
For radar indicators or support units with externally sourced signal inputs or outputs with a peak potential greater than 30 (rms or
d.c.) volts, a single cutout switch shall be provided in accordance with MIL-S-21604 to disconnect all hazardous signal and power circuits.
The switch shall be installed as close as practicable to that equipment and shall be provided with a label plate which clearly indicates the
on and off positions of the switch. The label plate shall conform to the requirements of Section 305 and MIL-P-15024 and shall bear a
legend similar to the following:
RADAR INDICATOR INPUT
SIGNAL DISCONNECT SWITCH
DANGER
TURN TO "OFF" POSITION
BEFORE SERVICING
Powered equipment exposed to the weather shall have a means to disconnect power. Overload protective devices shall be provided
in accordance with Section 303.
Rotating and stabilized antenna disablement - Switches shall be located accessible from antenna platform access ladder. Also, signs
warning personnel prior to entering swing circle area are to be provided.
Workbenches - Electronic workbenches installed during overhaul shall be insulated in accordance with Section 665 and shall be
grounded in accordance with MIL-STD-1310.
Antenna - Operating stations, guard rails and normal personnel thoroughfares shall maintain a 4-foot horizontal or 8-foot vertical
clearance from HF transmitting antennas.
Deck covering - Deck covering shall be installed to protect personnel, in accordance with Section 634.
Warning signs - Warning signs shall be posted in accordance with Section 070 and include the following:
Electromagnetic radiation - Areas exposed to harmful radiation from ship transmitting antennas shall be posted to warn personnel of
possible danger. Danger areas and warning signs shall be in accordance with the guidance provided in Publication OP-3565.
Explosive vapors - Whenever there is a possibility of explosive vapor accumulation, a sign warning personnel against energizing
equipment until ventilation blowers have been operating at least 15 minutes shall be posted in the vicinity of power and lighting switches.
Signs shall be in accordance with drawing, NAVSHIPS No. RE-2680602.
400d. Equipment Location
In the absence of specific Government arrangement guidance, electronic equipment and associated devices shall be located to meet
the requirements specified herein.
Habitability - Equipment and associated wiring or other devices installed during overhaul shall be located to present a neat
appearance without unnecessarily obstructing passageways or reducing headroom.
Accessibility - Equipment shall be located to provide space for operation and maintenance in accordance with equipment installation
guidance information.
Permanently installed equipment shall be kept clear of routes required for removal of equipment or machinery.
Equipment such as fuse boxes and panels shall be accessible for replacement of fuses, switching and testing.
Hand-operated devices (such as switches, jacks and pushbuttons) shall be located at least 1 foot but not more than 6 feet above decks.
Operational controls - Devices such as microphones, indicators, patching facilities and manually operated switches shall be grouped
and located at positions to permit convenient usage by operators at their normal duty stations.
Section 400
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Switches controlling any single electronic equipment shall be grouped and located so as to prevent inadvertent switching of other
equipments.
Microphones shall be located where the ambient audible noise level is minimum.
Electronic equipment installed in exposed locations shall be aligned with the operating controls facing aft, except where the
operator's duties require other control alignment.
In stations having outside vision, bearing indicating equipment having a lubbers line or dial indications which are related to the ship
fore-and-aft orientation, shall be located so that when the observer faces forward to view the indicator, port indications are to the observer's
left.
Heat zones - Antennas shall be protected as much as practicable from heat and stack gases.
Equipment shall be located to ensure natural cooling and to avoid overheating. Units dissipating heat shall be arranged to preclude
creating hot pockets within a space. Units shall not be located above or adjacent to heat producing apparatus such as piping and ducts.
Electromagnetic coupling - Equipment and devices which are adversely affected by electromagnetic coupling shall be located and
oriented for minimal coupling.
Magnetic Field Environment - When installing electronic equipment the requirements of DOD-STD-1399 Section 070 shall be
followed. When installing electronic equipment on non-magnetic mine warfare ships, the requirements of Section 070 shall apply.
Vulnerability - When a choice of equipment location is available, the equipment most essential to operation of the ship shall be
installed where exposure to collision or battle damage is minimal.
Fluid spray - Electronic equipment shall be located away from fluid spray, drip, splash or blown droplets; or protection to the
equipment shall be provided.
Hazards of Electromagnetic Radiation to Ordnance (HERO) - Equipment which generates, amplifies, transmits, or otherwise alters
electromagnetic energy shall not be located in magazines, weapons handling, weapons assembly or weapons checkout spaces. See
publications OP4 and OP3565 for specific details.
400e. Equipment Installation
General - Unless otherwise specified herein, detailed installation of electronic equipment shall be as specified on the applicable
Government Installation Control Drawings, the equipment technical manual, NAVSEA 0967-LP-000-0100 and NAVSEA SE000-00-EIM110. In the absence of Government installation instructions, the manufacturer's installation instructions shall be used to install the
equipment. Quality of workmanship to be in accordance with MIL-HDBK-454 requirement number 9.
Operating instruction plates supplied with electronic equipment shall be located adjacent to the applicable equipment or as
recommended by the equipment manufacturer.
Electronic equipment installed within the hull or superstructure envelope shall be mounted by one of the following methods, listed in
order of preference:
1.
Deck-mounted
2.
Overhead (accessory items such as indicators, speakers and junction boxes)
3.
Structural bulkheads only
4.
Deck-mounted and sway braced to structural bulkheads
5.
Overhead and sway braced to structural bulkheads
Multiple units of associated equipment may be installed in vertical racks in accordance with EIA STD No. (RS-310)-C-77.
Electronic equipment shall not be secured to shell plating, side protective system bulkheads or hull plating.
For attachment of electronic equipment to other ballistic plating, see Section 164.
Foundations and top bracing shall comply with Section 180.
For attachment of electronic equipment to structures subject to weapon blast, see Section 180.
Units of electronic equipment (including antennas) shall be identified and labeled in accordance with MIL-STD-2110.
For equipment shock considerations see Section 072.
During installation of electronic equipment, the original finish shall be preserved. Areas of painted surfaces of equipment enclosures
that sustain minor damage shall be treated in accordance with Section 631.
Target simulation or electronic training equipment shall be installed in accordance with the applicable Installation Control Drawings.
Accessory equipments or cables associated with an equipment are the only items that shall be fastened to electronic equipment
cabinets.
On non-metallic hull minesweeper-type ships, electronic equipment, mountings, braces, work benches and associated equipment
shall be constructed of non-magnetic material, except where requirement for magnetic material is specifically invoked.
Minimum magnetic signature of the ship shall have precedence over other considerations in establishing the electrical characteristics
of the ultimate system configuration.
Power supplied to synchro rotors, or as input reference to synchro followers of any one synchro loop, shall enter the loop at one
point only. Stator leads of a synchro loop shall be switched with the rotor or reference power, as necessary, to protect units of the loop.
Section 400
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Electronic cabling and transmission lines shall be installed in accordance with Section 304 and Section 404, respectively.
Radar true bearing indication circuit (6.3 Vac) - The load distribution cables listed below shall have a conductor area not greater than
9,016 circular mils. Should voltage drops exceed the limitations specified below, the circuit shall be converted to 115 Vac, by means of
6.3/115 V transformers at both ends of the line. Cable diameters shall then be reduced accordingly.
Maximum drop
0.4 V at 1.5 A
0.4 V at 0.15 A
0.4 V at 0.5 A
Cable identification
Radar to radar distribution switchboard.
Radar distribution switchboard to radar
indicator display.
Radar distribution switchboard to weapon
director equipments.
EMI, EMP, IMI and EMC. For Electromagnetic Interferences (EMI) Suppression, Intermodulation Interference (IMI), and
Electromagnetic Compatibility (EMC) requirements see Section 406. For Electromagnetic Pulse (EMP) Protection see Section 070.
For requirements affecting secure electrical processing systems and ship's compartments, see Section 402.
400f. Antenna Installation
Guidance for antenna installation shall be in accordance with NAVSEA 0967-LP-177-3020, Installation Control Drawings (ICDs)
or technical manuals.
Remotely controlled units used in antenna circuits (such as tuners) shall be located to provide the shortest practical length of
transmission line between the antenna and the remotely controlled unit.
400g. Cable Designations
Designations for cabling installed during overhaul shall be selected from the following list and the cable shall be marked as specified
in Section 305. Meteorological equipment (R-A)
R-AW
Meteorological circuits
Beacons (R-B)
R-BC
Radio beacons
R-BNInfrared beacons
R-BR
Radar beacons
R-BS
Sonar beacons
Countermeasures (R-C)
R-CI
Electronic countermeasures intercept and analysis
R-CS
Sonar countermeasures systems
R-CT
Electronic countermeasures jamming and deception
Data (R-D)
R-DG
Digital ground
R-DA
Data, analog
R-DAD
Analog to digital converters
R-DCRadar and sonar data converters
R-DD
Data, digital
R-DDA
Digital to analog converters
R-DP
Data, digital, non-tactical
R-DQ
Data console communications
R-DRData Display
Radar (R-E)
R-EN
Navigation radar
R-EA
Air search radar
R-EC
Carrier-controlled approach radar
R-ED
Radar identification
R-EE
Air search with height determining capability
R-EF
Height determining radars
R-EG
Guided missile tracking radar
R-EI
Instrumentation radar
Section 400
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R-EM
Mortar locator radar
R-ER
Radar remote indicators
R-ES
Surface search radars
R-ET
Radar trainer
R-EW
Aircraft early warning radar
R-EZ
Three coordinate radar
Weapon control radar (R-F)
R-FB
Guided missile weapon control radar
R-FBS
Combined missile and gun control radar
R-FG
Heavy machine gun battery weapon control radar
R-FL
Light machine gun control radar
R-FM
Surface battery weapon control radar
R-FS
Double purpose battery weapon control radar
Telemetering systems or remote control electronics guidance (R-G)
R-GA
Telemetry receiver functions
R-GBTelemetry data reduction systems (analog)
R-GCTelemetry data reduction systems (digital)
R-GD
Telemetry data reduction systems (combination digital and analog)
R-GE
Telemetry data receive and reduction capability, reduction portion-analog
R-GF
Telemetry data receive and reduction capability, reduction portion-digital
R-GG
Telemetry data receive and reduction capability, reduction portion-analog and digital
R-GM
Electronic guidance remote control or remote telemetering
CW passive tracking equipments (R-H)
R-HA
CW passive tracking
IFF equipment (R-I)
R-IA
IFFused with air search radar
R-IC
Radar recognition
R-IE
Circuits of IFF equipment operating in conjunction with instrumentation radar
R-IF
IFF used with weapons control radar
R-IM
IFF test equipment
R-IR
IFF used with surface search radar
R-IT
IFF transponder circuits
R-IU
IFF used with sonar
R-IZ
IFF used with three coordinate scanning radar
Timing functions (R-K)
R-KT
Precision timing
Automatic vectoring (R-L)
R-LA
Automatic vectoring
Missile support circuits (R-M)
R-MA
Command control equipment
R-MB
Camera systems
R-MC
Missile control
R-MD
Missile tracking
R-MF
Drone control
R-MH
Impact prediction
R-MQ
Target acquisition
R-MT
Drone tracking
Infrared equipment (R-N)
R-NCInfrared communication
R-ND
Infrared detection
R-NRInfrared receiving circuits
R-NT
Infrared transmitting circuits
R-NX
Infrared facsimile circuits
R-NY
Infrared teletype circuits
Optical equipment (R-O)
Section 400
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R-OCOptical communication
Special purpose circuits (R-P)
R-PA
Radiation monitoring
R-PB
Target simulation equipment
R-PC
Trunking cables
R-PD
Radiometric sextant
R-PE
Automatic test and monitor system (for external cable marking, see "T" designator below)
Radio communications (R-R)
R-RA
Radio antenna (including frequency meter extension circuits)
R-RB
Radio entertainment receiving circuits
R-RC
Radio channel selection
R-RDRadio direction finder circuits
R-RHHicapcom
R-RNRadio navigation
R-RQCombination radio receiver and transmitter control circuits (transceiver)
R-RR
Radio receiving circuits including cables between units of a receiver set.
R-RS
Radio synchronization
R-RT
Radio transmitter control (including cables between units of a transmitter set)
R-RXRadio facsimile
Teletype (R- )
R-RYRadio
R-ISR
IC
Sonar (R-S)
R-SA
Azimuth echo ranging sonar
R-SB
Underwater communications
R-SC
Sonar Computing
R-SD
Depth determining equipment
R-SE
Depth charge direction indicator and range estimator
R-SG
Active ranging
R-SH
Sonar hoist-lower control
R-SI
Sonar identification
R-SK
Scanning sonar
R-SL
Listening sonar
R-SM
Sonar monitoring
R-SN
Passive ranging
R-SQ
Combination depth-azimuth sonar
R-SP
Acoustical proccessing
R-SQQ
Sonar audio
R-SO
Bathythermograph
R-SR
Sonar remote indicator
R-SS
Sounding sonar
R-ST
Attack teacher and sonar trainer
R-SU
Underwater object locator
R-SV
Variable depth sonar
R-SW
Sonar intercept
R-SX
Doppler sonar
Television (R-T)
R-TC
Television, closed circuit
R-TM
Television, monitoring
R-TV
Television, entertainment
R-X
Supplementary facilities
R-XA
Suprad facilities
Cable Designation Suffix - Cable designations shall include a suffix letter to identify the following unique cables:
Section 400
S9AA0-AB-GOS-010
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Cables designated "RED" in accordance with MIL-STD-1680, shall include a "/Q" for "RED" high level cables, or an "/L" for
"RED" low level cables. For example, "R-RY/Q" designates radio teletype, "RED" high level, and "R-TC/L" designates television closed
circuit "RED" low level.
Cables designated for test shall be marked with letter "T".
Cables for experimental circuits or equipment shall include the designation "/E".
400h. Electronics Bonding and Grounding
Bonding and grounding methods and materials shall conform to MIL-STD-1310.
400i. Mechanical Alignment
Electronic antennas, transducer foundations and related sensors shall be aligned in accordance with Government furnished criteria.
The machining and mechanical alignment of electronic antennas and transducer foundations shall be verified with the ship afloat and
ready for trials.
Alignment of electronic antennas and transducers to appropriate reference planes shall be verified with the ship afloat and loaded.
Where electronic equipment electrically interface with weapons control systems, the interfacing equipments antenna or transducer
foundations shall be aligned in accordance with the Combat Systems Alignment Manual (CSAM) for the applicable ship class.
400j. Support Equipment
Electronic test equipment required herein, regardless of whether provided by the Government or the Contractor, shall not be used by
the Contractor for any purpose other than operational test provided for.
The Electronic Test Equipment Stowage Requirements List is provided for stowage requirements only. The firm list of test
equipment will be provided as the "Coordinated Shipboard Allowance List, Portable Electronics Testing and Measuring Instruments" prior
to delivery of the ship.
Stowage for portable test equipment shall be provided. Wherever practicable, stowage facilities shall be in racks or cabinets and
located in the same space as the equipment to be maintained, and shall be equipped with a means of securing against adverse sea
conditions. The securing methods shall be of the quick-release type (similar to the auto seat belt) to ensure availability of equipment in an
emergency. For stowage of electronic equipment technical manuals, see Section 671.
Basic Alteration Class Drawings or Supplementary Alteration Drawings, or both, for electronics installations shall be prepared in
HF Antenna Installation and Impedance Report - The basic HF Antenna Installation and Impedance Report shall include the
following items:
1.
A sketch of the HF antenna geometry, including relative location of the superstructure, use of any shorting or grounding
wires, notation of critical dimensions as provided by the guidance documents, and placement of the matching network enclosure.
2.
A Smith chart showing impedance data at the antenna feedpoint with matching network disconnected.
3.
A Smith chart showing antenna impedance through the matching network after final matching adjustments have been
made with the transmission line to transmitter or multi-coupler disconnected. Where a multi-coupler is used, notation shall be included on
the chart of the multi-coupler nomenclature and the maximum allowable antenna VSWR.
4.
A schematic diagram of the matching network, including the following details in the final matched configuration:
Calculated value of each network element.
Capacitor adjustment by number of turns the adjustment screw is set, and whether clockwise or counterclockwise from
either end of travel.
For each inductor, the dimensions, number of effective turns and number of strapped turns.
For each network element, information shall be included, as required, to enable replacement elements to be procured or
manufactured, as desired, by identification of manufacturer and the element designation and by provision of manufacturer's drawings.
5.
A statement certifying that physical inspection has verified that no ferromagnetic materials have been used in the RF
circuit from transmitter through, to, and including the antenna; that no stranded wire or soldered connections have been used in the
matching network; and that drain holes have been provided for non-pressurized matching network enclosures.
6.
A list of the construction drawings used to manufacture the antenna and matching network, including the enclosure, with
certification that the drawings represent the final products as manufactured and installed. All errors or deviations shall be noted in detail.
7.
A statement certifying that physical inspection has verified that the construction drawings and installation conform with
model range guidance, publication, NAVSEA 0967-LP-177-3020, drawing, NAVELEX No. 28687-0109291, applicable specifications,
and any other guidance provided or used by the Contractor. In the event of changes or deviations, they shall be specifically identified.
The supplementary HF Antenna Installation and Impedance Report shall include the following:
Section 400
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1. A description of the circumstances or physical change leading to the requirement to recheck the VSWR and impedance
data.
2. Smith charts as described in the preceding paragraphs.
3. Description of changes of antenna matching elements or changes to any other data or certification statements submitted in a
prior report, preceded by use of the following certification statement: "Except for the changes identified herein, valid on (current date), all
other details included in the prior HF Antenna Installation and Impedance Report dated
, remain valid and unchanged."
General - General requirements for testing are contained in Section 092. General requirements for overhaul ship trials are contained
in Section 094. Unless otherwise specified in the Supervisor's Work Specifications, specific testing requirements contained in these
sections shall be accomplished on components, equipment and systems that have been newly installed, overhauled, repaired or otherwise
disturbed by disconnecting, uncoupling, or rendered nonoperational due to other overhaul work. The following testing requirements
supplement criteria specified in GSO sections 092 and 094:
Combat systems testing - Combat systems testing shall be in accordance with tests specified by the Government and shall be
conducted prior to or during sea trials in order to demonstrate equipment installation and operation. These tests shall also demonstrate that
systems are properly installed, aligned and adjusted.
Combat systems integration testing shall be in accordance with standard practices used to verify installation, alignment and
operation, and that the equipment and computer software program interface is in conformance with the specifications. All combat system
integration tests shall be performed utilizing the ship service power system.
The Contractor shall make all necessary adjustments or alignments on all equipment and systems to ensure proper installation
alignment and operation. See Section 184.
The Contractor shall conduct Combat System alignment tests to verify alignment of sensors and weapon systems.
The Contractor shall utilize computer programs furnished by the Government for testing.
The Contractor shall prepare Software Trouble Reports when software problems are discovered.
Antenna Systems - Rotatable antennas shall be visually checked to demonstrate that they are lubricated, after which they shall be
manually, if so designed, rotated to determine that there is specified clearance taking into account maximum roll, pitch and elevation
excursions, where appropriate.
Insulation-resistance and electrical tests shall be performed on the power unit motor, controller and interconnecting cables.
The system shall be operationally tested to ensure proper operation of the remote control panel and the local control station.
Antenna matching and measurements - Following installation, transmitting broadband communication antennas intended for
operation within High Frequency (HF) band of 2 to 30 MHz shall have their impedances matched and VSWR measurements performed
over the entire band. In the event such an antenna is subsequently repaired or modified or its environment changed by significant
alteration of adjacent antennas or structures, VSWR measurements shall be repeated and impedance matching corrected, when required.
Concurrent with each of the above tasks, applicable data shall be prepared (or updated, as required) and submitted as HF Antenna
Installation and Impedance Report (or supplement, as applicable). See Section 400k.
Impedance matching and measurement procedures shall comply with publication, NAVSEA 0967-LP-177-3040. Maximum VSWR
shall not exceed the applicable antenna requirement and, where used, the associated transmitting multicoupler requirement.
Electronic Navigational Systems - Navy navigation satellite system receiver.
Initial system turn on and functional testing shall be conducted to verify that data entry keyboard, data processor and receiver are
performing in all design modes of operation. A system accuracy test shall be conducted and compared to a known position. These system
accuracy tests shall be conducted during periods of minimum local interference (cranes, arc welding, etc.) such as night or on the weekend.
A minimum of five fixes shall be obtained. Accuracy shall be within 0.25 nautical mile or better.
OMEGA navigation receiver Initial turn on and functional tests of the OMEGA receiver shall be performed to verify design
bandwidth and sensitivity. Operation of the strip recorder in conjunction with the OMEGA receiver shall be verified. Lane readings shall
be within one percent accuracy.
TACAN beacon and antenna group - Initial turn on and functional tests of the TACAN shall be performed to verify that the RF
transmitted frequency and power characteristics, azimuth and range indications, transmission of own ship identification and antenna group
performance are within the design parameters.
Sea trials - Each transponder of the TACAN shall be demonstrated to the Federal Aviation Agency (FAA) as part of the certification.
Electronic navigation system, acoustical. - The ship shall be positioned in locations of generally known depths and soundings shall
be made with the depth sound and compared with a calibrated line or navigation chart. Functional tests shall be performed to determine
that the sounding set meets specified characteristics and performance levels such as receiver sensitivity, transmitter frequency, pulse
repetition rate, pulse width, recorder speed and motor reference frequencies.
Radio Communication Systems - Insulation resistance of all cables shall be measured in accordance with Section 404.
Equipment functional test shall be performed to demonstrate that each equipment test meets its specified performance criteria.
Section 400
S9AA0-AB-GOS-010
2004 Edition
Receiver parameters to be measured shall include receiver sensitivity, audio output, tuning alignment, and Automatic Gain Control
(AGC). Radio transmitter tests shall include power output, intermodulation distortion, tuning alignment, Voltage Standing Wave Ratio
(VSWR), and linearity tests with all transmit antennas and couplers available for the frequency range of the transmitter. Tests shall include
frequencies at high, mid and low ranges of the transmitter.
Where a transmitter is provided with a remote radio channel selector device, remote operation of the transmitter shall be
demonstrated.
Frequency standard tests shall include front panel checks and power supply (battery) inspection. The distribution system shall be
checked for line level and frequency.
System level tests shall be performed to verify equipment interconnection and system operability. These tests shall be performed in
an RF back-to-back configuration and shall include operation of teletype terminal equipment and all voice remotes. TTY bias and
fortuitous distortion on back-to-back tests shall not exceed required specifications.
System level tests shall also include the following:
Receiver RF systems sensitivity shall be tested using all antennas and coupler preselector combinations available at several points
across the equipment frequency range (one high, one mid, and one low as a minimum).
Audio line level attenuation and distortion levels shall be tested to verify operation of receivers and transceivers with three
radiophone remote circuits in parallel via the receive audio switchboard and handsets connected at the remotes.
Teletype system distortion shall be tested on receive systems with simultaneous page and tape output and on send systems with
simultaneous hook-up of keyboard transmitter/distributor and page printer.
An at-sea all-up communications test shall be performed to demonstrate the communications equipment in all Government
authorized modes available and to established voice and teletype circuits with external (off-ship) communications facilities.
Underwater Communication Systems - Functional tests shall be performed on the sonar communication set to verify power input,
transducer characteristic impedance, operation of controls and indicators, and other operational procedures.
Trial tests shall be performed to demonstrate communications capability and range in the reduced power, full power, bottom bounce
and CW modes of operation.
Surface Search Radar Systems - Tests shall be performed to demonstrate specified equipment performance criteria and specified
interface of video and control functions.
The radar interface test shall be performed to demonstrate that the radar can receive and transmit all interface signals. The test shall
demonstrate interfacing with the navigation system, the Analog display group and the TDS display group. The alignment of the search
radar shall be verified.
Dockside and at-sea tests shall be performed to demonstrate that the radar is operational and integrated with combat system.
Controlled aircraft shall be used during these tests to determine minimum and maximum detection range of the radar. All radar transmitter
modes and receiver features shall be demonstrated.
Air Search Radar (3D) - The radar shall be sequenced through the radiate mode, and operating conditions and all indicators shall be
observed for cycling and operations.
Radar system functional tests shall be performed to demonstrate that the air search radar key parameters are within specifications and
that the radar operates as a system. High power tests shall be performed to verify that the waveguide is capable of sustaining full output
power operation.
The radar interface test shall be performed to demonstrate that the radar can receive and transmit all interface signals. The test shall
demonstrate the interface with the navigation system. The alignment of search radar shall be verified.
Dockside and at-sea tests shall be performed to demonstrate that the radar is operational and integrated into the combat system.
Controlled aircraft shall be used during these tests to determine minimum and maximum detection range of the radar. All radar transmitter
modes and receiver ECCM or video improvement features shall be demonstrated.
Identification system (IFF) - IFF equipment functional tests shall be performed to verify that the individual units will accept primary
power and that the units internal voltages and currents are within prescribed tolerances.
IFF system functional tests shall be performed to demonstrate that the IFF can receive, transmit and decode IFF codes/modes. The
IFF/video shall be verified as being properly aligned with the associated radar video returns during live target tracking.
Dockside and at-sea tests shall be performed to demonstrate that the IFF is operational and integrated with combat systems.
Controlled aircraft shall be used during these tests to determine the capability of the IFF equipment to receive and decode interrogations
and to generate and transmit replay codes.
Active/passive (multiple mode) sonar - Sonar system - Tests shall be conducted in accordance with publication, NAVSHIPS
0967-557-6010 to verify equipment and system operation, and alignment and calibration of interfaces.
Intersystem tests shall be performed to demonstrate the muting interface between sonar and the underwater telephone.
Performance tests between the sonar with the underwater fire control system shall be performed.
The system shall be fully aligned prior to start of Builder's Trials. While underway, self noise test shall be conducted, and
performance of the sonar system shall be certified.
Section 400
S9AA0-AB-GOS-010
2004 Edition
Sonar dome pressurization system checkout - Tests shall be performed to demonstrate operation of the Sonar Dome Pressurization
Control System. Tests shall be in accordance with publication, NAVSEA 0967-LP-490-4720. Tests shall include the following:
Initial air pressurization of the Sonar Dome
Air to water interchange
Water to air interchange
Entry to pressurized Sonar Dome via airlock
Sweeping of the Sonar Dome
Exits from pressurized Dome via airlock
External sonar dome fairness inspection - After industrial work has been completed and prior to undocking, fairness of the Sonar
Dome shall be inspected in accordance with Publication, NAVSEA S9165-AD-MMA-010. Deficiencies shall be corrected prior to
undocking.
Sonar trainer - Equipment tests shall be conducted on the sonar trainer to verify power inputs and operation of controls and indicators
on both the control unit and the monitor unit. An interface test shall be conducted to demonstrate the integration of the control unit and
monitor unit and the total integration of the sonar trainer with the sonar.
Torpedo Decoy Systems - Test of the torpedo decoy system shall be performed to demonstrate that it operates as specified.
The torpedo decoy system shall be operated at dockside with a dummy load to demonstrate power output.
During sea trials, operation of the decoy system in conjunction with streaming and retrieval operation shall be demonstrated.
Electronic countermeasures system - Active countermeasures system Initial checkout of the system shall be performed to verify that the system hardware/software performs in a technically acceptable
manner and operates within the tolerances specified by installation checkout documents. Insertion loss and VSWR testing shall be
performed. Built-in-test shall be utilized to determine system operability.
Blanker-video-mixer group - Initial light-off and checkout shall be performed to verify compliance with the applicable technical
manual. Functional testing shall be conducted to verify interface between emitters.
Chaff launching system - Initial light-off and functional testing shall be conducted to verify launch system select, firing circuits and
active countermeasures interface.
Section 400
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S9AA0-AB-GOS-010
2004 Edition

SECTION 402
SECURE ELECTRICAL INFORMATION PROCESSING SYSTEMS
402a. Scope
This section supplements installation requirements of other sections of these specifications and contains specific requirements which
shall be applied to systems and equipment in a secure processing center, special intelligence space, secure video control space, secure
video viewing space and remote area, as delineated in MIL-STD-1680 or as otherwise specified.
402b. General
Installation of secure electrical information processing systems and other relevant applicable requirements (such as definition of
terms used herein) shall be in accordance with MIL-STD-1680.
402c. Installation
The Contractor shall install all equipment except Classified Equipment which the Government reserves the option to install when the
Contractor is advised accordingly.
Cables installed as part of a secure electrical information processing system shall be identified and include a suffix letter in
accordance with Section 400 to meet the requirements of MIL-STD-1680.
Installation, repair and checkout of cryptographic equipment shall be performed by personnel qualified as specified in OPNAVINST
2221.3.
All equipment installed as part of a secure electrical information processing system and all equipment installed within a secure space
is to be bonded and grounded in accordance with MIL-STD-1680.
All equipment installed or reinstalled as part of a secure electrical information processing system is to be operationally demonstrated
with all associated shipboard systems.
Restoration, overhaul and repair of electronics equipment installed as part of a secure electrical information processing system shall
be accomplished in accordance with Section 400.
402d. Quality assurance
Prior to completion of the availability, a TEMPEST inspection will be performed by the Government by a qualified Field Technical
Authority (FTA) for determination of compliance with MIL-STD-1680.
Testing of restored, overhauled or repaired electronics equipment installed as part of secure electrical information processing system
shall be accomplished in accordance with Section 400.
Section 402
Section 402
S9AA0-AB-GOS-010
2004 Edition
S9AA0-AB-GOS-010
2004 Edition

SECTION 404
RADIO FREQUENCY TRANSMISSION LINES
10
404a. Scope
Radio frequency (RF) transmission lines as covered herein apply to waveguides and to coaxial cable.
404b. General
Unless otherwise specified herein, RF transmission lines shall be fabricated, installed, inspected, and tested in general accordance
with Installation Standards, publication, NAVSEA SE000-00-EIM-110, and Section 304 herein. The shipboard installation shall meet the
requirements of Section 072 and 073.
404c. Storage
RF transmission lines, couplings, and fittings shall be stored in a cool dry location to minimize oxidation and corrosion. Waveguides
shall be stored in a horizontal position and shall be supported to prevent buckling and bowing.
All waveguide sections, following procurement inspection, shall be sealed at each end with transparent cover plates to prevent entry
20
of foreign matter into the interior, wrapped in copper tex and packaged in a water vapor proof bag with a desiccant per MIL-B-117E.
Flange faces and edges of couplings shall be protected to prevent damage. Where coaxial cable has been exposed or stored at temperatures
exceeding 66 degrees C, such cable, prior to installation, shall be tested for compliance with maximum attenuation requirements in
accordance with Mil. Spec. MIL-STD-17. Cable shall be protected from distorting
forces at all times. Unreeled cable shall not be hung from dowel sticks or pegs. Prior to storing, cable ends shall be sealed in accordance
with Mil. Spec. MIL-C-12000.
Where systems using pressurized transmission lines are shut down for long periods (such as during an overhaul) and there is a
possibility that pressurization to the lines may be lost, these lines shall be "laid-up" by providing a separate and reliable source of
electronics quality dry air or nitrogen maintained at a constant positive pressure of 0.5 lbs/in2.
30
404d. Selection of cables and fittings
Flexible coaxial cables shall comply with Mil. Spec. MIL-STD-17. Cables shall be selected from equipment
Installation Control Drawings, MIL-STD-242, MIL-C-22931 or MIL-C-23806; and from MIL-C-23020 where watertight cable is
required. Selection shall further be based on considerations of functional and environmental requirements. Cables selected for topside
locations shall be unarmored.
Coaxial connectors and other coaxial fittings shall be selected from equipment Installation Control Drawings and MIL-STD-242.
Connectors and fittings shall be selected to match the cable and equipment, and suit the functional and environmental requirements.
Series BN, HN, LC, LN, LT, TNC and UHF connectors shall be selected only for direct replacement or where equipment
interchange ability dictates their use.
Unless otherwise specified, hull fittings used with coaxial cable shall be selected from MIL-STD-242.
40
404e. Installation
RF transmission lines shall be installed in accordance with NAVSEA SE000-00-EIM-110 and in a manner which will conform to the
requirements of MIL-STD-1310. (Note that special procedures for EMP protection are required only for specific ships.)
Provide maximum protection from mechanical abuse, battle damage and heat damage.
Avoid forces that could damage the lines.
Avoid physical or electrical interference with equipment, cables or other RF transmission lines.
Minimize transmission line length.
Allow for removal of deck plates, gratings or machinery.
Maintain electrical balance where required.
50
Meet the requirements of HERO (see Section 400).
Maintain the characteristic impedance of each line. Avoid pockets in which moisture can collect in non-solid dielectric lines.
Retain the airtightness or watertight integrity of decks or bulkheads of compartments. (Penetration of ship structure shall comply
with requirements of structural sections of these specifications.)
Waveguide runs take priority over vents, wireways, piping, lighting, and similar obstructions during shipboard installation.
The contractor shall prepare detailed installation drawings for all waveguide runs, which shall contain, but not be limited to, the
following:
A) All waveguide hanger support locations.
B) All deck and bulkhead penetration locations showing the type of penetrations.
C) All waveguide flange locations and torque requirements for flange hardware.
60
Section 404
S9AA0-AB-GOS-010
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10
20
30
40
50
D) Torque requirements for waveguide hanger support securing hardware.

E) All waveguide protection guard locations and installation showing torque requirements for securing hardware.
F)
All waveguide dry air connections.
G) Required clearance allowed around waveguide to accommodate shock excursions.
Pressurization - Waveguides and coaxial cables with semi-solid (airspace) type dielectric insulation shall be pressurized as required
by the applicable Installation Control Drawing (ICD). Unless otherwise specified, the pressurization system shall meet the requirements of
Section 551. Unless otherwise specified, pressurization used for lines operating below their peak power or voltage capabilities shall
maintain such lines at a minimum level of plus 0.5 lbs/in2 pressure at all times. For other lines, pressurization shall be increased as
required to maintain transmission at peak power or voltage levels at all lines without arcing or corona effects. In any case, pressurization
levels used shall be within the range of ICD specified values.
Dry air shall be used in lieu of a dry gas for pressurization, except where use of a dry gas is specified in ICD, or required to maintain
operational requirements.
Tubing shall be used for pressure inlet and purging exhaust lines and installed as required to pressurize transmission lines throughout
at the required levels. Where a transmission line component is effectively an airlock, such components shall be bypassed with pressure
line tubing. Pressure inlet and exhaust lines shall be installed so that, when purging, air or gas within transmission lines will flow
downward (with gravity). Unless otherwise specified, tubing used shall be sized so that, when purging, the enclosed transmission line
volume of air or gas will be replenished within 10 minutes. Tubing shall be installed and protected as required to minimize possibility that
tubing may be inadvertently crushed or dented.
Tubing shall, be adequately supported and sufficient strain relief shall be provided to accommodate shock excursion.
Purging exhaust lines shall terminate in a purging control valve installed near equipment associated with the transmission line.
Subsequent to installation, the complete RF waveguide assembly shall be sealed off at both ends, pressurized at 9 PSIG maximum
for 2 hours, with dry air or nitrogen as specified in Fed. Spec. BB-N-411C, Type I, Grade A. Pressure drop shall not exceed 0.45 PSIG
after 2 hours. Upon completion of test, pressurization shall be reduced to normal (0.26 to 6.0 PSIG) and maintained in the waveguide
assembly until final connection to the radar system.
Coaxial cable - After cutting cables to installation lengths, cable ends shall be sealed until final connections are made to prevent
entrance of moisture and dirt. End sealing may be omitted when the interval between cutting a length of cable and attachment of fittings
will be 48 hours or less and exposed ends are not subjected to moisture or rapid temperature changes. DOD-STD-2003 shall be used for
end sealing guidance.
For cable with a polyethylene dielectric, the maximum operating temperature shall be 85 degrees C. This limit shall be reduced to
65 degrees C when flexing predominates over fixed orientation in any application. For cable with a polytetrafluoroethylene dielectric, the
maximum operating temperature shall be 200 degrees C.
Where the maximum average power rating of the cable is exceeded at the maximum exposed ambient temperature, special cooling
shall be provided. In any case, maximum operating temperature ratings of cables shall not be exceeded.
Before installation, coaxial cables shall be inspected to determine that cable is not physically damaged or has not deteriorated.
Coaxial cable shall be terminated or joined only by use of approved coaxial connectors or other approved coaxial fittings.
Cables near hydraulic fluid piping shall have dripproof shields or other barriers installed to protect cables from leak damage.
Coaxial cables shall be installed so that equipment servicing, equipment deflection, deflection of bulkheads and maximum movement
of expansion joints will not subject the cable to tension or shear damage during a combat shock environment or in a heavy sea state.
Sag between hangers shall be uniform for each row of cables in racks so that the clearance between rows will be the same throughout
the cable run. Sag shall be limited to that allowed for electric cable in similar runs. Whenever cables enter stuffing tubes, the angle of
approach shall be such as to allow tightening of gland nuts without the necessity of flexing cables. Prefabricated straps or banding
material/channel rubber method shall be used to secure coaxial cable to hangers. Where used, prefabricated straps shall not be hammered
around cables and shall not be tightened more than necessary to hold the cable in place.
Coaxial cable shall not be secured directly to ballistic decks, ballistic bulkheads, or shell plating, but shall be supported on beams or
hangers.
The selection, spacing and installation of the hangers for coaxial cables shall provide a satisfactory installation to survive a full
design level combat shock loading. No distortion of the outer conductor of the coaxial cable shall be allowed.
Coaxial cable shall enter equipment enclosures in accordance with the following:
Watertight - Through stuffing tubes in locations as provided on the equipment and best suited to the disposition of the cable.
Non-watertight - Through cable clamps, A-A-50552, located in bottom or sides of the enclosure; if top entrance is more practical,
stuffing tubes shall be used.
Where watertight equipment is installed in spaces which do not require the equipment to be watertight, the cable entrance shall be as
prescribed for nonwatertight enclosures.
Section 404
S9AA0-AB-GOS-010
2004 Edition
The inside bend radius of coaxial cable shall be no less than 10 times the cable diameter, except where the cable is subject to
repeated flexure, in which case, it shall be no less than 20 times the cable diameter. This rule does not apply to cables especially
constructed for smaller bend radii.
Rigid coaxial cable - The outer circularity and linear straightness of rigid coaxial cable shall be maintained at all times. The interior
of the cable shall be kept clear of foreign material.
When preparing sections of rigid cable for installation of couplings, the ends shall be square and free of burrs. Flanges shall be
brazed with silver base alloy, Fed. Spec. AWS A5.8, grade IV or VI, except aluminum flanges which shall be brazed with aluminum
silicon alloy, Fed. Spec. AWS A5.8.
Waveguide - After fabrication and before installation, interior and exterior surfaces of waveguides shall be cleaned, coated and
10 sealed. Immediately prior to installation, waveguides shall be inspected to ensure cleanliness of inside surfaces, continuity and integrity of
coatings and absence of dents, gouges, bulges, bows and twists. Waveguides with such defects shall not be installed.
When preparing waveguide sections for installation of couplings, the ends shall be square and free of burrs. Couplings shall be fitted
over the ends of the waveguide before brazing. Where necessary, the inside of flange couplings shall be machined to fit the waveguide.
Faying surfaces shall not be machined except as specified on the applicable installation control drawings. Couplings shall be brazed to all
waveguide, except as specified on the applicable installation control drawings and except aluminum waveguides, with a silver base alloy,
Fed. Spec. QQ-B-654, grade IV or VI. Couplings shall be brazed to aluminum waveguide with aluminum silicon alloy, Fed. Spec. AWS
A5.8, or dip brazed in accordance with MIL-HDBK-660.
Waveguide runs shall be short and direct. Runs shall not exceed the maximum length permitted by equipment design and installation
criteria. Horizontal runs shall be minimized. Runs shall be electrically and mechanically continuous with smooth inner surfaces
20 throughout their length.
Waveguides shall be shop fabricated and shipboard installed in accordance with Installation Standards, publication
NAVSEA-SE000-00-EIM-110 and meet the requirements of section 072 and 073.
Brackets or hangers used to support waveguides and their method of installation shall be such that galvanic action will not occur.
The waveguide shall be supported so that it is not deformed or the finish damaged. Bends and twists shall be formed from straight sections
of waveguide in accordance with MIL-HDBK-660. Multiple E Plane and H Plane bends shall not normally be connected together.
Government furnished bends, twists and elbows shall be utilized as indicated on installation control drawings where furnished. Contractor
furnished radius bends and twists shall be formed from straight sections of waveguide in accordance with MIL-HDBK-660. Preformed
bends may be utilized where performance comparable to radius bends can be demonstrated.
Multiple bends shall not be connected together 'back-to-back'; however, this does not prohibit the use of properly designed offset
30 assembly as per NAVSEA SE000-00-EIM-110, nor does it prohibit the use of two ends separated by a straight section of waveguide
several wavelengths long.
Bends, twists, offsets and flanged junctions shall be reduced to the minimum number necessary to complete the waveguide
installation.
Insulation resistance shall be measured with a 500-V megohmeter, with measured values corrected to 16 degrees C by use of the
temperature coefficient specified by the cable manufacturer for determination of compliance with the following requirements:
Insulation-resistance values of coaxial cable with polyethylene or polytetrafluoroethylene dielectric shall equal or exceed the
following:
40
Length
(feet)
100 (or less)
200
500
1,000
Insulation resistance
(megohms)
40,000
20,000
8,000
4,000
Insulation-resistance values of coaxial cable with synthetic rubber dielectric shall equal or exceed 1,000 megohms for lengths up to
1,000 feet. Where the dielectric material is arranged in layers of conducting and nonconducting rubber, insulation-resistance values shall
exceed 500 megohms for lengths up to 1,000 feet.
Insulation-resistance values of coaxial cable having magnesium oxide dielectric shall equal or exceed 10,000 megohms for lengths
up to 1,000 feet.
Section 404
S9AA0-AB-GOS-010
2004 Edition
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20
Section 404
S9AA0-AB-GOS-010
2004 Edition

SECTION 406
GENERAL REQUIREMENTS FOR ELECTROMAGNETIC INTERFERENCE (EMI) REDUCTION
406a. Scope
This section contains definitions and general requirements essential to the attainment of shipboard Electromagnetic Compatibility
(EMC) by suppressing Electromagnetic Interference (EMI), including Intermodulation Interference (IMI). The requirements of this
section are supplemented by those specified in other sections of this specification which pertain to the installation of, or modification to,
topside installations.
406b. Definitions
Electromagnetic Compatibility (EMC) - ability of electronic equipment or systems to operate in a fixed environment within design
levels of performance without degradation due to electromagnetic interference (EMI).
Electromagnetic Interference (EMI) - Electromagnetic energy which interferes with the detection and analysis of a desired signal or
causes a malfunction in equipment.
Intermodulation Interference (IMI) - Interference caused by generation, in a nonlinear junction, of frequencies equal to the sums or
differences of integral multiples of two or more radio frequency currents flowing in such a junction. A nonlinear junction is a contact area
between two metallic surfaces which exhibits nonlinear voltage-current transfer characteristics when subjected to an RF voltage and is
usually caused by the presence of corrosion or other semi-conducting materials in the contact area which will inhibit a bond between the
surfaces.
Topside - All shipboard areas exposed to the weather, such as main deck and above. Topside areas for ships with flight decks or
antenna decks are all areas, including the gallery deck and above, that are exposed to the weather. Hangar decks are not considered to be
topside areas.
406c. General
Electronic equipment and interconnecting cabling shall be installed in accordance with the EMI requirements of MIL-STD-1310.
Contractor-furnished electronic equipment and systems shall meet the EMI requirements of MIL-STD-461.
An EMI survey shall be accomplished prior to overhaul in accordance with MIL-STD-1605 and all problems identified.
Topside corrective installation practices shall conform to the methods of MIL-STD-1310 and authorized SHIPALT, ORDALT and
Field Changes.
Post-overhaul EMI survey, conducted in accordance with MIL-STD-1605, shall be accomplished to confirm the ship's state of
Electromagnetic Compatibility (EMC).
EMI discrepancies remaining after the overhaul shall be identified and submitted to the Type Commander for disposition.
The Electromagnetic Pulse sections of MIL-STD-1310 shall be adhered to for ships designated as EMP protected ships. Ships
backfitted with EMP protection shall be handled in accordance with the appropriate ship alteration and the EMP sections of
MIL-STD-1310.
Subsequent overhauls of EMP protected ships shall have any new installations accomplished in accordance with the EMP sections of
MIL-STD-1310. Any modifications to, or relocations of, existing topside equipment or cabling shall be accomplished in a manner such
that there is no compromise to the EMP protection.
Use of recessed electrical boxes shall be maximized to provide enhanced EMP/EMI shielding.
Section 406
S9AA0-AB-GOS-010
2004 Edition
Section 406
S9AA0-AB-GOS-010
2004 Edition

SECTION 421
NON-ELECTRICAL/NON-ELECTRONIC NAVIGATION AIDS
421a. Scope
This section contains the general requirements for non-electrical/non-electronic equipment, which do not require electrical energy
for operation.
421b. General
Repair and Overhaul of Existing Systems.
not necessarily intended to return overhauled items to the original manufacturing drawing or technical manual tolerances. The Supervisor
approved Technical Repair Standard does not exist or is not authorized the overhaul of the item or system shall be accordance with
applicable drawings or technical manuals, unless modified herein.
New or Modified Systems.
Magnetic Compass - Direct-reading magnetic compass installations shall include a binnacle stand, hood, corrector system, lighting
supply, and, where required by Section 475, a degaussing compensating coil and control box. Existing direct-reading magnetic compass
locations shall be retained unless otherwise directed by NAVSEA.
Remote-indicating magnetic compass systems shall be in accordance with Section 437.
For instructions pertaining to magnetic material in the vicinity of direct-reading magnetic compasses and the transmitter of the
remote-indicating magnetic compasses, see Section 070.
Chronometer - Where chronometer stowage is not provided in a chart table, a chronometer locker of the appropriate size, in
accordance with drawing, NAVSHIPS No. S2407-475127, shall be installed in the navigational area and located to provide ready access to
chronometers for purposes of winding, reading and ultimate removal. A key lock shall be provided to prevent unauthorized entry into the
chronometer lockers or chart table compartments.
Bells and Gongs - The ship bells shall be in accordance with Mil. Spec. MIL-B-674. The cylindrical signaling gong shall be in
accordance with drawing, NAVSHIPS No. S2408-921899.
Peloruses - Pelorus requirements are in accordance with indicating systems under Section 437. Bridge Wing peloruses shall be
positioned to permit clear vision from the Bridge Wing, through the Pilot House doorways or windows, to the helmsman station in the Pilot
House, such that readings can be taken from slightly across the bow to dead astern. Peloruses installed in the Pilot House, on the Flag
Bridge, and at the Exposed Conning Station for conning purposes, shall be positioned on the ships centerline, as close as practicable to the
forward bulwark or forward windows, so as to provide a horizontal arc of maximum visibility.
Night Observation Devices - Designated observation stations shall be provided with yoke support brackets and a power supply.
421c. Testing Requirement
Magnetic compasses - The magnetic compasses shall be alined and adjusted in accordance with publication, NAVSEA
0901-LP-240-0002, Chapter 9240 (Ship Control Equipment) and Hydrographic Office Publication No. 226 (Handbook of Magnetic
Compass Adjustment and Compensation) prior to or during Builder's Trials.
Peloruses - Pelorus alinement to the ship's horizontal plane shall be demonstrated.
Section 421
S9AA0-AB-GOS-010
2004 Edition
Section 421
S9AA0-AB-GOS-010
2004 Edition

SECTION 422
NAVIGATION LIGHTS, SIGNAL LIGHTS AND SEARCHLIGHTS
422a. Scope
This section contains the general requirements for navigation lights, signal lights and searchlights.
422b. Definitions
Navigation lights - Those external lighting fixtures required by law to be displayed by ships to indicate their presence, movement,
direction and condition.
Signal lights - Those external lighting fixtures installed on Navy ships for the purpose of communicating visual information and
signals to other ships or stations.
Searchlights - Those external lighting fixtures installed on Navy ships for casting a concentrated beam of light for the purposes of
searching and directional signaling.
422c. General
Navigation lights - The number, location, arc, and range of visibility of the navigation lights which must be displayed from sunset to
sunrise by all ships in international or inland waters are established by Title 33, United States Code, Sections 1601-1608 for international
waters, and Sections 2001-2073 for inland waters. The law also provides that the Secretary of the Navy is authorized to exempt any ship
of the Navy from full compliance with the International Regulations when, due to special construction or purpose, such ship cannot fully
comply without interfering with the military function of that ship.
No change to the number, location, arc, range of visibility, and other pertinent information concerning navigation and signal lights
shall be accomplished without prior approval of NAVSEASYSCOM (SEA 56Z1).
The forward and aft masthead lights shall be fitted with screens attached to the base of the fixtures as required to assure that direct or
reflected light will not fall into the eyes of the lookout.
422e. Shock
422g. Repair or Replacement
Replacement of damaged or inoperative components shall be in accordance with applicable installation drawings and instructions.
Defective equipment shall be repaired in accordance with the manufacturer's technical manual or replaced. Maintenance and upkeep of the
revolving beam ASW light is not required.
Searchlights shall be subjected to a careful examination and to insulation resistance tests as specified in Section 300 to ascertain that
no damage or deterioration of insulation has occurred before or during installation. Tests shall be made on each searchlight installed as
follows:
Continuous operation for 15 minutes at approximately rated voltage, to determine that the installation is satisfactory.
Operation of the shutter to determine that it is functioning correctly.
Measurement of insulation resistance, both before and after the operating test of the lamp, with a 500-volt insulation resistance
indicating instrument. Insulation resistance (cold) of less than 1 megohm with the searchlight de-energized at the lighting panel is
considered unsatisfactory and the searchlight shall not be operated until the trouble has been located and corrected by thorough cleaning,
heating, and drying. Readings taken before and after the operating test shall be recorded.
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Navigation and signal lights shall be subjected to insulation resistance tests after installation and modification as specified in Section
300 for lighting circuits. An operational test shall be performed to verify the navigation lights are connected to the proper switches.
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SECTION 426
ELECTRICAL NAVIGATION SYSTEMS
426a. Scope
This section consists of electrical navigation systems, which provide attitude and motion data to aid other ship systems without
reference to external signals.
Electrical navigation systems consist of gyrocompass systems, underwater log systems and dead reckoning systems.
426b. General
Repair and Overhaul of Existing Systems
Work Specification shall identify the class of overhaul authorized for the item. Where applicable, the Supervisors Work Specification
approved Technical Repair Standard does not exist, or is not authorized the overhaul of the item or system shall be in accordance with
applicable drawings or technical manuals unless modified herein.
New or modified systems
Circuit LC - Gyrocompass system; XLC - Auxiliary gyrocompass system - These systems shall provide a means of ascertaining own
ships heading or roll and pitch of the ship and transmitting this information to weapons control, sonar, radar, degaussing, depth control,
dead reckoning, navigation and electronic equipment, and other equipment or systems, as required. They shall also provide ship's heading
signals to indicators at stations listed below, where applicable:
Station
After steering station
Air operations
Antiaircraft station
Balloon inflation room
Captain sea cabin
Carrier control approach room
Central control station
Chart room (if dead reckoning analyzer is not installed in this space)
CIC
Double purpose battery plot
Emergency steering stations
Flag bridge
Flag plotting station
Flag sea cabin
Gyro room
Meteorological room
Navigating bridge wings
Navigator sea cabin
Open bridge
Pilot House (COD) station
Pilot House (steering console) (2 indicators)
Indicator
type
E
A
A
A
A
A
A
A
M
A
E
B
A
A
A
A
B
A
B
F
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Station (Continued)
Pilot House (steering console) (course to steer - ASW ships only)
(course to steer)
RDF station
Secondary conning station (steering console)
Sonar control station
Surface battery plot
Surface lookouts, aft
Surface lookouts, fwd
Weapon control station
Indicator
type
H
A
F
A
A
A
A
A
Two systems for ascertaining ship heading shall be provided in warships (DD types and larger), amphibious warfare ships (LSD
types and larger), auxiliary ships (longer than 300 feet), patrol ships (FF types and larger), and mine craft support ships. Where
stabilization data signals are required for weapons and electronic equipment, the two systems shall be compatible. Individual ship's course
indicators shall be provided for each system at the pilot house steering control station. Separation of the two systems shall be consistent
with the mission of the ship. Requirements for special mission type ships shall be determined on an individual basis.
In combatant ships, two sources of signals shall be supplied to weapon control and optical landing systems with local selection
capability. System failure alarms from each source shall be provided in the primary conning station, secondary conning station, weapon
control system switching facilities, optical landing system equipment room, landing signal officer's platform, and primary flight control.
The installation shall consist of the master gyrocompass, auxiliary gyrocompass, control cabinets, power supply, synchro signal
amplifiers, and ship's course indicators. Equipment for the system shall comply with Mil. Specs. MIL-C-15952, MIL-G-17012,
MIL-C-18106, as applicable. Course indicators shall comply with Mil. Spec. MIL-I-15676.
Where two compasses are installed in a ship, two course indicators shall be installed in the Pilot House in the steering control. Each
indicator shall be connected directly to the respective compass transmitter. The indicators in each gyro room shall be connected directly to
the opposite gyro compass. All other course indicators shall be connected to the gyro compass through synchro signal amplifiers. All
indicators shall be connected to the respective transmitters through action cutout switching on the associated main IC switchboard. The
installation for the alarm systems and distribution of signals shall be in accordance with drawings, NAVSHIPS Nos. 815-2269587 (for one
miniature compass), 815-2269588 (for two miniature compasses), 815-2269589 (for one stabilized and one miniature compass),
815-2269590 (for two stabilized compasses and OSMOS), or 815-2269591 (MK 14 compass and one miniature compass), as applicable.
Machine and align foundations in accordance with section 184.
If two master compasses, or one master compass and one auxiliary compass, are installed in a ship, all wiring connected to the
auxiliary or second master compass and the associated control switchboard shall be run in separate cables from wiring that is connected to
the forward compass and its control switchboard.
Supply:
Transmission system - 120-volt, single-phase, 400-hertz; or 120-volt, single-phase, 60-hertz; or 120-volt d.c.
Master compass - 120-volt, three-phase, 400 hertz; or 120-volt, three-phase, 60-hertz; or 120-volt d.c.
Circuit group designation shall be as follows:
LC
120-volt, single-phase, 60-hertz
1LC
120-volt, d.c.
2LC
Direct current other than 120-volt, d.c.
3LC
120-volt, three-phase, 60 or 400-hertz rotor supply
4LC
Alarm circuits
5LC
Follow-up circuits
6LC
120-volt, three-phase, 60 or 400-hertz ship's supply
7LC
Emergency power supply
8LC
Spare
9LC
10LC
120-volt, single-phase, 60-hertz, (spare) - own ship's course bus (control)
11LC
120-volt, single-phase, 60-hertz, (spare) - own ship's course bus (torque)
12LC
120-volt, single-phase, 400-hertz, own ship's course bus (control)
13LC
120-volt, single-phase, 400-hertz, (spare) - own ship's course bus (torque)
Section 426
14LC
15LC
16LC
17LC
18LC
19LC
20LC
21LC
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120-volt, single-phase, 60-hertz, roll bus (control)

120-volt, single-phase, 60-hertz, (spare) - roll bus
120-volt, single-phase, 400-hertz, roll bus (control)
120-volt, single-phase, 400-hertz, (spare) - roll bus
120-volt, single-phase, 60-hertz, pitch bus (control)
120-volt, single-phase, 60-hertz, (spare) - pitch bus
120-volt, single-phase, 400-hertz, pitch bus (control)
120-volt, single-phase, 400-hertz, (spare) - pitch bus
NOTE: If for an auxiliary compass, the letter X shall precede the letters IC.
Circuit LM - Magnesyn compass system - This system shall provide a means of indicating the ship's magnetic heading at conning
stations.
The installation shall consist of a transmitter, repeater indicators, and associated control and power equipment. A four-contact
receptacle shall be provided at the transmitter location for connecting one portable indicator into the circuit for compass adjusting.
Magnetic material in the vicinity of the transmitter shall comply with Section 070.
Power supply shall be 26-volt, single-phase, 400-hertz, obtained from the main IC switchboard through a 120/26-volt transformer.
In addition to the normal power supply, an emergency source shall be provided and shall consist of a minimum of 80-hours of continuous
operation from a battery.
Circuit LY - Own ship's motion simulator system - This system shall provide a means for the generation of simulated own ship's
course and own ship's speed signals for training purposes.
The installation shall consist of an own ship's motion simulator (OSMOS) installed in the CIC (ASW control area), connected to
selector switching on the IC switchboard. Equipment shall be in accordance with Mil. Spec. MIL-S- 23821.
The selector switching shall provide a means to permit selection of "REAL" inputs from the gyro compass system and underwater
log system or "SIMULATED" inputs from the own ship's motion simulator system for certain ship's course indicators and systems
receiving signals from circuits LC and Y. The position of the switch or switches shall be indicated on a two-dial indicator light (green "REAL" and amber - "SIMULATED" lenses).
A single dial indicator light with amber lens shall be installed adjacent to each user station to indicate when the equipment is
receiving simulated signals.
System wiring shall be in accordance with drawing, NAVSHIPS No. 815-2269590.
LY
1LY
2LY
Other than 120-volt, 60 or 400-hertz
3LY
Own ship's course at 1 and 36 speed, 60-hertz
4LY
Own ship's course at 1 and 36 speed, 400-hertz
5LY
Own ship's speed at 10 and 100 knots per revolution, 60-hertz
6LY
Own ship's speed at 10 and 100 knots per revolution, 400-hertz
7LY
Own ship's speed at 40 knots per revolution, 60-hertz
8LY
Own ship's speed at 40 knots per revolution, 400-hertz
9LY
Own ship's distance at 360 revolutions per nautical mile, 60-hertz
10LY
Simulated mode indication
Circuit TL - Dead reckoning system. This system shall provide a means of computing ship's position by dead reckoning methods
and shall provide a graphic trace of own ship's movement relative to a fixed starting point; it shall continuously indicate ship's position in
latitude and longitude coordinates, and shall provide inputs to other designated equipment or systems. The system may also provide for
automatically plotting target position, relative to own ship, from range and bearing information received from systems, such as weapons
control, sonar and radar systems.
The installation shall consist of plotter tracers, dead reckoning tracers, analyzers, analyzer indicator a computer, control cabinet,
resolver-analyzer, target control cabinet, indicators and switches, as required.
Drawing, NAVSHIPS No. 815-1853305, shall be used as guidance in developing ship construction drawings.
The power supplies shall be 120-volt, single-phase, 60-hertz and 400-hertz or 120-volt d.c. supplied from the main IC Switchboard.
Circuit group designations shall be as follows:
TL
1TL
120-volt, d.c.
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2TL
3TL
4TL
5TL
6TL
7TL
8TL
9TL
50, 150, 160, 270 and 285-volt, d.c.

24-volt, d.c.
120-volt, three-phase, 400-hertz, (suffix numerals 1-2, 1-3, or 2-3 according to phase used).
Latitude - 2 and 36 speed or 1 and 36 speed - own ship's position, transmission
Longitude - 1 and 36 speed - own ship's position transmission
Own ship's distance traveled at 360-r/min
Own ship's distance traveled at 1-r/min
Own ship's course distribution within and throughout the dead reckoning and automatic plotting system
(400-hertz)
10TL
Own ship's course distribution within and throughout the dead reckoning and automatic plotting system
(60-hertz)
11TL
Spare
12TL
100-volt, single-phase, 400-hertz, (filtered) from power supply
13TL
6-volt, single-phase, 400-hertz, for indicator lamps
14TL
120-volt, single-phase, 400-hertz, - target request indicators
15TL
Target position signal, analysis input signal, and associated amplifiers
16TL
Selected bearing input
17TL
Selected range input
18TL
Target course and speed
19TL
DRT IP response output
20TL
8-volt, single-phase, 400-hertz excitation
21TL
Range transmission supply from target exchange
22TL
Bearing transmission supply from target exchange
23TL
Spare
24TL
24-volt (maximum), single-phase, 400-hertz
25TL
North-South component of own ship's speed, 10 and 100 knots per revolution, 400-hertz
26TL
East-West component of own ship's speed, 10 and 100 knots per revolution, 400-hertz
Circuit Y - Underwater log system - This system shall provide a means for measuring and displaying both ship's speed through the
water in knots and distance traveled in nautical miles.
The installation shall include a minimum of one electromagnetic log rod meter, either fixed or retractable, and one
indicator-transmitter. Additional rod meters, switches, remote control units and indicator-transmitters shall be installed as required to meet
specific ship requirements.
Indicator-transmitters shall be installed in a dry, ventilated and lighted space. Interconnecting cables between rod meters and
indicator-transmitters shall not exceed 150 feet in length.
Where specified, a remote dummy log control unit shall be installed at the ship control console.
Underwater log and dummy log control units, indicator-transmitters, and rod meters shall be in accordance with Mil. Spec.
MIL-U-18033. The rod meter sensing element shall be located to be free of hull-induced disturbances including the effects of the
boundary layer.
With retractable rod meters, a rod meter hoist shall be installed in general accordance with drawing, NAVSHIPS No. 815-1197080.
Remote indicators in accordance with Mil. Spec. MIL-I-17301 shall be installed in Pilot House and CIC. Digital speed indicators,
per Henschel drawing 10-1918, shall be installed in the ship control console.
426c. Testing Requirements
Gyro compass systems:
Functional tests of gyro compass equipment shall be performed to verify operation and that the gyro equipment meets the
manufacturer's performance specifications.
Alignment verification test shall be performed to verify mechanical and electrical alinement of the gyro compass to required
alinement references.
Interface tests shall be performed to verify distribution and interface of the gyro compass signals through associated switchboards to
equipment requiring gyro compass inputs. The required accuracy of the receivers shall be demonstrated.
Mechanical alinement of all Type B or Type N indicators to within plus or minus 2 minutes of parallelism with ship's centerline shall
be demonstrated.
At-sea operational tests shall be performed to verify that the gyro compass meets the designed accuracies.
Underwater log systems:
Section 426
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Tests shall be performed to verify underwater log operation and its interface with interconnected indicators and equipment. An
at-sea test shall be performed over a measured course to calibrate the underwater log.
Dead reckoning systems:
The dead reckoning system shall be tested to demonstrate specified operation and interfacing. Own ship heading and speed will be
simulated during the demonstration of system calibration and alinement, and all controls shall be operated and indicators observed.
Specified interfaces with other ship systems shall be demonstrated. The accuracies of the dead reckoning system shall be demonstrated
at-sea.
Section 426
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Section 426
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SECTION 427
INERTIAL NAVIGATION SYSTEM
427a. Scope
This section consists of the Ship Inertial Navigation System (SINS), which provides a means for ascertaining and transmitting own
ship's course, roll, pitch, latitude, longitude, vertical velocity, ground speed, north velocity, and east velocity to the weapons control and
aircraft alignment systems, and outputs of roll, pitch, and heading to other systems, as required.
427b. General
Work Specification shall identify the class of overhaul authorized for the item. Where applicable, the Supervisors Work Specification
approved Technical Repair Standard does not exist, or is not authorized the overhaul of the item or system shall be in accordance with
New or modified systems.
The installation shall consist of a navigation computer (binnacle with adjustable base), data output console, interface adapter unit,
control set, computer (CP-642B), multi-speed repeater (MK8 MOD 1), resistor assembly, input/output console (OA-7984/UYK), magnetic
tape unit, recorder reproducer (RD-294V/UYK-7), two power supply sets (model 4580), four gyro and pipe storage containers, message
terminal (CRT) and two sets of storage batteries installed in the IC and gyro room or SINS equipment room. An own ship's course
position indicator and remote message terminal (CRT) shall be installed in the chart room. A data link transmitter AN/SRC-40 (CAINS)
shall be installed in a radar transmitter room.
The digital interface with NTDS and the radio navigation systems shall be installed in accordance with drawing, NAVSHIPS No.
815-1853310.
Signals furnished shall be via action cutout switching on IC switchboard or navigation switchboard.
The three-channel multi-speed repeater shall be installed within 50 feet of the SINS binnacle to receive roll, pitch, and course data
from SINS for transmission to other systems and equipment as follows: Outputs of own ship's course 1 and 36 speed, 400-hertz synchro,
and roll and pitch, each at 2 and 36 speed, 400-hertz synchro from the multi-speed repeater shall be furnished to own ship's course, roll,
and pitch transfer switches (Circuit LC).
Power shall be provided to the multi-speed repeater from the 120-volt, 400-hertz bus of the IC switchboard or navigation
switchboard for reference power and for synchro and resolver excitation.
Latitude and longitude each at 1, 36, and 360 speed, 400-hertz from the data output console shall be provided through the IC or
navigation switchboard to the own ship's position indicator in the chart room. An alternate supply of signals shall be provided from Circuit
TL. Latitude and longitude shall be provided to the weapons control system, as required.
Latitude and longitude digital data and ground speed digital data shall be provided to the Naval Tactical Data System NTDS from the
NTDS-SINS adapter.
Ground speed North and ground speed East, 10 and 100 knots per revolution, 400-hertz signals from the data output console shall be
provided to the alignment console of the aircraft inertial auto-navigator alignment system (Circuit LV).
Alinement data (primary) and way point data (secondary) shall be provided from AN/SRC-40 (CAINS) data link transmitter to
aircraft.
427c. Circuit Requirements
Circuit LN - Ship inertial navigation system.
The alarm system shall consist of an alarm switchboard, Type IC/SM, located in the vicinity of the SINS equipment, with separate
indications for control computer failure, multi-speed repeater failure, power supply failure (any two phases), cooling air high temperature,
battery discharging, data output console failure, binnacle space heater high and low temperature, 1AU failure, mag. tape unit failure,
RCDR/RPDR failure, and gyro and accelerometer storage containers high and low temperature and power failure. The high and low
temperature and power failure sensing devices for the four storage containers shall be connected in parallel.
Section 427
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Extension alarms shall be provided for the control computer failure, multi-speed repeater failure, and power supply failure. For
surface ships, the installation shall consist of a two-dial indicator light (red lens - alarm, white lens - power on) and a bell, Type IC/B2S4,
with a rotary cutout switch installed in the IC and gyro room where SINS is installed remotely.
Where both an inertial navigation and gyro compass system are installed, there shall be a switching switchboard for selecting own
ship's course, roll, and pitch signals from either source. On surface ships, this switching shall also provide for extension of alarm signals
from the control computer failure, multi-speed repeater failure, and power supply failure indications on the alarm switchboard to the
remote alarms of the gyro compass system in Pilot House, secondary conning station, landing signal system equipment room, and flight
control when selection of SINS is made.
The SINS equipment shall be supplied own ship's speed signal input at 40 knots per revolution, 400-hertz from circuit Y via the IC
switchboard or navigation switchboard.
The SINS equipment shall be supplied own ship's course signals (1 speed, 400-hertz) from the gyro compass system (Circuit LC).
A thermostatic switch shall be installed in the binnacle air conditioning duct to actuate a SINS cooling system alarm at 72 plus or
minus 2 degrees F. In addition, a thermometer with accuracy of plus or minus 1 degree F shall be included in the binnacle air conditioning
duct, clearly visible to the SINS operator.
The alarm for SINS bus power failure shall be provided with two relays across any two phases of the line. Each relay shall be
de-energized when line voltage decreases to 80 volts, plus or minus 10 volts, and shall be restored when line voltage increases to 90 volts,
plus or minus 7 volts.
Alignment shall be as specified in Section 184.
Power supply shall be 120-volt, three-phase, 400-hertz, primary power; 120-volt, three-phase, 400-hertz for power and synchro
reference; 120-volt, single-phase, 400-hertz power for synchro transmitter excitation; and 120-volt, single-phase, 60-hertz for the
typewriter-tape recorder, binnacle heater and gyro storage containers supplied from the IC or navigation switchboard.
Circuit group designations shall be as follows:
LN
3LN
4LN
Alarm circuits
5LN
120-volt, single-phase, 400-hertz latitude bus
6LN
120-volt, single-phase, 400-hertz longitude bus
7LN
Emergency power system
9LN
10LN
120-volt, single-phase, 400-hertz OSC bus (precision)
16LN
120-volt, single-phase, 400-hertz roll bus (control)
17LN
120-volt, single-phase, 400-hertz roll bus (precision)
20LN
120-volt, single-phase, 400-hertz pitch bus (control)
21LN
120-volt, single-phase, 400-hertz pitch bus (precision)
24LN
120-volt, single-phase, 400-hertz own ship's (ground) speed bus
25LN
120-volt, single-phase, 400-hertz velocity North bus
26LN
120-volt, single-phase, 400-hertz velocity East bus
Circuit LV - Ship's aircraft inertial automatic navigator alignment system. This system shall provide a means for the erection and
alignment of aircraft inertial navigational systems from shipboard reference sources.
The installation shall consist of an alignment console (SAISAC) in accordance with Mil. Spec. MIL-C-23174. Inputs to the SAISAC
shall provide own ship's course signal (single speed, 400-hertz, 120-volt) from the ship's inertial navigation system (Circuit LN) or the
gyro compass system (Circuit LC), via action cutout switching on the main IC switchboard; North and East velocity components of own
ship's motion (100 knots per revolution, single speed, 400-hertz, 120-volt) from the ship's inertial navigation system (Circuit LN) as the
primary source, and North and East velocity components of own ship's motion (100 knots per revolution, single speed, 400-hertz, 120-volt)
from the dead reckoning system (Circuit TL) as the secondary source.
The outputs of the SAISAC shall be distributed to an alignment outlet at each catapult, each aircraft servicing station on the flight
deck, and port and starboard in each hangar bay. The distribution system shall be in accordance with drawing, NAVSHIPS No.
815-2482586. Each alignment outlet shall be constructed in accordance with drawing, NAVSHIPS No. 815-2482977.
The SAISAC shall provide synchro excitation to the transmitters of primary and secondary sources of the North and East velocity
components of own ship's motion.
2LV
28-volt, d.c.
3LV
120-volt, three-phase, 400-hertz
8LV
Intercommunication circuit
9LV
120-volt, single-phase, 400-hertz power
Section 427

13LV
25LV
26LV
27LV
28LV
S9AA0-AB-GOS-010
2004 Edition
Own ship's course, 400-hertz

North components of own ship's motion, 400-hertz
East components of own ship's motion, 400-hertz
120-volt, single-phase, 400-hertz synchro excitation, zero degrees phase angle
120-volt, single-phase, 400-hertz 90 degrees lag

Inertial navigation systems:
Functional tests of inertial navigation equipment shall be performed to verify operation and that the equipment meets the
manufacturer's specifications.
Alinement verification tests shall be performed to verify mechanical and electrical alignment of the inertial navigation equipment to
the required alignment references.
Interface tests shall be performed to verify distribution and interface of the inertial navigation signals through associated
switchboards to those equipments requiring inertial navigation inputs. The required accuracy of the receivers shall be demonstrated.
At-sea operational tests shall be performed to verify that the gyro compass meets the designed accuracies.
Section 427
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Section 427
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SECTION 430
GENERAL REQUIREMENTS FOR INTERIOR COMMUNICATION SYSTEMS
430a. Scope
This contains requirements for interior communication systems. Detailed requirements of interior communication are contained in
other sections of these specifications.
430b. Definitions
Interior communications (IC) - Interior communications includes all methods of transmitting and receiving orders and information
within a ship other than for weapons control. Interior communication is a means by which command within a ship is exercised.
Primary conning station - The station which is fully instrumented to permit conning of the ship and is located in the Pilot House.
Exposed conning station - The station which has sufficient instrumentation to permit conning the ship in conjunction with the
primary conning station. It is located adjacent to the primary conning station and is used when conning advantages may be obtained.
Secondary conning station - The station which has sufficient instrumentation to permit conning the ship in the event the primary
conning station is inoperative. It is remotely located from the primary conning station.
Auxiliary conning station - The station which has sufficient instrumentation to permit conning the ship either separately from, or in
conjunction with the primary conning station. It is used when conning advantages may be obtained.
Action cutout (ACO) - Facility to permit isolation of various portions of electrical circuits.
430c. Classification of Systems
All repaired or modified interior communication systems shall retain their existing classification of importance, readiness and circuit
designation.
New systems shall be classified by importance, readiness and designations in accordance with S9086-PA-STM-000/CH-430 and
Design Data Sheets DDS430-1.
Designations.
All interior communication systems shall be identified by circuit designations. Designations shall consist of single or double letters.
Systems which have several individual circuits shall have these circuits identified by one or two digit numbers prefixing or suffixing the
circuit designation of the system. Supplementary systems and systems which are auxiliary to primary systems shall have the letter X
prefixed to their circuit designation. Design Data Sheet DDS 430-1 contains a list of current IC systems, and their importance, readiness
and circuit designations. Additionally, Ships Information Books (SIB's) shall be used to determine specific ships IC configurations.
Circuit designations shall be used only as assigned in the Design Data Sheet or as approved by NAVSEA.
430d. General Requirements for Equipment
Repair and overhaul of existing systems.
The repair and overhaul of systems, equipment and components is intended to restore items to their original performance profiles,
and not necessarily intended to return overhauled items to the original manufacturing drawing or technical manual tolerances. The
accordance with applicable drawings or technical manuals unless modified herein.
Section 430
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The following equipment specifications or drawings, or both, apply:
Equipment
Alarm Switchboards and Alarm Panels
Amplifiers, Synchro Signal Annunciators
Audible Signals: Alarms, Bells, Buzzers, Horns and Sirens
Four Dial Indicator Light
Ship Control Consoles and Combination Equipment
Ship Control Order and Indicating Equipment - Self Synchronous
Single dial Indicator Light
Switch, Lever Operated
Switch, Rotary Snap
Switches, Rotary Enclosed
Switch, Rotary Enclosed, Recess Electrical Box
Switches, Shipboard Alarm System
Two dial Indicator Light
Drawing NAVSHIP
No. or Mil. Spec
MIL-A-17196
MIL-A-15344, MIL-A-15373
MIL-A-15303
9000-S6202-73921
MIL-S-17422
MIL-S-17299
9000-S6202-73919
803-0074055
9000-S6202-74207
MIL-S-15743
802-6337226
MIL-S-16032
9000-S6202-73920
The applicable specifications for other equipment are specified in the requirements of the individual systems.
Where Government specifications or NAVSEA drawings are not specified, equipment shall be in accordance with Mil. Spec.
MIL-E-16400, and the design shall be acceptable to the Supervisor.
430e. Consoles and Panels
In conning stations and control stations, equipment necessary to the station function shall be grouped together in consoles or panels.
Dial illumination shall be provided in accordance with publication, NAVSEA 0965-LP-101-5010. Dimming control shall also be
provided.
Consoles, panels and their components shall be in accordance with NAVSEA guidance contained in the Specific Ship
Alteration Proposals, Ship Alteration Records and Ships Information Books.
Ship control console - A ship control console in accordance with Mil. Spec. MIL-S-17422 shall be provided in the Pilot House and
shall include but not be limited to the following components:
Course-to-steer indicator (applicable to ASW type ships)
Dummy log transmitter
Engine order indicator-transmitter
Helm angle indicator
Propeller order indicator-transmitter
Propeller revolution indicator
Rudder order transmitter combined with rudder angle indicator
Ship heading indicator with sinuous course clock adapter ring
Ship speed indicator
Steering control system
Steering emergency switch
Voice communication
An audible alarm shall be provided for the steering control circuit to indicate when there is a power failure.
If propulsion engine and propeller pitch are controlled directly from the Pilot House, and propeller indicators are directly associated
with them, such controls and indicators shall be contingent or integral with the engine order controls and propeller order controls in the
console.
Portable command control unit (aircraft carriers) - Three portable command control units, in accordance with Mil. Spec.
MIL-S-17422, shall be provided for use at plug-in-outlets on an upper level above the Pilot House, gallery deck and gallery deck walkway.
Each portable command control unit shall include the following components:
Engine order indicator-transmitter, port
Engine order indicator-transmitter, starboard
Flight deck announcing portable microphone outlet
Intercom portable handset outlet
Section 430
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Intercom press-to-talk switch

Intercom talk-listen speaker
JA Sound powered telephone outlet
JV Sound powered telephone outlet
Rudder angle indicator
Ship heading indicator
Tug radio loudspeaker
Tug radio portable handset outlet
Two plug-in-outlets shall be provided, one each port and starboard, on the upper level station. Circuits to both outlets shall be
connected via an action cutout switch located in the Pilot House. Selection of the rudder to be used for the rudder angle indicator signal
shall be from an action cutout switch located in the Pilot House.
Five plug-in-outlets shall be provided, one each at a suitable location in both the port and starboard gallery deck walkways at flight
deck level and one on the extreme forward bulkhead of the gallery deck near the centerline convenient to the viewing port holes. Circuits
to all five outlets shall be connected via action cutout switches located in secondary conning station. Selection of the rudder to be used for
the rudder angle indicator signal shall be from an action cutout switch located in secondary conning station.
Connections for the tug radio handset, tug radio loudspeaker and flight deck announcing microphone shall be made only at the upper
level station outlets; all other circuits for the portable command control unit shall be provided at each of the seven locations.
The connector cable shall be shielded for the portable command control unit microphone input circuit to the flight deck announcing
system.
Mounting for the portable command control unit shall be provided adjacent to each plug-in-outlet.
Ship control combined indicator unit (aircraft carriers and other large combatant ships) - Two ship control combined indicator units
in accordance with Mil. Spec. MIL-S-17422 shall be provided, one in the Pilot House forward of the captain chair and one in the auxiliary
conning station. Each ship control combined indicator unit shall provide following components:
Engine order indicator-transmitter, starboard
Engine order indicator-transmitter, port
Propeller revolution indicator, starboard
Propeller revolution indicator, port
Rudder angle indicator
Integrated catapult control station (aircraft carriers) - Each integrated catapult control station shall be fitted with functional capability
for catapult control and supporting voice communications.
Flight control lower instrument console (aircraft carriers) - Instruments in flight control shall be grouped around the bulwark of the
observation area in an instrument console. Circuits shall be controlled by suitable toggle switches, push buttons and indicator lights, which
lend themselves to a compact concept. Alarm switches for flight crash and flight warning shall be in accordance with Mil. Std.
MS-24659-24K. Portable microphone shall be connected via receptacles installed in the console.
Flight control upper instrument console (aircraft carriers) - The flight control upper instrument console shall be located in flight
control and shall provide the following components:
Aircraft approach speed indicator
Clock in accordance with Mil. Spec. MIL-C-25885
Crosswind and headwind indicator, with selector switch at indicator lights for angle deck (or straight deck)
instructions
Low altitude altimeter
Ship heading indicator
Wind direction and wind speed indicator
A row of indicator lights shall be provided in the console to indicate the type of aircraft being recovered by a specific arresting gear
setting. An illuminated plastic write-on plate shall be provided for each indicator light to permit ready reference and change of aircraft
description. The lights shall be controlled with an interlocking type switch mounted in the arresting gear operators console.
Landing Signal Officer (LSO) platform (aircraft carriers) - Instrumentation at the LSO platform shall be grouped below the flight
deck for ease of operation and observation by the landing signal officer.
430f. Air Sampling and Urinalysis Equipment
Equipment in accordance with MIL-T-23669 and MIL-T-23752 shall be installed for the protection of personnel.
Portable air sampler stowage shall be provided near the space to be monitored.
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430g. Automated Propulsion Plant Instrumentation

For ships with machinery plant central control systems a bell logger, data logger and master digital clock shall be provided for the
machinery plant central control system.
Bell logger - The bell logger shall provide a printed record of information. The printout shall be from left to right on the printout
paper using the following sequence and symbols:
a. Date and time from digital electric clock
b. Engine order and answer.
Z
-Stop
1/2 -Ahead on third speed
2/3 -Ahead two thirds speed
1
-Ahead standard speed
11 -Ahead full speed
111 -Ahead flank speed
PH -Pilot House control
B1/3 -Back one third speed
B2/3 -Back two thirds speed
BF -Back full
BEM -Emergency back
c. Station in control
PH -Pilot House
SBW -Starboard bridge wing
PBW -ort bridge wing
SCS -Secondary conning station
EOS -Engineering operation station
d. Propeller pitch for ships with CRP only 000-F100 - Ahead 0-100 percent pitch at 1 percent increments 000-B100 Astern 0-100 percent pitch at 1 percent increments
e. Propeller shaft r/min for each shaft F plus actual r/min - Ahead 0-115 percent of total r/min at one r/min increments B plus actual
r/min - Astern 0-115 percent of total r/min at one r/min increments
f. Total revolution of each shaft
The bell logger shall include all required devices and converters to process the input data from either analog or digital form as
provided by the specified systems.
The recorder shall provide a printout each time the engine order-answer signal is changed, the station in control is changed, the
propeller shaft r/min is changed approximately 5 percent (10 percent during rough sea conditions) and each time the propeller pitch is
changed approximately 5 percent. A final printout shall be made when steady r/min is obtained. The recorder shall provide a printout on
demand by operation of a push button on the logger. The recorder shall provide a printout once each hour on the hour, even if no change
has occurred. The equipment shall include access to the printout paper to permit addition of manual notations. The printout paper shall be
of a length to accommodate at least 2,500 - printout lines. The printout paper take-up roller shall be provided.
Data logger - The data logger shall sense, monitor and provide a paper printout of the parameters associated with the operation of the
machinery plant. Printed data shall be in engineering units. The printout of all data inputs shall be automatic every hour, on the hour. A
demand pushbutton shall initiate a printout of all sensing points.
Master clock - A solid state type master clock meeting the requirements of Mil. Spec. MIL-P-24423, as modified below, shall be
provided with distribution circuits for use with the bell and data loggers. The clock shall read seconds (two digits) in the last significant
time unit in lieu of tenths of a minute (one digit) specified in the specification. The master clock with local readout display and all
adjusting controls, including adjustment to ship time, shall be flush mounted in the propulsion system section of the main control console.
The system shall be energized from the main control console. Means shall be provided for manual resetting of time and date. The master
clock shall have complete operation instruments mounted adjacent to the readout.
430h. Installation Requirements for Systems
Installation methods shall be in accordance with DOD-STD-2003 and installation control drawings.
Grounding and bonding requirements to be in accordance with MIL-STD-1310.
Wiring equipment such as terminal boxes shall be fitted with terminal tubes to maintain them watertight except where the wiring
equipment is located in enclosed spaces above the watertightness level, and where the wiring equipment is located in a compartment below
the watertightness level, and the omission of the terminal tubes would not result in the loss of otherwise operable portions of a system in
the event the compartment was flooded.
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Rotary switch assemblies shall use the recessed electrical box mounting method for weather deck/harsh environment applications
unless precluded by physical constraints. Welding shall be in accordance with Section 074. Changes/modifications to drawings shall be in
accordance with Section 085. As a result of installing recessed electrical box rotary switch assemblies, compartment testing as found in
Section 192 may be required. Any cable hangers, standpipes, wiring, or any other items which have been made redundant by installation
of recessed electrical boxes shall be handled as given in Section 070.
Equipment which requires servicing in its mounted position shall be located to provide adequate accessibility.
Equipment with visual indications shall be located to provide the best visibility. Audible signal equipment shall be located to ensure
suitable audibility. Where more than one audible signal unit is installed in a space, each shall have a distinct tone.
Where practicable, a common audible signal unit, in conjunction with an alarm switchboard for visual indications, shall be installed
at a station to serve several alarm systems in lieu of separate signal equipment for each system. Where alarm switchboards, Type IC/SM in
accordance with Mil. Spec. MIL-A-17196 are utilized as a common alarm switchboard, single line alarm units shall be provided for active
circuits and 10% spare circuits, and the balance of the space in the switchboard enclosure shall be blanked off.
In a control station, equipment associated as to function shall be grouped for ease of observation and operation. Functional grouping
of equipment in a console arrangement is desirable. However, different functions shall be kept distinct, and the number of items on a
single console shall be limited to that which will not result in confusion to personnel or congestion of space in an area by personnel. A
prime operator shall be able to perform easily all acts of observation and operation related to his primary function from one standing or
sitting position.
When installed in stations having outside vision, indicating equipment having a lubber line or dial indications which are definitely
related to the ship fore and aft orientation shall be located in such manner that when the observer faces forward to view the dial,
"starboard" and "right" indications are viewed at the observer right, and "port" and "left" indications are viewed at the observer left.
Equipment in the Pilot House shall be located so that it will be accessible to operating personnel without interfering with the
helmsman and will not obstruct access to windows.
Ship control equipment shall be installed as specified in the NSTM NAVSEA S9086-HW-STM-000/CH252.
The installation of electric equipment in the vicinity of magnetic compasses shall comply with the guidance specified in the NSTM
NAVSEA S9086-HW-STM-000/CH252.
Equipment in secure electrical information processing spaces, as specified in Section 402, shall be installed, modified and repaired in
accordance with the requirements of MIL-STD-1680.
Each system design utilizing synchro data transmission shall meet the requirements of and shall provide the documentation specified
by DOD-STD-1399, Section 702.
Synchro signal amplifiers - A synchro signal amplifier shall be installed in a circuit where it is necessary to isolate a portion of the
synchro load of a circuit or where a conversion to a different speed or frequency is required. Installation of additional synchro signal
amplifiers for synchro load capacity consideration shall be accomplished by adding the additional amplifiers in parallel with existing units.
Separate synchro signal amplifiers shall be used to supply control and torque loads.
Action cutout switching - Action cut out switching shall be installed in a system, where it is necessary, in the event of a casualty or
malfunction of a portion of the system, to isolate that portion and retain the remainder of the system operative. In some instances, action
cutout switching may also serve to transfer control of systems to other modes of operation.
The switches shall be installed as part of the main IC switchboards. They shall be installed on local IC switchboards in spaces as
specified in Section 431 to control portions of a system associated only with operations in those individual stations. They shall be
installed in other areas, such as the Pilot House, to permit isolation of local branches of the same system.
Panels and wiring boxes shall be identified and marked in accordance with Section 305.
Cable requirements - The wiring for each system shall normally be run in separate cables terminating in separate terminal boxes.
However, common cables and terminal boxes may be used for systems of the same importance classification, where this will result in a
definite advantage, and provided there will be no adverse effect due to the voltages, frequencies or phasing of the circuits involved.
Systems having common terminal equipment such as circuits L and N or 1MB and 2MB are prime examples. Alarm circuits terminating in
the same alarm panel may be run in common cabling regardless of importance classification. The cable classification shall be that of the
highest system classification contained in the cable. Cabling for IC systems shall be provided maximum protection in the main cableways.
Cabling for vital systems shall be routed inboard of cables for semi-vital and nonvital systems, and all other cables in the same longitudinal
and vertical runs where practicable. Cables for semi-vital systems shall be routed inboard of cables for nonvital systems in the same
longitudinal and vertical runs. Cables for a system serving as an alternate for a primary system shall be routed in a separate group with
vertical displacement in longitudinal runs to afford maximum protection.
Cables for systems, in secure electrical information processing spaces, as specified in Section 402, shall be installed in accordance
with MIL-STD-1680.
Installation and modification of electrical cables shall be in accordance with the requirements of Sections 304 and 305.
Power Supplies - IC systems described in applicable sections which follow are based on sources of 120-V, 60 or 400 Hz power
supplied from the IC switchboards. Power shall be supplied from fused switches on the nearest main IC switchboard except for systems
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which would be useless if the space itself were inoperative. These systems shall be supplied from a local IC switchboard in the respective
space. IC systems classified as nonvital shall be supplied from the nearest lighting circuit and shall be provided with fused or circuit
breaker protection. Alarm systems with nonvital classification shall be supplied from a lighting circuit having an emergency source of
power. Additional power requirements are specified in Section 300.
430i. Shock
Section 072 herein defines the requirements for shock as it relates to ship overhaul.
General - In making the tests for new, modified, overhauled and repaired systems, operation of the various equipments and systems
shall be kept to a minimum.
Guidance for tests shall include applicable Technical Manuals, NAVSEA S9086-PA-STM-000/CH430, S9086-KC-STM000/CH300, and NAVSEA T9093-AB-TRQ-010/Surf Comb (Weapons Related Systems).
Insulation resistance tests - general insulation - Resistance measurements shall be conducted on cables installed for new systems,
modified or repaired systems, and shall be accomplished in accordance with one of the following two methods to verify absence of shorts
and grounds:
If no connections to wiring fittings or equipment are made, a 500 - volt megohmeter shall be used.
If any connections to wiring fittings or equipment are made, a Navy 60089 tester (or equivalent)shall be used.
Precautions shall be taken to ensure that circuits which have a voltage rating less than the test voltage are disconnected before the
test voltage is applied.
Separate measurements shall be made on each system for each conductor connected to the power supply source (IC switchboard or a
local power source). The test equipment shall be connected from one conductor to ground, the other conductor or conductors being
connected together and grounded. A value of 1.0 megohm or greater of insulation resistance to ground, for each conductor, is considered
satisfactory.
For each system, measurements shall also be made on all other conductors not directly connected to the power supply except for
telephone and announcing systems. The resistance may be measured by connecting together all conductors of the system terminating at a
switchboard or unit of equipment with a copper braid or other temporary connection securely wrapped around all terminals which are to be
included in the measurement. Using this method, it will only be necessary to take a reading from one terminal to ground, and this single
measurement will suffice provided a reading of 1.0 megohm or greater is obtained. If a lower reading is obtained, the measurement shall
be repeated, each time with a lesser number of terminals temporarily connected together until the apparent defective conductors or unit of
equipment have been located. Separate measurements are not required in the case of conductors which are at the same potential, such as
those connected together through a terminal box, fuse or switch; however, in these cases a check shall be made to ensure that the fuses are
good and that the switch is positioned so as to connect the conductors together in the circuit.
Miscellaneous systems - For other systems using twisted pair telephone type cables, an insulation resistance value of 50,000 ohms or
greater between each conductor and ground is considered satisfactory.
If the insulation resistance of a circuit fails to meet the above specified values, a smaller number of conductors shall be tested or the
equipment shall be disconnected to determine if the actual location of the low resistance is in the cable. If the fault is determined to be in
the cable, corrective measures shall be taken. Defective equipment shall be repaired in accordance with the applicable technical manual.
Insulation resistance measurements for the IC systems shall be recorded on form NAVSEA 531, and a copy furnished to the ship via
the Supervisor.
Performance tests - Performance tests for new, modified, overhauled and repaired systems shall be accomplished as follows, using
applicable equipment technical manuals:
Demonstrate satisfactory performance of the individual units of equipment.
Verify correct interconnections of modified portions of a system.
Demonstrate the satisfactory performance of a complete system, and the combined performance where there are related
portions of more than one system.
General requirements for shipboard tests and ship trials are specified in sections 092 and 094 herein
Section 430
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SECTION 431
SWITCHBOARDS FOR INTERIOR COMMUNICATION SYSTEMS
431a. Scope
This section contains requirements of interior communication switchboards. The requirements of this section supplement those in
Section 430.
431b. General requirements
and not necessarily intended to return overhauled items to the original manufacturing drawing/technical manual tolerances. The
Requirements and definitions of class of overhaul (Class A, B) and the use of authorized Technical Repair Standards (TRS) is
New and Modified Switchboards.
The following requirements apply to installations of new switchboards and modifications to existing switchboards.
Main interior communication (IC) switchboards shall be installed for energizing and controlling interior communication systems.
These switchboards shall contain power selection devices, buses, distribution switches, circuit protective devices, action cutout switches,
and indicating devices as necessary for interior communication systems, or systems requiring special phase relationship with interior
communication systems.
Local IC switchboards shall be installed, as necessary, within a compartment to energize and control compartment IC systems, as
required.
IC test switchboards shall be installed in IC spaces to facilitate maintenance of equipment.
Main and local IC switchboards shall be fabricated in accordance with Mil. Spec. MIL-S-17000.
An automatic bus transfer switch shall be installed for power supply transfer; see Section 320.
Switchboards shall be located to provide maximum efficiency of operation, accessibility, protection, safety to personnel, and to
minimize cable runs. An athwartship arrangement of switchboards is preferred. Sufficient space shall be provided in front of switchboards
for proper operation and to permit full opening of hinged panels. This space shall have a minimum width of 3 feet and shall be wider
where arrangement and space permit.
Switchboards shall be provided with adequate protection, so that water will not spray, drip, splash or be blown onto them. It shall be
assumed that water will be present at some time in ventilation ducts and will emerge from outlets and from any portion of a duct which is
not watertight, irrespective of the location of the inlet.
Drip shields shall be provided to protect switchboards from incidental jets or spray from normal operation of, or damage to, pumps,
pipes, tubes, couplings, valves, or fittings in water, steam or oil piping systems. Switchboards located under cold pipes or exposed
overhead surfaces shall be protected from condensate which might drip onto the electric equipment.
Deck covering shall be provided on deck areas in accordance with Section 634.
Switchboards shall not be secured to ballistic structure, structure subject to gun blast, shell plating, side protective system bulkheads,
or weather bulkheads of superstructure where other structure can be utilized; switchboards shall not be secured to the overhead, except
within a ballistic structure where the overhead is not a part of the ballistic structure.
The following precautions shall be observed in the installation of deck-mounted front service switchboards:
Before installation, bulkheads and deck area covered by the switchboard shall be painted in accordance with Section 631.
Switchboard sections shall have hinged top braces, in accordance with DOD-STD-2003, extending from ship structure to the top of
the switchboard frame to prevent vibration of sections, and to provide additional support to the top of the section under shock. Rigidity of
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the braces and their attachments shall be adequate to prevent vibration of the top of the switchboard, but their arrangement shall possess
some inherent flexibility in the vertical direction so that the braces and switchboard do not form a rigid vertical structure between the
bottom foundation and the overhead. The braces shall not cause distortion of the switchboard frame in the event of motion between the
point of attachment of the braces and the switchboard foundation. Braces shall not be inclined more than 45 degrees from the horizontal.
Securing screws, bolts and nuts shall be locked to prevent loosening by vibration. Locking devices shall comply with Mil. Spec.
MIL-E-16400.
Deck mounted switchboards shall be mounted in accordance with the method shown on, DOD-STD-2003 with at least l-inch
clearance between the sides and top of the switchboard and other equipment or ship structure. Switchboard sections shall be bolted
together along vertical members as well as being bolted to foundations.
Foundations for deck-mounted switchboards shall provide a mounting surface for the individual section frames that will permit their
being bolted to the foundations and to each other without distortion or misalignment. Built-in switchboard door alignment shall be
maintained when bolting the switchboard sections to their foundations or to each other. Shimming shall be kept to a minimum.
Cables and lug terminals for ship wiring shall comply with Section 304.
Flexible jumpers for switchboard wiring that cross from one switchboard section to another shall be held by insulating clips bolted to
metal supporting framework. Metal clips shall be of nonmagnetic material and shall have a corrosion-resisting finish in accordance with
Mil. Spec. MIL-E-16400. Insulation shall be provided between the clip and the wiring.
Connections of ship cables to switchboards shall be so made that the inherent flexibility of connecting cables will permit movement
of the section in any direction with respect to ship structure without subjecting terminal connections to stress.
Shielding for 400-hertz transmission circuits shall be in accordance with, MIL-S-17000(SH) in accordance with the specifications of
the NAVSEA Engineer Drawings.
Insulation creepage and clearance distances shall comply with Mil. Spec. MIL-E-16400.
Incoming ship cables shall be connected to switchboard terminal boards.
Cable entrance to switchboards and strapping of internal wiring shall be in accordance with DOD-STD-2003. The arrangement shall
provide for proper cable connections without restriction of access. Ship cables and wiring between switchboard sections shall be formed
and secured by clamps to ensure that the wiring does not interfere with operating or securing doors. Cables shall be fastened in position so
that they do not come in contact with the door structure or switchboard wiring. The design shall be such that access for normal
maintenance does not require flexing of the cables.
Wiring, terminals and terminal boards shall be labeled as required by Section 305.
Terminals connecting cables larger than size 9 to bus bars shall have a minimum of two securing bolts.
The size of connectors and terminals shall be determined on the basis of at least 100 percent of the combined full load rated currents
of all current consuming apparatus which they supply, including 75 percent of the rated capacity of spare switches, and shall be of
adequate size for receiving the conductors of ship cables.
Synchro overload indicators shall be installed for torque loads on synchro type IC systems. The synchro overload indicators shall be
located in the switchboard that is the primary distribution point of the signals from the transmitting equipment.
The requirements for technical documentation relating to the SHIPALT development process are specified in Section 085, herein.
Other technical documentation requirements related to overhaul are specified in Section 800 herein.
Insulation resistance tests of all switchboard wiring shall be conducted in accordance with Section 430, concurrent with the
insulation resistance tests of the connected circuits.
After installation of switchboards, but before placing in service, all synchro overload devices shall be tested for correct setting and
operation.
Switchboards shall be tested for specified interior wiring of distribution busses, switches and connectors, power selector devices,
circuit protective devices and indicating devices.
Instruments shall be tested to verify calibration. Meters shall be checked at zero and at two points in the normal operating portion of
the scale, allowing a maximum error not to exceed that specified for initial accuracy in the applicable Government specification for the
meter concerned. These tests shall be conducted using secondary standard instruments, Mil. Spec. MIL-M-16034, complete with their
calibration curves. When calculating the error in instruments, the error in the standard instruments shall be taken into account.
Power distribution section of IC switchboards shall be tested in accordance with Section 324.
General requirements for shipboard tests and ship trials are specified in Sections 092 and 094 herein.
Section 431
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SECTION 432
TELEPHONE SYSTEMS
432a. Scope
This section contains processes and procedures for ships telephones and associated circuits and support equipment.
requirements are in addition to applicable general requirements in Section 430.
These
432b. Definitions
The following definitions apply to both dial and sound-powered telephone systems:
Decibel - Unit used to express difference in power between acoustic or electric signals. See Section 073.
Noisy location - A space in which the ambient noise is 90 decibels or more under any condition of operation.
The following definitions apply to dial telephone systems:
Extension signal - A visual or audible signal (mounted external to a telephone set), which is controlled by an extension signal
relay.
Extension signal relay - A relay in an enclosure (mounted external to a telephone set), with the operating coil connected in
parallel with the ringer of the telephone set. The relay contacts shall be designed to open and close a ship's 120-V power circuit which
energizes an extension signal.
Line - The electrical conductors which connect a telephone set to terminal equipment such as lightning arresters and telephone
switchboards. A line consists of a pair of twisted and insulated conductors, one end of which is connected to a set of line terminals in the
lightning arrester connection box or a telephone switchboard, and the other end of which is connected to a telephone set.
Party line - A line which is provided with a third conductor for ringing return. The switchboard end is connected to a single set
of line terminals and the other end connected to two telephone sets in parallel. One of these telephone sets has its ringer connected from
the plus conductor to the ringing return, and the other set has its ringer connected from the minus conductor to the ringing return.
Station - A telephone set and auxiliary equipment (such as extension signal relays and extension signals) connected to a set of
line terminals of a telephone switchboard, with a telephone line number assigned.
Telephone set - The equipment at a location remote from a telephone switchboard which, when properly connected to a
switchboard by a telephone line, is required for communication.
Telephone set for restricted line - A set provided with a special feature to prevent the transmission of ambient noise and
undesirable signals by utilizing a noise-canceling microphone and shielded cords.
Restricted line - A line provided with a special feature to prevent the initiation and reception of shore calls via automatic
blocking at the switchboard.
Hunt-the-not-busy-line - A feature whereby if the lowest numbered of a consecutively numbered group of such telephone
stations is called, the switchboard shall automatically connect the calling telephone to the lowest numbered idle line of such group,
returning busy tone only if all lines of the group are busy.
Executive cut-in - A feature whereby selected telephone stations can complete the connection to any telephone line.
The following definitions apply to sound-powered telephone systems:
Circuit - A quantity of telephone jackbox assemblies connected by one or more lines, either directly or through switchboards
and switch boxes, to provide a means of communication between personnel at various stations.
Line - The smallest portion of a circuit which can be electrically isolated by operation of switches at a central point. For
example, in switchboard or switchbox type circuits a line is the pair of wires between the line cutout switch on a switchboard (or
switchbox) and a telephone jackbox assembly; in string type circuits, a line is the pair of wires interconnecting the various jack box
assemblies in the circuit.
Jackbox assembly - A single jackbox, double jackbox, four-gang jackbox or any combination thereof mechanically fitted
together to comprise a single unit.
432c. General
Supervisors Work Specification shall identify the class of overhaul authorized for the item. Where applicable, the Supervisors Work
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The following requirements apply to new or modified telephone systems equipment.
Telephones and telephone jackbox assemblies shall be located to ensure maximum practicable accessibility and usefulness.
Telephone jackbox assemblies installed in weather deck areas shall not be located within the missile blast envelope.
The twist in each pair of telephone conductors shall be maintained up to the terminals in telephone equipment and terminal boxes.
Soundproof booths shall be installed for dial telephones, and for use with sound-powered telephone handsets in spaces where
the ambient noise level is 90 decibels or higher. Telephone booths shall be constructed in accordance with drawing, NAVSHIPS No.
805-1632788 and wherever practicable shall be installed so that the front faces away from the direction of maximum noise. The deck area
under the booth shall be solid or walkway grating. Only the dial telephone sets, sound-powered telephone handsets and an illumination
fixture shall be mounted inside the booth. Sound-powered telephone associated equipment shall be mounted on the outside of the booth.
The following requirements apply to telephone installations in secure processing centers as defined in Section 402:
Filters - Telephone line filters, whose specifications comply with the requirements of 100 decibel attenuation within the
stopband of 14 KHz to 1 GHz, shall be installed inside the secure processing center at the point of cable entry or exit. If space limitations
require the filters to be located outside the center, they shall be located as near as practicable to the point of cable penetration, and the
cable between the filter and the point of penetration shall be enclosed in conduit. Selection of filter shall provide continuity for both
ringing and transmission circuits. An enclosure shall be provided for filters having inadequate RF shielding.
Restricted lines - Telephone sets for restricted lines shall be provided in secure processing centers and connected to restricted
line terminals at the automatic switchboard. Sets shall be located a minimum of 2 feet from red processing equipment. If not already
provided, a dial telephone shall be installed in an accessible non-secure space in close proximity to the normal access for each secure
processing center. The telephone, in addition to its normal use in the non-secure space, shall provide a means for personnel from secure
processing centers to communicate with shore facilities.
Shielding - Telephone sets in secure processing centers shall be shielded in accordance with the following criteria:
Dial telephone sets, type A, F or G - Portable cord from sets to the handsets and cord from type A or G sets to the connection block
shall be a cable having the required number of conductors enclosed in a single shield and which has an overall diameter of less than .300
inches.
Sound-powered telephone handsets and headsets - Portable cord shall be a cable which has not less than two conductors contained in
a single diameter of less than .300 inches. Plug and jackbox assembly shall be plug and matching receptacle with the receptacle mounted
in an enclosure in accordance with Mil. Spec. MIL-J-24142/1. Receptacle shall be connected to the ship hull. The mating terminal in the
plug shall be connected to the shield in the headset cable. The shield shall be isolated from the active terminals of the telephone headset.
Telephones installed in secure processing, S.S.E.S spaces shall have handsets modified for "push-to-operate" feature and shall have
secure ringer external to telephone set.
432d. Dial Telephone System, Circuit J
This system shall provide a means of communication between stations in the ship, and between the ship and shore systems, on a fully
selective basis under the direct control of the calling stations.
Unless otherwise specified, equipment for the system shall comply with the following specifications and drawings:
Drawing,
NAVSHIPS No.,
or Spec. No.
MIL-T-1943
MIL-A-15303
81S-1853064
MIL-C-5015
Equipment
Automatic switchboard
Buzzer, type IC/ZIS4
Connector assembly
Coupling, multiple 12-point
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2004 Edition
Drawing,
NAVSHIPS No.,
or Spec. No.
815-1853038
MIL-T-1943
815-1197077
MIL-A-15303
S6501-74210
S6501-74062
MIL-T-1943
S6501-1449010
MIL-T-1943
MIL-T-1943
S6505-74211
MIL-T-1943
Equipment
Enclosure, wt., for type G telephone
Extension signal relay
Fleet anchorage communication panel
Horn, type IC/H8S4
Jackbox, type G-15A
Lightning arrester
Manual switchboard
Plug, telephone, watertight
Power supply
Power control panel
Telephone plug H-39A
Telephone sets, type A, C, F, and G
The automatic switchboard shall be one of the sizes specified in Mil. Spec. MIL-T-1943. It shall provide for 15-percent spare lines
over the number initially installed.
The switchboard and associated power equipment shall preferably be located in the interior communication and gyro room. When it
is not located in this compartment, a trouble warning buzzer in parallel with the one at the switchboard shall be installed in the interior
communication and gyro room. This alarm buzzer shall be provided with an action cutout switch. The alarm buzzers shall have suitable
nameplates.
The manual switchboard and fleet anchorage panel shall be located in the interior communication and gyro room.
The switchboards and associated equipment shall be installed in accordance with the manufacturer's instructions and with the
applicable installation requirements of Section 431.
The power supply to the motor generator or rectifier shall be from the nearest 115-V or 440-V source. The power supply for alarm
signals and switchboard space heaters shall be from the nearest lighting distribution panel.
Facilities for telephone connections to shore shall be provided in accordance with drawing, NAVSHIPS No. S6501-1449010. Shore
lines shall be provided from port and starboard lightning arresters on aircraft carriers and amphibious assault ships; from port, starboard,
and stern lightning arresters on submarine tenders; and from amidship lightning arresters on all other ships, and from the bow lightning
arresters to the manual switchboard. Lightning arresters shall be installed adjacent to the shore power connection boxes, where applicable.
Two lines shall be provided for a 50-line telephone system, four lines shall be provided for a 100- or 200-line telephone system, and eight
lines shall be provided for 300 or more line telephone systems.
Direct shore lines shall be provided from the lightning arresters, as required, to the Captain's cabin, Executive Officer's office, and
supply office. In flagships, direct shore lines shall be provided from the lightning arresters, as required, to flag cabin and chief of staff
cabin. In repair ships, and tenders, a direct shore line shall be provided from the lightning arresters, as required, to the repair office. In
aircraft carriers, amphibious assault ships, and hospital ships, a direct line shall be provided from the lightning arresters, as required, to the
senior medical officer's office. In aircraft carriers and cruisers, direct shore lines shall be provided from the lightning arresters, as required,
to the engineering department office and operations department office. Type A or G telephone sets shall be provided for each direct line.
Facilities shall be provided in ships not fitted with a dial telephone system for ship-to-shore communication. Lightning arresters shall
be installed in a protected area, amidships, on the main deck. Lightning arresters shall be installed for connection to the shore terminals.
Type A or G telephone sets shall be provided at the following stations: Wardroom, supply office ships administrative office, deck
office port and starboard paralleled, and flag office (in flagships). Connections shall be made from each station to the lightning arresters.
Where the deck offices are not protected from the weather, the installation shall be made by appropriate jackbox and plug with stowage
provided for the units when not in use.
Type A or G telephone sets shall be installed in cabins, staterooms, offices and similar spaces fitted with a desk or where there is an
appropriate horizontal surface for a desk set.
Type C telephone sets shall be installed at stations exposed to the weather.
Type F or G telephone sets shall be installed in enclosed spaces where bulkhead mounting is most suitable for the location.
An extension signal consisting of a type IC/H8S4 horn actuated by an extension signal relay shall be installed for telephone sets
mounted in soundproof telephone booths. The relay coil shall be connected in parallel with the ringer of the telephone set, and power for
operation of the extension signal shall be supplied via contacts in the relay, from the nearest local 120-V, 60-Hz source. The extension
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signal relay and horn shall be located outside the booth. If two telephone sets are installed in a booth, an extension relay for each shall
actuate a common horn.
Telephone sets shall be installed to serve the following stations and locations:
Ship control and associated spaces - Pilot House, enclosed secondary conning station, exposed conning station, auxiliary
conning station, emergency steering station, steering station, chart room signal shelter, commanding officer's tactical plot, deck offices and
CIC (ship's CIC officer, display and decision area, surface operations area, and detection and tracking area), and anchor station.
Flag spaces - Flag bridge, flag plot, flag operations and analysis, flag display and decision, flag intelligence office, special flag
operational areas, and flag radio room.
Weapons control and weapons spaces - CIC (weapon control area), aviation weapons movement control station, weapons
control switchboard room, weapons computer room, missile checkout spaces, weapons radar rooms, armories, GFCS control rooms,
enclosed gun mounts, launcher control stations, director control room, anti-aircraft station, and plotting rooms.
Air control and associated spaces - CIC (air operations control area, air traffic control area, air intercept area) flight control,
flight deck control and air group maintenance control station, flight stations, flight deck lighting control station, flight deck announcing
amplifier room, landing signal officers' station, squadron ready rooms, hangar deck control station and aviation ordnance control station,
squadron plane captain shelters, squadron maintenance shops, crew shelters, helicopter crew shelter, conflagration and hangar deck
lighting control stations, helicopter control station, and helicopter hangar.
Electronics spaces - Communications office, radio central, radio transmitting rooms, auxiliary radio room, ECM rooms, sonar
control rooms, supplementary radio room, radio teletype room, UHF radio rooms, radar control room, and radar switchboard room.
Damage control spaces - Damage control central, secondary damage control station and repair stations.
Cargo control spaces - Cargo control center, cargo office and cargo security stations.
Machinery and associated spaces - Central control station (engineering officer, main propulsion assistant, electrical assistant,
damage control assistant, stability control assistant radiological assistant, and "A" division supervisor), machinery rooms (enclosed
operating station), firerooms, oil and water test station, auxiliary machinery room, pump rooms, aircraft elevator machinery rooms,
catapult control rooms, catapult machinery rooms, refrigeration machinery rooms, air conditioning machinery rooms, oxygen-nitrogen
producer rooms, switchboard rooms, emergency generator rooms, and IC and gyro rooms.
Living, messing and recreation spaces - Cabins (extensions in staterooms and sea cabins), staterooms, bunkrooms, wardroom
messroom and lounge, CPO messroom and lounge, CPO living spaces, crew living spaces, troop living spaces, crew mess room, library,
recreation rooms, and training rooms.
For staterooms and crew living spaces, the telephone sets shall be installed at locations to provide maximum coverage.
Medical spaces - Surgical dressing room, eye, ear, nose and throat treatment room, wards, pharmacy, diet pantry, bating
stations, and dental spaces.
Food service spaces - Galleys, provision issue rooms, bakery, and pantries.
Miscellaneous spaces - Offices, work shops, avionics and aviations shops, meteorological room, supply issue rooms, laundry,
ship's store, post office, weapon coordination center, security stations, laboratories, barber shops, brig sentry, orderly station, balloon
inflation room, repair parts issue rooms, motion picture projection booth, and entertainment equipment room.
Individual lines shall be provided for telephones at principle control and operational stations, and other stations where individual line
service is necessary because of the particular duties or the amount of telephone traffic. Party lines, not to exceed 50 percent of the
switchboard capacity, shall be provided for telephones which are for general use at stations such as crew living and messing spaces,
staterooms (except for senior officers), galleys, pantries, laboratories, issue rooms, work shops (except main work shops), squadron plane
captain shelters and gear lockers, crew shelters, and squadron maintenance shops. Party telephones for squadron maintenance shops,
crew's shelters and squadron plane captain's shelter and gear lockers shall not be partied with similar type station (e.g.: squadron plane
captain shelter with another squadron plane captain shelter).
A single line with "executive right of way feature" shall be provided for stations such as: secondary conn, CIC (display and decision
area), CIC air operations area, commanding Officer's tactical plot, central control station (engineering officer), and flag display and
decision.
Two lines, the first having the "hunt-the-not-busy feature," shall be provided for stations such as: engineering department office,
operations department office, and air group maintenance office, and other large spaces which require more than one telephone line.
Extension telephones shall be provided for large offices.
Two lines, the first having the "hunt-the-not-busy feature," and the second having the "executive right of way feature," shall be
provided for stations such as: flag operations and analysis, flag plot, Pilot House, flight control, damage control central, deck offices,
weapon coordination center, and the primary machinery operating station.
The radio room dial telephone shall be provided with a disconnect switch to permit complete isolation of this telephone during
periods of maximum security.
Type TTSU-1-1/2 cable shall be used for the cable connection to type A telephone sets.
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Type TTSU-3 cable shall be used for the cable connection to type C, F and G telephone sets to provide for partying and dial
illumination.
The following is a list of the equipment to be installed for this system:
Alarm buzzers
Automatic switchboard with ringing generator
Fleet anchorage communication panels
Horns, type IC/H8S4
Lightning arresters
Manual switchboard
Power control panel
Power supply
Relays, extension signal
Storage battery, 48-V (see Sect. 313)
Telephone sets, types A and G
Telephone set, type C
Telephone sets, types F and G
432e. Sound-powered Telephone System
This system shall consist of individual sound-powered telephone circuits, each of which shall operate without any external source of
energy. The individual circuits shall be classified according to functions as follows:
Primary circuits - Circuits which provide the communication for primary control and operating functions associated with ship
control, weapons control, aircraft control, engineering and damage control.
Auxiliary circuits - Circuits which provide an alternate means of communication for certain of the principal primary circuits,
for use in the event of casualty to a portion of the particular circuit or the entire circuit.
Supplementary circuits - Circuits which provide the means of communication for various subordinate control, operating and
service functions.
The individual circuit installations shall be of the following types:
Switchboard type circuits - Circuits in which the lines to telephone outlets emanate from line cutout switches on a telephone
switchboard.
Switchboards shall be located as follows:
Ship control switchboard in central control station or IC and gyro room, weapons control switchboard in weapons control
room, auxiliary switchboard in after IC and Gyro room, and aircraft control switchboard in the forward IC and gyro room.
To provide for cross-connecting circuits, each switchboard shall be provided with ten patch cords; each cord shall consist of an
8-foot length of DCOP-1-1/2 cable with a switchboard plug, type PJ-055B, on each end.
Switchbox type circuits - Circuits in which the line to telephone outlets emanate from line cutout switches of a telephone
switchbox. The locations of switchboxes are specified under the individual circuit details.
String type circuits - Circuits in which the telephone outlets are connected in parallel, and no line cutout switches are provided.
In the lists of circuits which follow, the stations generally served by each circuit are specified; however, the actual number and types
of outlets required shall be determined by the operational requirements of the respective stations. The arrangement drawings for control
spaces shall be used for guidance.
Tie lines interconnecting two separate circuits shall be considered as originating at the "tie co sw" (normally closed) and terminated
at the "tie sw" (normally open), except that for interconnections of separate circuits on the same switchboard or switchbox the "tie co sw"
shall be omitted, connection being made direct to the particular circuit bus.
Equipment for the system shall comply with the following specifications and drawings:
Drawing
NAVSEA No.,
or Spec No.
Equipment
Cabinet, for sound-powered
telephone handset
Holder, for sound-powered
telephone handset
Hooks for sound-powered telephone
headsets
S6501-73819
S6501-74464
815-1853041
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Drawing
NAVSEA No.,
or Spec No.
Equipment (contd)
Jack, SBM 4000, sound-powered
telephone
Jackbox assembly, for soundpowered telephone, type G-15A
(single), type G-15B (double), and
type G-15C (4-gang)
Jackbox assembly, for sound-powered telephone,
recessed electrical box, symbol 2841r (single),
symbol 2842R (double), symbol 2842R (4-gang)
Loudspeakers, type (LS-387/SIC)
IC/SBA, LS388/SIC) IC/SBG
Relay
Sound-powered telephone, amplifier
Sound-powered telephone handsets
and headsets
Sound-powered telephone
switchboard panels, type IC/A
Stowage boxes for sound-powered
telephone headsets
Switch, rotary selector, 16-position
with jack for sound-powered
telephone, type A-26A
Switchboard plug, type PJ-055B
Switchbox, for sound-powered
telephone, type A-17A (10-switch)
Switchbox, for sound-powered type
A-19A (20-switch)
Transfer switchboard, type
SB-82/SRR
815-1853061
S6501-74210
802-6337226
MIL-20222
815-1853089
MIL-A-16749
MIL-T-15514
MIL-P-15570
805-4477923
S6501-74210
MIL-P-642
S6501-74093
S6501-74094
RE-D-23000
Jackbox assembly shall use the recessed electrical box mounting method for weather deck/harsh environment applications unless
precluded by physical configuration. As a result of installing recessed electrical box jackbox assemblies, compartment testing as found in
Section 192 may be required. Any cable hangers, standpipes, wiring, or any other items which have been made redundant by installation
of the recessed electrical boxes shall be handled as given in Section 070.
Jackbox assemblies for sound-powered telephone stations shall be installed not less than 18 inches above the deck
except for recessed electrical box installations. Jackbox assemblies shall be installed at all stations with the sound-powered
handset (when provided) permanently connected except when jacks are provided in other equipment such as magneto call stations. When
magneto call stations are provided, the sound-powered handset shall be permanently connected.
Sound-powered telephone handsets shall be installed at all stations provided with calls and at any control station without calls where
their use for short durations would enhance the useability of the systems.
All stations on primary circuits not provided with calls and all continuously manned primary circuits shall be provided with headsets.
A sound-powered telephone selector switch and handset shall be installed for the use of the officer-in-charge or station supervisor at
control and operating stations served by more than one sound-powered telephone circuit.
The quantity of telephone headsets to be furnished the ship for sound-powered telephone systems shall be equal to the quantity of
jackbox outlets of the primary circuits plus 30 percent of this quantity for the auxiliary and supplementary circuits combined. This
quantity will be sufficient for the number of headsets required for auxiliary and supplementary circuits.
The quantity of repair parts for sound-powered telephone headset and handsets shall be 5 percent complete units based on the
quantity of units of each type provided.
Handset holders shall be installed for telephone handsets located in enclosed spaces.
Handset stowage cabinets shall be installed for handsets at stations exposed to the weather.
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Headset hooks shall be installed for stowage of headsets assigned to enclosed stations where the headset will not be subject to
damage.
Headset stowage boxes shall be installed for headsets assigned to stations exposed to the weather, and in machinery spaces where the
headset may be subject to damage.
Sound-powered telephone amplifiers and associated loudspeakers shall be installed in machinery rooms, firerooms, steering gear
rooms, emergency generator rooms, gun mounts, missile checkout areas, flight and hangar decks, helicopter landing platforms, and large
noisy spaces. Connections shall be made to the associated sound-powered telephone circuit in these areas.
The telephone lines required for bridge to bridge and station to station communications during underway replenishment shall be
provided in accordance with drawing, NAVSHIPS No. 805-2554180. Storage facilities shall be provided.
Primary, auxiliary and supplementary circuits shall be routed in separate cables using separate terminal boxes, except that where they
terminate in common equipment in a space, they may be routed in the same cable from the equipment to a local terminal box.
Cables for primary and auxiliary circuits shall be routed as delineated in Section 430.
The information plates on jackbox assemblies shall be inscribed with the circuit designations only (e.g., JA, JL), except as otherwise
specified for circuits JS and X40J.
432g. Circuit Requirements
Definitions and requirements for circuits shall be designated by Ship Alteration Records, Ship Information Books and Design Data
Sheets.
The following are circuits most commonly used under this section and are listed for general information:
Primary circuits - Primary circuits and associated stations shall be in general accordance with the following list. The number and
types of outlets required at each station shall be determined by the operational requirements of the station. Drawing, NAVSHIPS No.
815-2269598, shall be used for guidance in the development of each circuit.
JA-Captain's battle circuit - This circuit shall provide a means of communication between the captain and various department heads
during general quarters and condition watches.
Communication shall be provided between stations such as: Pilot House and auxiliary conn, secondary conn, CIC (display and
decision area, surface operations area, air operations area, ECM area, and weapons control area), weapons coordination center, air
intelligence office, fly control, central control station (engineering officer, electrical officer, damage control assistant and main propulsion
assistant) or damage control central and main engine control, secondary damage control station, and SWU offices. (Provide an XJA tie
switch).
(Switchboard or switchbox circuit, switchbox located in Pilot House).
JC-Weapons control circuit shall provide a means of communication for coordination of weapons control systems and for the
weapons control officer to receive strategic and tactical information from missile control stations.
Communication shall be provided between stations such as: CIC (display, decision and surface operations area, weapons control
area and ASW control area), gun directors, plotting rooms, missile weapon control switchboards, NTDS computer room, and weapon
control director radar equipment rooms, and anti-aircraft station.
(Switchbox circuit, switchbox located in weapons control room).
10JC-Missile battery control circuit - This circuit shall provide a means of communication for coordinating the functions associated
with firing the missile battery.
Communication shall be provided between such stations as: Attack center, control room, navigation center, ship control center,
missile control center and missile compartment (as required).
(Switchbox circuit, switchbox located in missile control center.)
JD-Target detectors circuit shall provide a means of communication for long range target detection and acquisition.
Communication shall be provided between stations such as: Anti-aircraft station, CIC display, decision and surface operations area
(weapons coordinator), CIC weapon control area (weapons control officer, target selector and tracking consoles, director assignment
console and weapons assignment consoles), radar control rooms, and missile weapons control switchboard and computer room.
(Switchboard or switchbox type circuit, switchbox located in weapons control room).
JF-Flag Officer's circuit -,This circuit shall provide a means of communication to keep the flag officer informed of the changes in the
tactical situation as shown on the displays developing in flag display and decision or CIC and flag plot. It shall also provide liaison
between the flag stations and the Commanding Officer.
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Communication shall be provided between stations such as: Flag plot, CIC display and decision area, CIC officer, ship and flag air
intelligence offices, flag bridge, Pilot House, flag operations and analysis area, flag display and decision (flag AA coordinator, and flag
communication console) war room, commanding officers tactical plot, weapons coordination center, and open bridge.
Circuit E calls shall be provided between the war room, weapons coordination center, flag bridge, Pilot House, flag display and
decision, or flag plot, as applicable.
(Switchbox circuit, switchbox located in flag display and decision).
1JG - Aircraft control circuit shall provide a means of communication between stations concerned with the spotting, launching, and
retrieving of aircraft.
Communication shall be provided between stations such as: Flight control, Pilot House, drone control area, flight and debarkation
control, flight and combat cargo control, jet blast deflector control station, air speed radar room, hangar bays port and starboard, aviation
weapons movement control station, aircraft elevator control stations, flag plot, auxiliary helicopter lighting station and shelter, helicopter
landing area and shelter, troop operation and logistic center, supporting arms coordination center, helicopter shop and storeroom, CIC (air
operations area, and carrier air traffic control center), flight deck control and air group maintenance control station, helicopter platform,
hangar deck control station, flight deck lighting control station, SWU offices, landing signal officers station, PLAT control room, night
landing observer's station, catapult officer's control station, CIC (display and decision area, surface operations area), catapult control
stations, and carrier approach radar equipment. A tie switch to X1JG shall be provided.
Circuit E calls shall be provided between the Pilot House and DASH control station.
(Switchboard, switchbox, or string circuit, switchbox located in flight control).
Circuit 1JG shall also be provided for ships fitted with helicopter platforms.
2JG-Aircraft information circuit - This circuit shall provide a means of communication between stations concerned with air
intelligence data, weather data and pilot briefing.
Communication shall be provided between stations such as: Flight control, CIC (air operations area, carrier air traffic control center,
and air warfare), special weapons coordination center, aerological equipment room, hangar deck control and aviation weapon movement
control station, air department office, meteorological room, integrated air intelligence space, air group maintenance logs and records office,
SWU offices, squadron ready rooms, flight deck control and air group maintenance control station and air objective folder storeroom.
(Switchboard circuit)
2JG1-Aircraft strike coordination circuit - This circuit shall provide a means of communications between stations concerned with
strike planning, coordination, and execution.
Communications shall be provided between stations such as: Weapons coordination center, Pilot House, CIC (air operations area),
flight control, flight deck control, hangar deck control, and aviation ordnance control station.
(String circuit)
2JG2-Aircraft strike requirement and reporting circuit - This circuit shall provide a means of communications for the ship to receive
strike requirements from the flag and report strike status to the flag.
Communications shall be provided between stations such as: Weapons coordination center, war room, and flag display and decision.
(String circuit)
Circuit E calls shall be provided between stations.
2JG3-Aircraft information circuit CATTC direct line - This circuit shall provide a rapid and direct means of communication between
the following stations to enhance flight safety.
Communications shall be provided between stations such as: Landing signal officer's platform, CIC (carrier air traffic control
center), and flight control.
(String circuit)
3JG-Aircraft service circuit - This circuit shall provide a means of communication between stations concerned with lubricating and
servicing aircraft on the flight deck and hangar deck.
Communication shall be provided between stations such as: Flight control, hangar deck control station, lubricating oil stations on
hangar deck and gallery deck walkways, lubricating oil pump controllers, flight deck control air group maintenance control station, crew
shelters, squadron plane captain shelters, helicopter crew shelter and conflagration stations.
(Switchboard or switchbox circuit, switchbox located in flight deck control station)
Circuit EM calls shall be provided from flight deck control to squadron captain shelters, crew shelters, and helicopter crew shelters.
Circuit 3JG shall be provided for aircraft carriers and amphibious assault ships.
4JG1 - Aviation fuel and vehicular control circuit - Aviation fuel and vehicular control circuit - This circuit shall provide a means of
communication for the supervision of the various elements of the JP-5 and gasoline systems.
Communication shall be provided between stations such as: Flight deck control and air group maintenance control station, central
control station or damage control central, secondary damage control station, aviation fuel repair team stations, JP-5 pump rooms, gas pump
rooms, gasoline filter rooms, gasoline and JP-5 filling connections, gasoline motor rooms, gasoline and JP-5 fueling stations, and
helicopter fueling stations.
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(Switchbox or string circuit, switchbox located in flight deck control station)

Circuit 4JG1 shall be provided for aircraft carriers and ships with helicopter platforms.
4JG2-Aviation fueling circuit forward and 4JG3 Aviation fueling circuit aft shall provide a means of communication for the
coordination of fueling and defueling aircraft.
The stations connected to each circuit shall be segregated in their respective switchboxes according to port and starboard circuits.
Grouping switches shall be installed in the forward and after JP-5 pump room, to provide the desired grouping of four sectors.
Communication shall be provided between associated forward stations, and between associated after stations such as: JP-5 pump
rooms, gasoline pump and motor rooms, gasoline filter rooms, oxygen nitrogen producer rooms, aircraft fueling stations, boat and vehicle
fueling stations, engineering department office, central control station or damage control central, secondary damage control station, JP-5
manifolds, sounding tubes for JP-5 tanks, and aviation fuel repair team stations.
(Switchbox or string circuit, switchbox located in the respective forward and after JP-5 pump room) 5JG1-Aviation ordnance circuit
This circuit shall provide a means of communication for the coordination of arming and disarming aircraft.
Communication shall be provided between stations such as: Flight control, weapons coordination center, flight deck control and air
group maintenance control station, weapon assembly areas, aviation armories, bomb magazines and handling areas, aviation rocket
magazines and handling areas, rocket and bomb fuse handling area, gun pod magazines, 20mm ammunition magazines and belting rooms,
rocket ready service rooms, aviation ordnance control station, SWU offices, and aviation guided missile office. A tie switch shall be
provided to 1JV.
5JG2-Aviation missile circuit - This circuit shall provide a means of communication for the coordination of arming and disarming
aircraft with missiles and the delivery of missiles and missile components to the assembly areas.
Communication shall be provided between stations such as: Flight control, weapons coordination center, flight deck control and air
group maintenance control station, aviation guided missile office, aviation guided missile shop, aviation guided missile checkout rooms,
aviation guided missile magazines and handling areas, SWU offices, and aviation weapons movement control station.
Circuit EM calls shall be provided between all stations.
6JG-Arresting gear and barricade control circuit - This circuit shall provide a means of communication for the control of arresting
gear and barricades.
Communication shall be provided between stations such as: Flight control, arresting gear officer, arresting gear and barricade
machinery rooms, arresting gear sheave damper machinery areas, arresting gear machinery rooms, and arresting gear shops.
9JG-Aircraft handling circuit - This circuit shall provide a rapid and direct means of communication between stations concerning the
status of aircraft handling.
Communication shall be provided between stations such as: Flight control and flight deck control station, and hangar deck control
station.
(String circuit)
10JG-Airborne aircraft information circuit - This circuit shall provide a means of communication for passing information concerning
the status of airborne aircraft.
Communication shall be provided between stations such as: Pilot House (captain's chair), CIC (air operations area), and flight
control.
(String circuit)
11JG-Optical landing system control circuit - This circuit shall provide a means of communication for operation and maintenance of
the optical landing system.
Communication shall be provided between stations such as: landing signal officers station, optical landing system lens assembly,
optical landing system equipment room, PLAT control room and flight control.
JH-Switchboard cross connecting circuit - This circuit shall consist of two lines between each sound-powered telephone switchboard
to provide a means of cross connecting circuits or portions of circuits between the switchboards.
(Applicable to ships in which two or more sound-powered telephone switchboards are installed)
JK Double purpose fuse setters circuit - This circuit shall provide a means of communication for passing information between the
computer and fuse setters.
Communication shall be provided between the computer and the fuse setters at the mounts.
(String type circuit)
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JL-Lookouts circuit shall provide a means of communication for passing lookout reports to various conning, weapons control and
plotting stations.
Communication shall be provided between stations such as: Pilot House, secondary conn, anti-aircraft stations, open bridge,
Commanding Officers tactical plot, surface and sky lookout stations, fog watch forward and aft, CIC (display and decision area, surface
operations area, weapons control area, DASH controller, carrier air traffic control center and plotters) via plotters' transfer switchboard,
flag display and decision and flag plot.
(Switchboard or switchbox circuit, switchbox located in Pilot House)
JM-Mine control circuit - This circuit shall provide a means of communication for the coordination of mine planting, loading and
transfer.
Communication shall be provided between stations such as: Chart room, Pilot House, open bridge, mine transfer points, forecastle,
fantail, and mine release stations.
(Switchbox circuit, switchbox located in Pilot House)
JN-Illumination control circuit - This circuit shall provide a means of communication between the control officer in the gun director
and the associated starshell computer. Separate circuits shall be installed as required (e.g., JN1 - Group No. 1, JN2 - Group No. 2).
(String circuit)
Circuit JN shall be provided for ships fitted with director systems that include a starshell computer.
JO-Switchboard operator's circuit - This circuit shall consist of one line between each sound-powered telephone switchboard to
provide a means of communication between sound-powered telephone switchboard operators.
Circuit JO shall be provided for ships with two or more sound-powered telephone switchboards.
2JP-Dual purpose battery control circuit shall provide a means of communication for passing orders from the director to the
associated computer and gun mounts, and for the acknowledgement of receipt of these orders.
Communication shall be provided between stations such as: Director control officer, director pointer, computer operator, mount
captain, mount pointer, mount trainer, safety watch and gun mount powder room. Separate circuits shall be installed as required (e.g.,
2JP1 - Group No. 1, 2JP2 - Group No. 2).
(Switchboard or switchbox circuit located in plotting room).
4JP-Heavy machine gun control circuit - This circuit shall provide a means of communication for passing orders between the heavy
machine gun director, director control room and mount personnel.
Communication shall be provided between stations such as: Director control officer, director operator, director radar operators,
mount pointer, trainer and sight setter, and ready service rooms. Separate circuits shall be installed as required (e.g, 4JP1 Group No. 1,
4JP2 Group No. 2).
(Switchbox circuit, switchbox located in director control room).
5JP-Light machine gun control circuit - This circuit shall provide a means of communication for control of the light machine guns.
Communication shall be provided between stations such as: Pilot House, CIC (target designation panel) and each machine gun
position.
(Switchbox circuit - switchbox located in the Pilot House)
8JP-ASW weapon control circuit - This circuit shall provide a means of communication for the ASW control officer to pass orders to
prepare ASW battery for firing, to receive reports that ASW is ready to fire, and to issue orders to fire.
Communication shall be provided between stations such as: CIC (ASW control area, weapon control area), open bridge, control
rooms, computer room, launcher, magazine, torpedo control stations, Pilot House, and anti-aircraft station.
(Switchbox circuit, switchbox located in ASW control area)
9JP-Rocket battery control circuit - This circuit shall provide a means of communication for passing orders from the rocket director
to the associated computer and rocket loading personnel and for the acknowledgement of receipt of these orders.
Communication shall be provided between stations such as: Director control officer, director operator, computer operators, and
rocket loading personnel. Separate circuits shall be installed as required (e.g., 9JP1 - Group No. 1, 9JP2 - Group 2).
(String circuit)
10JP-Guided missile launcher control circuit - This circuit shall provide a means of communication for passing orders from the
missile control officer to the associated missile handling personnel, and for the acknowledgement of receipt of the orders.
Communication shall be provided between stations such as: CIC (weapons control officer, and weapons assignment consoles),
director control rooms, missile weapons control switchboard and computer room, launcher base, launcher magazine,associated checkout
room, and launcher control room (launcher control panels and safety observer station).
Circuit 10JP1 - (Starboard launcher circuit).10JP1 - (Starboard launcher circuit).
Circuit 10JP2 - (Port launcher circuit)
(Switchbox circuits, switchbox located in respective launcher control room.)
11JP-FBM checkout and control circuit (formerly circuit X43J) - This circuit shall provide a means of communication for missile
checkout and control.
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Communication shall be provided between stations such as: Missile compartment, navigation center, navigation equipment space,
pump room and topside missile and line handling stations.
The jackbox assemblies shall be connected together via a transfer switchboard, type SB-82/SRR, to form one to five individual
circuits. The switchboard shall also provide for tying with circuit X34J.
JQ Double purpose sight setters circuit - This circuit shall provide a means of communication for passing information between the
computer and sight setters. Communication shall be provided between the computer and the sight setters at the mounts.
(String circuit)
JR-Debarkation control circuit - This circuit shall provide a means of communication for controlling the debarkation of assault troops
with equipment.
Communication shall be provided between stations such as: Pilot House, open bridge, debarkation control station, debarkation
stations, troop operation and logistic center, cargo control station, equipment stowage areas, stern gate station, combat cargo office, and
ballast control station.
(Switchbox circuit, switchbox located in debarkation control station)
JS-Plotters' transfer switchboard circuit - This circuit shall consist of lines from the transfer switchboard in CIC to outlets at plotters'
positions in CIC, SWU control, flag plot, Commanding Officer's tactical plot, flag display and decision, flag bridge, and simulator test
video generator in radar switchboard and equipment room. The transfer switchboard provides a means for cross connecting these lines
with information circuit inputs (e.g, 2JS, 3JS, 21JS, 22JS, 23JS, 24JS, 25JS, 26JS, 61JS, 80JS, 81JS, and JL).
The input circuit lines, and the lines to the outlets at plotters' positions shall be connected to respective horizontal and vertical busses
of the switchboard as appropriate. Information plates on the switchboard shall provide ready identification of each individual line.
The transfer switchboard shall consist of Type SB-82/SRR radio receiver transfer switchboard units. Multiple units shall be installed
as required.
Each telephone outlet jackbox nameplate shall be inscribed with the circuit designation and line number (e.g., JS1, JS2).
1JS-CIC information circuit - This circuit shall provide a means of communication for the dissemination of evaluated CIC
information to ship control, weapons control and aircraft control stations.
Communication shall be provided between stations such as: Pilot House, secondary conn, exposed conning station, flag plot, flag
display and decision, CIC (display and decision area, surface operations area, air operations area, weapons control area, carrier air traffic
control center, and air intercept area).
(Switchboard or switchbox circuit, switchbox located in CIC)
2JS-NTDS coordinating circuit NO. 1 and 3JS-NTDS coordinating circuit No. 2 - These circuits shall provide a means of
communication of NTDS information. Communication shall be provided for all NTDS consoles.
(String circuit)
20JS1-Evaluated radar information circuit - This circuit shall provide a means of communication for the dissemination of evaluated
radar information from CIC to plotters and recorders in other plotting stations.
Communication shall be provided between the evaluator, radar control officer, and CIC reader to plotters in stations such as:
Commanding officer's tactical plot, gunnery control, weapons control center, and flag plot.
(String Circuit)
20JS2-Evaluator's circuit - This circuit shall provide a means of communication for transmission of information from the CIC
(evaluator).
Communication shall be provided between the evaluator, Pilot House, Commanding Officer's tactical plot, gunnery control, weapons
control center, and flag plot.
(String circuit)
20JS3-Radar control officer's circuit - This circuit shall provide a means of communication in CIC to enable the radar control officer
to order changes or add supplementary information on the plotting boards.
Communication shall be provided between the radar control officer and a plotter or recorder located in front of the plotting boards.
(String circuit)
20JS4-Weapons liaison officer's circuit - This circuit shall provide a means of communication for obtaining information from the
weapons liaison officer.
Communication shall be provided between the CIC ship weapon coordinator, flag display and decision (force weapons coordinator)
and CIC weapons control officer.
(String circuit)
21JS-Surface search radar circuit, 22JS-Long range air search radar circuit, 23JS-Medium range air search radar circuit and
24JS-Range height finder radar circuit - These circuits shall provide for the transmission of information from the track detectors and track
analyzers in CIC (detection and tracking area and surface operations area) to the plotters transfer switchboard in CIC (display and decision
area). Dissemination of the information to the various plotters and recorders shall be made by means of the plotters' transfer switchboard
circuit JS. An input shall be provided to the plotters transfer switchboard.
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(String circuit)
25JS-AEW radar circuit - This circuit shall provide a means of communication for the transmission of information from the AEW
radar operators to the plotters' transfer switchboard, ships CIC officer, flag display and decision (FCICO), CIC ship weapon coordinator,
and CIC track supervisor.
(String circuit)
31JS-Track analyzer No. 1 air radar information check, 32JS-Track analyzer No. 2 air radar information check, 33JS-Track analyzer
No. 3 air radar information check, and 34JS-Track analyzer No. 4 air radar information check - These circuits shall provide a means of
communication for the dissemination of analyzed air radar information from the sector analyzer to CIC officers.
Communication shall be provided between stations such as: CIC (detection and tracking area, display and decision area, air warfare
control area, and air traffic control area).
(String circuits)
35JS-Raid air radar information circuit, and 36JS-Combat air patrol air radar information circuit.- These circuits shall provide a
means of communication for dissemination of analyzed air radar information in CIC, from the sector analyzers to transfer switchboard, and
Pilot House.
Communication shall be provided between stations such as: CIC (detection and tracking area, transfer switchboard and air intercept
control area) and Pilot House.
(String circuits)
61JS-Sonar information circuit - This circuit shall provide a means of communication for dissemination of information obtained from
the sonar operators. Communications shall be provided between the sonar operators in the sonar control room, CIC (display and decision
area, surface operations area and transfer switchboard), Pilot House, bathythermograph winch, and sonar equipment spaces.
(String circuit)
80JS-ECM plotters' circuit - This circuit shall provide a means of communication for the dissemination of information obtained from
ECM trackers.
Communication shall be provided between the ship's CIC officer, flag display and decision, (FCICO), CIC ship weapon coordinator,
CIC ECM supervisor, CIC ECM area operators, CIC detection and tracking area supervisor, and ECM plotters.
(String circuit)
81JS-Electronic countermeasures information circuit - This circuit shall provide a means of communication for the coordination of
the ECM operations and the reporting of ECM contacts.
Communication shall be provided between the ship's CIC officer, flag CIC officer, CIC radar control officer, CIC (ECM control
officer), communications office, radio central, and supplementary radio room, CIC ECM operators, ECM equipment room and plotters'
transfer switchboard. Circuits 80JS and 81JS shall be combined on auxiliary, amphibious, and combatant ships smaller than cruisers.
(String circuit)
Circuit E calls shall be provided between associated stations.
82JS-Supplementary radio circuit - This circuit shall provide a means of communication between the supplementary radio rooms,
CIC (display and decision area, surface operations area), and flag plot.
(String circuit)
JT-Target designation control circuit (formerly circuit JCT) - This circuit shall provide a means of communication for the passing of
information related to target designation and tracking.
Communication shall be provided between stations such as: Target designation transmitters and control units, CIC (display and
decision area, surface operations area, and weapons control area), missile weapons control, switchboard and computer room, gun directors,
and plotting rooms.
Separate circuits shall be provided (i.e., JT1-Sector No. 1, JT2-Sector No. 2, JT3-Sector No. 3, and JT4-Sector No. 4). Facilities
shall be provided for the weapons control officer to cross-connect the sector circuits forward and aft, port and starboard, or all together.
(Switchboard or switchbox circuit, switchbox located in weapons control room)
1JV-Maneuvering and docking circuit - This circuit shall provide a means of communication for the coordination of the following
ship operations; changes in engine speed, steering orders in the event of failure of the steering system, checking gyro and standard
compasses, reports of derangement of steering gear system, and orders to line handling stations and transfer-at-sea stations (except
replenishment type ships).
Communication shall be provided between stations such as: Pilot House, open bridge or bridge wings, secondary conn, central
control station (engineering officer main propulsion assistant and electrical officer), or damage control central, secondary damage control,
machinery rooms (enclosed operating station), steering gear power rooms, IC and gyro rooms, emergency steering stations, standard
compass, CIC (display and decision area, surface operations area), line handling and replenishment stations and aircraft crane control
station. The circuit shall provide a docking bus for the line handling, replenishment stations and airplane crane control station. This bus
shall be segregated from the maneuvering bus through a tie SW. A tie switch shall be provided from each bus to X1JV and a tie switch
from the docking bus. A tie switch shall be provided to circuits 4JV and 5JG1.
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(Switchboard or switchbox circuit, switchbox located in Pilot House.)

2JV-Engineers' circuit (engines) - This circuit shall provide a means of communication for the coordination of the propulsion plant,
auxiliary machinery, refrigerator machinery, air conditioning machinery, catapult control rooms, reports of condition of propulsion shaft
bearings and stuffing glands, and reports to propulsion repair station.
Communications shall be provided between stations such as: Central control station (engineering officer, main propulsion assistant),
machinery rooms, machinery rooms (EOS), engineering department office, auxiliary machinery room, refrigeration machinery, air
conditioning machinery rooms, catapult control rooms, smoke watch, shaft alleys, and Propulsion Repair Station No. 5.
(Switchboard or switchbox circuit, switchbox located in main engine control)
3JV-Engineer's circuit (boiler) - This circuit shall provide a means of communication for the coordination of the steam generating
plant.
Communication shall be provided between stations such as: Boiler operating stations, water tender's stations, main feed water and
booster pumps, smoke watch, central control station, control engine room, auxiliary control engine room, and Propulsion Repair No. 5.
(Switchboard or switchbox type circuit, switchbox located in boiler control station).
4JV-Engineer's circuit (fuel and stability) - This circuit shall provide a means of communication for the coordination of the transfer
of fuel and ballast, for reporting sounding of fuel tanks, and for fueling-at-sea operations.
Communication shall be provided between stations such as: Central control station (engineering officer, main propulsion assistant,
and oil king) or damage control central, secondary damage control station, propulsion repair No. 5, pump rooms, fuel oil manifolds,
combustion control repair shop and test laboratory, fuel filling stations, fuel sounding tubes, fueling-at-sea stations, catapult lube oil
stowage tank filling stations, and piston engine aviation lube oil main stowage tank station.
(Switchboard or switchbox circuit, switchbox located in machinery space)
5JV-Engineer's circuit (electrical) - This circuit shall provide a means of communication for the coordination of electrical power
distribution.
Communication shall be provided between stations such as: Central control station (engineering officer, main propulsion assistant,
electrical officer), switchboard rooms (including load center switchboard rooms) catapult power panels, deck edge elevator machinery
rooms, missile power rooms, auxiliary machinery room, emergency generator rooms, IC and gyro rooms, steering gear rooms, machinery
rooms (enclosed operating station), secondary damage control station and propulsion repair station No. 5.
The outlets in each machinery room shall also be connected to the loudspeaker control panels of their associated machinery room
control circuit (X5J1, X5J2, X5J3 and X5J4).
(Switchboard or switchbox circuit, switchbox located in main engine control.)
Circuit EM calls shall be provided between switchboards and their associated power panels.
6JV-Ballast control circuit - This circuit shall provide a means of communication for the coordination of ballasting and deballasting
operations.
Communication shall be provided between stations such as: Pilot House, engineering department office, damage control central,
ballast control room, air deballasting compressor rooms, cargo control station, each sea valve hydraulic control station, and circuit 6JV-2JZ
tie switch.
(Switchbox circuit - switchbox located in damage control central)
Magneto calls shall be provided between all stations equipped with handsets.
JW-Ship control bearing circuit - This circuit shall provide a means of communication for reporting ship's bearings to navigational
plots.
Communication shall be provided between the peloruses, and chart tables in the Pilot House, chart room, flag plot, secondary conn,
CIC (air operations area, display and decision area, surface operations area).
(Switchboard or string circuit)
JX-Radio and signals circuit - This circuit shall provide a means of communication for conveying messages received or to be sent via
radio blinker light, or signal flags, to or from the communications office. It shall also provide for communication between radio rooms,
and CIC for the coordination of frequency shifts.
Communication shall be provided between stations such as: Commanding Officer's tactical plot, CIC (display decision area, surface
operations area (radiocontrol area) detection and tracking area, and air operations area), secondary conn, flag plot, war room
communications annex, signal shelter, bridge wings, signal searchlights, supplementary radio room, radio central, Pilot House,
communications office, secure teletype room, facsimile room, meteorological room, radio transmitter rooms, UHF radio rooms, electronic
workshops, and deck offices. A tie switch shall be provided to circuit XJX.
(Switchboard or switchbox circuit - switchbox located in radiocentral).
2JZ-Damage and stability control - This circuit shall provide a means of communication to enable the damage control officer to issue
orders for the coordination of actions of personnel at the various repair stations.
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Communication shall be provided between stations such as: Damage control central or central control station (engineering officer,
main propulsion assistant, electrical officer, damage control assistant, and a division supervisor), secondary damage control, repair stations,
flight control, antiaircraft stations, conflagration stations, DASH flight deck platform port and starboard, SWU offices, CIC (weapons
control area), each weapons control center, port and starboard missile launcher safety observer's stations, aviation missile movement
control station and the draft gage. A tie switch shall be provided to X2JZ.
(Switchboard or switchbox circuit, switchbox located in damage control central).
3JZ-Main deck repair circuit - This circuit shall provide a means of communication for the coordination of damage control facilities
on and above the main deck.
Communication shall be provided between stations such as: Central control station or damage control central, secondary damage
control, main deck repair station, unit patrol stations, conflagration stations, and battle dressing stations.
(Switchboard type circuit, switchbox located in Repair Station 1).
4JZ-Forward repair circuit - This circuit shall provide a means of communication for the coordination of damage control facilities in
the forward damage control area. It shall provide for reporting damage, flooding, counterflooding, fires, changes in watertight integrity,
personnel casualties, for reporting the use of fog foam liquid, control of remote operated valve control stations and control of main
firemain segregation and fire pumps.
control, forward repair station, forward battle dressing stations, forward unit patrol stations, remote-operated valve control stations,
forward fog foam stations, each fire pump controller, and forward conflagration stations.
(Switchbox circuit, switchbox located at forward repair station)
5JZ-After repair circuit - This circuit shall provide a means of communication for the coordination of damage control facilities in the
after damage control area. It shall provide for reporting and control similar to circuit 4JZ.
Communication shall be provided between the same or similar stations aft as provided on 4JZ.
(Switchbox circuit, switchbox located at after repair station).
6JZ-Midships repair circuit - this circuit shall provide a means of communication for the coordination of damage control facilities in
the midship damage control area. It shall provide for reporting and control similar to circuit 4JZ.
Communication shall be provided between stations such as: Midship repair 4, central control station or damage control central,
secondary damage control station, midship battle dressing station, each midship unit patrol station, each remote-operated valve control
station, each firepump controller, and each fog foam injection station.
(Switchbox circuit, switchbox located in repair 4).
7JZ-Engineer's repair circuit - This circuit shall provide a means of communication for the coordination of the engineer's damage
control facilities and shall provide a means of reporting machinery derangements and communication to the engineering relief crews
stationed adjacent to the accesses to the engineering spaces.
Communication shall be provided between stations such as: Propulsion repair 5, central control station or damage control central,
secondary damage control station, each engine room, each fireroom, and each engineer's unit patrol station associated with repair 5.
(Switchbox circuit, switchbox located in repair 5)
8JZ-Crash and salvage repair team circuit - This circuit shall provide a means of communication for the coordination of damage
control facilities in the flight deck and helicopter landing areas. It shall provide for reporting damage, fires, and personnel casualties.
control, crash and salvage repair team stations, fly control, auxiliary battle dressing stations, and unit patrol stations.
(Switchbox circuit, switchbox located at flight deck repair 8).
9JZ-Magazine sprinkling and ordnance repair circuit forward and 10JZ-Magazine sprinkling and ordnance repair circuit aft - These
circuits shall provide a means of communication for the coordination of magazine sprinkling and reporting ordnance derangements.
Communication shall be provided between the associated forward stations, and between the associated after stations such as:
Magazine sprinkling distant control station, central control station, secondary damage control station, CIC (weapons control area),
ordnance repair stations, special weapons spaces, missile checkout spaces, weapons control stations, security stations, and sprinkling valve
control stations, (circuit 9JZ shall be provided with a 10JZ tie and tie CO switches).
(Switchbox circuits, switchboxes located at their respective repair stations).
Circuit E calls shall be provided between associated stations.
11JZ-Gallery deck and island structure repair circuit - This circuit shall provide a means of communication for the coordination of
damage control facilities on the gallery deck and island structure.
Communication shall be provided between stations such as: Central control station, secondary damage control, gallery deck and
island structure repair stations, unit patrol stations and battle dressing stations.
(Switchbox circuit, switchbox located in Repair Station 7).
Auxiliary circuits shall provide an alternate means of communication for specific circuits, in the event of a casualty to those circuits The circuits shall be switchboard or switchbox type as determined by the function and the extent of the communication required. Drawing,
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NAVSHIPS No. 815-2269598, shall be used for guidance in the development of each circuit. The circuits shall be installed in general
accordance with the following list:
XJA-Auxiliary captain's battle circuit - This circuit is auxiliary to and shall serve the same functions as circuit JA. (A tie CO switch
to circuit JA shall be provided).
(Switchboard or switchbox circuit, switchbox located in Pilot House).
X1JG-Auxiliary aircraft control circuit - This circuit shall provide an alternate means of communication between the same stations
specified for primary circuit 1JG. (A tie CO switch to circuit 1JG shall be provided).
(Switchboard circuit).
Circuit X1JG shall be provided for aircraft carriers only.
X1JV-Auxiliary maneuvering and docking circuit - This circuit shall provide an alternate means of communication between the same
stations (except docking bus stations) specified for primary circuit 1JV (with tie CO switches provided to the 1JV maneuvering and
docking busses).
(Switchboard or switchbox circuit, switchbox located in IC room).
EM calls shall be provided between associated stations on frigates and smaller ships.
XJX-Auxiliary radio and signals circuit - This circuit shall provide an alternate means of communication between the same stations
specified for primary circuit JX (with a tie CO switch provided to circuit JX).
(Switchboard or switchbox circuit, switchbox located in radio central).
Circuit EM calls shall be provided between all associated stations.
Circuit XJX shall be provided for combatant ships, cruisers and larger.
X2JZ-Auxiliary damage and stability control circuit shall provide an alternate means of communication between the same stations
specified for primary circuit 2JZ (with a tie CO switch provided to 2JZ).
(Switchboard circuit, switchbox located in secondary damage control station).
X2JZ shall be provided for combatant ships, cruisers and larger.
Supplementary circuits - All supplementary circuits shall be string type. Drawing, NAVSHIPS No. 815-2269598, shall be used for
guidance in the development of each circuit. Supplementary telephone circuits and corresponding telephone outlets shall be installed in
general accordance with the following list:
X1J-Ship's administration circuit shall provide means of communication to aid in the administration of routine ship functions.
Communication shall be provided between stations such as: Pilot House, open bridge, CIC, captain's stateroom and sea cabin, staff
commander's stateroom and sea cabin, OOD stations, executive officer's stateroom, executive office, staff commander's office, weapons
control officer's stateroom, weapons control officer's office, engineering officer's stateroom, engineering department office, supply officer's
stateroom, supply department office, wardroom, and CPO messroom.
Circuit X1J shall be provided only for those ships not having a dial telephone system.
Circuit EM calls shall be provided between associated stations.
X2J-Leadsman and anchor control circuit - This circuit shall provide a means of communication for the coordination of anchor
handling and reporting soundings obtained by the leadsman.
Communication shall be provided between stations such as: Pilot House, open bridge, leadsman port and starboard, anchor control
stations (port and starboard), and windlass room.
Circuit E calls shall be provided between the Pilot House and anchor control station, and between the anchor control station and the
windlass room.
Circuit X2J shall be provided for combatant ships, cruisers and larger. (On smaller ships, combined with circuit 1JV).
X3J-Engineer watch officer's circuit - This circuit shall provide a means of relaying machinery condition reports to the engineering
department officer.
Communication shall be provided between stations such as: Central control station, control engine room, engineering department
office, and engineering officer's stateroom.
X4J-Degaussing control circuit - This circuit shall provide a means of ordering changes in degaussing rheostat settings.
Communication shall be provided between the remote degaussing panel and the degaussing switchboard.
X5J-Machinery room control circuit - This circuit shall provide a means of communication among the machinery stations for the
coordination of engine room operation control and service.
Communication shall be provided between associated functional stations such as: Machinery room enclosed operating station, boiler
operator station, generator flat, main feed pump areas, deaerating feed tank main condensate station, lower level station, switch gear
station, turbine generator station, distilling plant station, water chemistry room, steam generator cutout valve stations in auxiliary rooms
and associated switchboards, and upper and lower level watch stations.
A tie switch shall be provided for connection to the associated 5JV circuit.
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Separate circuits shall be installed as required (e.g., X5J1-Machinery Room No. 1, X5J2-Machinery Room No. 2).
Circuit X5J shall be provided for combatant ships, DDG, CG and larger.
X6J1-Electronic service circuit - This circuit shall provide a means of communication to facilitate adjusting, alining, tuning, and
servicing electronic and radar equipment and antenna assemblies.
Communication shall be provided between stations such as:
Each station fitted with electronic and radar display
equipment,unattended equipment rooms, radar antennas, radar rooms, air navigation equipment room, radar switchboard room, computer
room, electronic shop, and mast disconnect lockers.
Separate circuits shall be installed for each radar system between associated stations (e.g., X6J2 to X6J6, as necessary).
X6J7-ECM service circuit shall provide a means of communication to facilitate adjusting, alining, tuning, and servicing ECM equipment.
Communication shall be provided between stations such as: ECM control space, unattended equipment spaces, and trainable type
ECM antennas.
X6J11-14-NTDS service circuits - These circuits shall provide a means of communication for adjusting, alining and servicing the
NTDS equipment. Communication, by means of four gang jackboxes located in each area, shall be provided between all areas which have
NTDS equipment such as CIC areas, flag display and decision, Pilot House, and NTDS unattended equipment spaces.
X7J-Radiosonde-Bathythermograph (BT) information circuit - This circuit shall provide a means of communication for preparation,
calibration, and servicing radiosonde equipment and for informing the operator when the weather balloon is launched.
Communication shall be provided between the radiosonde console, radiosonde antenna, balloon launching site, balloon inflation
room, and meteorological room.
Additionally, when a BT recorder is located in the meteorological room, communication shall be provided between the BT launching
station and meteorological room.
Circuit E calls shall be provided between the meteorological room and the balloon inflation room.
X8J-Replenishment-at-sea circuit - This circuit shall provide a means of communication on replenishment type ships for ship-to-ship
coordination during replenishment operations.
To expedite the rigging of telephone lines, a permanent installation consisting of starboard and port lines shall be provided. Each
line shall consist of a type G-15A jackbox assembly and nippled rotary switch on the respective bridge wing, connected in parallel with a
Type G-15A jackbox assembly installed at each replenishment station. The rotary switches shall be interconnected so that communication
over either or both circuits can be established from either bridge wing.
The circuits shall be X8J1 starboard and X8J2 port.
In aircraft carriers, the installation shall consist of a Type G-15A jackbox assembly at the auxiliary conning station, connected to
Type G-15A jackbox assemblies installed as appropriate along the starboard replenishment station area. Each replenishment station for
replenishment type ships and aircraft carriers shall be provided with a portable cable assembly for patching the bridge to bridge telephone
line into circuit X8J. The assembly shall consist of a 10-foot length of type DHOF-3 cable having a type H-39A sound powered telephone
plug at each end.
X9J-Radar trainer circuit - This circuit shall provide a means of communication for the stations involved in radar training exercises
and for testing NTDS equipment.
Communication shall be provided between stations such as: CIC area, flag plot, Commanding Officer's tactical plot, and equipment
rooms.
X10J-Cargo transfer control circuit - This circuit shall provide a means of communication for direction of cargo replenishment
transfer from the Pilot House.
Communication shall be provided between stations such as: Pilot House and cargo control center. Handsets shall be provided.
Circuit E calls shall be provided.
X10J1-Cargo transfer circuit lower decks - This circuit shall provide a means of communication for direction of lower deck
replenishment transfer operations.
Communication shall be provided between such stations as: Cargo control center, hatch captains, missile strikedown areas, and each
level of each cargo hold.
Separate circuits shall be installed for each hold (e.g., X10J1 - Hold No. 1, to X10J5 - Hold No. 5).
X10J10-Cargo transfer circuit upper decks . This circuit shall provide a means of communication for direction of upper deck
replenishment transfer operations at the winch control stations.
Communication shall be provided for the winch control station operators (rig captain, inhaul-outhaul operator, high line operator),
receiving ship, and (when applicable) FAST operators for component lift and rammer cart.
A separate circuit shall be provided for the helicopter control station.
Separate circuits shall be provided for each winch control station (e.g., X10J10 for winch control station No. 1, X10J11 for winch
control station No. 2, etc.).
A 400-foot length of Type DHOF-3 cable with a Type H-39A plug at one end and a Type G-15A jackbox assembly at the other end,
shall be provided for use at each winch control station for communication with the receiving ship. Stowage facilities shall be provided.
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The lower and upper deck cargo transfer circuits shall be terminated in a switchboard panel to provide for interconnecting of circuits
as required.
X11J-Captain's and Admiral's cruising circuit - This circuit shall provide communication between the sea cabins and the various
senior officer's battle stations.
Communication shall be provided between stations such as: Pilot House, open bridge, Commanding Officer's tactical plot, CIC
(display and decision area), flag plot, captain's sea cabin, chief of staff sea cabin, flag sea cabin, flag display and decision, flag cabin,
navigator's stateroom, operations officer's sea cabin.
Circuit E or EM, as applicable, calls shall be provided between associated stations.
Circuit X11J shall be provided only for flag ships.
X12J-Capstan control circuits.- This circuit shall provide a means of communication for the control of the capstan machinery.
Communication shall be provided between stations such as: Capstan controller and the capstan machinery room. Separate circuits
shall be installed as required (e.g., X12J1 - Capstan No. 1, X12J2 - Capstan No. 2).
Circuit X12J shall be provided for combatant ships, cruisers and larger.
X13J-Aircraft crane control circuits - This circuit shall provide a means of communication for servicing and operation of the aircraft
crane machinery.
Communication shall be provided between stations such as: The crane operating platform, crane machinery room, hoisting
machinery room, and training machinery room. Separate circuits shall be installed as required (e.g., X13J1 - crane No. 1. X13J2 - crane
No. 2).
X14J-Missile handling and nuclear trunk crane circuits - This circuit shall provide a means of communication for controlling the
transfer of missiles and for the handling of material in the nuclear trunk.
Communication shall be provided at strategic places for directing crane handling in the FBM stowage area, in the nuclear trunk and
at the crane operator's position.
Separate circuits shall be installed for each crane (e.g., X14J1 - crane No. 1, X14J2 - crane No. 2).
Two portable cables (DHOF-3), each 300 feet long with a jackbox assembly on one end and a telephone plug on the other end, shall
be provided for use during missile transfer and servicing operations. Two portable cables (DHOF-3), 100 feet long with a telephone plug
on both ends, shall be provided for use in communication between the repair ship and any supply ship.
Circuit E calls shall be provided from outlets to crane operator's station.
X15J SINS Information circuit - This circuit shall provide a means of communication between the ships inertial navigation
compartment and related stations.
Communication shall be provided between stations such as: Ship's inertial navigation compartment, chart room, Pilot House, and
each IC and gyro room.
Circuit E calls shall be provided between all stations.
X16J-Aircraft elevator circuit - This circuit shall provide a means of communication for servicing the aircraft elevator and aircraft
elevator machinery.
Communication shall be provided between top of elevator, bottom of elevator, and elevator machinery room. Separate circuits shall
be installed as required (e.g., X16J1 - elevator No. 1, X16J2 - elevator No. 2).
Circuit E calls shall be provided between bottom of elevator and other stations.
X17J-5-inch ammunition hoist circuit - This circuit shall provide a means of communication for ordering changes in ammunition
supply, servicing, and for the operation of dredger type 5-inch ammunition hoists.
Communication shall be provided between the top and bottom of each ammunition hoist and the associated mount. Separate circuits
shall be installed for each hoist as required (e.g., X17J1 - hoist No. 1, X17J2 - hoist No. 2).
Circuit E calls shall be provided between bottom of hoist and other stations.
X18J-Machine gun ammunition hoist circuits - This circuit shall provide a means of communication for ordering changes in
ammunition supply, servicing, and for the operation of machine gun ammunition hoists.
Communication shall be provided between the top and bottom of each ammunition hoist and the associated mount. Separate circuits
shall be installed for each hoist as required (e.g., X17J1 - hoist No. 1, X17J2 - hoist No. 2).
Circuit E calls shall be provided between bottom of hoist and other stations.
X19J-Missile component elevator circuit - This circuit shall provide a means of communication between stations served by the
missile component elevator.
Communication shall be provided between each access to the elevator. Separate circuits shall be installed for port and starboard
installations (e.g., X19J1 (stbd) and X19J2 (port).
X20J-Weapons elevator circuits - This circuit shall provide a means of communication for servicing and operation of the weapon
elevators and the weapon elevator machinery.
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Communication shall be provided at each access to the elevators, machinery, and elevator hatch dog control station. Separate
circuits shall be installed as required (e.g., X20J1 - elevator No. 1, X20J2 - elevator No. 2).
X21J-Catapult circuit - This circuit shall provide a means of communication for servicing and operation of the catapults and catapult
machinery.
Communication shall be provided between stations such as: Catapult deck edge control station (at deck edge control panel, bridle
arrester control panel, and nose gear launch control panel), catapult control room (at control console, recorder, and each chronograph
operator), catapult officer's control station, catapult machinery room (at retraction engine control panel, emergency bridle arrester control
panel, emergency nose gear launch control panel), brake water pump room, jet blast deflector control station, jet blast deflector machinery
room, bridle arrester machinery room, and topside catapult station (locate in access or passage on gallery deck convenient to the forward
end of the respective catapult). Separate circuits shall be installed (i.e., X21J1 - Catapult No. 1 through X21J4 - Catapult No. 4).
Circuit EM calls shall be provided between all stations except for the following: Bridle arrester control panel, nose gear launch
control panel, recorder, chronograph operators, emergency bridle arrester control panel, and emergency nose gear launch control panel.
Headsets shall be provided for all stations except the catapult officer's control station.
X22J-Catapult steam control circuit - This circuit shall provide a means of communication between the central control station, the
enclosed operating stations, and the catapult control stations.
A tie switch shall be provided in central control station to divide this circuit into forward and after groups.
Circuit EM calls shall be provided between stations.
X23J-Stores conveyor circuit - This circuit shall provide a means of communication for operation and servicing of the stores
conveyor.
Communication shall be provided in the machinery room, and at each access to the conveyor. Separate circuits shall be installed as
required (e.g., X23J1 - conveyor No. 1, X23J2 - conveyor No. 2).
Circuit E calls shall be provided between all stations.
X24J-Cargo elevator circuit - This circuit shall provide a means of communication for operation and servicing of the cargo elevators
and associated machinery.
Communication shall be provided between stations such as: Elevator control station, elevator machinery room, and each elevator
access. Separate circuits shall be installed for each elevator as required (e.g., X24J1 - elevator No. 1, X24J2 - elevator No. 2).
Circuit E calls shall be provided between the control station and each other station.
X25J-Sonar service circuit - This circuit shall provide a means of communication for servicing sonar equipment.
Communication shall be provided between associated sonar equipment, CIC (ASW control area, surface operations area), power
supplies, sound stacks, equipment rooms, sonar transducer access and test hydrophone.
Circuit X25J shall be provided for ships fitted with elaborate sonar systems, where circuit 61JS does not provide adequate
communication.
X26J-Jet engine test circuit - This circuit shall provide a means of communication for the testing of jet engines. Communication shall
be provided between the jet engine test platform and the test console operator.
X28J- Dumbwaiter circuit - This circuit shall provide a means of communication between the operating stations of the dumbwaiter.
Communication shall be provided between the top of the dumbwaiter and each of the lower levels. Handsets shall be provided at
each station.
X29J-Timing and recording circuit - This circuit shall provide a means of communication for the coordination of timing and
recording procedures and the transmission of a reference time signal.
Communication shall be provided between stations such as: Weapons control center, doppler stations, telemetering stations,
launching station, and missile checkout stations.
X34J-Alignment cart service circuit - This circuit shall provide a means of communication between the alinement cart stations and
the SINS control panel. The circuit shall be connected to the transfer switchboard to provide for tying with circuit 11JP.
X40J-Casualty communication circuit - This circuit shall provide a means of rigging communication lines between vital stations after
a casualty has occurred. Permanently installed vertical riser cables shall be installed between single telephone jackbox assemblies, port
and starboard, in certain below deck stations and corresponding four-gang telephone jackbox assemblies, port and starboard on the hangar
deck, first weather deck above each below deck station (hangar deck in carriers). The jack outlets in each four-gang jackbox assembly
shall be connected in parallel. Below deck stations shall include steering gear rooms, engine rooms, emergency generator rooms; central
control station, firerooms, auxiliary machinery rooms, and IC rooms.
Four 200-foot lengths of portable cable, Type MRI-D-1 with a telephone plug on each end, shall be provided on reels, drawing,
NAVSHIPS No. S6505-74249, and stowed in each repair locker.
Section 432
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Two sound-powered telephone headsets and eight two-gang telephone jackboxes (each having its jack outlets connected in parallel)
shall be stowed in each repair locker. Each telephone jackbox installed on the weather decks (hangar deck in carriers) shall be provided
with an information plate, identifying the associated below deck station.
X41J-Special weapons shop service circuit - This circuit shall provide a means of communication between special weapon control
areas such as: SWU offices, special weapons magazines, weapons coordination center, hangar bays, aviation weapons movement control
station, and flight deck control station.
Circuit E calls shall be provided between SWU offices and magazines.
X42J-Missile assembly and handling circuit - This circuit shall provide a means of communication for handling, assembling and
servicing missiles.
Communication shall be provided for such stations as: Launcher control panel, launcher test panel, missile magazine, warhead
magazines, missile launcher stand (inside and outside stationary structure) missile elevator control stations, missile checkout areas, and
missile assembly areas. In the missile assembly area a sound-powered telephone amplifier with the necessary number of associated
loudspeakers to provide audible and intelligible coverage shall be installed.
Separate circuits shall be installed for each missile installation as required for multiple missile installations (e.g., X42J1 -circuit No.
1, X42J2 - circuit No. 2).
X43J-Weapons system service circuit - This circuit shall provide a means of communication for servicing the weapons system.
Communication shall be provided between stations such as: Director control, director radar transmitter, director power rooms,
missile computer rooms, weapons control switchboard operators, CIC (weapons control area, and display and decision area), weapon
director equipment room, missile checkout rooms, and launcher control stations. Separate circuits shall be installed as required (e.g, X43J1
- circuit No. 1, X43J2 - circuit No. 2).
X44J-ASROC service circuit - This circuit shall provide a means of communication for servicing the ASROC system.
Communication shall be provided between the stations such as: CIC (ASW area and Weapons Control area), ASROC launchers,
ASROC control stations, and ASROC magazines.
X45J-Special weapons security circuit - This circuit shall provide a means of communication for special security watch stations.
Communications shall be provided between special weapons offices, security guard stations, cargo control center, damage control
central, and each security station.
Circuit E or EM calls shall be provided to and from cargo control center to each station.
X50J-Fog foam circuit - This circuit shall provide a means for informing personnel at a fog foam injector that fog foam liquid is
required. Communication shall be provided between the associated conflagration station, fog foam injection station, and each associated
fog foam outlet.
Separate circuits shall be installed as required (e.g., X50J1 fog foam system No. 1, X50J2 - fog foam system No. 2). Each station
shall be provided with a headset.
432h. Calls and Signal Systems
Calls and signals shall be provided for sound-powered telephone circuits as required by the individual circuit requirements and shall
be indicated on the preliminary telephone list.
Where audible signals other than those contained in signal stations are required, the following types of signals shall be provided:
Type IC/Z1S4 buzzers in Pilot House and similar low ambient noise level spaces, Type IC/H1S4 horns in machinery rooms and similar
high ambient noise level spaces, and Type IC/B1S4 bells in other spaces. Buzzers, horns and bells shall be in accordance with Mil. Spec.
MIL-A-15303.
Annunciators shall be provided at all stations where two or more similar audible signals would be required. Each annunciator shall
have one audible signal relay for each circuit group connected to the annunciator. Annunciators shall be in accordance with Mil. Spec.
MIL-A-15373.
Push-button stations shall be in accordance with drawings, NAVSHIPS No. 815-1853053, S6202-73755, or S6202-73756.
Signal stations, type IC/D, shall be in accordance with Mil. Spec. MIL-C-15306. Signal stations located in machinery spaces and
similar high ambient noise level spaces shall be provided with a relay to actuate a signal light. The signal light shall be supplied from the
nearest emergency lighting source. The relay shall be suitable for operation on the signal station voltage.
Criteria for provision of calls and signal stations shall be as follows: Circuit E calls systems shall be used with sound-powered
circuits where not more than six stations are to be called by the calling station. Circuit EM signal systems shall be used with
sound-powered telephone circuits where more than six stations are to be called by the calling station.
Circuit E - Sound-powered telephone call system - This system shall provide a means of signaling between sound-powered telephone
stations.
Equipment for this system shall consist of push-button stations at the calling station and audible signals as required at the called
station.
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Section 432
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The wiring arrangement shall comply with drawing, NAVSHIPS No. 9-S-4664-L. Calls shall be fed from fused feeder switches on
the action cutout section of the IC switchboard and shall be divided into functional circuits as follows:
1E - Cruising and miscellaneous
2E - Ship control
3E - Engineering
4E - Aircraft control
5E - Weapons control
Wiring for several groups may be run in the same cable.
Circuit EM - Sound-powered telephone signal system - This system shall provide a means of signaling between sound-powered
telephone stations.
Equipment for this system shall consist of signal stations Type IC/D installed at the calling and called station.
Wiring arrangement shall comply with drawing, NAVSHIPS No. S6501-73801.
Circuits shall be divided into functional circuits as designated for circuit E except that 1EM to 5EM shall be used. Wiring for several
groups may be run in the same twisted pair telephone cable and may be combined in the same cable as the associated telephone circuits.
Circuit MJ - Multiple talking and selective ringing system - This system shall provide a means of communication with more than one
conversation on the circuit simultaneously, with selective ringing provided at each station. In addition, one common talking circuit is
provided between all stations.
Equipment for this system shall consist of signal stations, Type IC/D. Wiring arrangement shall comply with drawing NAVSHIPS
815-1853011.
Wiring arrangement shall comply with any particular sound-powered system where its capabilities may be advantageous.
Wiring may be run in the same twisted pair telephone cable for both talking and ringing circuits.
Where this system is used, circuit MJ designation shall be used for the multiple talking and ringing circuit and the individual
sound-powered circuit designation shall be used for the common talking circuit.
Insulation resistance tests and performance tests of required, overhauled, modified and new telephone equipment shall be conducted
in accordance with Section 430 and as follows:
Dial telephone systems - Insulation resistance measurements shall be made at the terminals of the telephone switchboard or the main
terminal box. Resistance readings shall be taken between each conductor of a twisted pair and ground only, and not between the
conductors of a pair. For these measurements, it is not necessary to disconnect the telephone station equipment. A resistance of 50,000
ohms or greater is considered satisfactory.
The dial telephone system shall be inspected for location and installation. Operation of each telephone station, direct shore lines, and
supervisory alarms shall be demonstrated. The special features identified in the Equipment Technical Manual shall be demonstrated.
Sound-powered telephone systems - Insulation resistance measurements shall be made for each circuit. For this purpose, each circuit
shall be considered as two continuous conductors, and measurement shall be made between the continuous conductors and between each
conductor and ground. In making these measurements, all associated switchboard, and switchbox line switches shall be closed; tie
switches to other circuits shall be open; amplifier chassis shall be removed from their cases; and headsets shall be unplugged. Handsets
shall remain connected with their push buttons in the open position. During each circuit test, all transfer switches and selector switches
connected in the circuit shall be operated so that the measurements will include all outlets associated with the circuit. A resistance value of
50,000 ohms or greater is considered satisfactory.
The sound-powered telephone equipment shall be inspected for location, type, quantity, and calls. A performance test shall be
performed to demonstrate sound level, intelligibility of sound-powered circuits and call bell discernibility and signal circuit indication and
annunciation.
Section 432
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S9AA0-AB-GOS-010
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SECTION 433
AMPLIFIED VOICE COMMUNICATION, RECORDING, TELEVISION, AND ENTERTAINMENT SYSTEMS
433a. Scope
This section contains processes and procedures for electrically amplified voice communication, recording, television and
entertainment systems. The requirements in this section supplement those in Section 430.
433b. General
New or Modified Systems.
The following equipment specifications or drawings, or both, apply:
Microphone control stations, intercommunication units, cators, receptacles, switches, and other operating controls shall be located to
be convenient to the operator, and shall be installed in a location where the ambient noise level is at a minimum, consistent with a practical
location for their intended use. Equipment shall be installed to permit normal heat dissipation. Equipments which may interact due to
electromagnetic or electrostatic fields shall be separated as far from each other as practicable.
Low level microphone and amplifier input circuits shall be run in shielded twisted pair type cables, with the shields grounded at the
amplifier end of the cable. Each shield shall be treated as an individual conductor, and shall be connected through the system terminal
boxes and other equipment so that the shield will be continuous for the entire length of the particular circuit run.
Equipment located in weather locations shall be installed so that maximum protection is provided and shall be installed with the
operating controls facing aft.
433c. Central Amplifier Type Announcing Systems
These systems provide for the transmission of orders and information to various locations simultaneously by means of microphones
and loudspeakers connected through a central amplifier. Equipment for the systems shall comply with the following drawings and
specifications:
Microphone control stations Type IC/MSB
Microphone jackboxes, Type IC/MJB
Magnetic microphone, Type M-136/SIC
SIC Portable microphone Type M-136
Handset, Type IC/MPH (H-186/U)
Microphone holder
Amplifier-Oscillator Group,
Type AN/SIA-114
Type AN/SIA-115
Type AN/SIA-116
Type AN/SIA-117
Type AN/SIA-118
Amplifier-control Group
Type AN/SIA-119
Type AN/SIA-120
Type AN/SIA-122(V)
Amplifier assembly,
Type AM-2316/SIA
Type IC/SAA (LS-305/SIC)
MIL-A-20222
MIL-A-20222
815-1853081
MIL-M-23813
MIL-A-20222
MIL-M-23813
MIL-A-21577/1
MIL-A-21577/2
MIL-A-21577/3
MIL-A-21577/4
MIL-A-21577/5
MIL-A-21577/7
MIL-A-21577/8
MIL-A-21577/9
MIL-A-21577/6
MIL-L-24223
Section 433
S9AA0-AB-GOS-010
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Loudspeakers,
Type IC/SAG (LS-306/SIC)
Type IC/SBA (LS-387/SIC)
Type IC/SBG (LS-388/SIC)
Type IC/SGI Type IC/SDE
Switch, lever operated, enclosed, Type S-2JRM3A-2
MIL-L-24223
MIL-L-24223
MIL-L-24223
S6504-74055
Loudspeakers shall be located to provide intelligibility, and audibility. A sufficient number of loudspeakers shall be installed to
provide an even distribution of sound, and eliminate uncomfortable levels near loudspeakers and poor intelligibility in areas between
loudspeakers. Loudspeakers shall be installed so that they do not face each other. Loudspeakers with volume controls shall be installed
so that the controls are accessible for adjustment.
Loudspeakers for circuits 1 and 3MC shall be installed in all normally manned spaces, shops, working areas, messing and berthing
areas, crew washrooms and water closet areas, topside areas, spaces manned during general quarters, and all passageways that provide
entry or exit to the above spaces.
In living and messing spaces, the normal number of speakers shall be one for every 20 men. This ratio shall be varied in accordance
with conditions in order that the best intelligibility may be obtained. This applies especially in the compartments that are irregular in shape
or the noise level is high. Loudspeakers shall, where practicable, be installed on the overhead directed downward. Loudspeakers shall not
be installed immediately adjacent to, or directed toward, berths. They shall be installed clear of obstructions such as gage boards, steam
lines, and lockers which are in the normal sound path to the listeners. Loudspeakers shall be installed with the sound axis directed along
the length of passage ways, never across them. A desirable location is above doorways leading into the passageways. On hangar deck,
they shall be mounted overhead on approximately 20-foot centers directed downward. In extremely noisy compartments they shall be
installed in the immediate vicinity of, and directed toward, the normal watch stations.
Weather deck loudspeakers shall be directed aft in a way which will utilize their directional characteristics. A loudspeaker shall be
installed on the forecastle, directed aft to serve the forward weather deck.
Loudspeakers installed in the same space with a microphone control station shall be connected so that they will be cut out
automatically during local voice transmission.
The various types of loudspeakers shall be used in designated locations as follows:
Type IC/SAA (LS-305/SIC)-Compartment or areas having low ambient noise level such as wardroom messroom, messrooms, living
spaces, and passages.
Type IC/SAG (LS-306/SIC)-Unexposed tactical spaces which have a large volume of incoming calls from more than one
loudspeaker, making necessary the provision of a manual volume control.
Type IC/SBA (LS-387/SIC)-Compartments or areas having high ambient noise level such as machinery spaces, gun mounts, and
weather decks.
Type IC/SBG (LS-388/SIC) - Exposed tactical spaces which have a large volume of incoming calls from more than one loudspeaker.
Type IC/SGI - On flight decks of aircraft carriers and assault ships.
Type IC/SDE - On superstructures of ships equipped with circuit 6MC.
433d. Intercommunication Type Announcing Systems
These systems provide for two-way transmission of orders and information between stations by means of intercommunication units,
each of which contains its own amplifier.
Equipment for the systems shall comply with the following drawings and specifications:
Intercommunication units, Type LS-518()/SIC (10-station) LS-519()/SIC (20-station)

Intercommunication unit, Type LS-458()/SIC (2-station)
Handset, Type IC/MPH (H-186/U)
Microphone, Type MI32/SIC
Handset holder
Microphone holder
MIL-I-24078
MIL-I-22560
MIL-A-20222
MIL-M-23813
9000-S6501-74464
MIL-M-23813
Each station shall be provided with a handset and handset holder. One portable microphone and holder shall be provided for each
system. Intercommunication units, Type LS-458/SIC, shall be provided where not more than two stations are to be called. For systems
with between three and eight stations, intercommunication units, Type LS-518( )/SIC, shall be provided, and for systems with more than
Section 433
S9AA0-AB-GOS-010
2004 Edition
eight stations, intercommunication units, Type LS-519()/SIC, shall be provided. Each system shall be connected to calls between all
stations, except where specified otherwise in the individual system requirements.
Intercommunication units installed at weather locations shall be enclosed in a sheet metal enclosure. Handsets and microphones for
secure communication spaces shall be provided with a cable having the required number of conductors enclosed in a single shield and
which has an overall diameter of 0.390 inches or less.
433e. Console Interphone System
The equipment for the system shall comply with the following drawings:
Equipment
Console data input
Console data utilization
Intercommunication station LS-482/SYA
Remote control unit C-1138 B/UR
Drawing NAVSHIPS No.

RE-H2690894
RE-H2690894
RE-H2690893
RE-F2682689
433f. Recording Systems

These systems shall provide for the recording of information for future analysis. Recording equipment shall be installed in close
proximity to the controls of equipment which provides the signal to be recorded. Remote control equipment for the recording equipment
shall be installed on or adjacent to the control equipment of the signal source equipment. In the installation of the recording equipment,
sufficient space shall be allowed to permit tape changing and equipment adjustments. Microphones shall be connected so that they are
energized when the press-to-talk switches are depressed. Loudspeakers shall be provided to permit monitoring of each channel. Where
loudspeakers are provided with line transformers and volume controls, these components shall be replaced with an 8-ohm "L" pad
attenuator connected between the incoming line and the voice coil of the loudspeaker.
Ten reels of magnetic tape shall be provided for each recording system with two channels and 20 reels of magnetic tape shall be
provided for each recording system with more than two channels.
Confidential stowage facilities constructed of sheet steel .0625 inch or thicker, of sufficient size for twice the required number of
reels, shall be installed in a location convenient to the equipment. The locations shall be clear of any magnetic fields in excess of ten
gauss.
Equipment for the systems shall comply with the following specifications and drawings:
Recorder-reproducer set, AN/UNQ-7
Recorder-reproducer set, AN/UNQ-8
Microphone with holder, Type M125/SIC
Loudspeaker, Type LS-305/SIC
Loudspeaker - 25 watt, with a range of 25 hertz to beyond audibility
Amplifier - loudspeaker Type AM-2361/U
Microphone jackbox, Type IC/MJB
Magnetic tape, 1/4-inch, 7-inch reels audio type, polyester base
Magnetic tape, 1/2-inch, 10-1/2 inch reels, audio type, polyester base
Selector switch, Type 3JL3 (to be installed installed in enclosure)
Amplifier (0.5 percent distortion at rated output of 40 watts continuous power, 600
ohm input, extended band, monaural) Electronic tuning fork-1000 c.p.s.
MIL-R-21091
MIL-R-23412
MIL-P-642
MIL-L-24223
MIL-A-16294
MIL-A-20222
W-T-70
W-T-70
S-6202-74422
433g. Television Systems

These systems shall provide a means for transmitting information to visual displays at remote stations.
The remote receivers and viewers shall be installed in strategic locations to permit ease in viewing by the personnel concerned.
433h. Entertainment Systems
The following specifications apply to equipment used on these systems:
Audio entertainment unit
Loudspeaker, LS-444/WH
1/4 inch magnetic tape, audio type, polyester base
MIL-A-17053
MIL-L-17080
W-T-70

Section 433
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2004 Edition
433j. Circuit Requirements

Definitions and requirements for circuits shall be designated by Ship Alteration Records, Ship Information Books and Design Data
Sheets.
The following are circuits most commonly used under this section listed for general information:
Central amplifier type announcing systems:
Circuit 1MC - General announcing system - This system shall provide a means of transmitting general orders, information, and alarm
signals to ship areas where personnel are stationed or may normally be located.
The installation shall include an amplifier-oscillator group, Type AN/SIA-114, located in the IC and gyro room and a microphone
control station, Type IC/MSB, with a portable microphone, Type M125/SIC, at each of the following locations:
Pilot House, secondary conning station (when enclosed), deck offices (OOD stations), and at the CIC evaluator position in CIC on
surface ships with anti-missile defense capability. Loudspeakers shall be installed with types, quantity, and locations selected to provide
the required sound levels and coverage.
Stowage facilities for the portable microphones shall be provided adjacent to the microphone control stations, the loudspeakers shall
be connected in appropriate functional groups as follows:
Group 1 - Officers (wardroom country).
Group 2 - Topside (weather deck areas).
Group 3 - Crew (crew and operations spaces, offices and shops).
Group 4 - Engineers (machinery spaces)
Group 5 - Shops (separate group in tenders and repair ships only).
Each functional group shall be divided into subgroups, each having a maximum of 15 loudspeakers. The subgroups shall be
connected through action cutout switching on the main IC switchboard to permit isolation in the event of damage, and for inspection and
maintenance.
The following alarm signals, as applicable, shall be transmitted over all loudspeakers. The priority of the signals shall be in the order
listed:
Collision alarm
Chemical attack alarm
General alarm
Flight crash alarm
Self-locking, manual-release, lever-operated switches (locked in OFF position) shall be installed adjacent to each microphone control
station, except for the CIC evaluator position in CIC, to actuate collision, chemical attack, and general alarm signals. In addition, such
switches shall be installed in the antiaircraft station to permit actuation of the chemical attack and general alarm signals, and in the
helicopter or flight control station to permit actuation of flight crash alarm signals.
All alarm switches shall be connected
through individual action cutout switches on the action cutout section of the IC switchboard to the amplifier-oscillator group.
Lighting fixtures with red globes and 100-watt lamps shall be installed in machinery spaces, where ambient noise level is above 90
db, in locations where they will be clearly visible to operating personnel. Operation of any alarm switch, except flight crash alarm, shall
energize these lighting fixtures. The supply for these lighting fixtures shall be obtained from the IC switchboard through contacts in the
amplifier-oscillator group and individual fuses for each compartment on the IC switchboard.
Means shall be provided in the amplifier-oscillator group for attenuating the output of circuit SE over its associated loudspeakers
during voice transmissions and for automatically muting the output of circuit SE during alarm transmissions.
Circuits 1MC and 3MC - General announcing and aviators or troops announcing system shall provide a means of transmitting
general orders and information, and alarm signals,to all areas within the ship and to all topside areas where personnel are stationed or may
normally be located. It shall also provide for separate transmission of aviators' orders and information to the flight deck, gallery walkways,
and hangar deck areas in aircraft carriers, and for separate transmission of troops' orders and information to the troop assembly areas,
helicopter landing deck areas, and helicopter deck gallery walkways in amphibious troop ships.
The installation shall consist of an amplifier-oscillator group, Type AN/SIA-117B with two amplifier assemblies, Type
AM-2316D/SIA, installed in the IC and gyro room; an amplifier control group, Type AN/SIA-119 for 3MC emergency use, located in the
conflagration station in each hangar bay; a microphone control station, Type IC/MSB, for selection of 1MC and 3MC loudspeaker groups
at each of the following stations, as applicable, Pilot House, enclosed secondary conning station, central control station, decks offices, and
in amphibious assault ships only, flight control and combat cargo control, flight and debarkation control, and combined operations and
logistics office (troops); a microphone control station, Type IC/MSB, (for selection of 3MC loudspeakers only) at flight control(aircraft
carriers only), hangar deck control station, and each conflagration station; a microphone jackbox, Type IC/MJB, for use with each 3MC
emergency amplifier; a portable microphone, Type M125/SIC for each 1MC -3MC microphone control station (also one on the instrument
panel in flight control connected in parallel with the microphone control station); and loudspeakers, as required.
Stowage facilities for the portable microphones shall be provided adjacent to the microphone control stations.
Section 433
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The amplifier racks for 3MC emergency use, in conjunction with the microphone jackbox and a portable microphone, shall control
the 3MC loudspeakers in their respective hangar bays only, and shall have priority over the normal 1MC and 3MC announcements, but not
over alarm signals.
To provide for group selection on the microphone control stations, the loudspeakers shall be connected in applicable functional
groups as follows:
Group 1 - Officers (wardroom country) (1MC)
Group 2 - Topside (1MC)
Group 3 - Crew (crew and operations spaces, offices, and shops) (1MC)
Group 4 - Engineers (machinery spaces) (1MC)
Group 5 - Flight deck (gallery walkways and around island) (3MC)
Group 6 - Hangar (hangarbays and aviation engine shop) (3MC)
Each functional group shall be divided into subgroups, each having a maximum of 15 loudspeakers, except that each subgroup
serving hangar bays may have up to a maximum of 20 loudspeakers. Each subgroup shall be connected through action cutout switching on
the IC switchboard to permit isolation in the event of damage, and for inspection and maintenance.
The following alarm signals, as applicable, shall be transmitted over all loudspeakers; the priority of the signals shall be in the order
listed:
Collision alarm
Chemical attack alarm
General alarm
Self-locking, manual release, lever-operated switches (locked in OFF position) shall be installed adjacent to each microphone control
station in Pilot House, enclosed secondary conning station, and deck offices to actuate collision, chemical attack, and general alarm
signals.
All alarm switches shall be connected through individual action cutout switches on the action cutout section of the IC
switchboard to the amplifier-oscillator group.
Lighting fixtures with red globes and 100-watt lamps shall be installed in machinery spaces, where ambient noise level is above 90
dB in locations where they will be clearly visible to operating personnel. Operation of any alarm switch shall energize these lighting
fixtures. The supply for these lighting fixtures shall be obtained from the IC switchboard through contacts in the amplifier-oscillator group
and individual fuses for each compartment on the IC switchboard.
Provisions shall be incorporated in the amplifier-oscillator group for attenuating the output of circuit SE over its respective
loudspeakers during voice transmissions and for muting the output of circuit SE during alarm transmissions.
Circuit 5MC - Flight deck announcing system - This system shall provide a means of transmitting flight deck orders and
information, and alarm signals, to personnel on the flight deck and gallery walkways.
The installation shall consist of an amplifier-oscillator group, Type AN/SIA-118, with amplifier assembly, Type AM-2316D/SIA
(quantities as required by loudspeaker loads) installed in the flight deck announcing amplifier room; a microphone control station, Type
IC/MSB, and portable microphone, Type M125/SIC, located in flight control, and flight deck control station; and superpower
loudspeakers, Type IC/SGI, as required.
To provide for group selection on the microphone control stations, the superpower loudspeakers shall be connected in groups as
follows:
Group 1 - Flight deck forward
Group 2 - Flight deck amidships
Group 3 - Flight deck aft
The superpower loudspeakers shall be installed to provide complete sound coverage of the flight deck and gallery walkway areas.
The following alarm signals shall be transmitted over all superpower loudspeakers; the priority of the signals shall be in the order
listed:
Collision a arm
Flight crash alarm
Flight deck warning alarm
Self-locking, manual release, lever-operated switches (locked in OFF position) shall be installed adjacent to the microphone control
station in flight control to actuate flight crash and flight deck warning alarms. Connections shall be provided between the circuit 1MC and
3MC amplifier-oscillator group and the 5MC amplifier-oscillator group to permit transmission of collision alarm signals over 5MC
loudspeakers.
To provide for transmission of orders to tugboats during docking operations, loudspeakers, Type IC/SGI, shall be installed on the
outboard sides of the ship in quantities as required to provide sound coverage along the sides of the ship. A microphone jackbox, Type
IC/MJB, amplifier output lamp indicator, Type B-41A, and a portable microphone, Type M125/SIC, shall be installed in the Pilot House
and at the exposed conning station. Two relays shall be provided in the amplifier assembly for each microphone station. Operation of the
portable microphone press-to-talk switch shall actuate its respective relay to energize one of the amplifier assemblies and transfer its output
to the loudspeakers installed on each side of the ship.
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Power supply: 120-volt, three phase, 60 cycle from the nearest ship service power distribution panel having two sources of power,
or from the nearest Main IC switchboard to a distribution panel in the flight deck amplifier room for a balanced single phase distribution to
the amplifier assemblies.
Circuit 6MC - Intership announcing system - Circuit 6MC shall be provided on frigates, amphibious force flagships, attack
transports, and cargo ships. This system shall provide a means of transmitting orders and information to nearby ships and landing craft,
and to shore.
The amplifier equipment for this system shall consist of one channel of the amplifier specified under circuit 1MC. In addition, a
superpower loudspeaker, Type IC/SDE, shall be installed in a topside location. The superpower loudspeaker shall be controlled from the
microphone control station in the Pilot House as specified under circuit 1MC. Alarm signals shall not be transmitted over this loudspeaker.
Circuit 29MC - Sonar control and information announcing system - This system shall provide for the transmission of orders and
information between the sonar control room and remote stations.
The installation shall consist of an amplifier control group, Type AN/SIA-120, located in the sonar control room; a microphone,
Type M-136/SIC, and a foot-operated switch, drawing, NAVSHIPS NO. S6202-73782, wired in parallel with the microphone, located at
each sonar operator's position; a portable microphone, Type M125/SIC, located at the sonar Supervisor's position, Pilot House, and CIC
(ASW plotting area); and loudspeakers, Type IC/SAG, located at the following stations, as applicable: sonar control room, Pilot House,
CO tactical plot, ASROC control station, and CIC (ASW control area, ASW plotting area). The microphones in the sonar control room
shall provide for transmission over the loudspeakers at the remote stations, and the microphones at the remote stations shall provide for
transmission over the loudspeaker in the sonar control room.
The loudspeaker in CIC (ASW plotting area) shall be fitted with a jack, Type JJ-097, for connection of a headset, Type SA, provided
with a Type PJ055B plug. The jack shall be connected so that when the headset is plugged in, the loudspeaker will be disconnected.
Circuit 46MC - Aviation weapons movement control announcing system - This system shall provide for the transmission of orders
and information from the aviation weapons movement control station to the respective magazines and handling and assembly areas. The
installation shall consist of an amplifier control group, Type AN/SIA-122(V) consisting of one amplifier control assembly, two 30-station
control assemblies, and explosion proof control speaker-talk stations as required.
The amplifier control assembly and the two 30-station control assemblies shall be installed in the aviation weapons movement
control station. The control speaker-talk stations shall be installed in each air launched weapon magazine (including special weapons
magazines), each weapon handling area, each weapon assembly area, and each weapon checkout area.
Portable announcing equipment - Portable announcing equipment shall be provided for use in addressing personnel in the wardroom,
ready rooms, mission planning and briefing rooms, and personnel training rooms.
The equipment shall consist of a public address set, lectern type, portable self-contained unit, capable of reproducing sound for
entertainment or dissemination of information. The set shall consist of an illuminated reading counter with a removable uni-directional
dynamic microphone, a transistorized transformer-coupled amplifier (8 watts minimum), extended range loudspeaker, fuses and fuse
holders, volume control, tone control, and jacks for one additional microphone, record player, tape recorder, and two external speakers.
The entire assembly shall be housed in a suitable enclosing case designed for ease of handling. All equipment shall have a minimum
operating range of 30 to 13,000 HTZ. Microphone extension cable and power cable complete with connectors shall be included. A
self-contained dry battery power supply shall be provided to facilitate portable use of the equipment. One portable announcing set shall be
provided for each space.
Stowage shall be provided in the Pilot House and each deck office for portable electric megaphones with power supplied from
receptical in each space.
Intercommunication type announcing systems:
Circuit 4MC - Damage control announcing system - The system shall provide for two-way transmission of orders and information
between central control station or damage control central, secondary damage control station and repair stations, and between each repair
station and its associated repair party patrol area.
Intercommunication units shall be installed in central control station or damage control central, secondary damage control station,
and each repair station, with calls between all stations.
To provide communication between repair stations and their respective repair party patrol areas, the intercommunication units at the
repair stations shall have sufficient station selection switches for connection to intercommunication units, Type LS-458A/SIC, installed as
appropriate in the associated repair party patrol areas.
Circuit 18MC - Bridge announcing system - This system shall provide for two-way transmission of ship control orders and
information for the use of the conning officer when conning the ship from the auxiliary conning station.
An intercommunication unit shall be installed at the helmsman position at the steering console in the Pilot House. A talk-listen
loudspeaker with control switch shall be installed at the auxiliary conning station.
Circuit 19MC - Aviation control announcing system - This system shall provide for two-way transmission of aviation orders,
information and briefing instructions between stations concerned with flight operations.
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Intercommunication units shall be installed in flight control, meteorological room, each squadron ready room, special weapons shop,
air department office, air group commander's office, CIC (air operations area), air intelligence office, weapons coordination center
(coordinator and assistant coordinator) flight deck control and air group maintenance control station (aircraft handling section and fuel and
maintenance section), hangar deck control and aviation weapons movement control station, helicopter crew shelter, air group maintenance
office, landing signal officers' station, hangar deck control station, helicopter direction center, joint intelligence office, flight control
station, and troop operations and logistic office.
Circuit 21MC - Captain's command announcing system - This system shall provide for two-way transmission of ship control orders
and information between the Pilot House and key control and operating stations.
Intercommunication units shall be installed in Pilot House (with parallel units at Captain's chair or OOD and tactical desk), enclosed
secondary conning station, exposed conning station, Commanding Officer's tactical plot, CIC (CICO, display and decision area, surface
operations area, weapons control area, ASW control area, and air operations area), flight control station, central control station
(engineering officer) or main propulsion control station and damage control central, special weapons coordination center, signal bridge, air
intelligence office, surface lookout station, fly and debarkation control station, antiaircraft station, helicopter direction center, helicopter
control station, message processing center, radio central, director control officer, and ballast control station.
Circuit 22MC - Electronic control announcing system - This system shall provide for two-way transmission of orders and
information between electronic operating stations.
Intercommunication units shall be installed in message processing center, radio central, each transmitter room, each auxiliary radio
room, supplementary radio room, each UHF radio room, secure teletype room, CO tactical plot, flag plot, flag display and decision, flag
message center, flag radio center, signal bridge and CIC (display and decision area, detection and tracking area, air operations area, ECM
area and radio control area), crypto room, electronics shop, each radar transmitter room, ECM equipment room, air navigation equipment
room, and AEW equipment room.
Circuit 23MC - Electrical control announcing system - This system shall provide for two-way transmission of orders and information
between stations associated with the generation and distribution of electric power.
Intercommunication units shall be installed in enclosed operating station in each engine room, central control station, each IC room,
each steering gear room, each ship service switchboard, and each emergency switchboard.
Circuit 24MC - Flag command announcing system - This system shall provide for two-way transmission of orders and information
between flag stations and key control and operating stations.
Intercommunication units shall be installed in flag plot, flag bridge, flag message center, Pilot House, message processing center,
flag operations office, flag office, flag air combat intelligence office, Commanding Officer's tactical plot, special weapons annex, CIC
(FCICO, and display and decision area), signal bridge, joint intelligence office, supporting arms coordination office, air intelligence office,
helicopter direction center, meteorological room and each special flag operational space.
Circuit 26MC - Machinery control announcing system - This system shall provide for two-way transmission of orders and
information between machinery operating stations.
Intercommunication units shall be installed in engineering department office, central control station (engineering officer and main
propulsion assistant), each engine room, each fire room, each auxiliary machinery room, and propulsion repair 5.
In those ships not provided with circuit 23MC, the stations associated with electric power generation and distribution shall be
included in this system.
Circuit 30MC - Special weapons control announcing system - This system shall provide for two-way transmission of orders and
information between special weapons magazines and SWU offices.
Intercommunication units shall be installed in SWU offices (2 units), weapons coordination center (coordinator and weapons
employment officer in parallel), CIC (air operations areas), aviation missile office, aviation ordnance office, special weapons magazines,
and central control station or damage control central (damage control assistant).
One of the intercommunication units in the SWU offices and the units in the special weapons magazines shall be connected in a
separate circuit for security of these spaces.
Circuit 32MC - Weapons control announcing system - This system shall provide for two-way transmission of orders and information
between weapons stations.
Intercommunication units shall be installed in antiaircraft station, ASROC launcher control station, each gun director, each manned
missile director, each missile director control room, each missile director radar equipment room, each missile computer room, CIC
(weapons control area, surface operations area, and ASW control area), each missile launcher control station, each missile checkout room,
and each weapons control switchboard.
Circuit 39MC - Cargo control announcing system - This system shall provide two-way transmission of orders and information
between cargo control central and cargo handling spaces.
Intercommunication units shall be provided in helicopter control station, cargo control central (or supply office in stores ship), troop
operation and logistic center, and each cargo hold hatch captain for two-way transmission with the Pilot House and port and starboard
bridge wings where intercommunication units shall be connected in parallel.
Intercommunication units at each level of each hold shall have two-way communication with cargo control central (or supply office
in stores ships) and its associated hatch captain, and each other level of the same hold.
Section 433
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On ships with cargo elevators, intercommunication units shall be provided at the cargo control station, troop operations and logistic
office, vehicle stowage area, and each level of each cargo elevator.
Circuit 40MC - Flag administrative announcing system - This system shall provide a means of two-way transmission of
administrative orders between the flag commander and selected offices and stations.
Intercommunication units shall be installed in the flag cabin, chief of staff cabin, message processing center, flag lieutenants office,
flag communications office, flag secretary's office, flag assistant secretary's office, flag operations office, flag maintenance office, flag
public information office, flag legal office, flag operations display and briefing room, and flag readiness and training room.
Circuit 42MC - CIC coordinating announcing system - This system shall provide for two-way transmission of orders and information
between the areas of CIC.
Intercommunication units shall be installed at evaluator, CIC officer, flag CIC officer, detection and tracking areas, surface
operations area, air operations area, weapons control area, air traffic control area, air warfare control area, ASW control area, ECM area,
unit commander's area, computer control area, radio control area, and NTDS computer equipment area.
Circuit 44MC - Instrumentation space announcing system - This system shall provide two-way communication between stations
associated with satellite system operations.
Intercommunication units shall be installed in Pilot House,satellite operation control enter, ship-to-shore operation center, teletype
and facsimile equipment room, electronic shop, and meteorological room.
Circuit 45MC - Research operations announcing system - This system shall provide a means of two-way communication between
stations associated with research operations.
Intercommunication units shall be installed in Pilot House, chart room, navigating bridge wings, survey control center, master's
stateroom, radio room, chief scientist stateroom, wet laboratory, dry laboratory, drafting room, hydro bucket station, data processing
center, magnetometer station, scientific office, meteorological room, and electronic recording laboratory.
Circuit 50MC - Integrated operational intelligence center announcing system - This system shall provide a means of two-way
transmission of information between stations in the Integrated Operational Intelligence Center (IOIC).
Intercommunication units shall be provided in intelligence office, storage and retrieval area, photo processing area, electronic data
processing, multi-sensor interpretation rooms, dark room, print room, chemical mixing room, mission planning and briefing rooms, and
IOIC (in passage).
Circuit 51MC - Aircraft maintenance and handling control announcing system - This system shall provide a means of two-way
transmission of orders and information between stations concerned with maintenance and handling of aircraft. The system shall consist of
two separate circuits.
Circuit 51MC1 shall be provided for stations concerned with aviation maintenance. Intercommunication units shall be installed for
two-way communication between flight deck control and air group maintenance control station and each squadron maintenance shop, each
avionics shop, each avionics preflight, each aviation survival equipment, each air group maintenance office, and each aviation repair shop.
Calls shall also be provided between associated shops and between the air group maintenance office and each aviation repair shop.
Circuit 51MC2 shall be provided for stations concerned with aircraft handling. Intercommunications shall be installed for two-way
transmission between flight deck control and air group maintenance control station, each squadron plane captain shelter, hangar deck
control station, aviation weapons movement control station, aviation weapons office, and each aviation armory.
Circuit 53MC - Ship administrative announcing system - This system shall provide a means of two-way transmission of
administrative orders between the commanding and executive officers and selected offices and stations.
Intercommunication units shall be installed in the Commanding Officer's cabin, executive officer's office, communication office,
executive officer's administrative office, captain's office, repair office, supply office, each Officer of the Deck station (parallel), missile
office, and operations department office.
Circuit 54MC - Repair officer's control announcing system - This system shall provide a means of two-way transmission of orders
and information from the repair officer to the principal repair shops in repair ships.
An intercommunication unit of the 10- or 20- station type, as required, shall be installed in the repair office and two-station type
intercommunication units shall be installed in ICE and gas turbine shop, optical shop, teletype shop, missile checkout equipment shop, test
equipment and electronics shop, avionics shops, IC and gyro shop, gun and launcher shop, carpenter and pattern shop, pipe and boiler
shop, machine shop, electrical shop, canvas shop, paint shop, weapons control shop, foundry, torpedo shop, and health physics room.
Interphone Systems:
Circuit CK - Interphone system - This system shall provide a means of communication between Naval Tactical Data System stations.
The stations shall have the capability to provide a two-way interphone communication network (selection of 15 circuits) between
combinations of stations, facilities for monitoring or transmitting on any combination of sound powered telephone circuits; and facilities
for connection of amplifiers and overhead speakers to permit monitoring of radiophone circuits.
Recording Systems:
Circuit IVR - Sonar Recording System - This system shall provide a means of recording and reproducing signals received from
Sonar Systems.
Section 433
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2004 Edition
Equipment for this system shall consist of a recorder-reproducer set AN/UNQ-7, microphone with holder, headset, one loudspeaker
(LS-305/SIC) and one loudspeaker (wide range). The signal circuit from the sonar equipment shall be connected to the channel "B" input
of the recorder-reproducer. The loudspeaker (LS-305/SIC) shall be connected to the output of channel "A" and the wide range loudspeaker
shall be connected to the output of channel "B".
Where more than two channel recording facilities are required, the equipment shall consist of a recorder-reproducer set, Type
AN/UNQ-8, microphones with holders, microphone jackboxes, headset, wide range loudspeaker, and amplifier-loudspeaker.
Drawing, NAVSHIPS No. 815-1853307, shall be used for guidance in developing system ship construction drawings.
Circuit 4VR - ECM recording system - This system shall provide a means of recording and reproducing signals intercepted by the
ECM equipment.
Equipment for this system shall consist of a recorder-reproducer set AN/UNQ-7, an electronic tuning fork, microphone with holder,
headset, and two loudspeakers, Type LS-305/SIC.
Drawing, NAVSHIPS No. 815-1853308, shall be used for guidance in developing system ship construction drawings.
Portable sound recorder-reproducer - Stowage facilities shall be provided for portable sound recorder-reproducers.
Television Systems:
Circuit 3TV - General topside surveillance television system - This system shall provide a means of transmitting general views of
significant topside areas to remote stations.
A remotely controlled weatherproof television camera shall be installed at a location that will enable it to scan in all horizontal
directions. Viewers shall be provided at safety observers station, Pilot House, central control station or damage control central, missile
operations station, weapons control station, and wardroom.
The camera shall include facilities for the remote control of training, elevation, lens focal length selection, and focus.
Switching facilities shall be provided at the master control station to transfer camera control functions to any viewing station.
The master camera control station shall include facilities for photographically or magnetically recording the video information for
future reference.
Circuit 4TV - CIC television system - This system shall provide a means for the transmission of plotting board information to remote
stations.
A television camera shall be provided at the automatic summary plotting board with viewers at Pilot House, flag plot, Commanding
Officer's tactical plot, CIC (detection and tracking area), weapons control area, and helicopter direction area.
A remote camera control unit shall be provided.
Circuit 6TV - Flight and hangar decks surveillance television system - This system shall provide a means of transmitting visual
information regarding the status of aircraft on the flight deck and hangar deck to remote stations.
Remotely controlled cameras, with appropriate lenses, shall be installed on the island structure for complete coverage of the flight
deck. Remotely controlled cameras shall be installed on the hangar deck for complete coverage of the hangar deck area. Pan and tilt
controls for the flight deck and hangar deck cameras, respectively, shall be installed in flight control and flight deck control.
Television viewers capable of receiving camera combinations shall be provided in Pilot House, flight deck control and air group line
operations, flight control, hangar deck control, CIC (air operations area), and CIC (traffic control area).
Equipment racks shall be provided in the television control room.
Circuit 7TV - Operations control television system - This system shall provide a means of transmitting audio and visual information
from the combat operations center spaces to remote stations.
Television cameras shall be installed at various strategic locations in the operations control area. Remote camera selector switches
shall be provided at each location. Remote control for each camera shall be located at equipment cabinets and in the combat operations
center. The equipment cabinets for the system shall be located in the combat operations center.
Viewers shall be installed at stations directly concerned with combat operations center. One monitor viewer shall be installed at the
equipment cabinet location and in other locations in combat operations center.
An audio distribution system shall be provided with a microphone at each camera location connected to an amplifier and associated
equipment at the equipment cabinet location which shall be connected to a loudspeaker at each monitor location.
Circuit 8TV - Pilot landing aid television system - This system shall provide for display over remotely located viewers, the approach
and landing of ship's aircraft along with related information such as date, time, wind speed, and aircraft speed.
This system shall consist of a closed circuit television circuit operating jointly as an integrated system through centralized control,
switching, and distribution equipment located in a television control room. The system shall provide for recording the video and audio
information on video tape, and for distribution of this information either live or from video tape permitting immediate playback of the
recorded information to remotely located television monitors. The system shall also provide for the recording of two audio transmissions
on the same video recorder.
Equipment for the system shall consist of the following:
High sensitivity camera chains, two located on the center line of canted flight deck with stabilized mirror system to view
landing aircraft, and two located on the island structure to view flight deck.
Vidicon camera chain in PLAT control room for viewing camera data display board.
Video tape recorder located in PLAT control room.
Section 433
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Viewers located in each squadron ready room, monitor viewers in area of centerline deck cameras for set up and adjustment,
and television control room for set up and monitoring; viewers located in stations such as flag display and briefing, flag plot, Pilot House,
each educational personnel training room, one each CIC (air operations area) and (carrier air traffic control center), viewer located in
weatherproof enclosure located on the LSO platform to view approaching aircraft, loudspeaker with volume control located at each
viewing location, audio location, audio amplifier located in the television control room, microphone located in flight control and CIC
(carrier air traffic control center), equipment racks located in the television control room, camera data display board located in the
television control room; control and distribution switching equipment for both audio and video pickup and distribution with associated
racks located in television control room.
The viewers will provide for viewing the same data that is being recorded on the video recorder.
Audio from LSO radio and microphone, audio from flight control and CIC (carrier air traffic control center) shall be supplied to the
video tape recorder.
The data display board and deck mounted shear head shall be fabricated in accordance with NAVORD drawings for the system
installation.
Circuit 9TV - Ready room briefing television system - This system shall provide a means of transmitting plotting board information
from the air intelligence room to each ready room and briefing room.
Television cameras shall be installed in the air intelligence room at various plotting boards. Aerological information shall be
transmitted from the air intelligence room if the meteorological room is located contiguous to the air intelligence room. However, where
the meteorological room is located so that this is not feasible, a television camera shall be installed in the meteorological room. Equipment
racks shall be installed in the air intelligence room.
Viewers shall be installed in each ready room and briefing room. Monitor viewers shall be installed in the spaces where the cameras
are located for camera adjustment purposes.
Circuit 10TV - TALOS missile television system - This system shall include circuits required to provide transmission of signals
between cameras, television viewer monitors, viewers, and associated equipment.
Cabling and junction boxes with plug connectors (receptacles wired and matching plugs) shall be installed to enable equipment
installation for evaluation of missile systems performance. One junction box shall be installed for each missile tracking viewer and shall
be installed in each missile radar and control room. In addition, each missile director shall have a junction box installed for television
camera cabling connections.
Circuit 11TV - TERRIER missile television system - This system shall include circuits required to provide transmission of signals
between cameras, television viewer monitors, viewers, and associated equipment.
installation for evaluation of missile systems performance. One junction box shall be installed for a television recording viewer in the
missile weapon control switchboard and computer room. One junction box for each missile tracking viewer shall be installed in each
missile radar and control room. In addition, each missile director shall have a junction box installed for television camera cabling
connections.
Circuit 12TV - TARTAR missile television system - This system shall include circuits required to provide transmission of signals
between television cameras, television viewer monitors, viewers, and associated equipment.
installation for evaluation of missile systems performance. One junction box for a television recording viewer in the missile weapon
control switchboard and computer room. One junction box for each missile tracking viewer, shall be installed in each missile radar and
control room. In addition, each missile director shall have a junction box installed for television camera cabling connections.
Circuit 14TV - Shipboard information, training and entertainment television system - This system shall provide for the transmission
of ship's information, training and entertainment programs from a central television studio and control room to remote viewers.
This system shall provide for the transmission of activity of control panels, switchboards, and compartments.
Viewers shall be installed in wardroom, commanding officer's stateroom, CPO quarters, and crew mess.
For education and entertainment, a camera and monitor viewer shall be located in the intelligence and education office for use with
the 16mm sound projector. A UHF-VHF monitor control receiver shall be installed in this station for the selection of the television
broadcast channel to be transmitted to the viewers.
The crew mess and CPO quarters viewers shall be provided with a selector switch to permit selection of movie or broadcast
entertainment.
A portable video recorder shall be provided.
Facilities shall be provided to mute the audio signals during the transmission of alarm signals, and to attenuate the audio signals
during voice transmissions over the general announcing system.
Circuit 15TV - Entertainment television antenna distribution system - This system shall provide for the reception and distribution of
television for the entertainment of the ship's personnel.
Section 433
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Outlets shall be provided in stations such as: Captain's cabin, flag cabin, chief of staff cabin, executive officer's cabin, CPO lounge,
wardroom lounge, and crew recreation room.
A demountable omni-directional antenna shall be installed in a suitable receiving area without undue interference to other antennas.
The selected location shall provide easy access for demounting of the antenna.
A broad band distribution amplifier shall be provided in the antenna line at a suitable location in the superstucture. Line splitters and
matching transformers shall be provided for the television outlets.
The system shall be designed to provide a minimum antenna signal at each outlet location of 2,000 microvolts on each VHF channel
in the primary reception area. The signal strength at the antenna in a primary reception area shall be considered to be not less than 5,000
microvolts. A minimum isolation of 15 decibels shall be provided between each outlet location.
Drawing, NAVSHIPS NO. 815-1853309, shall be used for guidance in developing system ship construction drawings.
Entertainment systems:
Circuit SE-Entertainment system - This system shall provide a means of transmitting recorded and radio programs for the
entertainment of personnel in various areas in the ship.
The equipment shall consist of a Type 1 audio entertainment unit, twenty reels of magnetic tape and loudspeakers installed in the
specified compartments.
The audio entertainment unit shall be comprised of two recorder-reproducers, an automatic record player and four power amplifiers
enclosed in a single enclosure and shall be installed in the ship entertainment equipment room.
For ships provided with a central television studio, the equipment room shall be adjacent to the television control room.
Stowage facilities for twice the required number of reels of magnetic tape shall also be provided.
The radio inputs to the audio entertainment unit shall be supplied from the entertainment radio receivers (see Section 400), which
shall be installed in the ship entertainment equipment room.
Loudspeakers shall be installed in officers staterooms, cabins, sea cabins, troop officers' bunkrooms, wardrooms, messrooms and
lounges, CPO and crew living, recreation and messing spaces, troop living and messing spaces, marine living spaces, and medical spaces.
Grouping and action cutout switching of loudspeakers is not required. A single multipair telephone type cable shall be used for all
four channels to all loudspeakers. Each loudspeaker shall be connected to receive simultaneous transmission of each of four program
channels with selection and volume control provided at the loudspeaker. The loudspeaker shall be installed to permit convenient operation
of the channel selector and volume control.
A monitor loudspeaker shall be installed in the ship entertainment equipment room.
Each amplifier in the audio entertainment unit shall be interconnected with the control cabinet of the general announcing system
(circuit 1 MC) to provide for the muting of all four program channel outputs during transmission of alarm signals, and attenuation during
voice transmission over the general announcing system.
Each of four amplifiers in the audio entertainment unit shall be individually tested using a 1,000 hertz amplitude modulated signal
applied to the auxiliary inputs with the output level controls set to deliver 70-volts (rms) at the output of each amplifier. All loudspeakers
shall be connected to the amplifier being tested. The volume selector control of each loudspeaker in the compartment being tested shall be
set to the maximum position while determining the decibel level.
Sufficient loudspeakers shall be installed in each compartment to provide an average of 40 plus or minus 5 decibels (dB) above the
ambient noise level in each of the officers wardrooms, messrooms, and lounges, CPO messrooms and lounges, crew messrooms and
recreation rooms, medical operating rooms and wards, medical, dental and troop messing spaces (ambient level shall be considered as 40
dB).
Loudspeaker shall be installed to provide 40 plus or minus 5 dB above the ambient noise level when measured 10 feet (maximum
length of compartment if under 10 feet) from the loudspeaker in each of the officers staterooms, cabins and sea cabins and CPO, crews,
marine, and troop living spaces, with one loudspeaker to be mounted in an open area or areas (ambient level shall be considered as 40 dB).
Circuit MP - Sound motion picture system.- This system shall be installed in ships fitted with a motion picture projection booth. The
arrangement of the system equipment shall be in general accordance with drawing, NAVSHIPS No. S8501-74072, for an aircraft carrier
hangar space, and drawing, NAVSHIPS No. S8501-74082, for topside booth installation.
A fixed pipe frame shall be provided on aircraft carriers for the projection screen with overhead stowage facilities. A takedown type
pipe frame shall be provided on ships with a topside booth for the projector screen. The size of the frames shall be determined from the
size of the screen furnished in accordance with Mil. Spec. MIL-S-260. A double receptacle shall be installed at the workbench in the
projection equipment room; two double receptacles shall be installed at the topside projection location; and a single receptacle shall be
installed in wardroom, CPO, and crew messrooms.
The projection booth shall be fitted with a workbench. A stowage rack for a minimum of 15 film cases, each measuring 17 by 17 by
5 inches, shall be provided.
For the topside location, a 110-volt 60-cycle receptacle shall be installed in a convenient location for the equipment's use.
A portable 16mm film splicer and a portable 16mm rewinder, Type I, Mil. Spec. MIL-R-12956, shall be provided in the projection
booth.
Portable sound motion picture equipment - In ships where a topside projection booth is not required, a rail mounting stand for
projector, drawing, NAVSHIPS No. S8501-921900, and a takedown type pipe frame, for the projection screen shall be provided. If the
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distance between the projector location and the loudspeaker location is more than 50 feet, a Type TTFF WA-1-1/2 cable, with a Type
G-15A sound-powered telephone jackbox at each end, shall be installed between the two locations. Information plates inscribed; MOVIE
AMPLIFIER TO LOUDSPEAKER, and MOVIE LOUDSPEAKER TO AMPLIFIER shall be attached to the appropriate jackboxes. One
15-foot length of portable cable, Type DCOP-2, with a Type XL-3-125C connector at one end, and a Type H-39A sound-powered
telephone plug at the other end, shall be provided for connecting to the amplifier. One 12-inch length of portable cable, Type DCOP-2,
with a Type H-39A sound powered telephone plug at one end, and a Type XL-3-11SC connector at the other end, shall be provided for
connecting to the loudspeaker.
Stowage for portable projection equipment shall be provided in the motion picture projection equipment room. The room shall be
fitted with a workbench, and a stowage rack for a minimum of 15 film cases, each measuring approximately 17 by 17 by 5 inches.
A double receptacle shall be installed at the workbench in the projection equipment room; two double receptacles shall be installed at
the topside projection location; and a single receptacle shall be installed in wardroom, CPO, and crew messrooms.
A portable 16mm film splicer and a portable 16mm rewinder, Type I, Mil. Spec. MIL-R-12956, shall be provided in the projection
equipment room.
Still picture projection equipment - Stowage shall be provided in the motion picture projection equipment room for portable still
projection equipment. In aircraft carriers, an overhead projector and associated screen shall be provided in each squadron ready room.
Insulation resistance tests and performance tests of repaired, overhauled, modified and new amplified voice communication,
recording, television, and entertainment equipment shall be conducted in accordance with Section 430 and as follows:
The insulation resistance measurement shall be made on conductors to loudspeakers prior to their final connections. The
microphones shall be unplugged when measuring cables between amplifier and microphone stations. All switching at the action cutout
(ACO) sections of the IC switchboard shall be included in the measurement of amplifier input and output circuits. An insulation resistance
value of 50,000 ohms or greater between each conductor and ground is satisfactory.
All new intercommunication announcing systems installed as specified in this specification shall be tested for compliance with Mil.
Spec. MIL-I-24078 and operationally tested as specified in publication NAVSEA 0965-073-3010.
Section 433
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Edition
1996

SECTION 435
VOICE TUBES AND MESSAGE PASSING FACILITIES
435a. Scope
This section contains processes and procedures for the repair, overhaul, modification, and installation of voice tubes and message
passing facilities. This section also provides the use of electronic mail for facsimile systems as alternate message passing facilities.
The requirements in this section supplements those in Section 430.
435b. General
and not necessarily intended to return overhauled items to the original manufacturing drawing/technical manual tolerances. The
Supervisors Work Specification shall identify the extent of overhaul authorized for the item. The overhaul and test shall be in accordance
with established documentation or applicable technical manuals.
Voice tubes, message passing facilities and electronic passing facilities in secure information processing spaces, as specified in
Section 402, shall be installed, modified, and repaired to meet the requirements of MIL-STD-1680.
The following requirements apply to modified systems/equipment.
The tubing for voice tubes, passing tubes and couplings shall be in accordance with Mil. Spec. MIL-T- 20219. Tube runs shall be as
short and direct as possible, and shall be installed with a minimum of joints and bends. The minimum bend radius for voice tubes shall be
12 inches. Tubes shall be installed close under deck beams and, wherever possible, shall be routed through the lightening holes of beams.
Tubes penetrating decks and watertight or airtight bulkheads shall be brazed into sleeves welded to the structure. Tube sections shall be
brought into contact inside couplings, and there shall be a smooth transition between the inner surfaces at section joints. Joints shall be
sweated.
In new installations, voice tubes shall have an outside diameter of 3 inches, and shall terminate in suitable locations and at proper
heights for the operating stations. For modifications to existing systems, use the same size tubing as the existing system. Voice tubes shall
be numbered and provided with label plates in accordance with Section 305.
Electronic message passing facilities shall consist of computerized electronic mail technology and/or facsimile terminals utilizing
ships existing telephone or Local Area Network (LAN) systems. The equipment within the space shall be located to insure maximum
practical accessibility and usefulness.
On ships designated for electromagnetic pulse (EMP) protection, all tube penetrations to the weather must be welded 360 degrees in
accordance with MIL-STD-1310F, and Section 406.
Pneumatic message tubes are no longer used and may be permanently removed when disturbed as an interference item for other
work. This includes the pneumatic tubes and the associated air piping. Any pneumatic tube left remaining shall be blanked and identified.
Voice tubes and associated bells, buzzers and horns; when removed as an interference item or when damaged are not to be restored
except as desired by ship.
435c. Installation Requirements for Systems
Voice tube fittings and appliances shall be in general accordance with drawings, NAVSHIPS Nos. S6503-73314 and S6503-73345 or
MILSTD777. Voice tubes to weather stations shall have drain holes fitted with plugs in low spots in tube runs.
Methods of installation of voice tubes shall be in general accordance with drawing, NAVSHIPS No. 9-S-2878-L.
Voice tubes associated with ship control functions shall be fitted with a megaphone-type mouthpiece at interior stations and a hinged
cover mouthpiece at weather stations. The voice tube between the Pilot House and sea cabin shall be fitted with an open mouthpiece in the
Pilot House and a hinged cover mouthpiece in the sea cabin. Voice tubes between machinery stations shall be fitted with open
mouthpieces.
Calls. Calls shall be provided for voice tubes as follows:
A push button and buzzer type IC/Z1S4 shall be installed in the Pilot House and Captains's Sea Cabin adjacent to the terminations of
the voice tube between these stations with each push button connected to energize the respective buzzer. Push buttons at the Pilot House
chart table and Chart Room chart table connected to energize a type IC/B1S4 bell at each Flag Bridge perlorus (port and starboard), shall
be installed adjacent to the terminations of the voice tube. Push buttons at flag plot, connected to energize a type IC/B1S4 bell at each flag
bridge, pelorus (port and starboard), shall be installed adjacent to the terminations of the voice tube.
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Bells, buzzers, and horns shall be in accordance with MIL. SPEC. MIL-A-15303. Pushbuttons shall be in accordance with drawings,
NAVSHIPS Nos. 815-1853053, S6202-73755, or S6202-73756. Each call system shall be designated as circuit VT and assigned the same
number as its associated voice tube. Power shall be obtained from the nearest local lighting system supply.
Message passing facilities - Message passing facilities shall consist of message passing scuttles and message passing tubes to
facilitate the transmission of written messages between stations.
Electronic message passing facilities shall consist of computerized electronic mail technology and/or facsimile terminals
utilizing ships existing telephone or Local Area Network (LAN) systems. The equipment within the space shall be located to insure
maximum practical accessibility and usefulness.
Message passing scuttles - Message passing scuttles (see Section 625e) - They shall be either Class 1 or Class 2. A Class 1 passing
scuttle shall consist of a 10-inch horizontal opening, 6 inches wide, through which messages can be passed in either direction between
stations. A Class 2 passing scuttle shall consist of a 10-inch horizontal opening, 1-1/2 inches wide, for passing messages in one direction
only. The passing side of the opening shall be fitted with a hinged cover having the same degree of tightness as the bulkhead; the hinged
cover shall be omitted in non-tight bulkheads. The receiving side of the opening shall be fitted with a sloping shield to obstruct the view
from outside the space.
Passing scuttles shall be located at a convenient height above the deck. A container for receiving the messages shall be provided at
the receiving side of each scuttle.
Class 2 scuttles shall be installed for passing messages to secure spaces.
Message passing tubes - Passing tubes shall have an outside diameter of 3 inches. Each end of the passing tube shall be fitted with a
hinged cover held closed by a spring. A rod fitted with a clip for holding messages shall be provided at each station for passing messages
through the tube.
Technical documentation for systems under this section shall comply with Section 430.
Voice Tube System.
Tests shall be performed to demonstrate proper voice tube call bell operation and intelligible two-way communication between
stations.
Electronic message passing facilities shall be inspected for location and installation. Operation of each station shall be demonstrated.
Special features identified in the equipment technical manual shall be demonstrated. Insulation resistance test and performance test of
required, overhauled, modified and new equipment shall be conducted in accordance with Section 430.
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SECTION 436
ELECTRICAL ALARM, SAFETY, AND WARNING SYSTEMS
436a. Scope
This section contains requirements for installation, modification or repair of electrical alarm, safety and warning systems. The
requirements of this section supplement those in Section 430.
436b. General
New and modified systems.
The following requirements apply to installations of new systems equipment or modifications to existing systems equipment.
The systems described in this section are based on equipment requiring a 120-volt, single-phase, 60-hertz supply unless otherwise
specified in this section.
Power supplies for systems shall comply with Section 430. For cable and installation requirements, see Sections 304 and 430.
Equipment shall comply with Section 430.
The wiring diagrams for the systems as shown on drawing, NAVSHIPS No. S6504-1449001, shall be used for general guidance.
A common alarm switchboard, type IC/SM, shall be utilized in each machinery control station, each boiler operating station, and
each generator operating station. Each switchboard shall be provided with a separate audible alarm consisting of a type IC/H2S4 horn,
except where two switchboards are located in close proximity to each other, a type IC/H1S4 horn shall be used for one as the audible
alarm. Each system connected to one of the common alarm switchboards shall obtain its power supply from the associated alarm
switchboard. The common alarm switchboard in the machinery control station shall incorporate separate visual indications for circuits,
CT, EA, EH, 1EK, 1EQ, 1TD, 1SB dump valve, 3TK, EP, EZ, and 1EW, as applicable. The common alarm switchboard in the boiler
operating station shall incorporate separate visual indications for circuits EJ, 1EK, 1EQ, and 1TD, as applicable. The common alarm
switchboard in the generator operating station shall incorporate separate visual indications for circuits 2FC, 1ED, EF, EP and 2EW, as
applicable.
Where the stations are located in the same control area, a single switchboard shall be utilized for circuits, as applicable.
Systems using an alarm switchboard or alarm panel shall have a 6800-ohm, 2-watt resistor or equivalent connected across the
terminals of each triggering unit, to provide for the supervisory feature of the switchboard or panel. Where two or more triggering units
are connected in parallel, the resistor shall be connected only across the terminals of the most remote unit in the common line. Where
circuits of the alarm switchboard or panel are cascaded to an auxiliary alarm switchboard or panel, a resistor shall be connected across the
auxiliary contacts of the respective alarm relays on the master switchboard, to provide the supervisory feature for the cascaded circuits.
Systems using a local or remote extension audible and visual alarm shall be provided with a rotary cutout switch. The rotary cutout
switch shall be connected to de-energize the audible signal, but retain the visual signal until the sensing device and rotary cutout switch are
restored to normal positions.
Where flashing alarm indicator lights are specified, they shall flash at approximately 80 flashes/min unless otherwise specified.
Where remote extension signals are required for a particular system which shares a common alarm switchboard, the auxiliary contact
of the alarm switchboard line unit, for that particular system shall be connected to energize these signals. Power for these signals shall be
taken from the alarm switchboard supply.
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436c. Technical Documentation

436d. Circuit Requirements
Definitions and requirements for circuits shall be described by ship alteration records, ship information books and design data sheets.
Circuit BW - Catapult bridle arresterman safety indicator system - This system shall provide a means of signaling the bridle
arresterman and other personnel during catapult operations.
The installation shall consist of a two-dial indicator light (containing a flashing red and a steady green light), installed in a position
on the flight deck, for ready viewing at its respective catapult control station; and a two-dial light, type B-46-A, and a four-position switch
at each bridle arresterman's access shelter.
A two-dial indicator light shall be installed on the forward bow-deck edge of the flight deck for each forward catapult, and on the
forward outboard edge of the angle deck for each after catapult. Each flight deck light shall be of a size and brightness so as to be readily
distinguishable by the catapult officer in his normal launching position. A sunshade shall be provided for each light.
Each four-position switch shall be marked "OFF-RED-OFF-GREEN." Each switch shall energize its respective catapult indicator
lights on the flight deck and in the bridle arresterman's access shelter. Where catapults are adjacent, the switches in the respective bridle
arresterman's access shelters shall be connected so that the red positions are in parallel and the green positions are in series.
Foundations for the flight deck indicator light fixtures shall permit them to be hinged down.
Circuit BZ - Brig cell door alarm and lock operating system - This system shall provide for the remote operation of brig cell locks,
and for actuating alarm signals if a cell door is opened, or if the door switch circuit is tampered with.
The installation shall consist of an electrically-operated lock installed for each cell door. Each lock shall be remotely operated by
means of a push button, Type E-20 located at the brig sentry station. The locks shall be capable of manual operation in the event of a
power failure. In addition, a door switch, Type IC/DM-1-0 drawing, NAVSHIPS No. 401-1973965, shall be installed at each cell door and
connected to energize visual and audible alarm signals on an alarm panel, Type IC/B-52, with an IC/B2S4 bell nippled thereto, if a cell
door is opened or the door switch is tampered with. Both switches within the door switch enclosure shall be connected in parallel. The
alarm panel shall be installed at the brig sentry station.
Cables within the brig area shall be run in conduit.
Circuit CT - Main condenser high temperature alarm system - Circuit CT shall provide a means of warning operators of abnormal
high temperatures in the circulating water side of the main condensers. When the water temperature rises above the specified limit (see
Section 254), visual and audible alarms shall be energized on the common alarm switchboard in the associated machinery room and at each
operating station from which the main circulating water pumps can be started.
Circuit CX - Bacteriological laboratory and pharmacy combination refrigerator failure alarm system. This system shall provide a
means of warning when there is a failure in the bacteriological laboratory and pharmacy refrigeration system. The installation shall consist
of thermostat switches provided with the equipment, and shall be connected to a type E1D1 unit, located in the medical department office,
to provide an audible and visual alarm when temperature varies from predetermined limits. The power supply for the alarm shall be the
same as that provided for the refrigerator compressor motor. Connections shall be made in the connection box provided within the
refrigerator compressor motor compartment.
Circuit DL - Secure communication space door position alarm system - This system shall provide a means of warning the supervisor
of a secure processing area when each emergency exit door or hatch in the space is opened.
The installation shall consist of a switch, Type S193A (modified to close when door or hatch is open, drawing, NAVSHIPS No.
S6202-74052, installed at the emergency exit, connected to energize an indicator light, single-dial with red lens, and a buzzer, Type
IC/Z1S4, installed at the supervisor's position.
Where more than one emergency exit is provided, switches shall be connected in parallel. All switches shall be located within the
protected space.
Circuit DW - Wrong direction alarm system - This system shall provide a means of warning personnel at the propulsion gageboard
(steam turbine-driven surface ships) or propulsion control cubicle (certain diesel-driven surface ships) when the wrong main throttle or
propulsion control device has been operated in response to an order acknowledged over either the engine order system or over the motor
order system. The installation shall consist of contacts in "ahead" and "back" positions of the engine order (or motor order)
indicator-transmitter (circuit MB) on the propulsion engine gageboard. The "ahead" and "back" contacts shall be connected in series with
contacts on the main throttle valves (or propulsion control device), which shall energize a warning circuit if the throttle (or propulsion
control) is operated so as to produce operation of the engine (or motor) in a direction opposite to that ordered and acknowledged. On ships
with controllable pitch propellers, the contacts shall be located in the propeller pitch control mechanism. The alarm shall consist of a Type
IC/B2S4 bell and an indicator light (red lens). The bell shall be installed adjacent to the associated throttle handwheel or propulsion
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control board. The indicator shall be installed on the propulsion control board. The power supply shall be obtained from terminals
contained within the associated indicator-transmitter of the engine order (or motor order) system.
Circuit EA - Fireroom emergency signal system - This system shall provide a means of indicating a fireroom casualty to the
respective machinery room.
The installation shall consist of a self-locking manual release switch at each exit from the fireroom, connected to energize alarm
signals on the machinery room common alarm switchboard.
Circuit 1EC - Propulsion machinery lubricating oil low pressure alarm systems - This system shall provide a means of indicating low
oil pressure in the lubricating oil supply lines to propulsion engines (150 hp and larger), reduction gear bearings, and main thrust bearings.
The installation for each propulsion unit shall consist of a pressure-operated switch installed in the lubricating oil service system as
specified in Section 262.
The switch shall be actuated when the lubricating oil supply pressure drops below the specified limit. Actuation of the switch shall
energize audible and visual alarm signals located at the propulsion control station in the associated machinery room. The audible signal
shall be a type IC/S1S4 siren operated via a relay installed in an enclosure. The installation shall provide for an audible alarm cutout. The
visual alarm shall consist of a four-dial lamp type indicator with white (power on), amber (audible alarm cutout), red (alarm) lenses, and a
push-to-test switch for testing the audible and visual alarms of the complete circuit. Sirens installed in operating stations which have been
enclosed shall have a limited output capability of 90 plus or minus 5 decibels.
Audible and visual extension signals shall be installed at the standby pumps. The audible signal shall be a type IC/S1S4 siren
operated via the relay installed at the propulsion control station. The visual signals shall be a four-dial lamp type indicator with white
(power on), amber (audible alarm cutout), and red (alarm) lenses; the remaining lens shall be black. A rotary snap switch shall be installed
for audible alarm cutout.
The above sirens shall not be used in any other alarm circuits in this space.
Circuit 2EC - Auxiliary machinery lubricating oil low pressure alarm system - This system shall provide a means of indicating low
oil pressure in the lubricating oil lines to bearings of the ship service turbine generators and the emergency diesel generator.
A separate installation shall be provided for each turbine generator and each emergency diesel generator. The installation for each
generator shall consist of a pressure-operated switch installed in the lubricating oil line at a location most remote from the oil supply. The
switch shall be connected to energize audible and visual alarm signals on the respective alarm switchboard, if the oil pressure in the line
drops below a specified limit.
Circuit 1ED - Generator air high temperature alarm system. - This system shall provide a means of indicating high temperature of the
cooling air exhaust of the ship's turbine generators and diesel generators (500 kw and above, if equipped with air coolers).
The installation shall consist of a thermostatic switch installed in the exhaust to the cooler of each unit. This switch shall be
connected to energize audible and visual alarm signals when the temperature of the circulating air of the generator rises above a specified
limit.
The alarm signals shall be incorporated in the respective generator common alarm switchboard.
Circuit 2ED - Oxygen-nitrogen generator plant low temperature alarm system - This system shall provide a means of indicating low
temperature in the oxygen and nitrogen pump discharge lines. A separate installation shall be provided for each oxygen-nitrogen
generating plant. Each shall consist of a thermostatic switch installed in the oxygen discharge line and in the nitrogen discharge line to
energize visual and audible signals installed in the oxygen-nitrogen producer room.
The alarms signals shall consist of an IC/B-51 or IC/B-52 alarm panel, and nippled Type IC/H1S4 horn. A separate circuit
indication shall be provided for each thermostatic switch.
Circuit EF - Generator bearing high temperature alarm system - This system shall provide a means of indicating high temperature in
the bearings of generator sets (200 kw and above).
The installation shall consist of thermostatic switches which will energize audible and visual signals when the bearing temperature
rises above a predetermined limit. Audible and visual signals shall be incorporated in the associated generator common alarm
switchboard.
Circuit EG - Propeller pitch control hydraulic oil system low pressure alarm system - This system shall provide a means for
indicating low pressure in the propeller hydraulic oil system at the propeller control consoles. Separate circuits shall be installed for each
propeller.
The installation shall consist of a pressure-operated switch installed in the propeller pitch control hydraulic oil system connected to
energize an indicator light (red lens) in the Pilot House steering control console and another at the propulsion control station.
An audible alarm shall be installed with a rotary snap switch, to silence the audible alarm, at each station. For multiple installations,
the audible alarm shall be common to each circuit. The pressure at which the switches shall energize the indicator lights and audible
alarms shall be as required by the design of the propeller pitch control hydraulic system.
Circuit EH - Gas turbine exhaust high temperature alarm system - This system shall provide a means of indicating high temperature
of the gas turbine exhaust.
The installation shall consist of a thermostatic switch in each gas turbine exhaust which will energize audible and visual signals.
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Circuit EJ - Feed pressure alarm system - This system shall provide a means of indicating low pressure of the main feed booster
pump discharge.
The installation shall consist of pressure operated switches located in each main feed booster pump discharge connected to energize
alarm signals on the boiler operating station common alarm switchboard, when the pressure falls to a predetermined value above the lowest
safe feed booster pump discharge pressure, or, when automatic shutdown devices are used, to a predetermined value above the pressure at
which the shutdown devices operate. A Type IC/B3S4 bell and a two-dial indicator light (one red "alarm" and one white "power-on") lens
shall be installed at each associated main feed booster pump station and each main feed pump station connected to be energized by the
pressure switches.
A rotary snap switch shall be installed at each main feed operating station to silence the audible alarm at these stations.
If the feed and booster pumps are in the same vicinity, only one bell and one two-dial indicator light shall be installed at the location.
Circuit 1EK - Pneumatic control air pressure alarm system - This system shall provide a means of indicating low pressure in the
accumulator for air operated clutches of propulsion diesel engines, and in pneumatic control system lines.
The installation shall consist of pressure-operated switches located in the air pressure lines, which will operate when the pressure
falls below a predetermined limit. Visual and audible signals shall be incorporated in the common alarm switchboards in the associated
machinery and boiler operating stations.
Circuit 3EK - Catapult steam cut-off and alarm system - This system shall provide a means of indicating a "valve open" and "valve
closed," as well as a means of automatically and remotely cutting off the steam to the catapults when the pressure in the steam lines to the
catapult steam stop valves falls below a specified limit.
A separate circuit shall be provided for each catapult main steam line.
The installation shall consist of a pressure-operated switch installed in the steam line to the catapult steam stop valves to actuate the
closing mechanism provided with each steam stop valve when the steam pressure falls below the specified limit. The closing action of
each valve shall operate a switch to de-energize the "valve open" indicator light at the associated remote valve control station and in the
associated machinery room enclosed operating station. When the valve reaches the closed condition, a second switch shall energize the
"valve closed" indicator light. The indicator shall also provide a "power on" indication.
A push-button switch shall be installed in the associated machinery room enclosed operating station and associated valve control
station on the damage control deck, for remote closing of the steam stop valves in the event of failure of the pressure operated switch.
Circuit EL - Radar cooling lines temperature and flow alarm system - This system shall provide a means of indicating high
temperature and low flow in the liquid cooling line to each radar.
The installation shall consist of a thermostatic switch and a flow meter (0-10 gal/min range with alarm contacts capable of being set
at any point between 1/2 and 10 gal/min) installed in the cooling lines upstream from the heat exchanger for each radar. The respective
unit shall energize alarm signals when the temperature of the water exceeds or the rate of flow is below a specified limit.
The alarm signals shall consist of a Type IC/B-52 alarm panel and Type IC/B1S4 bell installed in the associated missile director
room. Extension alarm signal for high temperature and low flow shall be incorporated on the radar coolant system status indicator light
panel provided at the radar consoles.
Circuit EP - Gas turbine lubricating oil high temperature alarm system - This system shall provide a means of indicating high
temperature of the lubricating oil to the gas turbine.
The installation shall consist of a thermostatic switch installed in the discharge line from the lube oil cooler for the gas turbine. The
switch shall actuate audible and visual alarm signals when the temperature of the lubricating oil exceeds the specified limit. The alarm
signals shall be incorporated on the associated common alarm switchboard.
Circuit 1EQ - Desuperheater high temperature alarm system - This system shall provide a means of indicating high temperature in
discharge from external line desuperheaters.
The installation shall consist of a thermostatic switch installed in each desuperheater steam discharge line, to energize an audible and
visual signal on the common alarm switchboard at the associated boiler operating station, when the temperature of the desuperheater steam
discharge rises above a predetermined limit. A separate visual indication shall be provided for each thermostatic switch.
Extension signals for each desuperheater shall be provided on the associated machinery control station common alarm switchboard.
Circuit 1EW - Propulsion engine circulating water high temperature alarm system - This system shall provide a means of indicating
high temperature of diesel engine circulating water. It shall be installed for all propulsion diesel engines of 250 hp and over and for each
diesel generator set.
The installation shall consist of thermostatic switches located in the circulating water lines that will operate when the water
temperature exceeds a limit determined from the engine design. This system shall be provided with separate indication on the machinery
room common alarm switchboard.
Circuit 2EW - Auxiliary machinery circulating water high temperature alarm system - This system shall provide a means of
indicating high temperature of the emergency generator diesel engine circulating water.
The installation shall consist of a thermostatic switch installed in the circulating water line, connected to energize audible and visual
alarm signals when the water temperature exceeds the specified limit.
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The audible and visual alarm signals shall be incorporated in the common alarm switchboard for the emergency diesel generator.
Circuit EZ - Condenser vacuum alarm system - This system shall provide a means of indicating when the vacuum in a main
condenser decreases below a pre-determined value.
The installation shall consist of a vacuum operated switch in the vacuum gage line of each condenser, connected to energize an
individual red indicator light on the machinery plant monitoring panel in the central control station when the vacuum of a main condenser
decreases below a specified limit. A separate white pilot light shall be installed on the monitoring panel to indicate power available.
Circuit F - High temperature alarm system - This system shall provide a means of indicating high temperatures in certain
compartments. Thermostats shall comply with Mil. Spec. MIL-S-16032.
The installation shall consist of two or more thermostats, Type IC/J-105, IC/J-125 or IC/J-150, installed in the following spaces:
IC/J-105
Check-out areas
Handling rooms
Magazines and spaces where ammunition or critical propellants are stowed.
Ready service rooms
IC/J-125
Aviation storerooms
Compressed gas stowage spaces
Flammable liquid storerooms
Nuclear facilities space (other than weapons)
Paint mixing and issue rooms
Storerooms containing flammable materials
IC/J-150
Cargo holds
Cargo spaces
Helicopter hangar
In addition to the above thermostats, manually-operated lever switches shall be installed in each conflagration station, and OOD
stations in aircraft carriers, amphibious assault ships and at each point of egress from hangar spaces on ships with helicopter hangars. The
latter switches shall be connected in parallel with the most remote thermostat in the hangar.
High temperature in any of the compartments containing thermostats shall be indicated on a Type IC/SM alarm switchboard installed
in a station which is continuously manned when underway. The location of the switchboard shall comply with the following order of
preference:
Central control station or damage control central
IC or combined IC and gyro room
Pilot House
In destroyer type ships, the alarm switchboard shall be located in the IC or combined IC and gyro room.
Extension signals for circuit 9F shall be connected to this switchboard, as applicable.
Not less than one thermostat shall be installed for each 250 square feet of deck area, or fraction thereof, and not less than two
thermostats per compartment. If a compartment is divided by arches or large projecting overhead girders, the number of thermostats shall
be based on the areas of the compartment divisions. All thermostats in one compartment shall be wired in parallel and connected to the
same line unit of the switchboard. Thermostats that are installed in spaces exposed to the radiant heat of the sun, such as on the overhead
in hangar spaces, shall be insulated from the steel structure.
Audible and visual extension alarm signals shall be installed in the Pilot House, each deck office (OOD station), secondary damage
control station, and each interior communication room. The extension alarm in the deck offices or OOD stations shall incorporate the
signals for the extension signals for circuits FH, and F, as applicable (In destroyer type ships, audible and visual extension alarm signals
shall also be installed in damage control central.)
The audible alarm signal in the Pilot House, secondary damage control station, and deck offices (OOD station), shall be connected
through a rotary snap switch. A warning sign with the label plate inscribed in red as follows shall be installed adjacent to the switch in
each of these stations:
WARNING: THIS SWITCH SHALL BE CLOSED ONLY WHEN THIS STATION IS MANNED
In aircraft carriers, the special weapons unit spaces shall be provided with a separated installation for forward and after spaces. The
installation shall consist of thermostats, Type IC/J-105, in special weapons magazines, a Type IC/SM switchboard in the associated special
weapons (SWU) office, and remote signals on the alarm switchboard in the central control station.
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In aircraft carriers, a separate installation shall be provided for airborne systems support center "S-D" shop and the aviation photo
interpretation storeroom. This installation shall consist of thermostats, Type IC/J modified for 80 degrees F and located one each in the
"S-D" shop and aviation photo interpretation storeroom, alarm panel, Type IC/B-51 and bell in central control station, with extension of
each alarm to a two-dial indicator light (red lens) and bell with ACO switch located in the airborne systems support center "S-A" shop.
Circuit 9F - ASROC launcher high temperature alarm system - This system shall provide a means for indicating when the
temperature in the ASROC launcher cells is above or below the specified limits.
The installation shall consist of eight sets of thermostatic switches (one set installed in each launcher cell, furnished with the
launcher) connected to actuate audible and visible alarm signals on a Type IC/SM alarm switchboard installed in the ASROC launcher
station. A separate circuit of the alarm switchboard shall serve each set of thermostatic switches. Each set of switches shall consist of a
high temperature switch (normally open contacts) and a low temperature switch (normally closed contacts). The two switches in each set
shall be connected in series, and a 2-watt, 6,800-ohm resistor or equivalent shall be connected across the contacts of the high temperature
switch to provide for the supervisory feature of the alarm switchboard. Cell temperature above normal will cause the high temperature
switch to close and actuate a visual target and the switchboard common alarm bell. When the cell temperature falls below normal, the low
temperature switch will open, break the supervisory circuit and operate a visual target and actuate the switch-board common alarm buzzer.
In addition, extension signals (common high temperature and common low temperature) shall be provided by connections to two line
units of the alarm switchboard (circuit F). The high temperature alarm signal connection shall be made from the extension signal relay
provided on the Type IC/SM alarm switchboard. The low temperature alarm signal connections shall be made from an additional
extension signal relay installed on the Type IC/SM alarm switchboard. The relay coil of the added relay unit shall be connected to be
energized simultaneously with the trouble buzzer on the Type IC/SM alarm switchboard. A 5-watt, 7,000-ohm resistor shall be connected
across contacts of each extension signal relay to provide for the supervisory feature of the alarm switchboard in damage control central.
Circuit 11F - FBM stowage area temperature and humidity alarm system - This system shall provide a means of indicating when
temperature and humidity in the FBM stowage area is outside the specified limits.
The installation shall consist of a thermostatic switch and humidistat installed in each level of the stowage area connected to actuate
alarm signals on the DATICO installed in the missile checkout area when the temperature varies from the specified limits (75 degrees F
plus or minus 10 degrees F) and the relative humidity exceeds 50 percent.
Circuit 12F - Gyro oven temperature and power failure alarm system - This system shall provide a means of indicating when the
gyro oven and gyro oven room temperatures are above or below the specified limits, or when there is a failure of the main power or control
power to an oven.
Separate circuits shall be provided as follows:
Circuit 12F1 - This system shall provide a means of indicating when the temperature of the gyro oven room is above or below the
specified limits.
The installation shall consist of a thermostatic switch installed in the gyro oven room, which shall energize visual and audible alarm
signals on a Type IC/SM alarm switchboard installed at the security station, if the temperature varies from the allowable limits (75 degrees
F plus or minus 5 degrees F).
Circuit 12F2 - Gyro oven temperature and oven power failure alarm system - This system shall provide a means of indicating when
the temperature of a gyro oven is above or below the specified limit, or if the main power to an oven fails.
A separate installation shall be provided for actuating alarm signals for each oven. Each installation shall consist of a temperature
control thermostat and a remote alarm relay furnished with the oven. Operation of the temperature control thermostat closes the remote
alarm relay which in turn shall actuate alarm signals (common for high or low temperature and power failure) on the alarm switchboard
specified for circuit 12F1 in the security station.
Circuit FD - Flooding alarm system - This system shall provide a means of indicating when the level of water in the monitored
compartments is above the prescribed limits for the required conditions.
Sensors shall be installed in spaces that are below the waterline and subject to flooding resulting from improper operation,
malfunction or failure of water pumps, valves or fittings, and in spaces where flooding or water damage would affect ship stability or
would impair successful accomplishment of the ship mission. Examples of such spaces are engine rooms, auxiliary machinery rooms,
pump rooms, motor-generator rooms, emergency generator rooms, refrigeration machinery rooms, air-conditioning machinery rooms,
magazines, computer rooms, sonar spaces and supply spaces containing ammunition, dry cargo or electrical, electronic or engine parts
stowage.
For each normally dry space, such as sonar spaces, computer rooms and magazines, a liquid level switch, type IC/RL-1-U, shall be
installed in an after corner or where liquid normally would be expected to accumulate. The actuation level shall be set approximately 2
inches above the deck.
For bilges of a space, a liquid level switch, Type IC/R-1-U shall be installed at the lowest point of the bilge, on hardware that will
allow a total adjustment of 8 inches, in 2-inch increments, approximately 6 inches above the normal level of residual bilge water.
All switches installed in one compartment shall be connected in parallel to activate a single alarm sensor line. A supervisory resistor
shall be connected across the switch terminals most remote from the alarm display device.
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Flooding in any compartment containing a sensor shall be indicated on a type IC/SM alarm switchboard installed in a
normally-manned location. For surface ships, the switchboard shall be installed in a space such as Damage Control Central or Propulsion
Control.
Summary audible and visual extension alarms shall be provided as required such as the Pilot House and each OOD Station.
Circuit FH - Sprinkling alarm system - This system shall provide a means of indicating leakage or flow of water in the sprinkling
system lines serving the spaces specified in Section 521. The dry type sprinkling alarm system shall be provided in all conventional
ammunition spaces, handling rooms, magazines and similar spaces. The wet type sprinkling alarm system shall be provided in all missile
and nuclear magazine spaces as specified in Section 521.
The installation for the dry type sprinkling alarm system shall consist of a water switch installed in the piping system at the dry side
of each sprinkling control valve. Where gun mount projectile hoists are provided with sprinkling, a water switch shall be installed at the
top and bottom of the hoist. Each switch shall energize audible and visual alarm signals on the alarm switchboard specified for circuit F or
FH, if water is present in the sprinkling line due to opening of the sprinkling valve or leakage past the valve.
The installation for the dry type sprinkling alarm system shall consist of a water switch installed in the piping system at the dry side
of each sprinkling control valve. Where gun mount projectile hoists are provided with sprinkling, a water switch shall be installed at the
top and bottom of the hoist. Each switch shall energize audible and visual alarm signals on the alarm switchboard specified for circuit F or
FH, if water is present in the sprinkling line due to opening of the sprinkling valve or leakage past the valve.
The installation for the wet type sprinkling alarm system for each space shall consist of a water switch installed in the freshwater
charging system accumulator tank, and a pressure-operated switch installed in the supervisory pipe line to the sprinkling headers. The
switches shall be connected in parallel to energize audible and visual alarm signals on the alarm switchboard specified for circuit F or FH,
if water rises in the tank or the pressure in the supervisory pipe line drops to 40 lb/in2.
Missile magazines fitted with suppression systems additional circuits, such as 1FH-circuit No. 1, 2FH-circuit No. 2, as required, shall
be installed for each magazine. Each circuit shall provide for energizing alarm signals and for starting the associated motor-driven fire
pump (where required by Section 521) when there is a flow of water in the piping line supplying the magazine sprinkling and suppression
systems.
The installation shall consist of a flow switch installed in the common pipe line supplying the respective magazine sprinkling and
suppression systems, which, upon flow of water in the line, will energize a double-pole single-throw relay installed in the vicinity of the
flow switch. Operation of the relay shall close one set of contacts to energize alarm signals (circuit FH) on the alarm switchboard for
circuit "F" or "FH" and close the other set of contacts, connected via power system wiring, to start the associated motor driven fire pump
(where required by Section 521).
A remote alarm consisting of a two-dial indicator light, Type B-46A (one red and one white lens), and a siren, Type 1C/S1S4, shall
be installed in the associated missile assembly area. This audible and visible signal shall be connected to the circuit F or FH alarm
switchboard so that they are energized by the auxiliary contacts of the alarm relay circuit to which the 1FH and 2FH circuits are connected.
The auxiliary contacts of the alarm relay shall be supplied from the alarm panel supply so that the alarm circuit will be energized
only when the 1FH and 2FH function.
Each additional circuit which connects through the flow switch and relay coil shall be supplied from a local emergency lighting
distribution box.
Circuit FL - Flight deck landing area status light signal system - This system shall provide a means of signaling the landing signal
officer the status of the landing area under the supervision of the arresting gear officer.
The installation shall consist of a two-dial indicator light (red and green lenses) located aft of the LSO so that it can be viewed by
him during recovery of aircraft. A hand-held "pickle" switch shall be provided at the arresting gear officer's duty station to control the
indicator light. Naval Air Engineering Center drawing, No. NAEC-504883 shall be used for guidance.
Circuit FR - Carbon dioxide release alarm system - This system shall provide a means of indicating when carbon dioxide is released
in the compartment which is protected by a fixed carbon dioxide flooding system.
A separate installation shall be provided for each protected compartment. The installation for each space shall consist of a pressureoperated switch (manual reset) in the carbon dioxide discharge line, which shall actuate explosion-proof bells, type IC/B2S4 (EXP),
installed in the protected compartment, at access to the protected space, and a two-dial lamp type indicator (red alarm and white poweron lenses) installed outside of each access to the compartment, when the carbon dioxide is released.
Circuit 2FR-HALON 1301 release alarm system - This system shall provide a means of indicating when HALON 1301 is released
into compartments protected by a fixed HALON flooding system. A separate alarm and indicator system shall be installed for each
protected compartment and for both primary and reserve HALON systems, see Section 555.
Circuit 2FR is classified as a non-vital circuit. Power for circuit 2FR shall be obtained from an emergency lighting circuit external to
and not associated with the protected compartment.
The installation for each system shall consist of a pressure switch (manual reset type) located in the CO2 actuating line upstream of
the time delay device which shall be connected to energize audible and visual alarm signals (pre-discharge alarm, for "system actuated").
Another pressure switch (manual reset type) located downstream of the time delay device shall be connected to energize audible and visual
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alarm signals (discharge alarm, for "system discharged"). Audible and visual alarms shall be installed on each level inside machinery
rooms, fire rooms, engine rooms, at remote actuator stations for these spaces and at all entrances to these spaces. Inside each protected
space the audible alarms shall be IC/H8S4 horns and the visual alarms shall be either rotary red beacons or red strobe lights installed in
quantities as required to ensure audibility and visibility throughout the compartment. At each compartment. At each compartment access
and at the remote actuator stations the audible alarm shall be IC/B2S4 bells and visual indication shall be three-dial lamp type indicators
connected to indicate "power on" (white lens), "System Actuated" (amber lens), and "System Discharged" (Red lens). A self-resetting
audible signal cutout unit for the horns and bells shall be located at the remote actuator station for each protected compartment. Separate
indicator lights shall be installed for reserve halon systems.
In the central control station or damage control central the audible and visual alarm signals shall be provided via an IC/SM alarm
switchboard. A "system actuated" and "system discharged" alarm shall be provided for each protected compartment. On ships where
damage control central is not manned 24 hours per day a remote control selector switch shall be installed adjacent to the IC/SM alarm
switchboard in damage control central and a remote IC/SM alarm switchboard shall be installed in the pilot house and at each quarterdeck.
Audible and visual alarms shall not be installed in damage control central or central control station, pilot house, and at each
quarterdeck for compartments which are protected by Halon FF 1301 automatic fire extinguishing systems. The following warning plate
shall be installed at each red light and horn or bell inside the protected compartment, Warning: red lights and horns (or bells) indicate
halon system is actuated. Secure and evacuate the space. The following warning plate shall be installed adjacent to red light and bell at
the access to the protected compartment:
WARNING: RED LIGHT AND BELL INDICATE HALON SYSTEM IS ACTUATED DO NOT ENTER.
Circuit PA - AFFF station actuation alarm system - This system shall provide a means of indicating when any AFFF station is
actuated.
High capacity AFFF station - A high capacity AFFF station actuation visual indication and audible alarm status panel shall be
installed in the central control or damage control central. The status panel shall be installed on or in the vicinity of the fire pump
management panel (if provided). The panel shall contain an actuated indicator light (red lens) for each AFFF station, a single power
available light (white lens) and a single audible alarm (with silencing switch). Actuation of the alarm and indicator lights shall be as
follows:
For those stations having only a single-speed injection pump, the spare contacts on the "M" contactor in the pump motor controller
shall be used to energize the light for the station upon actuation of the pump.
For those stations having both a single speed and a two-speed pump the spare contacts on the "M" contactor in the single speed
injection pump motor controller shall be connected in parallel with a spare contact on the solenoid operated pilot valve (which operates the
seawater and AFFF discharge valves of the two-speed motor controller) in order that operation of either pump will energize the light for
that station.
The power available light shall be energized whenever power is being supplied to the status panel. A means to disconnect
(de-energize) each indicator light shall be provided to permit maintenance of the circuit without securing the other indicators. The power
to operate the indicator lights in the status panel shall be supplied from an emergency lighting source in damage control central.
Warning plates shall be installed on each controller and solenoid operated valve affected indicating the controller or valve is
energized from two separate power sources. The source of the power supplies also shall be identified on the label plates.
FP-180 station - FP-180 AFFF stations shall have a Type IC/L6 pressure switch installed downstream of the seawater control valve
to each FP-180 proportioner. The switch shall be adjusted to provide contact closure at 40 lb/in2 and shall actuate audible and visual
alarms in damage control central, similar to that required for high capacity AFFF stations.
Circuit FS - Flight deck ready light system - This system shall provide a means of indicating flight deck conditions during flight
operations.
Aircraft carriers The installation shall consist of a Type IC/Z1S4 buzzer, a two-dial indicator (red and green lens), transfer switch and push-button
switch located in the Pilot House, and similar equipment located on the flight control instrument panel in flight control.
The transfer switch in flight control shall energize either the red or green light of the two dial indicator in the Pilot House. The
push-button switch in the flight control station shall energize the buzzer in the Pilot House. The switches in the Pilot House shall serve to
energize the signals in flight control station in a similar manner.
Marker discs of the two dial indicator shall be stenciled as follows: Clear Deck (green lens), Fouled Deck (red lens).
A means for dimming indicators shall be provided.
Aviation Facility Ships
Helicopter landing lights
This circuit shall be installed between the Pilot House and the helicopter control station to provide control of the helicopter
operations from the Pilot House.
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The system shall consist of the following components installed in a splash-proof enclosure located in the Pilot House and watertight
enclosure located in the helicopter control station:
Three single-dial indicator lights:
One red lens marked "FOULED DECK"
One red lens marked "ORDER ACK"
One green lens marked "CLEAR DECK"
One relay DPST 115V, 60 Hz
One toggle switch, 3-position, marked "COMMENCE OPR," "OFF," "CEASE OPR"
One toggle switch, 3-position, marked "FOULED DECK," "OFF," "CLEAR DECK"
One toggle switch, momentary contact marked "OFF" and "MOM-ON"
Four single dial indicator lights:
One red lens marked "FOULED DECK"
One red lens marked "CEASE OPR"
One green lens marked "CLEAR DECK"
One green lens marked "COMMENCE OPR"
One horn type IC/H234 shall be located in the helicopter control station.
The system shall be connected so that operation of the toggle switch in the Pilot House will illuminate the appropriate indicator light
in the helicopter control station, sound the horn via the relay contacts that are closed when the relay coil is de-energized, and maintain
"order acknowledged" circuit via the contacts of the relay that are open when the relay coil is de-energized.
The three-position toggle switch in the helicopter control station shall be connected to operate the appropriate indicator lights in the
Pilot House and helicopter control station.
The "clear deck" indicator light circuit shall be routed via the interlock(s) provided with the helicopter elevator if the elevator is
equipped with an interlock.
The momentary contact toggle switch shall be connected to silence the horn by energizing the relay coil.
The relay shall be connected to remain energized, when the momentarily ON switch is released, until the three-position switch in the
Pilot House is turned to the OFF position.
A means of dimming the indicators shall be provided.
Circuit FZ - Security alarm system - This system shall provide alarm signals at remote stations if unauthorized entrance is made to
certain security spaces, or if an attempt is made to disable this system.
The installation shall comply with the applicable requirements of Confidential drawings, NAVSHIPS Nos. 401-2274000,
401-2274001 and 401-2274002 for installations prior to 1985. For installations and ship alterations after 1985, NAVSEA drawings
807-6379333 through 807-6379340, 807-6379342 through 807-6379346 and 807-6379567 shall be used. The requirements for circuit
"FZ" maintenance are in NAVSEA SE168-AA-MMA-010/(C)FZSYS, Maintenance Manual for Security Alarm System Circuit "FZ". The
installation certification or recertification is contained in NAVSEA SE168-AA-ECI-010/(C)FZ, Nuclear Weapons Security Certification
Procedures Circuit "FZ". For additional spaces requiring alarm protection and not covered by the above drawings, see Section 792. The
security classification of drawings shall comply with applicable NAVSEA instructions concerning security requirements for nuclear
weapons.
Circuit G - General alarm system - This system shall be installed in ships which require U.S. Coast Guard certification. It shall
provide a means of sounding alarm signals throughout the ship.
The installation shall consist of a self-locking, manual-release, lever-operated switch installed in the Pilot House or wheelhouse,
auxiliary steering station, and each deck office connected to energize 8-inch or 10-inch bells in all living, working, and recreational areas.
The installation shall comply with the requirements of U.S. Coast Guard "Electrical Engineering Regulations (Subchapter J) CG-259."
The power supply shall be from a battery.
For other ships not provided with a general announcing system, this system shall be installed to provide a means of sounding alarm
signals throughout the ship.
The installation shall consist of self-locking manual release switches installed in the wheelhouse and on the open bridge, which shall
energize a type IC/KIA motor-driven relay, Mil. Spec. MIL-R-15472. The relay shall energize type IC/H3S4 horns in machinery spaces
and type IC/H1S4 horns located to cover all living, working, and recreational areas in the ship. Horns shall be arranged in groups
connected through fused switches on the IC switchboard.
Circuit HY - Hydrogen detector systems - This system shall provide a means of indicating percentage of hydrogen in battery exhaust
ducts.
The installation shall consist of dual detector units located in the control room on, or adjacent to, a central monitoring station and
sensing units in the battery exhaust ventilation duct to analyze air samples from the duct. Two sensing circuits shall be installed. Each
circuit shall have a separate sensor in the ventilation duct, and be wired so that both circuits shall be energized at all times, and one serve
as back-up for the other. Remote indicators connected to the detectors shall be mounted on the electric plant control panel. Detectors and
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remote indicators shall indicate at all times percentage of hydrogen in the battery exhaust ventilation duct. A power-on indicator light shall
be installed adjacent to each remote indicator.
Circuit LB - Steering emergency signal system - This system shall provide a means of signaling that a steering casualty has occurred.
The installation shall consist of a self-locking manual release switch at each conning station connected to type IC/S1S4 sirens located
in the steering station aft (steering gear room at trick wheel). Where a steering stand is provided at more than one conning station, each
switch shall be connected through action cutout switches on the steering gear room IC switchboard.
A label plate shall be installed at each siren with the following engraved thereon in letters 1/2 inch high:
WARNING:
WHEN THIS SIREN SOUNDS, AFTER STEERING STATION TAKE CONTROL
Circuit MG - Gas turbine overspeed alarm system - This system shall provide a means of indicating when the turbine reaches a
dangerously high speed.
The installation shall consist of an overspeed sensitive device and control, which will energize an audible and visual alarm,
incorporated in the associated machinery control common alarm switchboard, when a predetermined speed is reached.
An extension alarm consisting of a buzzer and indicator light shall be provided in the Pilot House when the gas turbine is used as a
propulsion engine.
Circuit NH - Navigation horn operating system - This system shall provide a means of electrically operating the ship's navigation
horn from the conning station.
The installation shall consist of a manually-operated spring return switch at the conning station and a Type IC/H2D4, IC/H2S4,
IC/H3D2, IC/H3D3, IC/H3D4, or IC/H3S horn, depending upon available power supply and required acoustical output. The high-intensity
IC/H3 series horns are applicable to utility landing craft, harbor tugs, seaplane wrecking derricks, and similar applications requiring a
signal of unusually high intensity.
Circuit QD - Gasoline compartment exhaust ventilation motor alarm system - This system shall provide a means of warning of a
failure of the exhaust ventilation motor serving packaged gasoline stowage, gasoline pump room, gasoline pump motor room, gasoline
filter room, access trunks to gasoline pump room, and enclosed gasoline service stations. A separate system shall be provided for each
exhaust ventilation motor serving the above spaces.
The installation shall consist of a Type IC/E1D1 bus failure alarm, installed in damage control central or central control station,
connected to any one phase of the three-phase motor terminals in the associated motor controller through a single phase 450/120 volt, 60
hertz transformer. The primary winding of the transformer shall be fused. The transformer and fuses shall be installed in the motor
controller enclosure or in a separate dripproof enclosure adjacent to the controller.
A label plate shall be installed on the motor controller inscribed as follows:
CAUTION:
DO NOT STOP MOTOR WITHOUT PERMISSION FROM DAMAGE CONTROL CENTRAL
A label plate shall be installed adjacent to the bus failure alarm inscribed as follows:
WARNING:
GASOLINE COMPARTMENT EXHAUST VENTILATION MOTOR FAILURE ALARM. SOUNDING OF ALARM
INDICATES FAILURE OF EXHAUST VENTILATION MOTOR FOR GASOLINE
COMPARTMENT. ON SOUNDING OF ALARM, IMMEDIATELY CLEAR GASOLINE SPACES OF PERSONNEL
No other source of power is required for this system.
Circuit QX - Oxygen-nitrogen plant ventilation exhaust alarm system - This system shall provide a means of indicating power supply
failure to the ventilation exhaust fan motor for each oxygen-nitrogen generating plant.
The installation shall consist of a type IC/B5S5 power failure alarm bell for each exhaust ventilating fan motor. Each bell shall be
separately connected to the load side of the appropriate exhaust ventilating fan motor controller. The bells shall be installed in
continuously manned spaces.
Circuit RD - Safety observer warning system - This system shall provide a means for the safety observer to warn the catapult officer
that a hazardous condition exists in the aircraft about to be launched.
The installation for each catapult shall consist of a two-dial lamp indicator (red lens, and green lens) installed near each deck edge
control panel, facing inboard in direct view of the catapult officer. A sun shade shall be provided for the light, if required. A similar lamp
indicator shall be installed on the gallery walkway, a minimum of 1 foot below the flight deck and at a sufficient distance aft of the deck
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edge control panel so that the safety observer can observe the outboard side of the aircraft to be launched; the light shall be installed so that
it is in direct view of the safety observer. A portable switch shall be installed at the safety observer's position.
The two-dial lamp indicators and portable switch shall be connected so that the green lights are normally energized. When the safety
observer depresses the portable switch, the red lights shall be energized and the green lights shall be out. A power supply "ON-OFF"
switch shall be provided at the safety observers's station.
Circuit TD - Liquid level alarm systems - These systems shall provide a means of indicating a high or low liquid level in
compartments or tanks.
Circuit 1TD - Boiler water level alarm system - This system shall provide a means of indicating alarm signals for each boiler, when
the steam drum water reaches the highest or lowest permissible operating level.
The installation shall consist of a drum water level indicator for each boiler specified in Section 221 which shall energize audible and
visual alarm signals at the associated boiler operating station common alarm switchboard and on the associated machinery control station
common alarm switchboard, and visual signals (red lights) on the central control station indicating board. Separate high and low level
indications shall be provided for each boiler. The water level indicator for each boiler shall be provided with electrical contacts at the high
and low level marks of the drum. Either set of contacts, upon closing, shall energize the alarms.
Where only one alarm is required, the system shall consist of high and low water level indicator contacts which energize a Type
IC/H8S4 horn through a cutout switch and a four-dial indicator (one lens blank) at the boiler gage board. The four-dial indicator shall have
white "power on" indication and red "high" and "low" water level indications.
Circuit 2TD - Deaerating feed tank water level alarm system - This system shall provide a means of indicating when the water level
in the deaerating feed tank has risen above or fallen below predetermined level limits.
The installation shall consist of two float-type contact makers in each deaerating feed tank (one switch to close when the water level
rises above the upper limit, and the other to close when the water level falls below the lower limit) to energize audible and visual alarms in
the propulsion plant watch officer's console in the associated enclosed operating station; and a light indicator (with red lens), Type B-41A,
and a horn, Type IC/H3S4, in each associated main engine room. A rotary snap switch shall be installed in the circuit to silence the horn
in the main engine room.
Separate circuits shall be installed for each tank.
Circuit 9TD - Lubricating oil sump tank liquid level alarm system - This system shall provide a means of indicating when the liquid
in the lubricating oil sump tanks (see Sect. 262) has dropped to one-half the normal operating level.
The installation shall consist of a liquid level switch, drawing, NAVSHIPS No. 815-1853009, installed in each tank, connected to
energize a Type IC/B-52 alarm panel and a Type IC/B1S4 bell (nippled), located in the maneuvering area.
Separate visual indications shall be provided for each switch.
Circuit 12TD - Diesel oil S.W. compensating system tank liquid level alarm system - This system shall provide a means of indicating
when the liquid in the seawater expansion tanks is above or below the limits specified in Section 541, and when the liquid in the normal
fuel tank falls below 95 percent of the tank capacity.
The installation shall consist of Type IC/R liquid level switches, drawing, NAVSHIPS No. 815-1853009, installed in each seawater
expansion tank, one at the low level limit and one at the high level limit and in each normal fuel tank at the 95 percent level.
The switches shall be connected to energize alarm signals on the auxiliary machinery alarm switchboard.
Circuit 16TD - Pure water storage tank low level alarm system - This system shall provide a means of indicating when the water
level of the pure water storage tank falls below a specified amount.
The installation shall consist of a pressure operated switch in the pure water storage tank connected to energize the audible and a
visual alarm on the associated common alarm switchboard.
Separate circuits shall be provided for each propulsion plant.
Circuit 17TD -Reserve feed tank alarm system - This system shall provide a means of indicating when the water level in the reserve
feed tank falls below a predetermined minimum level.
The installation shall consist of a pressure switch type contact maker connected to energize an audible and visual alarm, on a
machinery common alarm switchboard when the water level falls to a predetermined level.
Separate circuits shall be installed for each tank.
Circuit 19TD - Seawater expansion tank low level alarm system - This system shall provide a means of indicating a low level
condition in the seawater expansion tank of the automotive gasoline system.
The installation shall consist of an explosion proof sensing switch located in the expansion tank which will energize local and remote
indicators when the capacity of the tank drops below 50 gallons. The local indicator shall consist of a red light (EXP) located in the
automotive gasoline pump room. The remote indicator shall consist of one line circuit of the alarm switchboard in damage control central.
Circuit 20TD - Gasoline drain tank high level alarm system - This system shall provide a means of indicating a high level condition
in the automotive gasoline system drain tank.
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The installation shall consist of an explosion proof sensing switch, located in the drain tank, to energize local visual and audible
indicators when the liquid level in the drain tank reaches two inches from the full condition. The visual and audible indicators shall consist
of a red light (EXP) and a Type IC/B254 bell (EXP) installed in the automotive gasoline pump room.
Circuit 21TD - Moisture separator drain cooler high level alarm system - This system shall provide a means of indicating when the
level of water rises above a specified maximum level in the moisture separator drain reservoir, and shall also provide for operation of a
solenoid tripped emergency bypass valve permitting water to be dumped from the moisture separator.
A separate installation shall be provided for each propulsion plant. Each shall consist of: A moisture separator drain reservoir, a
contact maker on the solenoid tripped emergency bypass valve located in the emergency drain line from the drain reservoir, and an
enclosed relay having normally closed contacts. The actuation of the float switch shall cause the relay to operate the audible and visual
alarm indication on the lower level station common alarm switchboard. Separate contacts on this relay shall also cause the
solenoid-operated emergency bypass valve to be tripped. The contact maker on the emergency bypass valve shall permit the alarm to be
maintained at the alarm switchboards until the water high level condition is corrected and the emergency bypass valve is returned to its
normally closed position. An extension of the alarm signal shall be provided from the lower level station common alarm switchboard to
the associated engine room EOS common alarm switchboard.
Circuit 25TD - Crossover drains high level alarm system - This system provides a means of indicating in the main engine room,
when the condensate level in the crossover separator drainer rises above a predetermined level.
The installation shall consist of a float-type magnetically-actuated contact maker installed in each crossover separator drain which
shall energize audible and visual alarms on the machinery control common alarm switchboard.
Circuit 29TD - Sonar dome fill tank low level alarm system - This system shall provide a means of indicating when the water in the
sonar dome fill tank has dropped to a predetermined level.
The installation shall consist of a liquid level switch in the sonar dome fill tank as specified in Section 532, connected to energize a
two-dial indicator light (white lens "POWER ON"and red lens "ALARM") and a Type IC/Z1S4 buzzer, in the sonar control room when the
water level drops below a predetermined level. A rotary snap switch shall be installed adjacent to the visual alarm to de-energize the
buzzer while retaining the alarm light, until the water has reached the normal level.
Circuit 30TD - JP-5 fuel drain tank high level alarm system - This system shall provide a means of indicating when the JP-5 fuel in
the fuel drain tank exceeds the 95 percent full level (see Section 542).
The installation shall consist of a magnetically-operated liquid level switch installed in the fuel drain tank connected to energize
alarm signals, when the level rises above the specified limit.
The alarm signals shall be incorporated in the machinery control station common alarm switchboard.
Circuit TW - Train warning system - This system shall provide a means of indicating that a weapon launcher is being trained in
azimuth.
Separate circuits shall be provided as follows:
Circuit 1TW - Gun mount train warning system - The installation shall consist of a manually operated switch installed at the
mount-captain's station, to energize one or more IC/B3S4 bells installed on the rotating structure of the mount.
Circuit 9TW - ASROC launcher train warning system - The installation shall consist of a manually operated switch installed in the
ASROC launcher control station connected to energize a Type IC/B3S4 bell installed outside on the base of the launcher.
Circuit 12TW - TARTAR launcher train warning system - The installation shall consist of a manual level operated switch located in
the respective missile launcher control room connected to energize one or more IC/B3S4 bells installed on the rotating structure of the
launchers.
Circuit W - Whistle operating system - This system shall provide a means of electrically operating the ship's whistle specified in
Section 443.
The installation shall consist of a manual lever operated switch installed in the Pilot House and in secondary conning station
connected to energize the whistle solenoid.
For aircraft carriers and large ships where the length of cable runs cause an excessive voltage drop, the power to the whistle shall be
supplied through a relay installed on or adjacent to the IC switchboard. Operation of the switch in the Pilot House or secondary conning
station shall energize the relay coil. The relay and whistle solenoid shall be supplied through the same set of fuses.
Where two whistles are installed, two manual lever-operated switches shall be installed in the Pilot House and secondary conning
station so that the whistles may be operated separately or simultaneously. The switches at each station shall be supplied through action
cutout switches on the interior communication switchboard.
Cable insulation resistance tests to verify absence of shorts and grounds shall be conducted in accordance with Section 430.
Performance tests of repaired, overhauled new and modified electrical alarm, safety and warning systems shall be conducted in
accordance with Section 430 and as follows:
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Each installed circuit component shall be individually tested for functional operability. System operability shall be demonstrated by
operationally inducing the fault or condition monitored by the circuit. However, such operationally induced faults or conditions shall be
simulated if equipment damage or personnel safety is jeopardized.
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Section 436
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SECTION 437
INDICATING, ORDER AND METERING SYSTEMS
437a. Scope
This section contains processes and procedures for repair, overhaul, modification and installation of indicating, order and metering
systems. The requirements of this section supplement those in Section 430.
437b. General
The repair and overhaul of systems equipment, and components is intended to restore items to their original performance profiles and
not necessarily intended to return overhauled items to the original manufacturing drawing/technical manual tolerances. The Supervisor's
approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system shall be in accordance with
New or modified systems
The following requirements apply to new or modified systems/equipment:
Unless otherwise specified, systems/equipment are to use 120-volt, single-phase, 60-hertz power.
Power supplies for systems shall comply with Section 430. For cable requirements, see Section 304.
The wiring diagrams for the systems as shown on NAVSHIPS drawing No. S6504-1449001, shall be used for guidance.
The requirements for technical documentation relating to the SHIPALT development process are specified in Section 085 herein.
437d. Circuit Requirements
Definitions and requirements for circuits shall be described by Ship Alteration Records, Ship Information Books, and Design Data
Sheets.
Circuit A - Officer's and ward call bell system - This system shall provide a means of signaling from designated calling stations to
other stations.
The installation for the officer's call system shall consist of a switch device, drawings, NAVSHIPS Nos. S6202-73755, S6202-73756,
or 815-1853053, installed in the Flag Officer, Chief of Staff, Captain, and Executive Officer staterooms, Flag Officer and Captain cabins,
and wardroom messroom (senior officer's table) for actuating annunciations in their respective galleys; in the Flag Officer, Captain, and
Executive Officer cabins and staterooms for actuating a buzzer, Type IC/Z1S4, at their respective orderlies station. Switch devices in
staterooms and associated cabins shall be connected in parallel.
The installation of the ward call system shall consist of a switch, Type E-16B, or pendant push-switch, installed at ward beds, and
ward bath, for actuating annunciators at their respective attendants' stations. The pendant type push-switch shall be installed at all ward
berths. A 5-foot length of Type DCOP 1-1/2 cable shall be provided for connection to a terminal strip mounted on a plate attached to the
stanchion at the head of the berth.
Annunciators in galleys shall have bells, Type IC/B1S4. Other annunciators shall have buzzers, Type IC/Z1S4.
Circuit B - Magnetic door lock and signal system - This system shall provide a means of signaling when access is desired to specific
compartments and to control operation of magnetic door locks.
The installation shall consist of push buttons installed at the main entrance and exit of the integrated air intelligence space and
airborne system support center shops for actuating audible signals within the spaces. Magnetic door locks shall be installed at the main
entrance and exit and shall be actuated via switches within the space. Entrances and exits other than main, shall be fitted with door
operated switches (Type S-193A, modified to close the circuit when the door is slightly open). These door switches shall actuate an
audible signal within the space. Each space shall be provided with a local fuse box (for segregated portions of the circuit) located within
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the confines of each space. A "power on" indication light, Type B41-A, shall be provided for supply to the circuit related to the alarm for
opened doors.
Circuit BC - Combustion control system - This system shall provide a means for indicating for each boiler the smoke density, steam
drum water level and flame failure.
The installation shall consist of a sensing unit installed in the uptakes of each boiler to actuate a visual signal on the associated boiler
control panel and the central control station indicating board, to indicate excessive smoke. One of the water level indicators installed for
each boiler steam drum head shall electrically transmit and repeat the water level indication at the associated boiler control panel. A flame
failure device shall be installed in each boiler to actuate a visual signal on the associated boiler control panel to indicate that boiler flame
has failed. The above equipment shall be provided in accordance with Section 221.
A remote alarm for the flame failure device shall be provided on the associated machinery room common alarm switchboard.
Circuit BH - Anchor housed indicator system - This system shall provide a means of indicating at the windlass control station that
the anchor is in secured position (housed). The installation shall consist of a switch device, in accordance with drawing, NAVSHIPS No.
815-1853067, which shall be actuated when the anchor is in the housed position. The actuation of this switch shall energize an indicator
light (green lens) near the windlass control station.
Circuit DG - Remote draft indicator system - This system shall provide a means of indicating the draft of the ship at a specific
location.
The installation shall consist of a pressure-operated transmitter at a designated location in the hold, operating an indicator installed
adjacent to the profile draft indicator specified in 504.
Circuit HA - Steering gear hydraulic plant high temperature and hydraulic service tank low level indicator system - This system shall
provide a means of indicating high temperature of the hydraulic fluid in the steering gear system and low level of the hydraulic fluid in the
steering gear service tanks, see Section 561.
The installation shall consist of a thermostatic switch and a level detector installed in each steering gear hydraulic fluid service tank
connected to energize audible and separate visual indications on a type IC/S switchboard. The switchboard shall be installed in the
steering gear room. Extension signals, consisting of a single indicator light (red lens), for each service tank shall be provided in the Pilot
House steering control console, see Section 430.
The temperature at which the thermostatic switch shall actuate the switchboard shall be as specified in Section 561 and the level at
which the detector shall actuate the switchboard shall be determined as required by the design of the hydraulic plant and the service tank.
Circuit 1HA - Hydraulic accumulator content indicator system - This system shall provide a means of indicating the charge
condition of piston-type hydraulic accumulators, see Section 556.
The installation shall consist of transmitter switches or pressure-operated switches at the accumulator connected to a remote
lamp-type indicator in the control room. The positions indicated shall be empty, 25 percent full, and 25-80 percent full.
Circuit HB - Anchor order system - This system shall provide a means of transmitting anchor handling orders from the Pilot House
to the anchor control station and for repeating back the orders to the Pilot House, when direct view between the two stations is impractical.
The installation shall consist of a synchro indicator-transmitter installed in the Pilot House and at the anchor control station. The
transmitter and indicator synchros in the Pilot House shall be connected directly to the indicator and transmitter synchros in the anchor
control station, respectively. The audible signal in the Pilot House shall be a buzzer, Type IC/Z1S4. The audible signal at the anchor
control station shall be a bell, Type IC/B2S4. A push button shall be installed at each station and connected to energize the respective
audible signal.
Circuits HD and HE - Wind direction and speed indicator system - This system shall provide a means of indicating at specified
locations the apparent surface wind direction and speed. It shall also provide, on aircraft carriers, means of indicating the speed of
crosswind and headwind in the straight and angle deck areas, at remote stations. The equipment shall comply with Mil. Specs.
MIL-W-15805 and MIL-W-22900.
The installation shall consist of two detectors located at the unobstructed extremities of the yard (one port and one starboard). The
detectors shall be installed as far as practicable from the radar antennas and the effects therefrom, and shall be clear of any disturbance to
the free flow of wind caused by the structure or structure-mounted equipment. Each detector shall be installed a minimum of 4 feet above
the mounting yard with a minimum clearance of 5 feet between the detectors and other mastmounted equipment. The proposed location
shall be submitted to the supervisor for approval.
Detectors shall be aligned in accordance with the procedure specified in publication, NAVSEA 0965-LP-020-3010 and ships having
weapon systems requiring wind signal inputs shall also comply with the alignment requirements of Section 702.
Drawing, NAVSHIPS No. 815-1853300, shall be used for guidance in developing ship construction drawings.
Wind direction and speed transmitters shall be installed in the same compartment as the IC switchboard which provides action
cut-out switching for the system.
Wind direction and speed indicators shall be installed in such stations as: CIC (air operations area, surface operations area, ASW
area, and air traffic control area), Pilot House, meteorological room, balloon inflation room, flag bridge, weapons system control rooms,
landing signal officer's control station, exposed conning station, catapult officer's control stations, secondary conning station, flight control
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and combat cargo control, flag plot, flight control, flag display and decision, MK 56 GFCS control room, MK 63 GFCS control room, and
central control station. The indicator in flight control shall be installed on the flight control instrument console.
Wind direction and speed signals shall be provided to weapons direction system, CCA (carrier control approach) radars, and
crosswind headwind computer. Wind speed signals shall be provided to camera data display board (circuit 8TV).
A wind direction and speed recorder, Mil. Spec. MIL-W-15805, shall be installed in the meteorological room.
For aircraft carriers, a crosswind and headwind computer, Mil. Spec. MIL-W-15805, shall be installed in flight control. A
crosswind-headwind indicator shall be installed in the Pilot House (at the captains's chair), and on the flight control instrument console in
the flight control station. The crosswind and headwind speed signals for the straight and angle deck shall be provided from the computer
to the indicators via a rotary selector switch installed in the flight control upper console. The switch positions shall be marked "straight
deck" and "angled deck."
For ASW ships, a transmitter shall be provided for each detector. An indicator for each transmitter shall be installed at the ASW
attack console. Undamped wind direction and wind speed signals shall be provided from each detector to the attack console, through a
selector switch.
Circuit HF - Air flow alarm system - This system shall provide a means of activating audible and visual alarms when the rate of air
flow decreases below a selected level for compartments designed to accommodate stowage of hazardous materials.
The installation for each compartment shall consist of an airflow sensor and an indication and control panel in accordance with
drawing, NAVSHIPS No. 815-1853145. The airflow sensor shall be located in the exhaust duct of each compartment and connected to the
indication and control panel located external to the compartment and adjacent to the access.
An extension audible and visual alarm capability shall be provided in Central Control Station, or in the EOS for ships not having a
Central Control Station.
The airflow rate setting for actuating the alarm shall be the point at which the exhaust ventilation system fails to remove 70 percent
of design airflow.
A label plate shall be installed in a conspicuous location on the exterior of the access door to the monitored compartment. The plate
shall be inscribed as follows:
WARNING:
ALARM INDICATES LOW AIR FLOW IN VENTILATION SYSTEM SERVING THIS COMPARTMENT. TAKE
IMMEDIATE ACTION TO RESTORE VENTILATION. DO NOT ENTER WITHOUT
RESPIRATORY PROTECTION OR UNTIL COMPARTMENT VENTILATION HAS BEEN RESTORED FOR AT LEAST 15
MINUTES. EVACUATE THE COMPARTMENT IMMEDIATELY UPON SOUNDING OF ALARM.
Separate circuit categories shall be designated as follows:
1HF - Paint Mixing and Issue Rooms
2HF - Flammable Liquids Issue and Storerooms
3HF - Gas Cylinder Storerooms (flammable)
4HF - Gasoline Pump Rooms, packaged gasoline stowage, gasoline filter rooms, access trunks to gasoline pump runs, enclosed
gasoline service stations, and other rooms where small gasoline motors and fuel tanks may be stowed.
5HF - Collection, Holding and Transfer (CHT) Equipment Rooms and areas; and Vacuum Collection, Holding and Transfer
(VCHT) Equipment Rooms and areas.
Circuit K - Propeller revolution indicator system - This system shall provide a means of determining and indicating revolutions per
minute, direction of rotation and total revolutions of the propeller shafts.
The installation shall consist of equipment in accordance with Mil. Spec. MIL-P-15555 in small auxiliary ships. A propeller
revolution transmitter, with a mechanically-driven revolution counter to indicate total shaft revolutions, shall be installed at each propeller
shaft or propulsion reduction gear stub shaft. An indicator shall be installed on the propulsion engine gageboard for its associated shaft.
An indicator shall be installed in the Pilot House for each shaft. Switching shall be provided as necessary.
The equipment shall be in accordance with Mil. Spec. MIL-P-15554, on combatant ships and large auxiliary type ships.
The installation shall consist of one propulsion revolution transmitter, with a mechanically-driven resolution counter to indicate total
shaft revolutions, installed at each propeller shaft or propulsion engine reduction gear stub shaft in an accessible and protected location in
the engine room.
An indicator-transmitter (indicates total revolutions, r/min, and direction of rotation; and transmits r/min and direction or rotation)
shall be installed on each propulsion engine gageboard for the associated shaft.
Indicators shall be installed on the propulsion engine control gageboard for each other shaft, and in the Pilot House and central
control station for each shaft.
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In steam turbine ships, where the throttle operator does not have a direct view of the striping on the propulsion shafting, see Section
252, an indicator shall be installed at each throttle station to monitor instantaneously and continuously the rotary motion of each associated
shaft.
Synchro signal amplifiers, if required, shall be located in the same compartment as the IC switchboard which provides action cut-out
switching for the system.
Circuit KJ - Shaft turning gear indicator system - This system shall provide a means of indicating whether the shaft turning gears are
engaged or disengaged, where the throttle operator does not have direct access to viewing the shaft turning gear.
The installation for each shaft shall consist of a two-dial indicator light (red lens marked ENGAGED and green lens marked
DISENGAGED) located at the associated machinery control station. Each indicator shall be connected to a Type S-171A lever-operated
switch, drawing, NAVSHIPS No. S6501-73689, at the respective shaft turning gear. The lever-operated switch shall be mechanically
operated by the shaft turning gear.
Circuit KM - Engine revolution indicator system - This system shall provide a means of indicating the r/min and total revolutions of
the internal combustion propulsion engines. The equipment shall comply with Mil. Spec. MIL-T-16049.
The installation shall consist of a tachometer generator and independent total revolution counter at the engine shaft and a voltmeter
type indicator, to indicate engine r/min, at the propulsion gageboard. In ships where the Pilot House has direct control of the engines, a
voltmeter type indicator to indicate engine r/min shall be installed in the Pilot House control console.
Circuit L - Rudder order system - This system shall provide a means of transmitting the desired rudder angle from the conning
station to the after steering station when the rudder is being controlled from the after steering station.
The installation shall consist of synchro transmitters in the Pilot House at each conning station, (such as: Pilot House secondary
conning station, and central control station) connected to a synchro indicator or indicators, at the trick wheels in the after steering station.
Transmitters shall be provided with a push switch to energize a bell, type IC/B2S4, at the trick wheel in the after steering station to
indicate that a change of rudder angle has been ordered. A selector switch shall be provided on the IC switchboard in the after steering
station for selecting the transmitter to control the circuit.
Combined rudder order and rudder angle indicating equipment, shall be provided at all stations where both rudder angle (circuit N)
and rudder order units are installed.
Circuit LH - Helm angle indicator system - This system shall provide a means of indicating the angle of the helm order received at
the steering engine from the steering wheel (helm).
Two circuits shall be provided:
1LH - starboard and 2LH - port - The installation shall consist of a synchro transmitter at the port and starboard steering gear
mechanical differential in the steering gear room (see Section 561) connected to a double pointer indicator in the Pilot House steering
control console via two separate (port and starboard) cables.
Circuit M - Propeller order system - This system shall provide a means of transmitting from the Pilot House and central control
station to each propulsion gageboard the desired number of propeller r/min and for repeating back the orders from the propulsion control
gageboard to the transmitting station. The equipment shall be in accordance with Mil. Spec. MIL-S-17299.
The installation shall consist of synchro indicator-transmitters installed in the Pilot House, central control station, and on the
propulsion control gageboard; and a synchro indicator (to receive orders only) installed on each other propulsion gageboard and in the
central control station.
The propulsion control gageboard shall answer orders to the transmitter station in control. The indicator of the indicator-transmitter
in the central control station shall be connected to the answer from the propulsion control gageboard, whenever the Pilot House transmitter
is in control. The indicator (to receive orders only) in the central control station shall be connected to indicate orders from the Pilot House.
A selector switch shall be provided on the IC switchboard for selecting the transmitter to control the circuit. Switches shall be provided on
the IC switchboard for disconnecting each indicator (including the indicator of the indicator-transmitters).
The indicator-transmitters on the propulsion gageboards shall be provided with bells, type IC/B3S4, which shall sound each time the
propeller order setting has been changed at the transmitter in control of the circuit. The indicator-transmitter in the Pilot House shall be
provided with a buzzer, type IC/Z1S4, which will sound when the propeller order answer setting has been changed in the transmitter at the
propulsion engine control gageboard. The Pilot House indicator-transmitter shall be combined in one enclosure with indicator-transmitters
of the engine order system (Circuit MB).
In diesel-engine driven surface ships, the propeller order system shall be limited to indicator transmitters in the Pilot House, and at
the station designated as the propulsion control station, and an indicator (to receive orders only) at the remaining propulsion station.
In small ships (such as minesweepers), a transmitter shall be located in the Pilot House, and an indicator shall be located at each
propulsion gageboard. Each propulsion gageboard shall acknowledge receipt of a change in propeller order by operating a push switch at
the indicator which will energize an audible signal at the transmitter.
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Circuit MB - Engine or motor order system - This system shall provide a means of transmitting orders relative to major changes in
propulsion engine or motor speed from conning stations to the propulsion control stations. The equipment shall be in accordance with Mil.
Spec. MIL-S-17299.
The engine order system applies to steam and diesel engine driven surface ships. The motor order system applies to electric and
diesel electric driven surface ships. In ships that have two or more propeller shafts, separate circuits shall be provided for starboard and
port engines; circuit 1MB for starboard engine and circuit 2MB for port engine. Each circuit shall have a separate power supply protected
by separate fuses. Wiring for Circuits 1MB and 2MB may be run in a common cable, where practicable.
The installation shall consist of an indicator-transmitter, for each engine, installed in the Pilot House and on its associated propulsion
engine gageboard. The indicator-transmitters in the Pilot House shall be incorporated on the ship control console (see Section 430) when
the propeller order system (Circuit M) is installed. Bells, Type IC/B2S4, that ring, each time the order setting is changed on the transmitter
in the Pilot House, shall be installed at the engine room indicator-transmitter. Bells, Type IC/B1S4, that ring each time the order setting is
changed on the transmitters in the machinery rooms, shall be installed at the indicator-transmitters in the Pilot House.
Transmitters on the propulsion gageboard shall have contacts in the "ahead" and "back" positions for connection to the wrong
direction alarm system (Circuit DW, see Section 436) to give a warning if the throttle is operated so as to produce operation of the engine
in a direction opposite to the direction acknowledged on the propulsion gageboard transmitter.
Indicators (acknowledged orders) shall be installed for each engine at the exposed conning station and navigation bridge wings port
and starboard. An indicator (order and answer of opposite throttle) shall be installed at the propulsion control engine gageboard. An
indicator (orders for each engine) shall be installed at each associated boiler operating station. Bells, type IC/B2S4, that ring each time the
order setting is changed, on the transmitters in the conning station, shall be installed at the indicators in the boiler operating stations.
Synchro signal amplifiers, if required, shall be located in the same compartment as the IC switchboard which provides action cut-out
Circuit 3MB - Engine control order system - This system shall provide a means of transmitting engine control orders from the
propulsion control station to each propulsion gaugeboard, and for repeating back the order.
The installation shall consist of an order and indicating device at the propulsion control station connected to an order and indicating
device, with a bell, Type IC/B3S4, installed at each propulsion engine gageboard. An indicator light with white lens shall be connected in
parallel with the bell. The order and indicating device at the propulsion control station shall consist of a rotary type switch for each
propulsion engine, an audible signal switch device for each propulsion engine, and four indicator lights for each propulsion engine. The
rotary type switch shall have five positions marked: "STOP," "START," "OFF," "CUT-IN" and "CUT-OUT." Indicators shall be marked:
"READY," "START," "CUT-OUT " and "STOP." Each propulsion engine gageboard order and indicating device shall consist of four
indicator lights and a rotary type switch. Indicators shall be marked: "STOP," "START," "CUT-IN" and "CUT-OUT." The rotary type
switch shall have five positions marked: "READY," "START," "OFF," "CUT-OUT" and "STOP." The "READY" light shall be green, the
"CUT-OUT" lights shall be red, and all other lights shall be white. The rotary switch at each propulsion engine control station shall
incorporate special contacts for energizing the trip coil circuits of the respective propulsion generator circuit breaker when the switch is in
the "STOP," "START" and "OFF" positions. In the other two positions, "READY" and "CUT-OUT," the trip coil shall be de-energized.
Circuit 4MB - Propulsion control order system - This system shall provide a means of signaling whether the Pilot House or the
machinery room shall assume propulsion control, and to indicate acknowledgement of these orders.
The installation shall consist of an order and indicating device installed at the propulsion control station in the Pilot House connected
to an order and indicating device with a bell, Type IC/B2S4, installed at the propulsion control station in each machinery room. Each
machinery room bell shall be connected to ring until the Pilot House order has been acknowledged by operation of the order switch in the
appropriate machinery room. The order and indicating device in the Pilot House shall consist of two indicator lights (red lens) marked
PH-4MB and ER-4MB for each machinery room and a rotary-type switch (with a switch section for each machinery room). The rotary
type order switch shall have two positions, marked "PILOT HOUSE CONTROL" and "MACHINERY ROOM CONTROL." The order
and indicating device in each machinery room shall consist of two indicator lights (white lens) marked "PH-4MB" and "ER-4MB" and a
rotary-type switch. The rotary-type switch shall have two positions, marked "PILOT HOUSE CONTROL" and "MACHINERY ROOM
CONTROL."
In ships with two machinery rooms, the control machinery room shall be provided, in addition to the above equipment, with two
indicator lights to show acknowledgements by the other machinery room of Pilot House orders.
In ships (such as minesweepers) provided with either two-engine or four-engine propulsion, this system shall consist of four indicator
lights and an order switch in the Pilot House and at the propulsion engine control gageboard. The four indicator lights shall be marked
PH-2Eng, PH-4Eng, MR-2Eng. The rotary switch shall have correspondingly marked positions.
Circuit ME - Oil burner order system - This system shall provide a means of transmitting orders to the boiler control station at the
firing aisle from the associated engine control station. The number of burners per boiler that is to be operated shall be indicated and a
visual acknowledgement of the order shall be provided at the engine control station.
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The installation shall consist of a set of indicating lights for each boiler installed on the associated boiler control panel (at the engine
control station); and on an indicating light board with a warning bell installed at the burner control station at the firing aisle; and two rotary
switches, one installed on the boiler control panel, and one installed at the burner operator's station in the firing aisle.
Indicating lights shall be Type B-41C of drawing, NAVSHIPS No. S6202-73919. The set of lights shall comprise one light for each
burner. The lights installed on the control panel shall be arranged in clusters simulating the arrangement of the burners on the boiler front.
The lights shall have clear lenses and shall be equipped with marker discs having numerals corresponding to the numbering of burners on
the burner front. The lights installed on the indicating light board shall be similarly arranged and marked.
The multipole rotary switch installed on the boiler control panel shall be Type S-3JR, drawing, NAVSHIPS No. S6202-73827, with
the "push to operate" feature described below. The switch shall be arranged to have an "off" position and the number of stops
corresponding to the number of burners on the boiler. Rotating the switch handle in the clockwise direction to each consecutive stop shall
energize a light on the indicating light board. All lights, when turned on, shall remain lighted. The indicating lights shall be turned off by
rotating the switch handle from stop to stop in the counter-clockwise direction. The switch shall have a "push to operate" feature arranged
so that the turning of the switch handle can be accomplished only after depressing the handle toward the panel against the resistance of a
compression spring embodied in the switch mechanism. This depressing of the switch handle shall close auxiliary normally-open contacts
which actuate the warning bell on the indicating light board. The switch handle shall be pushed out automatically by the compression
spring after the turning of the switch from one stop to the next consecutive stop is completed. This action shall restore the warning bell
contacts to the open position.
The indicating light board shall have one set of lights for each boiler arranged and marked as described above and a bell, Type
IC/B3S4.
The multipole rotary switch at the firing aisle shall be similar to the switch described above except that the "push to operate" feature
shall be omitted.
The equipment shall be wired so that when cutting in or cutting out of a burner is required, the control panel attendant turns the
multipole rotary switch one stop in the clockwise or counter-clockwise direction. This shall sound a warning bell and switch on or off,
respectively, a light with the numeral corresponding to the number of burners to be cut in or cut out. The burner operator upon completing
the requested action turns the multipole rotary switch in the firing aisle one stop in the respective direction energizing the light bearing the
numeral of the burner affected on the control panel.
Circuit MS - Remote switching control system - This system shall provide a means of remote control for positioning of certain
transfer switches on Circuits L, M, and MB for the purpose of selecting the control station and selecting the switchboard through which the
orders will be routed.
The installation shall consist of a master control switch and remote controlled switches in accordance with Mil. Spec. MIL-R-16999.
The remote controlled switches shall be capable of manual operation in the event of failure of the automatic control. Indicator lights to
indicate switch position, and wrong selection alarm signals shall be provided at the remote controlled switches.
Circuit N - Rudder angle indicator system - This system shall provide a means of indicating the position of the rudder.
The installation for a single rudder shall consist of a transmitter at the rudder head connected to indicators in the Pilot House on the
forward bulkhead centerline, navigation bridge wings, CIC (surface operations and ASW areas), exposed conning station, and the
combined unit (rudder angle indicator-rudder order transmitter) in the Pilot House steering control console (see Section 430). Drawing,
NAVSHIPS No. 815-1853304 shall be used for guidance in developing ship construction drawings.
Synchro amplifiers, if required, shall be located in the same compartment as the I.C. switchboard which provides action cut-out
When two or more rudders are installed, compatible transmitters and indicators shall be provided.
Circuits 5N and 6N - Emergency rudder angle indicator system - This system shall provide a means of indicating the position of the
rudders when emergency steering equipment is in operation. A separate circuit shall be installed for each rudder; Circuit 5N for starboard,
Circuit 6N for port. Each circuit shall have a separate power supply protected by separate fuses.
The installation for each rudder shall consist of a mechanical transmitter, type IC/T5C2D1, at the rudder head mechanically
connected to a mechanical indicator, type IC/R1C5B1, at the emergency steering station. The equipment shall be in accordance with Mil.
Spec. MIL-M-15338. Coupling between the transmitter and indicator shall be the tension compression method. A synchro transmitter
shall be mechanically coupled to the mechanical indicator. The synchro transmitter shall be electrically connected to a rudder angle
indicator at the emergency steering station. The synchro equipment shall be in accordance with Mil. Spec. MIL-S-17299. Transfer
switches shall be installed in the Pilot House, secondary conning station, and central control station to connect the indicators provided for
Circuit N to either the above synchro transmitter or to the rudder angle system (Circuit N). The transfer switches shall be labelled
"NORMAL" (Circuit N) and "EMERGENCY" (Circuit 5N or 6N). The transfer switches in the Pilot House and secondary conning station
shall be installed in the steering control console.
The wiring for this system shall be run above the waterline insofar as practicable.
Circuit NA - Secondary propulsion unit angle indicator system - This system shall provide a means of indicating the position of the
secondary propulsion unit.
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The installation shall consist of a synchro transmitter on the secondary propulsion unit and a synchro indicator at the control station.
Ratio of the unit position to synchro transmitter shaft shall be one to one.
Circuit NM - Navigational magnetometer system - This system shall provide a means of indicating earth's magnetic field intensity at
the location of a sensing unit towed astern of the ship.
The installation shall consist of a magnetic resonance type magnetometer console. A pressure-proof sensing unit and 750 feet of
towing cable shall be stowed at the winch location.
Circuit NP - Bow propulsion unit angle indicator system - This system shall provide a means of indicating the angular position of the
bow propulsion unit.
The installation shall consist of a synchro transmitter mechanically connected to operate by angular movement of the bow propulsion
unit training shaft. The ratio of angular movement shall be one to one.
Indicators shall be installed in the Pilot House, after control station and starboard bridge wing control stands. The indicator dials
shall be graduated from zero to 360 degrees and shall have internal red illumination, with rheostat control of the light intensity.
Circuit NQ - Bow propulsion unit position indicator system - This system shall provide a means of indicating at the Pilot House
control stand when the retractable bow propulsion unit is in the "up" or "down" position and shall also provide an indication when the
propulsion unit is in exact fore and aft alignment when in its raised position.
The installation shall consist of sensitive switches mechanically operated by the propulsion unit when it is in the "up," "down" and
"aligned" position. The switches shall be connected to actuate red indicator lights marked "BOW UP," "BOW DOWN," and "BOW FORE
and AFT" respectively, incorporated on the Pilot House control stand.
Circuit PB - Temperature indicator system - This system shall provide a means of indicating the temperature of certain critical
operating points of boilers and internal combustion engines, the ambient temperature of the compartment in which the indicator is located,
the temperature of the propellant of certain torpedoes, and in refrigerated cargo ships, the temperature of refrigerated cargo spaces.
The installation shall consist of thermally operated sensing units, located at critical operating points as specified in Section 504 and
Section 516 to operate temperature indicators located on gageboards and control boards.
Connecting cable shall be Type PBJX or PBTX in accordance with Mil. Spec. MIL-C-915.
Circuit designations and their special features shall be as follows:
Circuit 1PB - Temperature indicator system for engines - This system shall provide a means of indicating the temperature of critical
operating points of diesel type internal combustion engines. The installation shall consist of thermocouples and associated indicating
equipment as required for the diesel engines. Indicators shall be located at the diesel engine gageboards.
No external source of power is required.
Circuit 2PB - Resistance thermometer system refrigerated cargo spaces. This system shall provide a means of indicating the
temperature of refrigerated cargo spaces.
The installation shall consist of remote reading resistance thermometers as required (see Section 504).
Circuit 6PB - Freon temperature indicator system - This system shall provide a means of indicating the temperature of freon and
cooling water at various points in the air conditioning and ship's store refrigeration plants.
The installation shall consist of resistance temperature detectors, in accordance with Mil. Spec. MIL-T-15377 for indicating the
temperature of freon and cooling water in the air conditioning and ship's stores refrigeration plants, as specified in Section 516.
Circuit 2PG - Hydraulic and pneumatic pressure indicator system - This system shall provide a means of indicating the pressures of
hydraulic or pneumatic systems.
The installation shall consist of pressure sensing devices located in each pressure line connected to remote indicators located on
ballast control panel.
Circuit PW - Clutch position indicator system - This system shall provide a means for indicating the positions of the propulsion
engine clutches.
The installation shall consist of switches or contacts in the clutch actuating air lines for each main propulsion engine connected to
energize indicator lights in the Pilot House and at the engine control stations.
The indicators in the Pilot House shall be red and shall be marked "IN" and "OUT" to indicate the respective clutch positions. The
indicators in the engine control stations shall have blue "IN" and yellow "OUT" lenses to indicate the respective clutch positions and, in
addition, a white indicator power on light shall be provided for each clutch operating mechanism.
Circuit PX - Power plant indicator system - This system shall provide a means of indicating conditions for propulsion plant
auxiliaries and miscellaneous power plant equipment which are not included on the steam plant control panel, or feed and condensate
control panel.
The installation shall consist of a power plant alarm panel and a bell, Type IC/B3S4, located in the maneuvering area of the engine
room. Individual isolation switches shall be provided for quick isolation of any circuit malfunction. Pull-to-release type, self-locking
switches shall be provided for each alarm circuit to silence the audible alarm device.
The following shall be included on the power plant alarm panel:
Alarms
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Auxiliary seawater differential pressure

Engine room freshwater cooling expansion tank level
Main air conditioning unit chilled water temperature low
Main and vital hydraulic oil temperature
Indicator lights
Engine room freshwater cooling pump trouble
Circuit RB - Rotary beacon signal system - This system shall provide a means of signaling to personnel handling movement of
aircraft on the flight deck.
The installation shall consist of sets of rotary beacons; each set shall consist of one all red, one all green, and one all amber beacon.
Red signifies a fouled deck, amber engage or disengage rotors and green a clear deck.
These beacons shall be installed on the island structure at a height that will provide sufficient light coverage for a particular sector of
the flight deck. The flight deck shall be divided into operating sectors and the light shields in each beacon shall be adjusted to limit
emission of light rays to cover its particular flight deck sector.
A beacon control panel and related units in accordance with drawing, NAVSHIPS No. 815-1853143 shall be installed in flight
control.
Circuit RC - Catapult signal system - This system shall provide a means of signaling orders and information between stations
concerned with catapult operations.
The installation for each catapult shall consist of switches and visual indications at stations as specified below:
Catapult control room console
Operating panel
Indicator lights
First ready
Fire
Final ready
Standby
Catapult suspension (primary flight)
Catapult suspension (catapult control room console)
Retraction engine suspension
Catapult suspension (water brake)
Launch complete
Lubrication
Safe
Catapults interlocked
Catapult suspension (deck)
Switches
First ready
Final ready
Catapult suspension
Emergency panel
Indicator lights
Retraction permission
Switches
Advance
Retract
Bridle tension
Lube
Standby
Fire
Maneuver engine forward
Launch complete
Maneuver scuttle aft
Malfunction panel
Indicator lights
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Retract buffer out (retract grab)

Advance buffer out (advance grab)
Bridle tension limit standby
Exhaust valve closed first ready
Launch valve closed L.V. cutout valve normal
Strip tension water brake pressure
Interlock complete
Switches
Malfunction light
Deck edge control panel
Indicator light
Fire
Final ready
First ready
Standby
Suspend (from deck)
Suspend (from console)
Suspend (from flight control)
Suspend (from water brake)
Retraction permissive
Retraction complete
Catapult interlock complete
Switches
Suspend
Fire
Standby
Maneuver engine forward
Maneuver engine aft
Retract
Bridle tension
Interlock between cats release
Deck edge signal box
Indicator lights
Interlock complete
First ready
Standby
Final ready
Fire
Associated boiler operating and machinery control stations
Indicator lights
First ready
Fire
Suspend
A four-dial indicator light, Type B-45-A, (one light blank) shall be installed in each associated boiler operating and machinery
control station for the above indications. A buzzer, Type IC/Z1S4, and a rotary cutout switch shall be installed and connected in parallel
with the "fire" indicator light in each station.
Central station gageboard
Indicator lights
First ready
Fire
Suspend
Flight control station
Indicator lights
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Circuit energized
Final ready
Remote suspend
Local suspend
Switches
Suspend
Associated brake water pump room
Indicator lights
Suspend (from water brake) on water brake control panel
Switches
Suspend (on water brake control panel)
Sealing strip tension pressure
Water brake pressure (right cylinder)
Water brake pressure (left cylinder)
Retraction engine room (on retraction engine)
Indicator lights
Retraction engine suspend
Switches
Retraction engine suspend
Advance limit
Retracted limit
Retract buffer limit
Advance buffer limit
Chronograph bench (catapult control room)
Indicator lights
Launch complete
A separate circuit shall be installed for each catapult.
The installation of the system shall be in accordance with drawings furnished with the catapults.
Additional circuitry shall be installed for the bridle arrester, launching valve stroke timer, chronograph, nose gear launch and steam
indicating systems in accordance with drawings furnished with the catapults.
Circuit RF - Traffic control system. - This system shall provide a means of signaling to personnel handling the movement of tanks
and wheel vehicles along the tank deck and vehicles along the tank deck and vehicle tunnel of amphibious type ships and for signaling
from the Pilot House that tanks and wheel vehicles may or may not be loaded or unloaded.
The installation shall consist of a control panel, drawing, NAVSHIPS No. S6504-74244, installed in the traffic control station for the
tank deck and for the vehicle tunnels connected to energize traffic lights, drawing, MIL. SPEC. MIL-L-24560/22, with red, amber, and
green lenses. The traffic lights shall be visible fore and aft and shall be installed overhead at intervals along the tank deck and overhead at
the forward and after ends of the vehicle tunnel. Traffic lights in the tank deck shall be installed to serve each traffic lane. Individual
control of each light shall be provided on the respective control panel. Where all lights are controlled from a single station, one control
panel shall be provided. Manually operated lever type switches, drawing, NAVSHIPS No. 803-0074055, shall be installed in the Pilot
House to energize a red and green indicator light on each control panel for signaling to cease operations and commence operations.
The Pilot House switches shall be labeled "TANK DECK CONTROL" and "VEHICLE TUNNEL CONTROL."
Circuit RQ - Catapult steam pressure order system - This system shall provide a means of signaling from the catapult officer's control
station on the flight deck to the catapult console, the number of pounds of launching pressure required for each catapult shot.
The installation shall consist of digital type synchro indicator-transmitters, Type IC/9UC46 installed for each catapult in a recess in
the flight deck at the catapult officer's control station and a Type IC/9UF46 indicator-transmitter at the catapult console. The
indicator-transmitters at the catapult console shall be provided with bells, Type IC/B2S4, that shall ring each time the catapult pressure
order has been changed at the launching station transmitter. Circuit 11RQ shall be designated for No. 1 catapult and Circuit 12RQ shall be
designated for No. 2 catapult. Circuit 21RQ shall be designated for No. 3 catapult and 22RQ shall be designated for No. 4 catapult. Wiring
for Circuits 11RQ-12RQ and 21RQ-22RQ may be run in a common cable where practicable.
Circuit SB - Salinity indicator system - This system shall provide a means of measuring the degree of contamination of the water in
distilling systems, main and auxiliary condensate feed and drain systems, electronic cooling water, and demineralized water supply. Each
circuit shall have a separate power supply protected by separate fuses. Equipment and circuit arrangement shall comply with Mil. Spec.
MIL-S-15103. Circuit designations and their special features shall be as follows:
Circuit 1SB - Salinity indicator system, distilling plants - This system shall provide a means of measuring the degree of
contamination of the distilling plant system.
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The installation shall consist of cells installed as required (see Section 531), connected to an indicator panel located at the distiller
operating station. Automatic operation of solenoid operated dump valve actuated by the salinity cells designated in Section 531 shall be
provided. A remote indication of dump valve operation shall be provided on the machinery alarm switchboard (see Section 436).
Circuit 2SB - Salinity indicator system propulsion plant condensate - This system shall provide a means of measuring the degree of
contamination of the main and auxiliary condensate vacuum drag and feed systems and of various steam drains.
The installation shall consist of cells installed in the condensate piping lines and various drain lines (see Section 255). The
indicating panel shall be located at the propulsion engine gageboard. A common audible signal consisting of a horn, type IC/H2S4, shall
be installed adjacent to the panel.
Circuit 4SB - Salinity indicator system, electronic cooling water - This system shall provide a means of measuring the degrees of
contamination of the water in the electronic cooling systems. Alarm signals shall be provided to indicate when the degree of
contamination exceeds the specified limit. A separate circuit installation shall be provided for each cooling system.
Each installation shall consist of a cell and valve assembly installed in the bypass line at the upstream and at the downstream side of
the demineralizer (see Section 532) connected to an indicator panel installed in the vicinity of the associated heat exchangers. The audible
alarm on the indicator panel shall operate when the cell at the upstream side of the ion exchanger detects a value of one micro-ohm/CM
(.05 p/m).
Circuit 8SB - Salinity indicator system, pure water system - This system shall provide a means of measuring the degree of
contamination of water in the pure water system.
The installation shall consist of cells installed as required (see Section 532). An indicator panel shall be located in the pure
demineralized water facility room. Automatic operation of solenoid operated dump valves actuated by the cells designated in Section 532
shall be provided.
Circuit 10SB - Salinity indicator system, demineralized water supply - This system shall provide a means of measuring the degree of
contamination of demineralized water serving the boiler water test laboratory.
The installation shall consist of an indicator panel installed in the boiler water test laboratory. A cell and valve assembly shall be
installed as specified in Section 532 and shall be of a material compatible with the demineralizer piping. The meter scale shall be
calibrated in micro-ohms (0-10).
Circuit SR - Electric character transmission and indicator system - This system shall provide a means of electrically transmitting
typewritten messages between stations within a ship. The received messages are reproduced on paper or projected on a screen.
The system shall be comprised of circuits as follows:
2SR - Air and air support situation
3SR - Meteorological information
Each circuit shall be connected so that corresponding relay coils of all stations in that circuit are connected in series.
A constant current relay shall be connected to the circuit to compensate for removal of any number of teletype units from the loop.
A switching panel shall be installed in each circuit to permit disconnecting any station; they shall be located in CIC (air operations
area), or helicopter direction center for circuit 2SR; and meteorological room for circuit 3SR.
A solid state relay shall be used in the line to each printer as an isolation device. Each circuit shall have a separate power supply
with individual fuses. Each circuit shall be provided with two type PP-3495 power supplies.
Switching shall be provided in the circuit 2SR switching panel to permit switching circuit 3SR transmission to circuit 2SR receivers.
Indicator lights shall be provided at each transmitting station to indicate which transmitter is in operation.
Circuit 2SR - Air and air support situation - The installation shall consist of transmitter receiver installed in CIC (air operations area)
or helicopter direction center to transmit to receivers at stations such as flight and combat cargo control, troop operations and logistics
office, flag plot, joint intelligence office, troop message center and mission planning and briefing room. Receiver projectors shall be
installed in each ready room.
Circuit 3SR - Meteorological information - The installation shall consist of a transmitter receiver installed in the meteorological
room connected to transmit to receivers in stations such as flag plot, helicopter direction center, troop operation and logistics office, CIC
(air operations area), and flag display and decision.
Circuit TB - Forced draft blower tachometer system - This system shall provide a means of indicating the revolutions per minute of
forced draft blower motor shaft to permit equalizing motor speeds when blowers are operated in parallel.
The installation shall consist of a transmitter in accordance with Mil. Spec. MIL-T-16049 coupled to each blower motor shaft by a
gear or pully-belt and connected to an indicator installed at the blower motor control station.
Circuit 1TK - Tank level indicator system - This system shall provide a means for indicating the amount of liquid in tanks. See
Section 504. The installation shall consist of equipment in accordance with Mil. Spec. MIL-L-23886.
Circuit 3TK - Potable water tank level indicator system - This system shall provide a means for separate remote indication of the
liquid level in the potable water storage tanks in each machinery room, and signaling when the level in any tank drops to 10 percent of
capacity.
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The installation shall consist of a magnetic float transducer assembly connected to a remote reading indicator for each tank. The
equipment shall be in accordance with Mil. Spec. MIL-L-23886. Each machinery room installation shall have its indicators grouped at the
associated pump control station. Alarm contacts in each transducer shall be connected in parallel to actuate an audible and visual alarm
signal on the machinery room alarm switchboard (Section 436).
Circuit 4TK - Freon level indicator system - This system shall provide a means to indicate the level of Freon in the receiver tanks of
the air conditioning and refrigeration systems. The installation shall consist of transducers located in the Freon receiver tanks connected to
an indicator at the associated air conditioning or refrigeration system control station. The transducer and indicator equipment shall be in
accordance with Mil. Spec. MIL-L-23886.
Circuit 1TM - Propulsion plant temperature monitoring system - This system shall provide a means of indicating when the
temperature of various propulsion and electric power generating components exceed a predetermined value and provide a means of
checking the temperature of selected bearings.
The installation shall consist of monitoring equipment, type IC/M in accordance with Mil. Spec. MIL-T-15377, installed in the
engine room. One panel for monitoring propulsion components shall be located near the maneuvering area. A panel for monitoring ship
service electric power generating components shall be located near a turbine generator gageboard. The location of the resistance
temperature elements shall be as approved by NAVSEA.
In general, the following components shall be monitored:
Bearings of propulsion turbines and reduction gears, propulsion motor and ship service turbine generators.
Cooler air inlets and outlets of propulsion motor, ship service turbine generators and motor generator sets.
Main thrust bearing
Stator windings of ship service turbine generator and motor generator sets.
Remote visual and audible alarms shall be located at the steam propulsion control panel for propulsion components. The audible
alarm for the ship service electric power generating components shall be located adjacent to the indicating panel.
Circuit 4TM - Cargo temperature monitoring system - This system shall provide a means of monitoring temperature in cargo
refrigerated compartments.
The installation shall consist of a strip chart recorder in the cargo refrigeration machinery room with connections to a minimum of
four air temperature detector units located in each refrigerated compartment.
Circuit 5TM - Electronic equipment cooling water temperature and flow monitoring system. - This system shall provide a means for
monitoring the temperature of the electronic cooling water cooling system and a reduction in cooling water flow.
The installation shall consist of temperature sensitive elements and flow switches installed as required in Section 532. Continuous
reading temperature indicating equipment for each application shall be located so as to be readily visible to operating personnel.
Equipment shall be in accordance with Mil. Spec. MIL-T-15377.
Circuit 6TM - Gyro stabilizer bearings temperature monitoring system. This system shall provide a means of monitoring the
temperature of selected bearings of the gyro stabilizer, and provides visual and audible alarms when the bearing temperature exceeds a
predetermined limit.
The installation shall consist of monitoring equipment, Type IC/M, Mil. Spec. MIL-T-15377, installed in the gyro stabilizer room. It
shall be capable of monitoring eight resistance temperature elements.
The resistance temperature elements shall be installed in the bearings of the gyro stabilizer equipment. The audible alarm shall be a
siren, Type IC/S1S4, installed in the vicinity of the indicating units.
Circuit 7TM - Propulsion thrust bearing temperature monitoring system - This system shall provide a means of monitoring the
temperature at various points of the propulsion main thrust bearings.
The installation for each main thrust bearing shall consist of resistance temperature elements, installed as specified in Section 244,
connected to monitoring equipment, Type IC/M, Mil. Spec. MIL-T-15377, installed in the associated machinery room control station. The
audible alarm shall be a Type IC/B1S4 bell located in the vicinity of the indicator panel.
Circuit 11TM - FBM magazine temperature monitoring system - This system shall provide a means of monitoring the temperature at
specified points in the FBM magazine.
The installation shall consist of monitoring equipment, Type IC/M, Mil. Spec. MIL-T-15377, installed in the missile checkout area.
Resistance temperature elements shall be installed at each level of the magazine. The audible alarm shall be a bell, Type IC/B1S4,
mounted in the vicinity of the indicator panel.
Remote visual and audible alarms consisting of a single dial indicator light (red lens) and a buzzer, Type IC/Z1S4, shall be installed
in the damage control central and the deck offices.
Circuit VP - Controllable pitch propeller indicator system - This system shall provide a means of indicating the degree and direction
of the pitch of ship's controllable pitch propellers in the Pilot House conning stations and the machinery rooms.
The installation shall consist of a synchro transmitter installed at the port and starboard controllable pitch propellers.
An indicator for each propeller shall be installed in the Pilot House ship control console.
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An indicator, Type IC/1UB11 for each propeller shall be installed in the Pilot House (OOD station), topside conning station,
auxiliary conning station and CIC.
An indicator, Type IC/1UE11, shall be installed in each machinery room for the associated propeller and one shall be installed at the
engine control station for the opposite propeller.
The indicator dials shall be engraved as required by the propeller installation.
Action cutout switches shall be provided on the IC switchboard for disconnecting all indicators except the indicators at the topside
conning station, which shall be supplied through a local action cutout switch in the Pilot House from the Pilot House indicator. Separate
circuits shall be provided for the starboard (1VP) and port (2VP) propellers. Wiring for circuits 1VP and 2VP may be run in a common
cable where practicable. Each circuit shall have a separate power supply protected by separate fuses.
Circuit VS - Valve position indicator system - This system shall provide open and closed indications of electrically, hydraulically
and pneumatically operated valves, except for valves in fuel oil tanks and adjacent voids or other locations where the provision of an
electrical indicating system constitutes a fire hazard.
The installation for each valve shall consist of a sensitive switch operated by the movement of the valve stem, which shall be
connected to energize a two-dial indicator light located at the remote valve control station. Indicator lights shall have blue (closed) and
yellow (open) lenses.
Circuit 7VS - Guarding valve position indicator system - This system shall provide a means of indicating the position of the main
steam guarding valve. (See Section 253)
The installation shall consist of sensitive switches operated by each main steam guarding valve, which shall be connected to energize
a two-dial indicator light located at the associated machinery room operating station. The two-dial indicator light shall have green (open)
and red (closed) lenses, with both lights to be energized for all intermediate points between full open and full closed.
Circuit WB - Anchor windlass order system - This system shall provide a means of transmitting anchor handling order from the
hawsepipe station to the anchor windlass operator when direct view is impractical.
The installation shall consist of three illuminated watertight push switches (red, amber and green) in an enclosure attached to a
35-foot portable cord with plug connector. A receptacle connector shall be provided at the port and starboard hawsepipe stations
connected to red, amber and green indicator lights visible to the port and starboard anchor windlass operators, respectively. Each push
switch shall be momentary contact (normally off) and shall be connected to energize one of the three lights of the four-dial indicator light
(one dial blank) with red, amber and green lenses at the windlass operators stations. The red, amber and green lenses shall be marked
"STOP," "STANDBY" and "LET GO", respectively.
Circuit XN - Auxiliary rudder angle indicator system - This system shall provide an auxiliary means of indicating the rudder angle.
The installation shall consist of a transmitter, located at the rudder stock and operated by the movement of the rudder, to close a
separate contact at every 5 degrees including zero of rudder angle. The contacts of the transmitter shall be connected to energize indicator
lights in a combined normal and auxiliary rudder angle indicator on the ship control panel, see Section 430. The output of the transmitter
shall be directly connected to the indicator.
The power supply shall be 5 volts via a 120/5-volt, 400-hertz transformer.
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Cable insulation resistance tests to verify absence of shorts and grounds shall be conducted in accordance with Section 430.
Performance tests of repaired, overhauled, modified and new indicating, ordering and metering equipment shall be conducted in
accordance with Section 430 and as follows:
Equipment such as indicators, sensors and synchros shall be demonstrated to have been calibrated, adjusted and aligned prior to
performance testing.
Synchro units in equipment shall be zeroed. Electrical zeroing of synchro units shall be accomplished in accordance with
MIL-STD-HDBK-225(AS).
Synchro signal amplifiers shall be tested for accuracy and follow-up error alarm operation.
Consoles and panels shall be inspected for ease of observation of controls and location and accessibility of each item of equipment
requiring maintenance.
Specified operations of consoles shall be accomplished with all interfaces simultaneously energized.
Bell and data loggers shall be demonstrated for specified operation in accordance with manufacturer's specifications.
Wind direction and speed systems:
Wind direction and speed systems shall be tested to demonstrate specified operation at dockside and at sea. The wind speed and
direction will be observed at each indicator. Comparisons will be made of the values obtained between two indicators connected to one
detector and between values obtained by using the second detector. Alignment of the detectors shall be demonstrated.
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SECTION 443
WHISTLES
443a. Scope
This section contains requirements for whistles not contained in other sections of these specifications.
443b. Repair and Overhaul of Existing Systems
not necessarily intended to return overhauled items to the original manufacturer's drawing tolerances. The Supervisors Work Specification
shall identify the class of overhaul (i.e., Class B) authorized for the item. Where applicable, the Supervisors Work Specification shall
drawings or technical manuals as modified by the overhaul criteria paragraphs of other GSO sections herein.
Requirements and definitions of class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standards (TRS) are
Whistles shall be repaired to provide a tone and volume within the band of the original building specifications.
Whistles which exhibit exterior corrosion due to exposure to marine environment may be aluminum flame-sprayed in accordance
with Section 630.
443c. Shock
Section 072 herein provides the requirements for shock as it relates to ship's overhaul.
After installation, the whistle shall be operated to assure proper functioning of the whistle and of manual and/or electrical controls
and to demonstrate that the minimum pressure at the whistle inlet required to meet the sound output requirements is maintained during
blowing conditions.
Particular attention should be given to the sound, intensity and duration produced by the first blast of the whistle after it has been
inoperative for at least 4 hours. If this first blast is not as sharp, distinct or of an equal intensity as subsequent blasts, the installation will
be considered unsatisfactory.
For piping systems tests, see Section 253 or 551 as applicable.
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Section 443
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SECTION 475
DEGAUSSING SYSTEM
475a. Scope
This section contains processes and procedures relative to the general requirement for the degaussing system.
475b. Cable Relocation
Relocation of degaussing cables shall be restricted to changes associated with authorized repairs or conversions, or both. NAVSEA
approval shall be required for cable location changes which do not comply with or exceed the loop diversion noted below.
Allowable Loop Diversions on Steel Hull Ships Loop diversions may be made to divert around oil or water tanks, peak tanks, magazines, cofferdams, refrigerators, chain lockers,
and similar compartments. These diversions shall be made with a minimum number of short directional changes. The area between the
specified run and the diverted run shall be made as small as possible.
For the M coil, the following loop diversion limits apply to any longitudinal section of the ship with extent equal to 1.5 times the
beam (B). In addition, the limits as shown apply to the middle-fifth ampere-turn (AT) capacity of the M coil. For multi-loop M coils, the
allowable diversion areas shown are to be adjusted to provide the same total "AT times square feet," as for the middle-fifth section, i.e., the
areas shown are to be divided by the ratio of "AT for the diversion" to the "middle-fifth AT":
a. Symmetrical M loop vertical diversions at the skin should not exceed 0.04B2 for each side.
b. Asymmetrical M loop vertical diversions at the skin should not exceed 0.02B2 for each diversion.
c. Symmetrical M loop horizontal diversions at the skin should not exceed 0.015B2 for each side.
d. Asymmetrical M loop horizontal diversions at the skin should not exceed 0.02B2.
e. Asymmetrical M loop vertical diversions at crossover should not exceed 0.02B2 for each diversion.
f. Asymmetrical M loop horizontal diversions at crossover should not exceed 0.015B2 for each diversion.
For the FI-QI and FP-QP coils the following diversions apply for the FI-QI and FP-QP loops:
a. Diversions in the crossovers of the long FI, FP, QI and QP loops should not change the areas of these loops by more than 6
percent.
b. Diversions in the crossovers of the short FI, FP, QI and QP loops should not change the areas of these loops by more than 9
percent.
c. For asymmetric or symmetric vertical diversions of the FI, FP, QI and QP loops along the skin of the ship, the product of
the area times ampere-turns, should not exceed the product of 0.02B2 in area times the total AT of the M coil middle-fifth.
d. For asymmetric or symmetric horizontal diversions of the FI, FP, QI and QP loops along the skin of the ship, the product of
the area times ampere-turns should not exceed the product of 0.01B2 in area times the total AT of the M coil middle-fifth.
For the A coil, the following loop diversion limits apply to any longitudinal section of the ship with extent equal to 1.5 times the
beam:
Horizontal diversions for A loops: For symmetrical horizontal diversions, the area between the diverted run and the desired run
should not exceed 0.22B2 (0.11B2 for each side) square feet for each of the upper runs, or 0.05B2 (0.025B2 for each side) square feet for
each of the lower runs. For asymmetrical horizontal diversions, the area between the diverted run and the desired run should not exceed
0.055B2 for the upper run, or 0.01B2 for the lower run.
Vertical diversions for A loops: These diversions will normally be on the lower run. Symmetrical vertical diversions should not
exceed 0.4B in length nor pierce a deck. If it is necessary to pierce a deck, the length of the diversions should not exceed 0.2B.
Asymmetrical vertical diversions should be avoided if possible. If there are not intervening decks, an asymmetrical vertical diversion not
longer than 0.2B is allowable.
Diversions in the vertical runs: The vertical risers must run on bulkheads or similar structures which will give the coil adequate
support. The risers should run at the location nearest the calculated position. Diversions of this nature should not exceed 0.2B forward or
aft of the calculated position for each riser. The effect of forward or aft diversions in the vertical runs is less critical because it only
extends or shortens the A coil loop effect in the longitudinal direction. Symmetrical diversions of the vertical runs of the A loops in the
athwartship direction should not exceed 0.05B2 in area. Asymmetrical diversions of the vertical runs of the A loops in the athwartship
direction should not exceed 0.02B2 in area.
Allowable Loop Diversions on Minesweepers M Loops
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a.
1 percent of area of loop when diversion is in same plane as the loop or diversion is 90 degrees to the plane of the
loop, or a combination of the two.
b.
3 inches when changing the entire level of loop.
A Loops
a.
2 percent of the area of loop when diversion is in the same plane as the loop.
b.
0.25 percent of the area of loop when diversion is 90 degrees to the plane of the loop.
c.
2 inches when shifting the entire loop athwartship.
L Loops
a.
2 percent of the area of loop when diversion is in the same plane as the loop.
b.
0.25 percent of the area of loop when diversion is 90 degrees to the plane of the loop.
c.
2 inches when shifting the entire loop fore or aft.
P Loops
Since the conductors for the P coil are contained in the M, L and A coils, the P coil installation will be within the
diversion limits.
475d. Component Overhaul
All components found defective by preoverhaul inspection and test, or authorized by the Supervisor, shall be replaced or repaired, as
required.
Requirements and definitions of the class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standards (TRS)
are provided in Section 042.
475e. Shock
General - Tests on the cable installation and the degaussing control and power equipment, including magnetometer probe assembly,
when used, shall be performed after overhaul. The following tests shall be performed in the sequence given as required to test the
equipment overhauled.
Coil Installation Tests - Before the degaussing control and power equipment is energized, the cable installation shall be tested and
adjusted as follows:
Each degaussing coil shall be connected such that all loops are in series and all loops' turns are connected in accordance with
the latest modification certificates filed in the Ship's Degaussing folder.
Each degaussing coil shall be tested to establish that it is continuous (no opens), and it is isolated from other degaussing coils
and ground.
Coil insulation resistance tests shall be performed in accordance with Section 320. Measurements shall be taken with the
degaussing control and power equipment disconnected from the degaussing coils.
Compass compensating coils and associated feeder cable insulation resistance shall be measured with all control equipment
disconnected.
Control and Power Equipment Tests - After completion of coil installation tests, the control and power equipment shall be energized
and tested to verify proper operation in accordance with the installation checkout procedures given in the technical manual for the installed
equipment.
Degaussing Coil Turns and Polarity Tests - After completion of coil installation tests and equipment tests, the equipment shall be
adjusted to obtain suitable currents and all loops shall be tested to verify that loops have been installed in the proper coil with correct turns
and polarity. Chapter 7, paragraph 7.4 of publication NAVSEA 0981-LP-052-8130, provides detailed information on how to perform
these tests.
Ammeter Calibration - All switchboard and remote control unit ammeters shall be checked to verify that they have been calibrated
(see equipment manual for procedure).
Compass Compensation Coils Check - The Contractor shall demonstrate operation of the degaussing compass compensating circuits
by performing a dockside degaussing compass compensation test. Data required for form NAVSEA 8950/41 shall be noted and recorded
during this preliminary compensation. Details of compensation procedures are contained in NSTM NAVSEA S9086-QN-STM-000/CH
475.
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Section 475
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Section 475
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SECTION 476
MINE COUNTERMEASURES SYSTEM
476a. Scope
This section contains requirements for mine countermeasures systems.
476b. Magnetic Minesweeping
Magnetic minesweeping equipment includes the following:
Electric power generation and distribution equipment such as:
Control equipment
Generators, together, with their prime movers and auxiliaries
Generator exciters
Switchboards
Synchronizing device for masterslave operation
Cable and associated gear such as:
Cable reels
Rollers
Terminal boxes
Cable for direct current circuits shall be installed so that magnetic fields caused by conductor current will be minimized. For
information concerning the reduction of stray magnetic fields, see NAVSEA 0981-LP-052-8140.
476c. Pressure Minesweeping
Pressure minesweeping gear shall be installed complete with rigging, control equipment, and such portable accessories as are
required.
476d. Mechanical Minesweeping
Mechanical minesweeping equipment shall include the following:
Cranes
Cutters
Dan buoys
Fairlead sheaves
Floats
Float chocks
Multiplane kite otters
Padeyes for wire rope grips
Riggers splicing vise
Stern roller chock
Sweep and depressor wires
Winches
476e. Acoustic Minesweeping
Acoustic minesweeping equipment includes the following:
Electric power generation and distribution equipment such as:
Control equipment
Generators together with their prime movers and auxiliaries
Generator exciters
Switchboards
Acoustic minesweeping devices and their associated gear such as:
Acoustic cable
Acoustic cable reel
Deck receptacles for acoustic cable
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Floats and chocks

Roller for acoustic cable
Stowage cradles for acoustic devices
The generator shall be in general accordance with Mil. Spec. MIL-G-3124. Means shall be provided for varying its speed to provide
a variable voltage, variable frequency and variable kilowatt output. The excitation system shall be of the static type. A standby voltage
regulator is not required. Generator controls shall be installed on the acoustic minesweeping switchboard.
476f. Cable Reels
The cable reel shall be mounted horizontally in a self-draining well. The reel shall be driven by a multiple-speed motor and shall
also have provision for manual operation. Reversing motor control shall be provided. The reel shall be equipped with a hand or foot
operated brake and a manual clutch.
476g. Shipping Reels
Shipping reels on which Government-furnished magnetic and acoustic minesweeping cables are delivered to the Contractor shall
remain Government property. A request for disposition instructions, listing reels by size, type of cable received on them, and cable
manufacturer, shall be made to the Supervisor when a carload lot of empty reels is available or on delivery of the last ship overhauled
under a contract, whichever is sooner.
476h. Shock
Section 072 contains the requirements for shock as it relates to ship overhauls.
The requirement for technical documentation relating to the SHIPALT development process are specified in Section 085. Other
476j. Repair and Overhaul
The repair and overhaul of systems, equipment and components are intended to restore items to their original performance profiles
and are not necessarily intended to return overhauled items to the original manufacturer's drawing or technical manual conditions. The
accordance with applicable drawings, technical manuals, and NSTM NAVSEA S9806-KC-STM-000/CH 300, unless modified herein.
Requirements and definitions of the class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standards are
Structural components such as jibs, chocks and padeyes, which have been damaged to the extent that they can no longer accomplish
their design function or which present a safety hazard, must be replaced or repaired. Adjacent weld joints and connections shall be
inspected for cracks or other evidence of failure. Cracked welds and deformed mechanical fasteners shall be repaired or replaced.
Where visual inspection of the structure indicated deterioration affecting structural integrity, nondestructive testing to determine the
extent of the corrosion damage shall be accomplished. An engineering analysis, considering current and projected future deterioration,
may be performed to determine if the corroded structure is within allowable stress levels. Repair or replacement is required where stress
levels in corrosion damaged areas exceed the allowable stress, and is to be accomplished in accordance with applicable drawings.
Corrosion control procedures in accordance with Section 631 shall be implemented in areas found subject to corrosion attack.
Fabrication, welding, and inspection shall be in accordance with Section 074.
Rigging shall be replaced where it does not meet the requirements of Section 613.
Overhaul of generators shall be in accordance with Section 310.
Overhaul of motors and controllers shall be in accordance with Section 302.
The insulation resistance of the minesweeping generator shall be measured after installation and before operation in accordance with
Section 300.
A starting test shall be conducted with the prime mover of the minesweeping generator at machinery space ambient temperature.
The generator set shall be started twice by starting, stopping and restarting as soon as the set comes to rest. Safety devices shall be
checked in accordance with Section 310.
A seawater rheostat box or resistive load bank shall be provided for load testing the minesweeping generator set.
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Preliminary load tests shall be conducted under peak load conditions for a specified time period. These load tests shall include at
least three separate test runs to demonstrate that safety devices operate as specified. Load tests shall be conducted on all minesweeping
duty cycles and at the specified overload to demonstrate that the minesweeping generator set operates as specified. If a minesweeping
system has more than one generator, multiple operation of generators shall be demonstrated. The following data shall be recorded for each
duty cycle and the overload condition for the generator:
Oscillographic records of line current
Line voltage
Excitation voltage
Excitation current
The hot insulation resistance test shall be in accordance with the method described in Section 300.
Winches, cable reels, cranes, davits, padeyes and miscellaneous fittings shall be tested to demonstrate ability to perform the
operational requirements specified for each particular item in Section 476.
Underway trials shall be conducted to demonstrate satisfactory streaming, operation and recovery of the items of mine
countermeasures equipment.
Section 476
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Section 476
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SECTION 480
FIRE CONTROL SYSTEMS
480a. Scope
This section contains performance, equipment, repair, overhaul, modification and installation requirements for electrical weapon
control systems, and related signal and indicating systems.
480b. Definitions
Weapon Control Systems - Those special purpose equipment and facilities that provide for the operational utilization of installed
weapons. These systems may include any or all of the following:
Weapon Direction Systems, Target Designation Systems and Fire Control Systems.
Weapon Direction Systems - Those equipment and facilities that provide for the monitoring and control of installed weapons and weapon
control systems. Weapon direction systems may vary in complexity and capability from a semi-automatic system that is supported by or
integrated with the NTDS or interfacing sensors, or both, to a self-contained system which utilizes special purpose displays, sensors and
computational equipment. They provide for the following functions:
Display of weapon control system data
Initiating and terminating engagements
Evaluating and scheduling weapon control system resources and capabilities
Target Designation Systems - Those equipment that make up a system for providing target position data to weapon control systems
or command and control systems, or both.
Fire Control Systems - Those equipment and facilities that provide for the acquisition and tracking of targets, the computation of
target intercept data and provide engagement data to installed weapons. These systems are comprised of fire control radars or other
sensors (TDTs, infrared), computers, control and display consoles, and associated conversion/interface equipment. Fire control systems
are identified and classified by the type of weapons associated with the system. These classes are:
Gun Fire Control Systems - These systems consist of tracking radars, directors, computers, stabilizers, control devices,
switchboards, selector switches, circuitry and cabling utilized to control projectile firing.
Missile Fire Control Systems - These systems consist of tracking and guidance radars, directors, computers, control devices,
switchboards, circuitry and cabling to control launching and guidance of missiles.
Underwater Fire Control Systems - These systems consist of sensors, plotting and display devices, stabilizers, control devices,
switchboards, computers, selector switches, circuitry and cabling utilized to control rockets, missiles, torpedoes and depth charges against
underwater targets.
Rocket Fire Control Systems - These systems consist of control and display devices, switchboards, selector switches, circuitry
and cabling utilized to control rocket firing for decoy, surface and shore bombardment.
Surface Battery - Surface battery consists of 6 inch and larger guns installed in heavily armored gun mounts or turrents and not
intended for use against high speed air targets. A weapon control switchboard provides facilities for selective switching and action cutout
protection.
Double-purpose battery - Battery of guns (6 inch or less) intended to fire time-fused or influence-fused projectiles against
surface or high speed, high angle aircraft targets. A weapon control switchboard provides facilities for selective switching and action
cutout protection.
Missile battery - Battery consists of any IRBM, long range, medium range, short range missile system or combination of these
systems. One or more missile switchboards provides facilities for selective switching and action cutout protection.
Underwater battery - Battery consists of projectors, rockets, torpedoes or any combination of these weapons. A weapon
control switchboard provides facilities for selective switching and action cutout protection.
480c. Classification of Systems Systems
All repaired or modified weapon systems shall retain their existing classification of importance, readiness and circuit designation.
New systems shall be classified by importance, readiness and designations in accordance with Table I and the Design Data Sheets.
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480d. General
Existing weapon system equipment shall be repaired, overhauled or restored in accordance with applicable NAVSEA instructions,
Technical Repair Standards (TRS), ordnance publications, ordnance documents and Section 400.
not necessarily intended to return overhauled items to the original manufacturing drawing/technical manual conditions. The Supervisor's
Work Specification shall identify the class of overhaul authorized for the item. Definition of overhaul class is provided in Section 042.
Where applicable, the Supervisor's Work Specification shall invoke the overhaul of the item to be accomplished in accordance with an
approved Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist, or is not authorized, the
overhaul of the item or system shall be in accordance with applicable drawings or technical manuals unless modified herein.
New and modified systems requirements shall be in accordance with the following:
Nonstandard equipment such as relays, compensating resistors and signal transformers shall be watertight in accordance with Mil.
Spec. MIL-E-2036. Panels and wiring boxes shall be marked in accordance with Section 305.
Line-drop compensating resistors shall be installed upon completion of installation delay coils. A resistance test shall be conducted
to determine resistance of ship's cables between fire control switchboards and primary terminals of each gun firing transformer. Any
variation in line resistance greater than 5 percent shall be corrected by installation of resistors mounted in a watertight case adjacent to the
associated firing transformer. Resistors shall be accurate within plus or minus 10 percent and correct the values of cable resistance from
fire control switchboards to gun firing transformers to less than 5 percent.
Wiring boxes and similar equipment shall be mounted in accordance with Section 300. Mounting of equipment on ballistic plating
shall comply with Section 164 and drawing, DOD-STD-2003.
Instruments and equipment shall be located to ensure maximum practicable accessibility and to ensure the best practicable visibility
for visual instruments and audibility for sound instruments.
Installation methods shall be in accordance with NAVSEA standard drawings.
Equipment provided by the Contractor not in accordance with NAVSEA specifications, standard drawings or ordnance publications
and documents shall comply with Mil. Spec. MIL-E-16400.
Equipment designs shall provide maximum practicable accessibility for inspection and repair. Equipment shall be shockproof in
accordance with Section 072, and shall be as light and compact as practicable, consistent with reliability.
Insulated maintenance work benches, seating for equipment operators, confidential publication cabinets, test equipment and general
stowage facilities shall be provided in weapon control spaces in accordance with Sections 402, 663 and 665.
Warning, operating, and instruction plates shall be provided and installed in the spaces in accordance with Sections 507 and 602.
Power for weapon control systems shall be in accordance with Section 320 and an individual power supply shall be provided for
each circuit from an IC switchboard unless otherwise required by the circuit description herein. Auxiliary circuits, wherever specified,
shall be supplied from an auxiliary IC switchboard or local power panels.
For installations which are provided with two independent sources of I.C. system signals, such as own ship heading and roll and
pitch, both sources of such data shall be provided to all required elements of the weapon control system via selective switching. I.C.
systems shall be in accordance with requirements of Section 430.
Grounding and bonding requirements to be in accordance with MIL-STD-1310 and installation methods shall be in accordance with
DOD-STD-2003.
Cable type, installation methods and routing shall comply with Sections 304 and 305. Cable installation shall also comply with the
following:
Cable marking shall be in accordance with Section 305.
Cable runs between directors (switchboards in plotting or control rooms) and gun mounts or turrets shall also comply with the
following:
Cables from a director to any two adjacent mounts or turrets shall, where practicable, be run in separate wireways to minimize the
effect of casualties.
Cables from two or more directors to one mount or turret shall, where practicable, be run in separate wireways to minimize the effect
of casualties.
Cables for indicating and remote control transmissions between a director and a mount or turret shall, where practicable, be run in
separate wireways to minimize the effect of casualties.
Coaxial cable installations for fire control systems shall comply with Section 404.
Wherever practicable, in compartments where a large number of cables terminate in the control portion of the space, cables shall be
run beneath a false deck. See Section 130.
Where false decking is installed in weapon control system spaces, all openings around the base of equipment, fixtures and cabling
shall be enclosed with skirting to prevent dirt and debris from entering the wireway beneath the false decking. The installed skirting shall
in no way interfere with the equipment mounting, operation, and maintenance.
Section 480
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Cables of shielded wire carrying susceptible (low level) circuits shall be grounded in accordance with the requirements of Section
304 unless otherwise specified by equipment of NAVORD or NAVSEA installation drawings.
RF transmission lines for weapon systems shall meet the requirements of Section 404.
480e. Circuit Identification
Weapon control system circuits for newly installed systems shall be identified by a combination of letter identifiers for the purpose
of cable and conductor marking. The first letter of the combination shall be "G" for weapons, the second letter of the combination shall
denote a particular weapons control and direction system and the third letter of the combination shall denote a particular circuit or function.
Existing identifiers for modified systems shall be retained.
The following list of identifiers (first two letters of the three letter combination) denotes particular weapon control systems:
Identifier
GB
GC
GD
GE
GL
GM
GN
GR
GS
GT
GU
GV
GY
GW
LG
PD
VB
VE
Weapon control system

AEGIS
HARPOON
Weapons direction system
Major caliber guns, 6" and larger
TARTAR
Light caliber guns up to 35mm
TERRIER
ASW weapons
Intermediate caliber guns, 40mm, 3" and 5"
Point defense, NATO SEASPARROW
Antisubmarine projector control
TALOS
Light machine gun
Rocket launchers - decoy, surface and shore bombardment
Gyro stabilizer
Target designation
Salvo signal depth charge release
Depth charge release
The following list of identifiers (third letter of the three letter combination) denotes particular circuit or function:
Identifier
A
B
C
D
E
F
G
H
M
P
Circuit or function
Synchro
Scaled voltage
Digital
Order and status
Testing and recording
Firing circuit
Cease firing
Warning Circuit
Miscellaneous control
Remote control
The following list of identifiers denote additional systems:

Identifier
R
U
Circuit
Ready light
Cease firing
Section 480
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Examples of the three letter identifiers:

Identifier
GNA
GSF
GMG
Circuit
TERRIER synchro circuit
5" firing circuit
20mm cease firing circuit

480g. Circuit Requirements
Definitions and requirements for circuits shall be described by Ship Alteration Records, Ship Information Books and Design Data
Sheets.
Circuit CP-Pointer's Clutch Indicator System - This system shall provide in turrets a visual signal to each pointer to indicate when
other pointer is clutched-in and has pointing control.
Supply: 120-volt, single-phase, 60-hertz a.c. from a local IC panel in each turret.
Circuit CS - Sight Setter's Clutch Indicator System - This system shall provide, in turrets, a visual signal to each sight setter to
indicate when other sight setter is clutched in and has sight setting control.
Circuit DS - Danger Sector and Clear Sector Warning System - This system shall provide, in turrets, brilliant red lights to indicate to
the turret officer and gun captain or pointer that a particular gun is pointed into part of the ship's structure and shall simultaneously open
firing circuits (1PA or 2PA) of the gun involved, by the same mechanism which operates Circuit DS switches. Also, it shall provide, in
turrets, a green light to indicate to the turret officer and gun captain or pointer that the gun is pointed into a clear sector with respect to the
ship's structure.
Circuit 1ER - Dummy Director and Error Recorder System - This system shall consist of test instruments located in the plotting area,
wired to terminal boxes near each weapon control switchboard. If more than one weapon control switchboard is installed in a plotting
area, a selector switch shall be installed to connected test instruments to outlets near each switchboard. Flexible cables, long enough to
reach from the terminal box to any part of the switchboard, shall be provided and stowed near the terminal boxes. Active conductors in
these cables shall have clips for readily making test connections to switchboard terminals.
Supply: 120-volt, single-phase, 60-hertz a.c. from nearest lighting outlet or IC switchboard.
Circuit FT - Time of Flight Warning Signal System - This system shall consist of Type IC/Z1S4 or IC/Z1F4 buzzers and
interconnecting wiring in each surface battery director, surface battery control station, gunnery control station and CIC. Buzzers in
gunnery control and CIC shall have adjacent snap switch cut-outs. All signals and switches shall be controlled through surface battery
weapon control switchboard. Signals will be operated by switches in range keepers and computers.
Supply: 120-volt, single-phase, 60-hertz a.c. from an IC switchboard.
Circuit GA - Torpedo Control System (for above water tubes) - This system shall provide for transmission of electrical signals
between equipments used for control of torpedoes. Own ship's course and own ship's motion inputs to the system shall be provided from
the gyrocompass system. Own ship's position inputs shall be provided from the dead reckoning system. Own ship's speed inputs to the
system shall be provided from the underwater log system. Inputs to the system shall also be provided from sonar, radar, periscopes or
other target acquiring systems. A torpedo weapon control switchboard or torpedo fuse and overload panels shall be installed. Six-volt,
50-ampere-hour storage batteries shall be provided below each rotating torpedo mount and each topside optical torpedo director to supply
6-volt illumination circuits. Scope of this system shall be restricted to interconnections between the torpedo computing equipment and the
torpedo tubes where this equipment and torpedo tubes are installed as part of an underwater battery fire control system, circuit GR.
Supply: 120-volt, 3-phase, both 60-hertz and 400-hertz a.c., 120-volt, single-phase, 60-hertz a.c., constant frequency; and 24-volt
d.c., from an IC switchboard.
Circuit GAP - Torpedo Remote Control System - This system shall provide for transmission of electrical signals between remote
operated equipment used for control of torpedoes. Wiring in the torpedo rooms shall include followup units, relay transmitters, special
power supply units and similar equipment associated with torpedo setting and torpedo mount control.
Supply: From circuit GA supplies.
Circuit GE - Surface Battery Control System - This system shall provide for transmission of electrical signals between aloft
directors, stable vertical directors, rangekeepers, computers and similar equipment for transmitting visual orders to guns, range finders, and
miscellaneous equipments incidental to training and elevating surface battery guns.
Section 480
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In ships that have duplicate weapon control switchboards or an auxiliary weapon control switchboard, manual or remote-operated
transfer switches or switchboards shall be installed in turrets and control stations to permit transfer of control to the proper controlling
switchboard. Wiring for auxiliary circuits shall be marked X-GE and shall be installed in cables which are separated from the main
circuits. One 6-volt, 50-ampere-hour storage battery shall be provided in turrets for local range finders to provide illumination for sight
lighting circuits. Additional sight lighting circuits in turrets, as required by NAVSEA, shall be energized from local gun firing batteries.
(See Circuit 1PA.) Provision shall be included for feeding own ship's speed from the underwater log system (Circuit Y) to computers and
stable vertical panels.
Wherever both double-purpose and surface batteries are installed, provision shall be made for interties between the surface and
double-purpose battery switchboards to permit directors for either battery to control any turret or double-purpose mount.
For ships that have two plotting rooms in which weapon control switchboards are not remote operated, a signal system, circuit 51GE,
shall be installed to provide a visual indication at each transfer switch (see above) to show to which switchboard each transfer switch shall
connect equipment. An indicator panel shall be provided in each plotting room to show the manner in which remote stations are connected
to each weapon control switchboard. Indicator dials, circuit 51GE, shall be green for forward plotting rooms and red for after plotting
rooms, except that all indicator dials in topside locations shall be red.
Supply: 120-volt, single-phase, 60-hertz, a.c., 120-volt, 3-phase, 60-hertz a.c., and 120-volt d.c. from an IC switchboard for main
circuits and from auxiliary IC switchboard or local turret power panel, as approved for auxiliary circuits.
Circuit GEP - Surface Battery Remote Control System.- This system shall provide for transmission of electrical signals between
equipments for remote control of surface battery guns in train and elevation from computers, range-keepers and directors. Control circuits
shall consist of high and low speed self-synchronous transmitters operating servo followup circuits at guns, directors, computers,
range-keepers and associated gun instruments.
High-power equipment controlled by servos shall consist of electro-hydraulic units or electric motors geared to training and elevating
racks of guns and directors.
Special motor-generators, controllers, resistors and capacitors associated with power drive units shall be installed and connected.
This system shall include wiring and control circuits for remote train of aloft gun directors from plotting room rangekeepers or
computers. Special motor-generators, amplifier units, condensers and relay racks, located below directors for power drive, shall be
installed and connected. Remote control circuits shall be controlled through weapon control switchboards or, with an auxiliary weapon
control switchboard, transfer switches shall be installed to permit transfer of control to the proper controlling switchboard.
Supply: 120-volt, single-phase, 60-hertz a.c., 120-volt, 3-phase, 60-hertz a.c. and 120-volt d.c. from an IC switchboard for control
circuits; for power drive units 440-volt, 3-phase, 60-hertz a.c. from the power distribution system.
Circuit GLA - Tartar Weapon Synchro System - This system includes all circuits associated with synchro servo loops which are
switched through a missile weapon control switchboard. For all unswitched circuits (cabling between NAVORD furnished components),
installation information will be furnished by NAVSEA. A missile weapon control switchboard shall be installed.
Supplies: 120-volt, single and 3-phase 60 and 400 hertz, low voltage (less than 115-volts) a.c. or d.c. circuits, as required from an IC
or weapon control switchboard.
Circuit GLB - Tartar Weapon Scaled Voltage System - This system includes all circuits transmitting intelligence by scaled voltages
which are switched through a missile weapon control switchboard. For all unswitched circuits (cabling between NAVSEA furnished
components), installation information will be furnished by NAVSEA.
Supplies: As required by NAVSEA equipment specifications.
Circuit GLC - Tartar Pulse Signal System - This system includes all circuits transmitting pulse or digital type signals which are
switched through a missile weapon control switchboard. For all unswitched circuits (cabling between NAVSEA furnished components),
installation information will be furnished by NAVSEA.
Circuit GLD - Tartar Weapon Order and Status System - This system includes all circuits associated with lights, relays, interlocks or
other like components which indicate an order, repeat back, alert or state of system readiness, and which are switched through a missile
weapon control switchboard. For all unswitched circuits (cabling between NAVSEA furnished components), installation information will
be furnished by NAVSEA.
Circuit GLE - Tartar Weapon Testing and Recording System - This system includes all circuits for testing and recording equipment
which is wired via the missile weapon control switchboard. For all unswitched circuits (cabling between NAVSEA furnished components
or between such components and a weapon control switchboard for testing and recording), installation information will be furnished by
NAVSEA.
Circuit GM - Heavy Machine Gun Control System - This system shall provide for transmission of electrical signals between
directors, computers, stabilizing devices, mount regulators, and similar equipment for control of heavy machine gun mounts. Instruments
at guns shall be illuminated by a special illumination transformer. Provision shall be made for control of each mount from several
Section 480
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directors and from the double-purpose battery control system. Extent of interconnection will be specified in the Detail Specifications.
Standard watertight transfer switches shall be provided at each mount to permit transfer of control, or in lieu thereof, local remote-operated
switches or switchboards shall be installed. Weapon control switchboards for each director shall be installed, or in lieu thereof, watertight
rotary switches shall be provided at each director to disconnect various mounts, where more than one mount can be controlled by the
director, or for other necessary for action cutout operations.
Supply: 120-volt, single-phase or 3-phase, 400-hertz a.c., if required for special equipment. 120-volt, a.c., 60-hertz, single-phase
from the 440-volt power panel (via a 440/120-volt transformer) that is associated with a power driven director or from the power panel for
the associated mount, as in the case of a manually operated director. Where the cable run is short or where the director is not directly
associated with any one mount, as may be the case with Mark 70 director, the 120-volt single-phase supply may come from the IC
switchboard. The 440/120-volt transformer, when used, shall have enough capacity to carry the control load of the director and the mounts
it can control. Fuse boxes for mount and director supplies shall be provided if necessary.
Circuit GMP - Heavy Machine Gun Remote Control System - This system shall provide interconnections for special equipment such
as controllers, rotary amplifiers, resistors and condensers, associated with power drive equipment installed in locations below gun mounts
and directors. To permit ready interchangeability of various types of mount drives, the initial installation shall provide sufficient space and
wiring to permit installation of any type of power drive equipment.
Supply: 120-volt or 440-volt, single-phase or 3-phase, 60-hertz and 400-hertz a.c., as required for specified equipment.
Circuit GNA - Terrier Weapon Synchro System - This system includes all circuits associated with synchro servo loops which are
installation information will be furnished by NAVSEA. A missile weapon control switchboard shall be installed.
Supplies: 120-volt, single and 3-phase, 60 and 400-hertz; low voltage (less than 115-volts) a.c. or d.c. circuits, as required, from an
IC or weapon control switchboard.
Circuit GNB - Terrier Weapon Scaled Voltage System.- This system includes all circuits transmitting intelligence by scaled voltages
which are switched through a missile weapon control switchboard. For all unswitched circuits (cabling between NAVSEA furnished
components), installation information will be furnished by NAVSEA.
Circuit GNC - Terrier Pulse Signal System - This system includes all circuits transmitting pulse or digital type signals which are
installation information will be furnished by NAVSEA.
Circuit GND - Terrier Weapon Order and Status System - This system includes all circuits associated with lights, relays, interlocks
or other like components which indicate an order, repeat back, alert or state-of-system readiness and which are switched through a missile
weapon control switchboard. For all unswitched circuits (cabling between NAVSEA furnished components), installation information will
be furnished by NAVORD.
Circuit GNE - Terrier Weapon Testing and Recording System - This system includes all circuits for testing and recording equipment
which are wired via the missile weapon control switchboard. For all unswitched circuits (cabling between NAVSEA furnished
components or between such components and a weapon control switchboard for testing and recording), installation information will be
furnished by NAVSEA.
Circuit GR - Underwater Battery Control System - This system shall provide for transmission of electrical signals between
underwater battery fire control equipments, such as attack plotters, attack directors, position keepers, analyzers, plotters, amplifiers and
computers used for control of underwater battery. This system does not include connections to armament. In ships whose armament is
exclusively torpedoes, circuit GA shall be used for all interconnections. Inputs shall be provided as follows: Own ship's course and own
ship's motion from the gyro compass system; own ship's speed from the underwater log system, own ship's position from the dead
reckoning system, and inputs from sonar, radar, optical, and gunnery equipment.
A weapon control switchboard and associated equipment shall be installed.
Supply: 120-volt, 3-phase, both 60-hertz and 400-hertz a.c., 120-volt single-phase, 60-hertz a.c. constant frequency, and 20-volt d.c.
from an IC switchboard.
Circuit GRP - Underwater Battery Remote Control System - This system shall provide for transmission of electrical signals between
remote-operated equipment used for control of underwater battery fire control equipment (see circuit GR).
Supply: From circuit GR.
Circuit GS - Double-Purpose Battery Control System - This system shall provide for transmission of electrical signals between
double-purpose battery equipment, such as directors, computers, stabilizing devices and gun mounts. Wiring shall be provided, as
necessary, to permit gun mount instruments, scale lamps, and sight lights to be supplied from a local 6-volt illumination transformer or
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firing storage battery (see circuit 2PA). Star shell warning lights shall be provided at the mount captain's station and handling room (fixed
structure).
Provision shall be made for feeding own ship's course to the fire control system from the gyro compass system and, also, for feeding
own ship's speed to the fire control system from the underwater log system.
In ships that have duplicate weapon control switchboards, standard watertight transfer switches shall be provided in mounts and
control stations to permit transfer of control, or in lieu thereof, local remote operated switches or switchboards shall be installed. Provision
shall be made for control of double-purpose mounts from heavy machine gun directors and for control of heavy machine guns from
double-purpose battery directors. If a surface battery is installed, provision shall be made for interties between surface and double-purpose
battery switchboards to permit directors of either battery to control any turret or double-purpose mount (see circuit GE).
Supply: 120-volt, single-phase and 3-phase, 60 and 400-hertz a.c. and 120-volt d.c. from an IC switchboard for class 1 gun fire
control systems. Similar to circuit GM for class 2 gun fire control systems.
Circuit GSM - GFCS Mk. 56 Control System - This system shall provide for electrical connections between gun director Mk. 56, its
associated console, switchboard, computers, control panels, amplifiers, and motor generators and interconnections. This system shall
include all wiring used to interconnect components of each system, but not wiring associated with the radar system or with the gyro
stabilizer system (see circuit 24LG), or wiring extending from the system to connected mounts or other remote stations. For wiring
associated with the radar system, see Section 400.
Supply: To be same as that specified for circuit GM.
Circuit GSP - Double-Purpose Battery Remote Control System - This system shall provide for transmission of electrical signals
between equipment for remote control of double-purpose battery guns. Circuits shall consist of high and low speed self-synchronous
transmitters operating servo-motor followup circuits at guns, directors, computers, rangekeepers and associated instruments.
High power equipment, controlled by servos, shall consist of electro-hydraulic units or electric motors geared to training and
elevating rack of guns and directors.
Special controllers, resistors, capacitors, amplifiers, and panels associated with power drive units shall be installed and connected in
locations on or below gun mount and directors. The system shall also include wiring and control circuits for automatic control of aloft
directors from plotting room rangekeepers or computers. Special amplifier units, condensers, relays, and racks located below directors
shall be installed.
All remote control circuits shall be controlled through weapon control switchboards and special panels.
Supply: 120-volt, single-phase and 3-phase, 60 hertz a.c., and 120-volt d.c., from an IC switchboard for control circuits; for power
drive units, 440-volt, 3-phase, 60-hertz a.c. from power distribution system.
Circuit GU - Antisubmarine Projector Control System - This system shall provide for transmission of electrical signals between
equipment such as computers, indicators, regulators, amplifiers and control panels. This system does not include interconnections between
units of underwater battery fire control equipment (see circuit GR) but only interconnections between such equipment and projectors. A
weapon control switchboard shall be installed.
Supply: 120-volt, 3-phase, 60-hertz a.c. from an IC switchboard or weapon control switchboard.
Circuit GW - Rocket Control System - This system shall provide for transmission of electrical signals between equipment such as
directors, computers and stabilizing devices for control of rocket launchers. The following inputs shall be provided when required by the
rocket system: own ship's course and own ship's motion from the gyro compass; own ship's position from the dead reckoning system; own
ship's speed from the log system; wind information from the wind direction and speed indicator system; radar, sonar or other target
acquiring systems. A fire control switchboard shall be installed.
Supplies: Single-phase or 3-phase, 60 and 400-hertz a.c. and 28-volt and 120-volt d.c. from an IC or weapon control switchboard as
required. In addition, a 500-watt, 115-volt, 400-hertz, 3-phase a.c. to 26-volt d.c. rectifier is required at the launcher Mark 112.
Circuit GY - Light Machine Gun Control System - This system shall consist of a 120-volt, single-phase, 60-hertz a.c. supply to a
lead computing sight on each light machine gun. Supply for each sight shall be terminated in a watertight receptacle on or in the
immediate vicinity of each mount for those sights (such as gun sight Mk 14), which have no off-mount components. For sights (such as
the gun sight Mk 20), which have off-mount components, such as amplifiers, controllers and special generators, shall be installed in a
weather protected location preferably directly below the associated mount. Interconnecting wiring among components of gun sight (of
whatever type) shall be installed.
Supply: 120-volt, single-phase, 60-hertz a.c. from the lighting system or from an IC switchboard.
Circuit 1LG - Surface Battery Gyro Stabilizer System - This system shall consist of circuits for special voltage, high frequency
motor-generators for operating gyro stabilizer units associated with the surface battery control system. Wiring for this system shall include
supply circuits for motor generators, special frequency circuits to stabilizing equipments, and control circuits between stabilizing
equipment and control panel.
Supply: 120-volt, single-phase and 3-phase, 60-hertz a.c. and 120-volt d.c. from an IC switchboard.
Circuit 2LG - Double-Purpose Battery Gyro Stabilizer System - This system shall consist of circuits for special voltage, high
frequency motor generators for operating gyro stabilizer units associated with double-purpose battery control system. Wiring shall include
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supply circuits for motor generators, special frequency circuits to stabilizing equipment, and control circuits between stabilizing equipment
and control panel.
Supply: 120-volt, single-phase and 3-phase, 60-hertz a.c. and 120-volt d.c. from the IC switchboard. Where so specified, special
frequency supply will be furnished at the IC switchboard and wired directly to stable element control panels.
Circuit 4LG - Heavy Machine Gun Battery Gyro Stabilizer System - This system shall consist of circuits for special voltage, high
frequency motor generators for operating gyro stabilizer units associated with heavy machine gun directors.
Supply: 120-volt, single-phase and 3-phase, 60-hertz a.c. from an IC switchboard.
Circuit 8LG - Antisubmarine Projector Stabilizer System - This system shall consist of circuits for special voltage, high frequency
motor generators or inverters for operating gyro stabilizer units associated with projectors, Mk 10 and later.
Supply: 120-volt, single-phase, 60-hertz a.c. or 120-volt d.c. from an IC switchboard.
Circuit 9LG - Rocket Gyro Stabilizer System - This system shall consist of circuits for special voltage, high frequency motor
generators for operating gyro stabilizer units associated with rocket launchers. Wiring for this system shall include supply circuits for
motor generators, special frequency circuits to stabilizing equipment and control circuits between stabilizing equipment and control panel.
Supply: 120-volt, single-phase and 3-phase, 60-hertz a.c. and 120-volt d.c. from an IC switchboard. Where so specified, special
frequency supply shall be furnished at IC switchboard and wired directly to stable element control panels.
Circuit 11LG - Terrier gyro stabilizer system.
Circuit 12LG - Tartar gyro stabilizer system.
These systems shall consist of supply circuits for special voltage, high frequency motor generators for operating gyro stabilizer units
associated with guided missile control systems.
Supplies: 120-volt, 440-volt, single and 3-phase, 60 and 400-hertz a.c. and 120-volt d.c. from the IC switchboard as required.
Where so specified, special frequency supply shall be furnished at the IC switchboard and wired directly to stable element control panels.
Circuit 24LG - GFCS Mark 56 Gyro Stabilizer System - This system shall consist of circuits for a special voltage, high frequency
generator for operating gyro stabilizer units associated with GFCS Mark 56.
Supply: From supply to GFCS Mark 56 furnished under circuit GSM.
Circuit LP - Load Position Indicator System - This system shall consist of circuits for visual signals at each gun layer's station and at
each cradle operator's station to indicate when the associated gun is in proper loading position.
Circuit 1MT - Minelaying Timing and Signal System - This system shall consist of circuits for a special timing device at the
mine-directing station for closing circuits to a Type IC/Z1S4 or IC/Z1F4 buzzer at mine-directing station, and to a single-stroke gong at
mine-control station.
Circuit 2MT - Minelaying Counter System - This system shall consist of circuits for switches on each mine track for operating
counters at mine control station and mine-directing station. Switches on each track shall be wired in parallel to indicate total mines
planted.
Supply: 120-volt, single-phase, 60-hertz a.c., from the IC switchboard.
Circuit 1PA - Surface Battery Gun Firing System - This system shall consist of circuits for firing the surface battery guns.
Automatic firing switch and hand firing switches at each aloft director, stable vertical gun director, and plotting room rangekeeper (at
selected train station), shall be connected via switching on surface battery switchboards to primary circuits of gun firing transformers in
each turret. Automatic firing contacts on each stable vertical director shall be connected to automatic firing switches through switching
provided as part of surface battery switchboard. Hand firing switches, paralleled with corresponding switches at rangekeeper selected train
stations, shall be provided in double-purpose battery plotting rooms. On ships that have duplicate director wiring trunks, hand firing
circuits shall be segregated by installing one cable in each trunk. The following equipment shall be interconnected in each turret:
Firing delay coils (when provided)
Gun firing cutout switch box for cutting out pointer's, gun layer's and trainer's firing switches
Gun captain's ready switches (see Circuit 1R)
Firing storage battery, 24-volt, 100-ampere-hour (four 6-volt trays)
Primers on guns
Firing transformer, 200-volt-amperes, 120/20-volt, single-phase, type GF
Turret officer's selector switches for selecting director or local control; and transformer or battery power supply.
A tap shall be provided from one 6-volt tray of the 24-volt battery to supply scale lamps and cross line illumination circuits if a
separate battery for this purpose is not required.
External ground connections shall be provided from the secondary of the firing transformer and the firing battery to a clean bare
metal surface of the turret or gun mount. Local grounds within transformer cases are prohibited.
Gun captain's ready switches shall close breaks in firing circuit and gun ready light circuit (see Circuit 1R) simultaneously. Contact
maker and transformer primary circuits shall be controlled through weapon control switchboards.
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On ships that have two plotting rooms or an auxiliary weapon control switchboard, separate cables shall be provided to permit
control through either switchboard. Auxiliary fire control cables shall be marked X-1PA and be segregated and kept widely separated
from the main cables.
If a double-purpose battery is installed, provision shall be made for interties between surface and double-purpose battery
switchboards to permit directors of either battery to fire any turret or double purpose mount.
Watertight transfer switches shall be provided in each turret and control station for transfer of firing circuits from main switchboard
to auxiliary switchboard.
A pilot light, bridged across primary circuit, shall be provided in the plotting room for each firing transformer to indicate when the
firing circuit has been completed through weapon control switchboard. Line-drop compensating resistors shall be provided as required by
paragraph 480d.
Supply: 120-volt, single-phase, 60-hertz a.c. from an IC switchboard, 20-volt, d.c., and 20-volt, single-phase, 60-hertz a.c.
Circuit 2PA - Double-Purpose Battery Gun-Firing System - This system shall consist of circuits for firing double-purpose battery
guns. Duplicate lines shall be installed to each aloft director for switches located at tracker's and control officer's stations. Switches for
tracker shall be mounted on handwheels. Control officer's switch shall be a portable key arranged for plugging into a standard receptacle.
Additional firing switch circuits shall be provided to firing keys and automatic firing contacts on each stable element, and to firing
switches in director control rooms (such as GFCS Mk 56 control rooms).
The following equipment shall be installed on or below gun mounts:
Firing keys
Firing mechanism
Firing stop mechanism
Storage battery, 6-volt, 100 ampere-hour
Transfer switch for selection of battery or transformer firing supply
Gun firing transformer, 115/20-volts
200-volt ampere Type GF transformer
On ships that have two plotting rooms, separate cables shall be provided to permit control through either switchboard. Watertight
transfer switches shall be provided in each mount for transfer of circuits to either plotting room or to a local director or, in lieu thereof,
contractor shall install local remote operated switches.
External ground connections shall be provided from the secondary of the firing transformer and firing battery to structure of turret or
gun mount. Local grounds within transformer cases are prohibited. In double-purpose battery turrets, gun captain's ready switches shall
close breaks in the firing circuit and gun ready light circuit (see Circuit 2R), simultaneously. For ships having double-purpose battery
turrets, a pilot light bridged across the primary circuit shall be provided in the plotting room for each firing transformer to indicate when
the firing circuit has been completed through weapon control switchboard.
Supply: 120-volt, single-phase, 60-hertz a.c. from IC switchboard, 6-volt d.c. and 20-volt, single-phase, 60-hertz a.c.
Circuit 4PA - Heavy Machine Gun Firing System - This system shall consist of circuits between firing switches on directors and in
GFCS control rooms to energize the firing mechanisms on the mounts.
Supply: 120-volt, single-phase, 60-hertz, a.c. from circuit GM supply at mount.
Circuit 6PA - Torpedo Firing System - This system shall consist of circuits for firing torpedoes. Firing panels shall be provided in
UB plot. Firing solenoids shall operate at 120-volts, single-phase, 60-hertz a.c. If required, an isolating transformer shall be installed for
energizing the internal torpedo firing circuit.
Circuit 7PA - Depth Charge Projector Firing System, (ships having a.c. for fire control) - This system shall consist of firing switches
located on the open bridge and in UB plot, and interconnecting wiring to energize gun firing transformers located close to each projector.
Firing switches shall be double circuit. A master rotary snap switch shall be installed adjacent to the firing switches to energize the firing
switches just before firing. Both sides of the line shall be broken by the master switch. Secondary of the gun firing transformer shall be
grounded on the projector. Firing circuit may be completed in a special timing device, such as an intervalometer.
Circuit 7PA - Depth Charge Projector Firing System (ships not having a.c. available for fire control) - This system shall consist of
firing switches located on top of the Pilot House level and wiring to energize the firing pin on each projector. A master rotary snap switch
adjacent to firing switches energize firing switches just before firing. Both sides of the line shall be broken by the master switch. Firing
return shall be grounded on the projector.
Supply: 6-volt d.c. from a 100-ampere-hour storage battery.
Circuit 8PA - Antisubmarine Projector Firing System - This system shall consist of firing panels located in UB plot, and wiring for
energizing the firing circuit of antisubmarine projectors. A gunfiring transformer, 200-volt-ampere, 120/20 volt, shall be provided at each
projector. Provision shall be made for local firing at each projector via a 6-volt, 100-ampere-hour storage battery.
Supply: 120-volt, single-phase, 60-hertz a.c. from an IC or weapon control switchboard.
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Circuit 9PA - Rocket Firing System - This system shall consist of firing panels located in UB plot or other specified control station,
and wiring for energizing the firing circuit of rocket launchers.
Circuit 11PA - Terrier Missile Firing System
Circuit 12PA - Tartar Missile Firing System
These systems include all circuits for firing or initiating a firing cycle which are switched through a missile weapon control
switchboard. For all unswitched circuits (cabling between NAVSEA furnished components), installation information will be furnished by
NAVSEA.
Circuit PD - Target Designation System - This system shall provide for transmission of bearing, range and elevation to gun directors
from search radars, sonars, other directors, optical transmitting stations and such other sources as may be designated. In addition,
provision shall be made for repeating director position in bearing, range and elevation to designating station and, also, to antiaircraft station
and gunnery control stations. Signal systems shall be installed showing status of each director and status of designation process. Either
standard watertight transfer switches shall be provided, or a weapon control switchboard shall be installed.
When a missile system is also installed on board a ship with a gunnery system, the Weapons Control Station has overall control of
both missilery and gunnery. The gunnery target designation system should be coordinated with the missilery control system to suit the
capabilities of the weapon direction system.
Supply: 120-volt, single-phase and 3-phase, 60-hertz and 400-hertz a.c. from an IC switchboard.
Circuit Q - Projectile Hoist Operating Handle Electrical Interlock System - This system shall consist of electro-mechanical interlocks
on operating handles of projectile hoist equipment in turrets to prevent hoisting operation when a projectile is in the cradle or when the
cradle is not in hoisting position, and to prevent high-speed lowering of a projectile.
Visual signals shall be installed at each projectile handling level to indicate the condition of loading, hoisting and lowering. Also, an
audible signal shall be installed to indicate when hoist may be operated.
Supply: 120-volt, single-phase, 60-hertz a.c. from a power source within turret.
Circuit QB - Shell Latch Indicator System - This system shall consist of automatic safety switches located near the base of each
turret hoist to operate a lamp-type (green dial) indicator at hoist operator stations to indicate when hoist may be safely reversed.
Supply: 120-volt, single-phase, 60-hertz a.c. from local turret power panel.
Circuit QC - Powder Hoist Control System - This system shall consist of electro-mechanical interlocks, controls, and indications of
electric-hydraulic power gears for operation of the turret or mount powder hoists and associated cradles and shall provide visual
indications to the gun captain and hoist operators of the status of operation of powder hoist.
Supply: From hoist power panel at voltages determined by design of equipment.
Circuit QE - Projectile Hoist Control System - This system shall consist of electro-mechanical interlocks, controls and indications of
electri-hydraulic power gears for operation of the turret or mount projectile hoists and associated cradles and shall provide visual
indications to the gun captain and hoist operators of the status of operation of projectile hoists.
Supply: From hoist power panel at voltages determined by design of equipment.
Circuit QM - Training Gear Power Control System - This system shall consist of interlocks and control indications of training gear
motors in turrets and visual indications of the status of motor control.
Supply: 120-volt, single-phase, 60-hertz a.c. from the nearest emergency lighting circuit or turret power panel in turret.
Circuit QN - Elevating Gear Power Control System - This system shall consist of interlocks and control indications of gun elevating
motors in turrets and visual indications of the status of motor control.
Circuit QP - Parbuckling Gear Power Control System - This system shall consist of control, interlocks and indications of parbuckling
gear motors in turrets and visual indications of the status of motor control.
Circuit QR - Projectile Ring Power Control System - This system shall consist of control, interlocks, and indications of projectile
ring motors in turrets and visual indications of status of motor control.
Circuit QS - Gun Slide Control System - This system shall consist of electro-mechanical control, interlocks, and indications of
electric-hydraulic power gears for operation of gun slides and rammers in turrets, and shall provide visual indications to the gun captain of
status of slide and rammer operation.
Supply: 120-volt, single-phase, 60-hertz a.c., from nearest emergency lighting circuit or turret power panel in turret.
Circuit QT - Guided Missile Telemetering System - This system shall consist of equipment that will permit the checking of the
telemetering equipment in the missile during checkout. Equipment and installation information will be furnished by NAVORD.
Circuit 11QT - Terrier Missile Telemetering
Circuit 12QT - Tartar Missile Telemetering
Section 480
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Circuit QU - Missile Guidance Checkout System - This system shall consist of equipment that will permit the checking of the
guidance system in the missile during checkout. Equipment and installation information will be furnished by NAVORD.
These systems include all circuits required to check the telemetering equipment in the missile. Equipment and installation
information will be furnished by NAVORD.
Circuit 11QU - Terrier Missile Guidance Checkout System
Circuit 12QU - Tartar Missile Guidance Checkout System
These systems include all circuits required to check the guidance system in the missile. Equipment and installation information will
be furnished by NAVORD.
Circuit 1R - Surface Battery Ready Light System - This system shall provide to interested stations visual indications of the state of
readiness of the surface battery turrets. A single lamp-type indicator for each turret shall be provided in aloft surface battery directors, fire
control towers, surface battery control stations, plotting rooms and turrets. Paralleled indicators shall be provided in plotting rooms to
ensure visibility of signals to stable vertical operator, selected train operator and plotting room control officer. These indicators shall be
energized by closing of turret officer's selector switch to local or director control.
An additional lamp-type indicator shall be provided to signal PLOT READY in surface battery directors, fire control tower, surface
battery control stations, plotting rooms and turrets. An electrical foot switch located at plotting room rangekeeper shall operate PLOT
READY signal. Each turret shall contain a set of indicators for each gun showing progress of loading, matching, and miscellaneous
functions related to method of control (automatic, manual). Switches located at each gun captain's station shall close a circuit to an
indicator in turret officer's booth and to parallel indicators at gun captain's station and associated gun layer's station. Indicator dials shall
be green for right gun, white for center gun and red for left gun. Gun captain's switch shall also close a break in the firing circuit (see
circuit 1PA). Electrical foot switches shall be provided at each gun layer's and trainer's station to operate indicator lights in turret officer's
booth and parallel lights at gun layer's station, gun captain's station, pointer's stations and trainer's stations. In ships having two plotting
rooms or an auxiliary weapon control switchboard, ready lights shall be energized via a watertight turret transfer switch located in the
turret officer's booth or, in lieu thereof, the contractor shall install local remote-operated switches or switchboards. Wiring for auxiliary
circuits shall be marked X-1R and shall be installed in separate cables from main circuits. Local turret ready light indications within each
turret shall be energized from a local turret IC panel at 120-volts, single-phase, 60-hertz a.c. Ready light indications in any station
received from or transmitted to remote locations shall be energized from a weapon control switchboard in plotting rooms at 120-volts,
single-phase, 60-hertz a.c.
Circuit 2R - Double-Purpose Battery Ready Light System - This system shall provide, to interested stations, visual indications of the
state of readiness of double-purpose battery. These indications are intended primarily for use in surface fire from mounts or turrets. A
single lamp-type indicator for each mount or turret shall be provided in aloft plotting rooms. An own mount ready light shall be provided
in each mount or turret. Paralleled indicators shall be provided in plotting rooms to ensure visibility of signals to the stable vertical
operator, selected train operator, and plotting room control officer. These indicators shall be energized by closing of mount or turret
officer's selector switch to local or director control. An additional lamp-type indication shall be provided to signal PLOT READY in aloft
directors, fire control stations, plotting rooms, and mounts or turrets. An electrical foot switch, located at plotting room rangekeeper, shall
operate the PLOT READY signal.
Each mount or turret shall contain a set of indications for each gun, showing progress of loading, matching and miscellaneous
functions related to method of control (automatic, manual). Switches located at each gun captain's station shall close a circuit to an
indicator at the mount or turret officer's station and to parallel indicators at the gun captain's station and associated gun layer's stations.
Indicator dials shall be green for right gun, white for center gun and red for left gun. Gun captain's switch shall also close a break in the
firing circuit (see Circuit 2PA). Electrical foot switches shall be provided at each gun layer's station to operate an elevation indicator light
in the mount or turret officer's booth and parallel lights at the gun layer's station, pointer's stations and trainer's stations. In ships having
two plotting rooms or an auxiliary weapon control switchboard, ready lights shall be energized via a watertight mount or turret transfer
switch located in mount or turret officer's booth or, in lieu thereof, the contractor shall install local remote operated switches or
switchboards.
Local mount or turret ready light indications within each mount or turret shall be energized from a local mount or turret IC panel at
120-volts, single-phase, 60-hertz, a.c. Ready light indications in any station received from or transmitted to remote locations shall be
energized from a weapon control switchboard in plotting rooms at 120-volts, single-phase, 60-hertz, a.c.
Circuit 6R - Torpedo Ready Light System - This system shall provide visual signals at control and torpedo stations to indicate Ready
Orders to each tube and, also, indicate to control (either UB plot or attack center) the state of readiness of each tube. Signals originate in
contact makers, switches or firing panels located at control stations and tubes.
Circuit 8R - Anti-Submarine Projector Ready Light System - This system shall provide visual signals at UB plot and projector
control station to indicate readiness of projector and firing orders. Signals originate at switches or firing panels in UB plot and switches at
projector control stations.
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Circuit 9R - Rocket Ready Light System - This system shall provide visual signals at UB plot or other specified control station and
rocket launcher control stations to indicate readiness of rocket launcher and firing orders. Signals originate at switches or firing panels in
UB plot and switches at rocket launcher control stations.
Circuit RP - Projectile Ring Ready Light System - This system shall consist of equipment and wiring on each shell flat of a turret to
warn projectile ring operator when shells are being loaded into hoists and forestall projectile ring operation. A switch shall be provided at
each shell hoist operator's station to operate a visual signal at projectile ring operator's station when corresponding hoist is clear.
Supply: 120-volt, single-phase, 60-hertz, a.c. from local lighting fuse box or local IC panel.
Circuit RS - Sonar Target Designation - This system shall provide synchro designations and visual and audible signals at sonar
consoles from transmitters located in UB plot.
Supply: 120-volt, single-phase, 60-hertz a.c. from an IC, weapon control or torpedo switchboard.
Circuit TA - Interzone Interference Elimination System - This system shall provide interconnections between instruments which are
used to prevent interference (collision) between guns in adjacent turrets or mounts.
Supply: 120-volt, single-phase, 60-hertz a.c. from turret IC panels.
Circuit 1U - Surface Battery Cease Firing Signal System - This system shall consist of Type IC/H8S4 horns located in each turret
booth, each aloft director, and each surface battery fire control station to serve as an audible signal to cease firing, and Type IC/Z1S4
buzzers, and pilot lights installed in each surface battery plotting room for each group of guns, each turret or each director.
Cease firing signals shall be energized by switches located at each aloft director, each surface battery fire control station and plotting
room. Switches in a plotting room shall control each turret, group of guns or director independently.
Signals and switches shall be controlled through surface battery weapon control switchboard. If a double-purpose battery is
installed, interties shall be provided between surface and double-purpose battery switchboards to permit directors of either battery to
silence any turret or double-purpose mount.
Supply: 120-volt, single-phase, 60-hertz, a.c. from IC switchboard.
Circuit 2U - Double-Purpose Battery Cease Firing Signal System - This system shall provide audible signals, transmitted through the
sound-powered telephone system, to each gun mount and director to serve as a signal to cease fire. The signal shall consist of alternate
tones of 600 Hz/sec and 1,500 Hz/sec, for each tone having a duration of 1/3 second, at the rate of 90 groups of alternate tones/min.
Signals shall be generated in a cease firing signal generator installed in a plotting or IC room (the generator used for circuit 4U may be
used). The signal shall be introduced into the sound-powered telephone system by a relay at each mount or each director. For auxiliaries
and combatant ships of escort size and smaller, cease firing signals shall consist only of Type IC/H8S4 horns at mounts and Type IC/H1S
horns at directors, and telephone signals shall be omitted. Cease firing signals shall be operated by switches at antiaircraft stations, at radar
target designation station, at each director, in plotting rooms, and in director and gunar control rooms (such as GFCS Mk. 56 control
rooms).
Supply: 120-volt, single-phase, 60-hertz a.c. from an IC switchboard. Where common supply is used for Circuits 2U and 4U, the
designation 24U shall be used for supply.
Circuit 4U - Heavy Machine Gun Cease Firing Signal System - This system shall provide audible signals transmitted through the
sound-powered telephone system to each mount and director to serve as a signal to cease fire. The signal shall consist of alternate tones of
600 cycles/sec and 1,500 cycles/sec., each tone having a duration of 1/3 second at the rate of 90 groups of alternate tones/min. Signals
shall be generated in a cease firing signal generator installed in a plotting or IC room (generator used for circuit 2U may be used). The
signal shall be introduced into the sound-powered telephone system by relays at each mount or each director. Cease firing signals shall be
operated by switches at antiaircraft stations, at the radar target designation station at each director, and in each director or gunar control
room. For open mounts, such as 40mm or 3-inch, 50-caliber mounts and, unless fitted with telephone amplifiers, a Type IC/H8S4 horn
shall be installed on fixed structure near the mount, operated by the same relays which introduce the audible signal into mount telephone
circuits. For auxiliaries and combatant ships of escort size and smaller, cease firing signals shall consist only of type IC/H8S4 at mounts
and IC/H1S4 horns at directors and telephone signals shall be omitted.
Supply: 120-volt, single-phase, 60-hertz a.c. from an IC switchboard. Where common supply is used for Circuits 2U and 4U the
designation 24U shall be used for supply.
Circuit 5U - Light Machine Gun Cease Firing Signal System - This system shall provide audible signals to each group of light
machine guns as a signal to cease fire. The signal shall consist of a Type IC/H8S4 horn at each group of light machine guns. Each horn
shall be separately fused in vicinity of mounts. Wherever telephone signals are provided under circuit 4U, the same audible signal shall be
transmitted through the sound-powered telephone system for each group of light machine guns. The signal shall originate in the cease
firing signal generator for circuit 4U and shall be introduced by a relay for each group of light machine guns, so that each group can be
independently silenced. Audible signals shall be controlled through multiple gang push switches at antiaircraft stations and at radar target
designation station. For ships with d.c. ship service supply, horns shall be d.c., equivalent to IC/H8S4.
One wafer lever switch or rotary switch shall be provided in antiaircraft station for ships in which the total number of 4U and 5U
switches in antiaircraft station exceeds four, connected to silence all heavy machine guns and light machine guns simultaneously.
Section 480
12
S9AA0-AB-GOS-010
2004 Edition
Supply: 120-volt, single-phase, 60-hertz a.c. or 120-volt d.c. from an IC switchboard.

Circuit 9U - Rocket Cease Firing Signal System - This system shall provide audible signals at rocket launcher control station
energized from switches in UB plot, rocket plotting room and rocket directors.
Circuit 45U - Sector Control Cease Firing Signal System - This system shall comply with drawing, NAVSHIPS No. S7104-434972,
for ships having two antiaircraft stations, and with drawing, NAVSHIPS No. S7104-434971, for ships having one antiaircraft station. The
designation 45U will also be used for supply circuits and wiring which are common to Circuits 4U and 5U.
Circuit 1VB - Surface Battery Salvo Signal System - This system shall provide audible and visual signals in each turret for signaling
to gun layers and trainers to fire. A double-throw rotary snap switch shall be provided in turret officer's booth for transferring control to
directors or to local control by turret officer's contact maker. The signals shall be operated by switches at director officer's station and on
pointers' handwheels of each aloft director, on plotting room stable vertical gun directors, at plotting room rangekeepers (selected train
station) and at computers in surface battery control stations. Indicator lights, to indicate when any turret receives salvo signal, shall be
installed in each director, plotting room and surface battery control station. Audible signals shall be provided in topside stations paralleled
with visual salvo signals. Audible signals without paralleled visual signals shall also be provided at Pilot House, open bridge, secondary
conning station, signal bridge, forward and aft surface lookouts, flag bridge and such other topside stations as may be designated. Audible
top side signals shall be provided in cruisers and battleships.
Switches and signals shall be controlled through a surface battery weapon control switchboard. Wherever a double-purpose battery
is installed interties shall be provided between surface and double-purpose battery switchboards to permit directors of either battery to
signal a salvo to any turret or double-purpose mount.
On ships that have two plotting rooms or an auxiliary weapon control switchboard, watertight transfer switches shall be provided in
each turret and control station to transfer control through either switchboard. Auxiliary circuits shall be marked X-1VB and shall be
installed in separate cables widely separated from main circuits.
Circuit 2VB - Double-Purpose Battery Salvo Signal System - This system shall provide an audible signal transmitted through the
sound-powered telephone system to each mount to serve as a signal to fire. The signal shall consist of a continuous tone of 600 Hz/sec,
and shall be generated in the cease firing signal generator (see circuit 2U). The same relays used for entering cease firing signal into each
mount will be used for entering salvo signals into mount. Salvo signals shall be controlled by switches in directors and in plotting rooms.
Circuit 9VB - ASROC Salvo Warning Signal System - This system shall provide an audible signal to warn personnel that the rocket
launcher is in the standby or firing condition and is about to be fired. This signal shall originate at switches on a control console or firing
panel located in an ASW control station or launcher control station. Circuit will consist of Type IC/S1S4 siren in the launcher area and
IC/Z1S4 buzzer on the open bridge and any other applicable station.
Supply: 120-volts, single-phase, 60-hertz from the U.B. weapon control switchboard.
Circuit VE - Depth Charge Release System - This system shall provide electrical means for releasing depth charges remotely from
depth charge tracks. Controls shall be provided on open bridge and in UB plot if fitted.
Supply: 120-volt, 3-phase, 60-hertz, a.c. from a local source.
The weapon control system test program is developed to provide for progressive stages of testing in accordance with NAVSEA
publication T9093-AB-TRQ-010/SURF COMB.
Tests shall be performed on fire control systems to demonstrate that the performance of individual equipments correct
interconnections of related portions of systems, and performance of combined portions of more than one system meet prescribed
requirements.
13
Section 480
S9AA0-AB-GOS-010
2004 Edition
TABLE I LIST OF IMPORTANCE AND DESIGNATION CLASSIFICATION

Circuit or
system
designation
CP
CS
DS
1ER
FT
GA
GAP
GE
GEP
GLA
GLB
GLC
GLD
GLE
GM
GMP
GNA
GNB
GNC
GND
GNE
GR
GS
GSP
GU
GVA
GVB
GVC
GVD
GVE
GW
GY
1LG
2LG
4LG
8LG
9LG
10LG
11LG
12LG
Section 480
Type of circuit
Visual lamp or annunciator
Audible signal
Self-synchronous
Remote control
Self-synchronous
Remote control
Self-synchronous
Self-synchronous
Remote control
Self-synchronous
Self-synchronous
Remote control
Self-synchronous
Remote control
Self-synchronous
Self-synchronous
Self-synchronous
Circuit or system title

Pointers clutch indicator
Sight setter's clutch indicator
Danger sector and cleat sector warning
Dummy director and error recorder
Time of flight warning signal
Torpedo control
Torpedo remote control
Surface battery control
Surface battery remote control
Tartar weapon synchro
Tartar weapon scaled voltage
Tartar pulse signal
Tartar weapon order and status
Tartar weapon testing & recording
Heavy machine gun control
Heavy machine gun remote control
Terrier weapon synchro
Terrier weapon scaled voltage
Terrier pulse signal
Terrier weapon order and status
Terrier weapon testing & recording
Underwater battery control
Double-purpose battery control
Double-purpose battery remote control
Anti-submarine projector control
TALOS Weapon Synchro
TALOS Scaled Voltage
TALOS pulse signal
TALOS weapon order and status
TALOS testing and recording
Rocket control
Light machine gun control
Surface battery gyrostabilizer
Double-purpose battery gyrostabilizer
Heavy machine gun gyrostabilizer
Antisubmarine projector gyrostabilizer
Rocket gyrostabilizer
TALOS gyrostabilizer
Terrier gyrostabilizer
Tartar gyrostabilizer
14
Importance
classification
SV
SV
SV
NV
SV
V
V
V
V
V
V
V
V
SV
V
V
V
V
V
V
SV
V
V
V
V
V
V
V
V
V
V
V
V
V
V
V
V
V
V
V
S9AA0-AB-GOS-010
2004 Edition
TABLE I - (Continued)
LIST OF IMPORTANCE AND DESIGNATION CLASSIFICATION
Circuit or
system
designation
24LG
LP
1MT
2MT
1PA
2PA
4PA
6PA
7PA
8PA
9PA
10PA
11PA
12PA
PD
Q
QB
QC
QE
QM
QN
QP
QR
QS
10QT
11QT
12QT
10QU
11QU
12QU
1R
2R
6R
8R
9R
RP
RS
TA
1U
2U
4U
5U
9U
45U
1VB

GFCS Mk 56 gyrostabilizer
Load position indicator
Mine laying timing and signal
Mine laying counter
Surface battery gun firing
Double-purpose battery gun firing
Heavy machine gun firing
Torpedo firing
Depth charge projector firing
Anti-submarine projector firing
Rocket firing
PATALOS missile firing
Terrier missile firing
Tartar missile firing
Target designation
Projectile hoist operating handle electrical
interlock
Shell latch indicator
Powder hoist control
Projectile hoist control
Training gear power control
Elevating gear power control
Parbuckling gear power control
Projectile ring power control
Gun slide control
TALOS guidance check-out
Terrier missile telemetering
Tartar missile telemetering
TALOS guidance check-out
Terrier missile guidance check-out
Tartar missile guidance check-out
Surface battery ready light
Double-purpose battery ready light
Torpedo ready light
Antisubmarine projector ready light
Rocket ready light
Projectile ring indicator light
Sonar target designation
Interzone interference elimination
Surface battery cease firing signal
Double-purpose battery cease firing signal
Heavy machine gun battery cease firing signal
Light machine gun battery cease firing signal
Rocket cease firing signal
Sector control cease firing signal
Surface battery salvo signal
Type of circuit
Self-synchronous
Importance
classification
V
SV
SV
SV
V
V
V
V
V
V
V
V
V
V
V
Self-synchronous
Audible signal
Audible signal
Audible signal
Audible signal
Audible signal
Audible signal
Audible signal
SV
V
V
V
V
V
V
V
V
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
SV
15
Section 480
S9AA0-AB-GOS-010
2004 Edition
Circuit or
system
designation
2VB
9VB
VE
Section 480
TABLE I - (Continued)
LIST OF IMPORTANCE AND DESIGNATION CLASSIFICATION
Type of circuit
Double-purpose battery salvo signal

ASROC salvo warning signal
Depth charge release
Audible signal
Audible signal
16
Importance
classification
SV
SV
V
S9AA0-AB-GOS-010
2004 Edition

SECTION 494
METEOROLOGICAL DEFINITIONS AND REQUIREMENTS
494a. Scope
This section contains definitions of various meteorological spaces, the requirements for those spaces, and the equipment to be
installed in them.
494b. Definitions of Meteorological Spaces
Meteorological room - The primary center for the collection, analysis and processing of meteorological data, and the formulation and
dissemination of weather predictions on ships with an assigned allowance of meteorological personnel.
Balloon inflation room - The workspace provided for the preparation of weather balloons and balloon-borne equipment trains on
ships requiring regularly scheduled upper air soundings.
Balloon inflation station - The space provided on a weather deck for balloon inflation and launching on ships requiring only
occasional upper air soundings.
Meteorological data equipment room - The space provided for installation of the required specialized terminal equipment.
494c. General
This section covers general meteorological requirements for surface ships.
On ships without an assigned allowance of meteorological personnel and whose complement of meteorological equipment permits,
collocation of that equipment with other equipment within a communications space is permissible.
Meteorological rooms shall be located in the island in aircraft carriers and above the main deck in other ships. At least one side of
the meteorological room shall be bound by a weather bulkhead, with at least one port light installed.
The balloon inflation room shall be located well aft in the ship superstructure, at main deck level or between the hangar and flight
decks in aircraft carriers, and with access to a weather deck free of encumbrances for balloon launching.
Meteorological data equipment rooms shall provide adequate space requirements for installed equipment, provide required facilities
for specialized equipment (e.g., drain lines), meet security requirements for specified equipment, and be located to conform to equipment
cable run restrictions.
Any modification made to an existing meteorological system or any restoration, overhaul or repair made to an individual
meteorological equipment during overhaul shall be accomplished in accordance with specifications of Section 400.
Deck coverings for meteorological rooms and meteorological data equipment rooms shall be as specified for manned electronics
spaces in Section 634.
494d. Meteorological Room
The types and quantities of equipment requirements for meteorological rooms shall be in accordance with the applicable SHIPALT.
Radio communications receivers, teletype printers, radio facsimile recorders and related terminal and switchboard equipment shall be
installed in meteorological offices for direct reception and recording of nonsecure weather radioteletype and weather facsimile broadcasts.
Radio frequency coverage shall be from 2 MHz to 30 MHz, including the capability to receive broadcasts from worldwide stations
regulated by the World Meteorological Organization.
A minimum of one teletype printer shall be capable of secure operation through main communications switchboards and shall be
installed in accordance with MIL-STD 1680 and requirements of Section 402. Other teletype printers shall be capable of ready change in
transmission speed (words per minute).
Radio facsimile recording equipment shall meet the requirements of MIL-STD-188-100 for meteorological facsimile recording.
Small-format facsimile recorders shall include provisions for transmission speed selection with the capability to record transmissions at the
standard 120-scans/min rate.
On ships requiring equipment for direct reception and recording of imagery and facsimile products from environmental satellites,
inclusive of Meteorological Data Receiver-Recorder Set, AN/SMQ-6()(V), the control console of the equipment set shall be located in the
meteorological room.
For ventilated or air conditioned meteorological rooms, aneroid barometers and marine barographs shall be provided and shall be
connected via flexible tubing to static ventpiping terminated at a static pressure head fitting installed on a weather bulkhead. Static
pressure head fittings shall be located where exposure to variable air flows and air cross currents are minimized and where accessible for
Section 494
S9AA0-AB-GOS-010
2004 Edition
maintenance. An acceptable barometric static pressure head design is described in the Manual of Barometry (WBAN), publication
NAVAIR 50-1D-510. Piping used shall be 1/8-inch diameter and shall include low point drain fittings.
Built-in stowage facilities shall be provided (Section 670) for the following when provided:
Marine barograph
Microfiche viewer
Humidity chamber
NATIONAL WEATHER SERVICE

SPEC. 450.7223
MIL-V-80240
NAVAIR Dwg 743AS100
The meteorological room shall meet requirements for airborne noise Category A (Section 073). Operating noise from teletype
printers shall be minimized through the use of environmental cabinets, suitable equipment selection, equipment mountings, or a
combination of these and other methods.
494e. Balloon Inflation Room
The balloon inflation room shall include an unobstructed cube of space approximately 8 to 12 feet on each side, depending on ship
class and space availability. The room shall be free of unprotected sharp projections and corners and abrasive bulkhead and overhead
coatings to prevent puncturing or abrading inflated balloons. An exit door shall be provided approximately equal in size to the width of
one side of the cube. Where feasible, doors shall face aft.
When a radiosonde receptor and humidity chamber are installed in the balloon inflation room a duplication of the meteorological
room's own ship's direction and speed indicators and wind direction and speed indicators shall also be installed in the balloon inflation
room.
Helium gas cylinder stowage shall be provided within the balloon inflation room (see Sections 663 and 671). Stowage facilities shall
incorporate a distribution system including provision of a manifold with fixed connections via flow control valves to a minimum of six
collocated gas cylinders. An additional manifold connection for flexible hose shall be provided together with a flexible hose in the length
required to reach a spare cylinder located anywhere in the room. The helium distribution system, up to the connection to an output
reducing valve, shall be designed for 2000 lb/in2 pressure. The reducing valve shall provide for reduction of 2000 lb/in2 pressure to
adjustable pressures of 0-30 lb/in2 through tubing and nozzles in conformance with NAVAIR Allowance List, Section L of publication,
NAVAIR 00-35QL-22. For furniture requirements, see Section 663.
494f. Balloon Inflation Stations
When a balloon inflation station is required in lieu of a balloon inflation room, the station shall be located on an aft weather deck
with a clear balloon release area and the facilities provided for the station shall include stowage for a minimum of one helium gas cylinder
and a reducing valve.
494g. Meteorological Data Equipment Room
A dedicated meteorological data equipment room shall be provided when a meteorological data receiver-recorder set equipment
installation is required to provide reception from satellites of the Defense Meteorological Satellite Program. The installation, less antenna
and pedestal electronic equipment, shall include ancillary support equipment as required for the AN/SMQ-10 or equivalent. The room
shall be designated a secure processing center and the installation shall comply with the requirements of Section 402.
494h. Shock
Section 072 herein defines the requirements for shock as it relates to ship overhauls.
The preparation of equipment arrangement drawings for shipboard meteorological spaces and stations shall be coordinated with
Commander, Naval Oceanography Command.
Section 494
S9AA0-AB-GOS-010
2004 Edition

SECTION 502
AUXILIARY MACHINERY
502a. Scope
This section contains requirements for overhaul, repair, and new installation of auxiliary steam turbines, auxiliary gas turbines, and
auxiliary diesel engines, their associated reduction gears and couplings.
502b. General
Where transmission shafting connects driving and driven units on opposite sides of a watertight or airtight bulkhead, a floating type
stuffing box shall be installed at the bulkhead.
Installations in locations where sparking would be hazardous shall have auxiliary machinery designed and materials selected to
prevent sparking due to metal-to-metal contact.
Spray shields shall be installed on pumps where, if the pump seal should fail, there is a possibility that oil or water would be sprayed
over switchboards and other electrical equipment.
Flammable liquid piping on auxiliary machinery shall have spray shields and strainer shields in accordance with Section 505e.7.
502c. New Installations
Auxiliary diesel engines: Diesel engines shall comply with Mil. Spec. MIL-E-23457.
Mechanical operating gear remotely controlled from a station located outside each engine compartment and adjacent to the access
thereto, shall be installed for emergency shutdown of each engine. Emergency shutdown shall be accomplished by closing the fuel rack.
The operating gear shall consist of a pull cable enclosed in conduit for protection from possible operation due to shock or inadvertent
manual operation.
The cable, handle, sheaths, pulleys, and hardware shall be constructed of materials that will not burn, melt, or be rendered inoperable
in case of fire. The cable shall be designed to completely close the fuel supply valve, or close the fuel rack and stop the engine without
any damage. An information plate inscribed "EMERGENCY SHUTDOWN, ENGINE NO.
" shall be installed adjacent to the
remote control.
Auxiliary steam turbines: Auxiliary steam turbines and reduction gears, except for turbo-generator applications, shall be in
accordance with Mil. Spec. MIL-T-17523.
Turbo-generator turbines and reduction gears shall be in accordance with Mil. Spec. MIL-T-24398. Couplings shall comply with
Mil. Spec. MIL-C-18087, except turbo-generator applications shall comply with Mil. Spec. MIL-C-23233.
Non-condensing turbines shall be rated at an exhaust back pressure equal to the auxiliary exhaust system operating pressure, and
shall operate satisfactorily with an exhaust back pressure equal to the design pressure of the auxiliary exhaust system.
Auxiliary gas turbines: Gas turbines and accessories shall be in accordance with Mil. Spec. MIL-E-17341.
and not necessarily intended to return overhauled items to the original manufacturer's drawing/technical manual tolerances. The
Supervisor's Work Specification will invoke the overhaul of the item to be accomplished in accordance with an approved Technical Repair
Standard (TRS). Where an approved Technical Repair Standard does not exist, or is not authorized, the overhaul/repair of the item or
system shall be in accordance with the following as modified by the overhaul criteria paragraphs of Sections 503 and 505.
Auxiliary diesel engines: Overhaul and repair of auxiliary diesel engines, as authorized by the work specification, shall be
performed in accordance with procedures provided in the applicable manufacturer's technical manual and NAVSEA S9086-HB-STM-000,
Chapter 233.
Auxiliary steam turbines: Overhaul and repair of auxiliary steam turbines, couplings and reduction gears, as authorized by the work
specification, shall be in accordance with procedures provided in the applicable manufacturer's technical manual and NAVSEA
0901-LP-500-002, Chapters 241 and 502.
Section 502
S9AA0-AB-GOS-010
2004 Edition
Auxiliary gas turbines: Overhaul and repair of auxiliary gas turbines, as authorized by the work specification, shall be performed in
accordance with procedures provided in the applicable manufacturer's technical manual and NAVSEA S9086-HC-STM-000, Chapter 234.
502e. Shock
Section 072 defines the requirement for shock as it relates to ship overhaul.
Testing requirements for auxiliary steam and gas turbines and auxiliary diesel engines are included in the section covering the driven
unit.
General requirements for shipboard testing and trials are provided in Sections 092 and 094.
Section 502
S9AA0-AB-GOS-010
2004 Edition

SECTION 503
PUMPS
SECTION
503a.
503b.
503c.
503d.
503e.
503f.
503g.
503h.
503i.
503j.
503k.
503l.
503m.
503n.
503o.
INDEX
TITLE
Scope
General
Installation/Modification to Existing Installations
Noise and Vibration
Shock
Technical Documentation
Commercial Pumps General Requirements
Commercial Centrifugal Pump Requirements
Commercial Rotary Pump Requirements
Commercial Direct-Acting Reciprocating Pump Requirements
Special Tools for Commercial Pumps
Shop Test Requirements for Commercial Pumps
Materials for Commercial Pumps
Repair and Overhaul of Existing Pumps
Testing Requirements
PAGE
1
1
3
4
4
4
4
5
5
5
6
6
6
12
14
503a. Scope
This section contains requirements for pumps not contained in other GSO sections herein. Exceptions to specification requirements
shall be subject to approval by the supervisor.
503b. General
The technical requirements for ship alterations are as specified herein. However, as part of the SHIPALT and associated drawing
development process, deviations from GSO requirements to accommodate individual ship's as-built conditions are permitted. This would
be applicable, for example, for SHIPALTS on older ships for which the current SHIPALT design criteria as specified in the GSO is of such
a nature that compliance will result in significant redesign of the as-built ship to meet new GSO requirements.
The same practical considerations shall be shown in the replacement of existing components during a repair process when system or
material upgrade is not intended and an identical or equivalent component will provide continued safe and satisfactory performance.
Applicable military specifications for typical pump services are listed in Tables I, II and III for reference. Pumps shall be selected in
accordance with the pump tables found in the detailed builder's specifications. When pumps are listed in the pump tables of builder's
specifications as "commercial", they shall be selected to meet the requirements of subsections 503g through 503o of this specification, as
applicable. Where units or services are specified for which there is no information in the detailed builder's specifications, they shall be as
specified by NAVSEA.
The number, type, applicable purchase specification and other pertinent data are usually specified in the overhaul work
specifications. On occasion, it is necessary for the designer to specify the above as a result of upgrading or modifying an existing system
where such an upgrade or modification will overload an existing pump or require installation of a new pump. Usually, such a condition is
found as a result of the design process and may not be specifically mentioned in the overhaul work specifications. After the necessary
development of pump suction and discharge piping, and pump locations are assured, the designer shall determine that all specified pump
performance characteristics are suitable for the intended application during all service conditions, and compatible with the hydraulic
characteristics of the system served.
Pumps of the same type and size for a particular service shall be identical in design and shall have the same direction of rotation and
location of piping connections, except for close-coupled pumps so designed that the discharge connection may be located in any of three
positions. Where this is not possible due to space limitations or availability of required number of proper pumps, non-identical pumps may
be installed, subject to approval by the supervisor. If an existing pump requires replacement, it shall be in accordance with the original
design criteria for the existing pump, unless modified by the overhaul work specifications.
Section 503
S9AA0-AB-GOS-010
2004 Edition
Any special tools necessary for alignment checks shall be provided to the ship.
Where centrifugal pumps of different capacities are required to operate in parallel or take suction from different sources and
discharge into a common line, their characteristics shall be such that each pump will carry its appropriate share of the load.
Pressure regulating governors - A pressure regulating governor in accordance with Mil. Spec. MIL-G-18916 shall be provided for
each steam turbine driven pump in the following services:
Boiler Feed
Boiler Fuel
Fire Fighting
Lubricating Oil
Governors for main feed pumps shall be type CPASP or DPASP, as defined in Mil. Spec. MIL-G-18916. If the automatic stop is
furnished as part of the turbine, the governor shall be type CP or DP. Governors for other services shall be type CP.
Lubrication oil pumps - See Section 262 for liquid characteristics.
Machinery plant waste water drain tank pumps - See Section 534 for pump requirements.
Freshwater drain tank pumps - See Section 534 for pump requirements.
Fire pumps - Rated capacity and head for fire pumps shall be selected from the following, and shall be consistent with the system
requirements of Section 521:
HEAD - PSI
125
150
175
250
250
-
CAPACITY - GPM
500
1000
500
1000
1000
2000
2000
Mechanical shaft seals - All shipboard pumps that can be provided with a continuous supply of fluid to the seal faces shall be
provided with mechanical shaft seals. Mechanical shaft seals shall conform to ASTM F-1511. When modifying a centrifugal pump from
packing to mechanical shaft seals (first time for a particular design), shaft deflection at off-design conditions should be considered to
determine suitability of the seal design. Magnetic type seals shall not be used.
The seal chamber design shall ensure that positive liquid pressure is supplied to the seal faces under all conditions of
operation and that there is circulation of the liquid at the seal faces to minimize the deposit of foreign matter in the seal parts.
Each seal chamber shall be provided with a backup stuffing box designed to accommodate two or more rings of conventional or
"soft" packing in accordance with Mil Spec. MIL-P-24377 for use in the event of a seal failure. The pumps shall be designed so that the
emergency packing rings can be installed without removing the mechanical seal. The emergency packing gland shall be set up by nuts
threaded on studs. Sliding vane pumps are excepted from the requirement for backup packing.
Pumps shall be configured so that gland leakage, either from the mechanical seal or from the emergency packing rings, will be
collected and piped to waste.
Space shall be provided between bearings and seal chambers of centrifugal pumps to permit easy inspection of mechanical seals and
bearings.
Mechanical seals shall be axially positioned on the shaft by positive means such as a step or shoulder on the shaft, or a stub or step
sleeve that is positively located on the shaft. Mechanical seals shall not be axially positioned by set screws or by sleeves held in place by
set screws.
Elastomers in seawater service shall not be mounted on or come in contact with the pump impeller.
The seal configuration shall be as shown in Table IV or Table V. The stationary sealing face shall include a 3/16 X 3/32 inch slot to
accept an anti-rotation pin.
Cyclone separators shall be furnished for each seal chamber of centrifugal seawater pumps with total head of 30 lb/in or more. Each
separator shall be mounted on the pump, preferably by a bracket on the casing parting flange and shall be connected to the suction and
discharge of the pump casing by tubing and straight threaded o-ring type fittings. Cyclone separator material for seawater pumps except
fire pumps shall be monel. Cyclone separator tubing and fitting material for seawater pumps except fire pumps shall be copper-nickel
(70-30) in accordance with Mil. Spec. MIL-T-16420. Cyclone separator, tubing and fitting material for fire pumps shall be titanium.
Sewage pumps shall be provided with double mechanical seals, which shall be lubricated from an oil source located within the pump.
The oil contained in this dead-ended lubrication space shall be pressurized by a diaphragm located behind the pump impeller. Provision
shall be made for filling and draining the oil cavity. The double seal shall be designed for lubrication by any SAE 5W to 30 weight oil,
including oil in accordance with Mil. Spec. MIL-L-17331, military symbol 2190-TEP. Lubrication of the seal with freshwater, seawater or
the liquid pumped is not permitted.
Section 503
S9AA0-AB-GOS-010
2004 Edition
Pump certification data shall contain certification by the identified seal manufacturers that there will be adequate circulation of liquid
and adequate lubrication of the seal faces when the seal is installed as shown on the sectional assembly drawing and that the identified
mechanical seal is a proper selection for the specified pump application.
Stuffing boxes and conventional packing - For those pump services where packing is required, stuffing boxes shall accommodate not
less than five rings of packing plus a lantern ring when required by the operating conditions. All stuffing boxes shall be fitted with throat
bushings. The packing material shall be in accordance with Mil. Spec. MIL-P-24377. Minimum packing size shall be 3/8 inch square,
except that 1/4 inch minimum may be used in small close-coupled pumps. Ample space shall be provided for packing replacement without
removing or dismantling any part other than the gland, which shall be of the split type for ease of removal. Smothering glands shall be
used in pumps handling liquid that is near its vaporization temperature at atmospheric pressure.
503c. Installation/Modifications To Existing Installations
Location of new or modified pumps, together with piping design and arrangement, shall provide the highest practicable net positive
suction head for the pumps, to avoid the effects of cavitation. Centrifugal pumps for seawater service shall be located where they will have
a positive static submergence head of 3 feet or more under all conditions of lead and list up to 15 degrees. Where this is impracticable, or
when centrifugal pumps for other services do not have submerged suctions, a priming pump unit shall be furnished with the pump, or a
separate vacuum priming system shall be installed.
Vacuum priming pumps - When used to prime centrifugal pumps, vacuum pumps shall prime the suction line from the farthest tank
in 1 minute, when the tank is less than 5 percent full. Vacuum pumps shall be automatically controlled by a pressure switch in the
discharge piping of the primed pumps, and by a timing device which shall stop both the priming and the primed pumps if discharge
pressure is not established within 3 minutes. Sealing water for vacuum priming pumps shall be provided from a freshwater storage tank.
Freshwater pumps - When primed, pumps shall lift water from the farthest tank in the group when there is only 6 inches of water
above the open end of the tailpipe.
Machinery plant waste water drain tank pumps - These pumps shall be installed outside the machinery plant wastewater drain tank
and shall be controlled to maintain desired water level in the tank.
Freshwater drain tank pump - These pumps shall be installed outside the drain tank and shall be arranged for continuous operation
with a level-actuated valve in the pump discharge line to maintain level in the tank.
Bypass lines - Centrifugal pumps shall be provided with a bypass line if operation at shutoff or low flow is required by any condition
of service. The amount of bypass shall be sufficient to prevent overheating of the pump, vaporization of the liquid pumped or excessive
internal recirculation in the pump impeller.
For bypass piping details, refer to the piping system served by the pump.
Steam reciprocating pumps which must idle in an emergency standby condition shall also be provided with means for bypass.
Main feed pump protection - Provision shall be made for automatic shutdown of each main feed pump upon low feed suction
pressure.
Insulation and lagging - Insulation and lagging shall be provided for steam cylinders of direct-acting reciprocating pumps in
Relief valves - Sizing and setting of relief valves shall be in accordance with the general piping system requirements of the
applicable fluid system.
Relief valves for positive displacement pump discharges shall be located and designed to protect both pump and systems from
overpressure.
Alignment - Alignment of pumps and drivers shall be in accordance with NSTM 503.
Drip pan - Pump installations shall include a drip pan where required to protect equipment or personnel from fluid pumped.
Gage connections - Each new or modified pump shall have a pressure gage connection close to the pump but ahead of the stop valve
in the discharge pipe; however, the gage may be mounted on a nearby gageboard. A test connection (with valve) shall be provided on the
suction side of each pump or a suction gage installation similar to the discharge side may be installed.
Mountings - To prevent distortion due to relative movement between vertical and horizontal ship structures, vertical pumps shall be
supported either by a horizontal foundation or from a vertical ship structure, but shall not be jointly supported by a horizontal foundation
and a vertical ship structure.
Pressure regulating governors - The governor shall be installed in the steam supply to the pump driver. A steam strainer, Mil. Spec.
MIL-S-2953, shall be installed upstream of each governor. Each governor actuating line shall be connected to the liquid system it serves
in the manner necessary for proper functioning of the pump and liquid system.
503d. Noise and Vibration
Noise and vibration requirements shall be as specified in Section 073. Existing units need not meet these requirements unless
originally designed to do so.
Section 503
S9AA0-AB-GOS-010
2004 Edition
503e. Shock
The shock grade requirements for each pump shall be as specified in the applicable system section. Existing units need not meet
these requirements unless originally designed to do so.
Technical manuals shall be furnished for each different type, size and application of pump installed. A single manual shall contain
not more than one type or size of pump. However, when several pumps are installed in a ship that are identical except for type of driver,
they may be included in a single manual.
Alignment details and procedures shall be covered in the component technical manuals. Dowel positions shall be indicated.
Technical manuals reflecting results of modifications to installed pumps shall be revised, when authorized, and manuals shall be provided
in accordance with Section 086 for new pumps. Label plate criteria shall correctly reflect parameters of pumps/drivers.
503g. Commercial Pumps - General Requirements
General - Commercial pumps shall comply with the requirements of subsections 503g through 503o, as applicable. The pump design
used shall be suitable for the specified operating conditions.
When two metallic parts can be in sliding contact, they shall be made of dissimilar materials or shall have a difference in Brinell
hardness number of at least 50.
Pumps shall be provided with the means to permit use of a portable tachometer. When this is impracticable, provision shall be made
on the shaft of the driver.
Mounting - Vertical pumps shall be supported either by a horizontal foundation or from a vertical ship structure, but not both, in
order to prevent distortion from relative movement of horizontal and vertical ships structural members.
Vertical pumps shall be provided with brackets to support the drivers, and shall be center-of-gravity mounted. Pumps and drivers of
horizontal units, except close-coupled pumps, shall be mounted on common bedplates. Dowels or fitted bolts shall be provided where
necessary to ensure proper alignment of the pumps and drivers. Mounting structures shall be sufficiently rigid so that alignment is
maintained during installation and operation of the assembled units.
Couplings and guards - Horizontal pumps of the coupled type shall be connected to drivers by flexible couplings, vertical pumps by
flexible or rigid couplings. Coupling guards shall be furnished with all units.
Suction and discharge connections - Suction and discharge nozzles shall conform to ANSI B16.1, B16.24, and B16.5 as applicable.
Unless otherwise specified, suction and discharge nozzles shall be provided with bosses drilled and tapped for 1/2-inch pressure gage
connections. All threaded connections on seawater pumps shall be straight thread with "O" ring in lieu of tapered threads. Plugs and
adapters (except those used in conjunction with pencil zincs) shall be made of material equally or more noble than the casing.
Shafts and shaft sleeves - Shafts shall be sized to transmit the maximum BHP of the driver, and shall be machined throughout their
length and finished at the bearing surfaces.
Shaft sleeves shall be locked to the shaft and sealed to prevent leakage between sleeve and shaft. Sleeves shall be ground and
polished on their outside surface for the length within the stuffing box of seal chamber.
Shaft flingers shall be provided adjacent to the shaft seals to prevent the pumped fluid from contaminating bearings.
Bearings and lubrication - Pump radial bearings shall be of a standard design (ball, roller, sleeve or pivoted shoe) unless otherwise
specified. Thrust bearings shall be either rolling contact or hydrodynamic as required by the application, and shall be sized to counteract
any unbalanced hydraulic or mechanical thrust in either direction that may result during operation of the unit, including loss of pump
suction. Thrust bearings shall also be sized to carry the weight of rotating parts in vertical units, and shall be located in the driver when
vertical units are fitted with rigid couplings.
Rolling contact bearings shall have a minimum L-10 rating life of 16,000 hours at maximum axial and radial loads at rated speed,
when calculated in accordance with ANSI/AFBMA Standard 9 (ball bearings), and ANSI/AFBMA Standard 11 (roller bearings).
Unless otherwise specified, rolling contact bearings which have a DN value of 200,000 or greater shall be oil lubricated. (The DN
value is the product of the diameter of the bearing bore in millimeters and the rated speed in revolutions per minute.) Grease lubrication is
preferred where the DN value is less than 200,000.
Bearings of coupled units shall be arranged so that replacement can be made without disturbing the mounting of pump or driver.
When necessary, this may be accomplished by use of a spacer-type coupling.
503h. Commercial Centrifugal Pump Requirements

Performance - Centrifugal pumps shall be selected to operate at or near the maximum efficiency point on the head-capacity curve.
The driver rated horsepower, without allowance for a service factor, shall not be less than the maximum power required by the pump at
rated speed. Drawings submitted for approval shall include characteristic curves that plot total head, efficiency, NPSHR and brake
horsepower as functions of capacity.
Section 503
S9AA0-AB-GOS-010
2004 Edition
When pumps are required to operate in parallel, or take suction from different sources and discharge into a common line, their
performance characteristics shall ensure that each pump will carry its appropriate share of the load.
Casings - Casings of coupled pumps shall be axially split so that rotors can be removed without disturbing the suction and discharge
connections. Casing halves shall be secured by through bolts where possible, or studs where necessary. The use of tap bolts or tap screws
on removable parts is not acceptable. Casing halves shall be doweled and provided with jacking bolts for breaking joints, and shall have
facilities for the attachment of lifting gear. Bearing brackets, where not integral with the casing, shall be rabbeted in the casing and
doweled if necessary to maintain alignment.
Pump casings shall be fitted with removable casing wearing rings.
Close-coupled pumps shall be provided with suction covers to permit removal of the cover and casing wearing rings and impeller
without dismantling the unit.
Casings shall have openings of adequate size at the top for venting and shall have drains at the low points.
Rotating elements - Impellers shall have smooth outside and inside surfaces and be dynamically balanced. They shall be keyed on
the shaft and secured by locknuts to prevent axial movement. Impellers shall not be furnished with wearing rings. New pump units, with
the exception of sewage and main circulating pumps, shall be procured with closed impellers.
At any point on the pump head-capacity curve, the total shaft deflection shall not exceed 0.002 inch at the face of the seal, and shall
not exceed one-half the minimum diametrical clearance at wearing rings.
The first critical speed of the rotating assembly shall be at least 30 percent above the maximum operating speed for rigid-shaft rotor
units. For flexible-shaft rotor units, the first critical speed shall be at least 15 percent below any operating speed, and the second critical
speed at least 30 percent above the maximum operating speed (a rigid shaft is defined as one with an operating speed lower than its first
critical speed; a flexible shaft is one with an operating speed higher than its first critical speed).
Repair parts - Casing wearing rings furnished as repair parts shall be machined undersize by at least 0.050 inch on the inside
diameter in order to permit finish machining as required for replacement.
Rotors Furnished as repair parts shall be completely assembled, including all nonrotating parts which can be installed only by
removal of some rotating part or parts of the rotor. Impellers and pump parts for close-coupled units may be furnished disassembled.
503i. Commercial Rotary Pump Requirements
General - Unless otherwise specified, rotary pumps shall be of the external gear, internal gear, screws with timing gears, screws
without timing gears, sliding vane or sliding shoe type. They shall be arranged for horizontal or vertical mounting, as specified.
Casings - Casings shall be designed so that wearing parts can be removed without disturbing the suction and discharge connections.
Jacking bolts and lifting lugs shall be provided as necessary for handling during overhaul. Parts requiring alignment shall be rabbeted or
doweled.
Lubrication - When the pump is internally lubricated by the fluid pumped, wearing parts shall be of such design and materials that
the pump will operate satisfactorily when handling nonlubricating fluids for short periods. Bearings and timing gears shall be externally
lubricated if the pumped fluid is other than lube oil.
Rotors and timing gears - Rotors and timing gears shall be machined and positively secured in position to maintain required
clearances and prevent undue wear. Timing gears, if used, shall be of the single or double helical type.
503j. Commercial Direct-acting Reciprocating Pump Requirements
General - Direct-acting steam reciprocating pumps shall be simplex or duplex type, and shall operate smoothly during the complete
pumping cycle. The pumps shall be suitable for continuous operation at rated conditions without lubrication of the steam end internal
parts.
Pumps shall be arranged for horizontal or vertical mounting, as specified, and shall be provided with suitable mounting feet or
brackets. Allowance shall be made for thermal expansion of the unit resulting from the temperature of the steam and the liquid pumped.
Provision shall be made for proper drainage of both the steam and liquid ends of each pump. Drain valves of the union bonnet type,
rated for full boiler pressure, shall be furnished for the steam end drains.
Removable parts shall be secured by through bolts or studs; tap bolts are not acceptable.
Steam ends - Unless otherwise specified, steam cylinders and steam chests shall be furnished with full length liners. Steam cylinders
shall be counterbored at both ends to permit the leading piston ring to slightly override the end of the cylinder bore at full stroke. All
cylinder heads and steam chest covers shall be flanged.
Pumps operating with steam inlet pressures over 250 lb/in2 shall be provided with balanced piston valves; slide valves are acceptable
with steam pressures of 250 lb/in2 and lower.
Stuffing boxes for piston and valve rods shall be fitted with neck bushings. Glands shall be of the bolted type with bronze studs and
steel nuts. Stuffing box packing shall be metallic type.
Steam end connections shall conform to ANSI B16.5. All connections shall be flanged.
Section 503
S9AA0-AB-GOS-010
2004 Edition
Liquid ends - Liquid end cylinders shall be furnished with full length lines. Piston rings in boiler feed pump service shall be of
plastic material; in all other services, rings shall be of fibrous material.
Pump valves shall be either disk type or wing type, as required by the application.
Pumps with a stroke of 9 inches or longer shall be furnished with stroke indicators.
Air chambers - Air (or surge) chambers of suitable proportions shall be provided for the discharge side of all reciprocating pumps,
except those in boiler feed service. Air chambers shall be constructed of the same material as the liquid end of the pump serviced.
503k. Special Tools for Commercial Pumps
Special tools and fixtures shall be provided as required for the inspection, maintenance, and repair of each pump. These shall
include items such as wrenches, packing hooks, and bearing pullers that are not commercially available.
Special tools are defined as those tools not listed in the Federal Supply Catalog.
503l. Shop Test Requirements for Commercial Pumps
Hydrostatic tests - Pressure boundary parts of all pumps shall be tested hydrostatically at a minimum of 1-1/2 times the maximum
discharge pressure, but at not less than 50 lb/in2. Test shall be maintained for a sufficient period of time to permit complete examination
of parts under pressure.
The hydrostatic test shall be considered satisfactory when no leakage through the pressure boundary material or joints is observed for
a minimum of 30 minutes.
Performance test, centrifugal and rotary pumps - Unless otherwise specified, each pump shall be given a performance test conducted,
recorded and reported in accordance with the Test Standards of the Hydraulic Institute for centrifugal and rotary (Level II Test) pumps.
A minimum of five points of test data shall be taken at rated speed, including head (or differential pressure), capacity, and power and
performance test curves plotted as shown in the Test Standards.
Test acceptance tolerances at the pump rated conditions shall be as stated in the Test Standards.
Pump vibration measured on the bearing housing at rated conditions shall not exceed the limits stated in the Hydraulic Institute
Standards.
A NPSH test shall be conducted for each pump in accordance with the Test Standards. Test acceptance tolerance at the pump rated
conditions shall be +0 percent of the guaranteed NPSHR.
Performance test, direct-acting reciprocating pumps - Unless otherwise specified, each pump shall be operated for a sufficient period
to obtain complete test data, including speed, discharge pressure, suction pressure, inlet steam pressure, exhaust steam pressure and
capacity.
The pump shall be operated at speeds of 50, 100 and 125 percent of rated speed, and at pressures as near the rated pressures as
permitted by the test facility. The pump shall operate smoothly during the complete pumping cycle.
At rated speed and pressures, the pump shall deliver rated capacity within a tolerance of +3 percent, -0 percent.
503m. Materials For Commercial Pumps
Materials for commercial centrifugal, rotary and reciprocating pump component parts shall conform to those listed in Tables IV, V,
VI respectively.
Section 503
S9AA0-AB-GOS-010
2004 Edition
TABLE I - CENTRIFUGAL PUMPS

MIL. SPEC./CLASS
(Note 1)
Central SW Cooling
MIL-P-17639/Class C-2
A/C and Refrig. SW Circ.
Diesel Gen. SW Circ.
GTG SW Circ.
MIL-P-17840
Main SW Circ.
MIL-P-18682/Type I
Aux. SW Circ.
MIL-P-17840
Chilled Water
MIL-P-17639/Class C-1 or
C-2 or MIL-P-17840
Freshwater Fire Fighting
MIL-P-17840
Electronic Cooling Water Circ.
MIL-P-17840
Water Heater Recirc.
Commercial
Distilled Water Transfer
MIL-P-17840
Potable Water Service/Booster
MIL-P-17840
Bromine Recirc.
Commercial
Prop. Diesel Standby Jacket Water
Prop. Diesel Jacket Water Heater
MIL-P-17840
Fire (Note 2)
MIL-P-17639/Class C-1 or C-2
Aux. Boiler Feed
MIL-P-17945
Feed Booster
MIL-P-18472/Class E
Main Feed
MIL-P-17881/Type I or II
Aux. Condensate
MIL-P-18472/Class D-2
Main Condensate
Deaerator Booster
MIL-P-18472/Class E
Waste Heat Boiler Feed
MIL-P-18472/Class E
Waste Heat Boiler Circ.
Drainage
MIL-P-17454
Evaporator Feed
MIL-P-17840
Distiller Feed
MIL-P-17840
Distiller Brine
Distiller Condensate
Disriller Distribution
Sewage
MIL-P-24475
Cargo Oil
MIL-P-18144/Type I
Cargo JP-5
MIL-P-18144/Type I
JP-5 Transfer
LCAC Fuel Service
Freshwater Drain Tank
PUMP SERVICE
Section 503
S9AA0-AB-GOS-010
2004 Edition
PUMP
Fuel Service
Fuel Transfer
Fuel Stripping
Aux. Boiler Fuel Service
Cargo Oil Stripping
Main Boiler Fuel Service
Fuel Purifier Supply
JP-5 Transfer
JP-5 Service
JP-5 Stripping
Cargo JP-5 Stripping
LCAC Fuel Transfer
LCAC Fuel Service
Gas Turbine Drain
Waste Water Drain
Oily Waste Transfer
AFFF Injection
AFFF Replenishment
Emer. L.O. Service
Attached L. O. Service
Standby L. O. Service
RCC L. O.
Diesel L. O. transfer
Distiller Chemical Feed
Hydraulic System
Sanitary Facilities Transfer
Condenser Vacuum
Priming Vacuum
TABLE II - ROTARY PUMPS

MIL. SPEC./CLASS
(Note 1)
MIL-P-19131/Type II, III, X
MIL-P-18140/Type III, X or
MIL-P-19131/Type III, X, XI
MIL-P-18526
MIL-P-18140/Type III
MIL-P-18140/Type III
MIL-P-19131/Type X, XI
MIL-P-19131/Type X
MIL-P-19131/Type X
MIL-P-18547/Type II, III
MIL-P-19131/Type III, X
MIL-P-21397
MIL-P-17869
MIL-P-18683
MIL-P-18683
TABLE III - DIRECT-ACTING RECIPROCATING PUMPS

PUMP SERVICE
MIL. SPEC./CLASS
(Note 1)
Emer. Feed Water
MIL-P-19158/Class R-1
Bilge
Fuel Stripping
Notes for Tables I, II and III:
1.
2.
Section 503
Applicable Mil Specs for typical pump services.

1000 GPM fire pumps shall be selected in accordance with Dwg. NAVSEA No. 803-5773203
S9AA0-AB-GOS-010
2004 Edition
TABLE IV - COMMERCIAL CENTRIFUGAL PUMP MATERIALS

COMPONENTS
SERVICE
MATERIALS
Casing and Mounting Brackets
Fresh and potable water pumps
Cu-Ni alloy (70-30)
Seawater pumps (except fire pumps)
Cu-Ni alloy (70-30)
Fire pumps
Titanium, Grade C-2
Main Feed pumps
12 percent chrome steel
Sewage pumps
Cu-Ni alloy 20
Cargo oil pumps
Cu-Ni alloy or Ni-Al-Brz
Impellers
Cu-Ni alloy
E-Monel
Fire pumps
Titanium, Grade C-5
E-Monel
Sewage, main circulating, condensate,
distiller feed brine overboard and cargo
oil pumps
Main feed pumps
12 percent chrome steel
Casing Bolts
Condensate, fresh and potable water
Type 304 or 316 CRES, K-Monel or Monel
pumps
Main feed pumps
AISI 4140
Seawater pumps (except fire pumps),
Monel or K Monel
and cargo oil pumps
Titanium, Grade 5
Fire pumps
Shafts
Shaft Sleves
Casing Wearing Rings

(Note 1)
Glands, Water Seal Ring and Throat

Bushings
Gland and Throat Bushings

Condensate pumps
Main feed pumps
Fire pumps
Cargo oil pumps
and main feed pumps
Fire pumps
Cargo oil pumps
pumps
Main feed pumps
Fire pumps
Cargo oil pumps
All pump services (except fire pumps)
Fire pumps
Type 304 or 316 CRES

Type 410 CRES
Type 410 CRES, or AISI 4140 or 4143
Monel, K-Monel or
Carpenter 20
Ni-Cr-Mo-Cb alloy
Monel
Type 304, 316 or 410 CRES
Monel or K-Monel
Titanium, Grade 5
K-Monel
Bearing bronze II or III, or composition M
bronze
12 percent chrome steel, 17-4 PH CRES
S-Monel
Titanium, Grade C-2
S-Monel
Cu-Ni alloy
Titanium, Grade C-2
Section 503
S9AA0-AB-GOS-010
2004 Edition
TABLE IV - COMMERCIAL CENTRIFUGAL PUMP MATERIALS - (Continued)

COMPONENTS
SERVICE
MATERIALS
Studs, bolts, Nuts, and Washers
Fresh and potable water, condensate
Type 304 or 316 CRES, Monel, K-Monel or
and main feed pumps
AISI 4140
Monel or K-Monel
Fire pumps: studs
Titanium, Grade 5
stud nuts
Titanium, Grade 2
Shaft or Impeller Nuts,
Impeller Washers and Impeller Keys
Couplings
Bedplates
O-rings
Mechanical Shaft Seals
Cyclone Separators and Tube Fittings
Note 1:
Type 304, 316 or 410 CRES
Condensate and main feed pumps

Fire pumps
All pump services
All pump services
All pump services
Type 410 CRES

Monel or K-Monel
Titanium, Grade 5
Steel
Cast steel or structural steel
Fluorocarbon (DuPont Viton, 3M Fluorel or
equal)
ASTM F-1511
Monel
Titanium, Grade C-2
All pump services

Fire pumps
Opposing wearing surfaces shall be made of dissimilar materials, or the difference in material hardness on opposing
surfaces shall be not less than 50 Brinell.
Note 2:
When the mechanical seal is in contact with the pump impeller, the seal metallic parts shall be made of the same material
as the impeller.
The materials used for commercial centrifugal pumps shall be supplied to meet the requirements of the
following specifications:
MATERIAL
SPECIFICATION
UNIFIED NUMBERING
SYSTEM (UNS)
Ni-Al-Brz
ASTM B 148, Alloy 955
C95500
Cu-Ni Alloy (70-30)
C96400
ASTM B 466
C71500
Cu-Ni Alloy (70-30)
(Tubing)
Bearing Bronze II
Bearing Bronze III
Composition M Bronze
12% Chrome Steel
Alloy 20
Carpenter 20
E-Monel
K-Monel (Fasteners)
K-Monel (Other than Fasteners)
Monel (Fasteners)
Monel (Other than Fasteners)
S-Monel
Ni-Cr-Mo-Cb Alloy
Titanium, Grade C-2
Titanium, Grade 2
Titanium, Grade C-5
Section 503

ASTM A 487, Grade CA15 or ASTM
A 487, Grade CA6NM
ASTM A 744, Grade CN-7M
ASTM B 473
ASTM A 494, Grade M-30C
ASTM F 468 and F 467, Alloy 500
FED QQ-N-286
ASTM F 486 and F 467, Alloy 400
ASTM B 164
ASTM A 494, Grade M-25S
ASTM B 466 or 443
ASTM B 367, Grade C-2
ASTM B 348, Grade 2
ASTM B 367, Grade C-5
10
C93400
C91000
C92200
J91150
J91540
J95150
N08020
---N05500
N05500
N04400
N04400
---N06625
R50400
R50400
R56400
S9AA0-AB-GOS-010
2004 Edition
TABLE IV - COMMERCIAL CENTRIFUGAL PUMP MATERIALS - Continued

The materials used for commercial centrifugal pumps shall be supplied to meet the requirements of the following
specifications.
MATERIAL
SPECIFICATION
UNIFIED NUMBERING
SYSTEM (UNS)
Titanium, Grade 5
ASTM B 348, Grade 5
R56400
Type 304 CRES
ASTM A 276, Type 304
S30400
Type 316 CRES
S31600
Type 410 CRES
S41000
AISI 4140 (Fasteners)
ASTM A 193, Grade B7
---AISI 4140 or 4143 (Shafts)
ASTM A 434, Grade 4140 or 4143,
---Class BC
17-4 PH CRES
ASTM A 747, Grade CB7Cu-1,
J92180
(Condition H900)
Cast Steel (Bedplates)
A216, Grade WCA
J02502
Fluorocarbon
ASTM D 2000, Type and Class: HK
TABLE V - COMMERCIAL ROTARY PUMP MATERIALS (NOTE 1)

COMPONENTS
MATERIALS
SPECIFICATION
ASTM A 27, Grade 60-30 (J03000)
Casings and Heads
Cast Steel
ASTM B 584 (C90300/C90500)
Gun Metal
ASTM B 505 (C91000/C93400)
Bearing Bronze
ASTM A 395 (F32800) or
Ductile Iron
ASTM A 536 (F32800)
Shafts
Forged Steel
ASTM A 668
Nitriding Steel
ASTM A 355, Class A or B
(K24065/K23745)
ASTM A 695, Type C
Steel Bars
QQ-N-286 (N05500)
K-Monel
ASTM B 164 (N04400)
Monel, Rolled
Rotors
Forged Steel
ASTM A 668
Nitriding Steel
(K24065/K23745)
Ductile Iron
ASTM A 395 (F32800)
ASTM A 48, Class 30 (F12101)
Cast Iron
Gun Metal
ASTM B 584 (C90300/C90500)
Valve Bronze
ASTM B 584 (C92200)
Timing Gears
Forged Steel
ASTM A 668
Nitriding Steel
(K24065/K23745)
Type 416 CRES
ASTM A 583 (S41600)
Glands
Gun Metal
ASTM B 584 (C90300/C90500)
Valve Bronze
ASTM B 584 (C92200)
Ductile Iron
ASTM A 395 (F32800)
Couplings
Steel
----
11
Section 503
S9AA0-AB-GOS-010
2004 Edition
TABLE VI - COMMERCIAL RECIPROCATING PUMP MATERIALS

COMPONENTS
MATERIALS
SPECIFICATION (UNS)
Bedplates
Cast Steel
A 216, Grade WCA (J02502)
Structural Steel
---Mechanical
ASTM F1511
ASTM F1511
Shaft Seals
Steam Cylinders and Steam Chests
Cast Steel (650 degrees F max.)
ASTM A 27, Grade 60-30 (J03000)
Steam Cylinder Liners and Steam Chest
Cast Iron
ASTM A 48, Class 30 (F12101)
Liners
Steam Pistons, Valve and Piston Rings
Cast Iron
ASTM A 48, Class 30 (F12101)
Steam End Piston and Valve Rods
Forged Steel
ASTM 668
K-Monel
FED.QQ-N-286 (N05500)
Liquid End Piston Rods
K-Monel
FED. QQ-N-286 (N05500)
Liquid End Pistons
Gun Metal
ASTM B 584, (C90300/C90500)
Liquid End Cylinders and Valve
Cast Steel
ASTM A 27, Grade 60-30 (J03000)
Chambers
Gun Metal
ASTM B 584 (C90300/C90500)
Liquid End Cylinder Liners
Aluminum Bronze
ASTM B 505 (C95500)
Liquid End
Manganese Bronze
ASTM B 505 (C86500)
Valves and
Valve Bronze
ASTM B 505 (C92200)
Valve Seats
Monel
ASTM A 494, Grade M-255
Type 304 CRES
ASTM A 276, Type 304 (S30400)
Stuffing Box Glands
Gun Metal
ASTM B 584
(C90300/C90500)
Stuffing Box Bushings
Bearing Bronze
ASTM B 505
(C91000/C93400)
Note 1:
Corrosion-resisting materials shall be used for all wetted parts in pumps handling saltwater or saltwater contaminated
liquid.
503n. Repair and Overhaul of Existing Pumps
The repair and overhaul of a pump are intended to restore it to its original performance profile and not necessarily intended to return
the overhauled pump to the original manufacturer's drawing tolerances. In the process of overhauling a pump, the worn or damaged
subcomponents are either replaced or repaired. The Supervisor's Work Specifications shall identify the class of overhaul (e.g., Class B)
authorized for the item. Definition of overhaul class is provided in Section 042 herein. Where applicable, the Supervisors Work
Where an approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or systems (i.e., valve, pump,
filter, pipe) shall be in accordance with applicable drawings, NSTM Chapter 503, or technical manuals as modified by the overhaul criteria
paragraphs herein and Section 505.
Nondestructive inspection requirements - Nondestructive inspection on pump parts shall be performed in accordance with
MIL-STD-271. Those parts which require only visual inspection but contain suspect surface or subsurface discontinuities in magnetic
(ferrous) materials should be tested in accordance with the magnetic particle test contained in MIL-STD-271. Those parts which require
only visual inspection but contain suspect surface discontinuities in non-magnetic (non-ferrous and austenitic corrosion-resisting or
stainless steel) materials shall be tested in accordance with liquid penetrant test contained in MIL-STD-271. Other nondestructive tests
(radiography, Brinell hardness and chemical analysis) may be used to verify a possible deficiency. Acceptance criteria for visual, liquid
penetrant, and magnetic particle tests shall be in accordance with NAVSEA procedures 0900-LP-003-8000. Metallurgical composition, if
unknown, shall be determined from unit drawings or metallurgical tests.
Thread inspection/repair criteria - Inspect threaded parts for burnished, galled, crossed, torn, cracked, deformed, or missing threads.
Thread damage is acceptable if it can be repaired by running a die nut onto or a tap into thread so that free-fit threads engage by hand with
no excessive play. Where tighter or more critical fits are involved or where fit of threads is questionable, a thread checking gage should be
used. Thread damage that extends to the root of a male thread is not acceptable. Stretched threads are also not acceptable. Inspection of
stud-setting thread is not required unless the part has been removed for another reason. In the event that a stud is removed, locking torque
shall be reestablished. Internal threads may be repaired by retapping, provided loss of threads does not exceed percent. As an alternate,
oversize drilling and tapping may be used. Use of thread inserts is also acceptable if strength of the remaining original section is adequate.
Section 503
12
S9AA0-AB-GOS-010
2004 Edition
External threads on components such as shafts and rotors may be repaired by chasing. Threaded parts shall be replaced if repair is
considered uneconomical. Sealant per Mil. Spec. MIL-S-22473 may be used to reestablish stud tightness.
Wall thickness inspection requirements - Erosion is permitted to a depth of 20 percent of the nominal design wall thickness.
However, individual erosion pockets shall not exceed 2 percent of the total casting surface. Pitting is permitted over the entire casting
surface with individual pitting depth not to exceed 1/8 inch or 20 percent of the nominal design wall thickness, whichever is less.
Concentrated pitting (pit spacing approximately 1/8 inch) of depth described above is permitted, provided it does not cover an area which
exceeds 2 percent of the total casting surface. Repair as required in accordance with the instructions contained herein.
Sealing surface inspection/repair requirements - Examine sealing surfaces. These surfaces include pipe flanges and parting joint
faces. Defects such as pitting, scratches, and corrosion are allowable provided the density or size of the defect does not form a leakage
path transversely across 50 percent of the area between a pressure boundary and the external surface of the part. The depths of individual
sealing surface defects shall not exceed 0.010 inch. No defects are allowable on high pressure steam sealing surfaces of the steam chest
mounting surface.
Flatness of flanges shall be true to within 0.002 inch. Check metal-to-metal sealing surfaces with Prussian Blue. Ensure a
continuous contact inside bolting circle with no leakage path. Total contact should be at least 80 percent of sealing surface. Care must be
exercised not to damage plated, ground, or polished surfaces rendering them useless as sealing surfaces. When hand repair is not
satisfactory, machining of the surface is allowable to bring it into acceptable condition or to prepare it for welding or plating and
subsequent remachining to drawing specifications. Do not take a clean-up cut on the casing parting joint without careful consideration of
the effect on internal clearances. In neither case shall the initial machining result in a loss of more than 10 percent of the original material
of the part.
Minor hand repair may be used to repair or restore the casing to usable condition. This may be done by the use of emery cloth,
filing, grinding, scraping, lapping or honing.
Mechanical seals with ceramic sealing faces - Ceramic sealing faces are not approved in pump mechanical seals. When overhauling
a pump which contains a mechanical seal with ceramic sealing faces, the overhauling activity should determine if the pump APL has been
modified to identify a replacement seal with approved face materials. If so, the replacement seal should be installed. If not, the
overhauling activity should proceed as follows:
1.
Query the mechanical seal OEM to obtain a replacement seal with approved face materials.
2.
Install the replacement seal.
3.
Notify NAVSEA of replacement seal installation, identifying both pump and replacement seal. NAVSEA will initiate
action to change the pump APL to reflect the replacement seal. Approved sealing face materials are identified herein. See "General"
Section 503b., "Mechanical shaft seals".
Keyway and key inspection/repair criteria - Visually inspect keyway for deformed, cracked or chipped edges or high spots. Verify
that fit between key and keyseat sides has a minimum clearance of 0.002 inch or maximum interference of 0.0005 inch. High spots in
keyway may be removed by machining or grinding. Do not unnecessarily repair any keyway; instead, use a step key up to a maximum of
0.010 inch oversize and, where possible, include a radius in step. If key tightness cannot be corrected with a step key, remachine
worn/damaged keyways to recommended oversizes as follows: Maximum of 0.015 inch oversize for a 1/8-inch key and increasing
oversize allowance of 0.010 inch for each 1/8-inch increase in key size up to a maximum of 0.075 inch. If key tightness cannot be
corrected by keyway repair, replace part involved.
Gear teeth inspection/repair criteria - Examine gears for cracks, nicks or abrasion. No cracks are allowed. Nicks and other surface
defects are acceptable if evenly distributed over no more than 20 percent of the total number of teeth. A satisfactory tooth contact exists
when at least 80 percent of the axial length of the working face of each tooth is in full contact, distributed over 75 percent of the face
width. Check tooth contact disassembly by spraying one gear with Prussian Blue and rotating the shaft one revolution. Recheck tooth
contact on reassembly. Stoning or honing of teeth to obtain total tooth contact is prohibited. Stoning or honing is permissible for
removing a local hump or deformation unrelated to wear.
Weld repair - Weld repair of pump casings and internals shall be accomplished in accordance with Section 074 and MIL-STD-278.
Weldability of the item material shall be considered before attempting this repair method. For example, gun metals and bronzes usually
exhibit poor weldability and/or porosity while certain grades of Monel and copper-nickel, are considered to be weld-repairable. Weld
repair is normally used for repairing eroded or damaged casings, building up wear ring seating areas and repairing gasket mating faces.
Weld repair of rotating parts is prohibited.
Pump bore repair - Repair of worn pump bores, at bearing or wearing ring fit-up areas, is acceptable using one of the following
methods:
1.
Machine the pump bore to a diameter that is larger than the specified bore dimensions. Install a sleeve that will return the bore
to the specified diameter.
2.
Deposit weld material axially along the bore. Repeat this process at equally spaced increments around the bore circumference.
Machine bore to the specified diameter. Weld repair shall be accomplished in accordance with Section 074 and MIL-STD-278.
13
Section 503
S9AA0-AB-GOS-010
2004 Edition
Impregnation - Impregnation is permitted on structurally sound castings to seal leakage due to porosity or other nonstructural defects.
Approval shall be obtained from NAVSEA prior to impregnation, and shall be based on the structural soundness of each casting as shown
by a review of individual radiographs. After NAVSEA approval is obtained, castings shall be impregnated in accordance with
MIL-STD-276. The maximum porosity leakage rate, allowable casting materials, and impregnation materials and procedures are specified
in MIL-STD-276. Impregnated castings are specially marked, and are restricted from future repair processes which utilize heat in excess
of maximum temperatures allowed by MIL. Spec. MIL-I-17563 for the specific impregnant material used.
Thermal spray - Thermal spray coating shall be accomplished in accordance with MIL-STD-1687 for repair and corrosion protection
of ferrous and non-ferrous pump metal parts. The thermal spray coating process is approved by NAVSEA for the following repairs:
1.
Repair of static fit areas to restore original dimensions, finish and alignment.
2.
Repair of seal (including packing) areas to restore original dimensions and finish.
3.
Repair of fit areas on shafts to restore original dimensions and finish.
4.
Build-up of pump shaft sleeves and wear rings to restore original dimensions.
Brazing repair - Brazing repairs shall be in accordance with NAVSHIPS 0900-LP-001-7000. Brazing repairs will be restricted to
re-attachment of piping connections on pumps. As brazing necessitates high heat input to castings, which can cause cracking and porosity,
appropriate measures shall be taken to limit heat input only to the area to be repaired.
Coating and patching compounds - With supervisor's approval, certain non-structural repairs, such as restoring wear ring seating
surfaces, repairing damaged gasket mating faces, protecting against cavitation erosion, o-ring grooves, etc., may be made in accordance
with Section 630.
Electrodeposition of metals - Electroplating shall be done in accordance with MIL-STD-2197SH, brush electroplating of marine
machinery.
Dynamic balance criteria - MIL-STD-167 contains the requirements for balancing.
Softwear - All softwear (i.e., gaskets, o-rings, packing, mechanical seals) shall be replaced during overhaul.
503o. Testing Requirements
Shop test - As a minimum, replacement and overhauled pumps shall meet the original design requirements for capacity, head and
suction conditions at rated speed without exceeding the nameplate rating of the driver. The supervisor shall approve test results that do not
meet the original design requirements.
Pressure containing parts which are newly manufactured or braze/weld repaired shall be hydrostatically tested per Section 505.
New/modified/disturbed mechanical joints shall be tightness tested per Section 505.
Mechanical seal leakage rate - Acceptable mechanical seal leakage rate for flammable and nonflammable liquid shall be determined
as follows:
1.
Fuel oil, JP-5, gasoline, and other flammable liquids: Wipe pump tell-tale hole or seal housing dry of any dampness.
For pumps with mechanical seals, observe and/or collect leakage for a 30-minute period while pump is operating. Measurable (dripping)
leakage during 30-minute test period is unacceptable. Dampness at the tell-tale hole or seal housing is acceptable.
2.
Fresh water, seawater, lube oil, and other nonflammable liquids: Mechanical seal leakage rate shall not exceed that
specified in the equipment technical manual. When no criteria exist, 5 drops per minute shall apply.
Packing leakage rate - Acceptable packing leakage rate for flammable and nonflammable liquid shall be determined as follows:
1.
Fuel oil, JP-5, gasoline, and other flammable liquids: Leakage rate for packed pumps shall be measured after newly
installed packing has been run in and the leakage rate has been stabilized. Leakage rate shall not exceed 5 drops per minute after packing
leakage is stabilized.
2.
Fresh water, seawater, lube oil, and other nonflammable liquids: For packed pumps, liquid should be allowed to drip
from the stuffing box to lubricate and cool the packing.
Shipboard Testing - New/repaired units shall be operationally tested in accordance with Section 092 and the following:
1.
Heat runs shall be conducted for 1 hour minimum and continue as necessary until temperatures stabilize over ambient
(no more than a 5 degrees F rise over three consecutive 15-minute readings) for continuous duty pumps. Intermittent or special duty
pumps shall have a heat run limited to their normal operating cycle.
2.
Associated operational characteristics such as removal of fluids from tanks, proper operation of safety devices and
automatic controls shall be demonstrated.
Section 503
14
S9AA0-AB-GOS-010
2004 Edition

SECTION 504
INSTRUMENTS AND INSTRUMENT BOARDS
504a. Scope
This section contains general requirements for new mechanical and electrical instruments, and modifications to
instrument boards.
504b. General
Direct replacement of existing instruments may be accomplished with duplicate or equal instruments.
Design modifications (such as elimination of stem mounted gages and elimination of tapered pipe threads), unless
specifically authorized in the Supervisor's Work Specification, are not the intent of this section.
Radiological materials used in instruments shall be in accordance with NAVELEX instruction 5100-1.
Instrumentation using mechanical, electrical, or other means of sensing, transmission, and indication shall be in
accordance with this section and with other sections covering detailed unique or supplemental requirements for specific
systems and equipment. Critical propulsion and machinery instrumentation that are essential to systems operation as
required by the applicable specifications shall be provided and shall include local mechanical back-up instruments for
manual operation. Electrical transducers shall be furnished for repeater indicators, switches and alarms at manned
monitoring stations. Instruments shall be accessible for reading, maintenance, and replacement.
Instruments used for operation and monitoring of the main propulsion machinery shall be mounted on the one panel
convenient to the operator. Instruments intended for trouble-shooting shall be either portable, mounted on a panel adjacent
to equipment to be serviced, or on a trouble-shooting panel.
Unless otherwise specified, the graduated scales on instrument dials shall have graduations in the inch-pound system of
measurements.
Instrument dials with multiple scales are approved for refrigerant pressure gages, receiver gages and fuel tank liquid
level gages.
Use of mercury, mercury compounds, and instruments containing mercury or mercury compounds shall be limited to
applications where acceptable substitutes are not available to minimize the personnel hazard and potential damage to ship
and material from inadvertent mercury contamination. Where used, procedures shall be provided for stowage, handling,
labeling, and disposition of mercury, mercury compounds, and components containing mercury or mercury compounds.
Instruments containing mercury or other toxic substances shall not be used in refrigerated or other spaces or
compartments where breakage or failure may contaminate or damage stored material and equipment. See Section 070 for
further restrictions.
Instruments and their components shall be arranged for ready access clear of high temperatures exceeding 122 degrees
F, vibration, or other environmental conditions exceeding the instrument design limits.
Instruments directly exposed to weather shall have enclosures of suitable plastic or corrosion-resisting steel and shall be
flush-mounted on panels to provide protection to operating personnel and to instruments from accidental damage.
Failure of an instrument shall not cause the system to be inoperable. Installation of instruments shall be designed to
provide accuracy of readings (within 5 percent) suitable for operating or maintaining the systems or machinery under normal
operating conditions.
Section 504
S9AA0-AB-GOS-010
2004 Edition
Piping system reliability shall be maintained to the following interfaces of the instruments:
Instrument
Pressure
Temperature
Flow
Liquid level
Interface Component
Root connection of the gage piping at the pressure source
Temperature element socket (thermowell) attached to the piping
Flow meter body mount in the piping system
Tank penetration connection
Interface component material, type of joint, and connections to the piping or pressure vessel shall be similar to and
compatible with system requirements of Section 505.
Electrical power for instrumentation shall be in accordance with Section 320.
504c. Tachometers
Tachometers shall comply with MIL-T-16049 and shall be the single range design. Indicators shall be located where
they are accessible and where they would not normally be subjected to mechanical damage. Where the machinery
component has a manually-operated speed control device, maximum visibility of the indicator shall be from the speed control
station.
504d. Clocks
Clocks shall be installed where accessible for reading and maintenance and with minimum exposure to vibration.
Clocks shall be secured to prevent damage from rough sea conditions, shock, and vibration and so as not to present a missile
hazard to personnel and equipment.
In general, 24-hour clocks shall be installed in the following spaces, as applicable:
Central Control Station
Chart Room
Combat Information Center (CIC)
Combat System Maintenance Central
Computer Room
Facilities Control/Message Processing Room
Radio Room
Transmitter Room
Clocks in the communications center shall be in full view of personnel operating on-line cryptographic equipment.
Machinery spaces, living, and operations areas shall have 12-hour clocks.
Electrical clocks with illuminated dials shall be installed in normally darkened areas such as CIC and plotting spaces.
Electrical clocks shall be in accordance with Mil. Spec. MIL-C-23339 and shall be powered from the emergency
lighting system.
Mechanical clocks shall be accessible for winding and setting and shall be in accordance with Mil. Spec. MIL-C-1194,
except glass shall not be used.
Where a clock has a mounting plate integral with the clock, the plate shall be secured directly to the bulkhead or
structure. For other style clocks, mounting shall be accomplished either directly or by means of shock mounts provided with
the clock.
For chronometers, see Section 421.
504e. Thermometers
Thermometers shall conform to the following specifications:
Type
Direct-reading (bimetallic)
Remote-reading (gas-filled system)
Section 504
Mil. Spec.
MIL-I-17244
MIL-T-19646
Remarks
3- or 5-in dial size
3-1/2, 4-1/2, and 8-1/2 dial size
S9AA0-AB-GOS-010
2004 Edition
Thermometers shall be located to assure ease of temperature observation and so that accidental breakage shall be kept
to a minimum.
Piping system thermometers shall be installed in sockets (wells). Thermometer wells shall be 3/8-inch nominal bore
diameter in accordance with Mil. Spec. MIL-W-24270 and installed in accordance with drawing, NAVSHIPS No.
810-1385917, except that wells numbers 6, 19, and 20 shall not be used.
Remote-reading thermometers shall be installed where specified and wherever an arrangement prevents a direct-reading
type from being accessible for reading, maintenance, and replacement. Unless otherwise specified, remote-reading
thermometers shall be confined within compartment boundaries.
Remote-reading thermometers shall include a manually-adjustable red-colored pointer in addition to the indicating
pointer set at maximum normal operating temperature for the applicable system.
A bimetallic thermometer with high and low temperature indexes and resets in accordance with MIL-I-17244 shall be
installed in each magazine, ammunition, pyrotechnic, and weapons storage space and located to prevent accidental damage.
The thermometer shall have a temperature range of minus 40 degrees fahrenheit to plus 180 degrees fahrenheit. Unless
otherwise specified, the thermometer shall be mounted in a "L" shaped bracket in accordance with drawing, NAVSHIPS No.
810-1385917, and attached to the supporting structure. Where installation of thermometer and bracket interferes with stored
material or equipment, the thermometer shall be mounted in a boss on the outside with the stem projecting inside the storage
space.
For machinery and piping systems, scale ranges for thermometers shall be selected so that the maximum normal system
operating temperature will be approximately 75 percent of the full scale range and system operating temperatures are in the
middle third of the scale range. Where the scale range, thus determined, does not coincide with a range listed in the
applicable thermometer specifications, the next higher range listed shall be used.
For machinery and piping systems, thermometers with appropriate ranges shall be selected in accordance with
"Thermometer Selector Guide", drawing, NAVSHIPS No. 810-1385917.
Unless otherwise specified, remote reading thermometer dial sizes shall be:
8-1/2 inches for primary application on propulsion panels.
4-1/2 inches for other applications.
504f. Electric Temperature Indicators
Electrical temperature indicating systems shall have sensors in accordance with MIL-T-24388. Multi-point and
single-point temperature monitoring systems shall conform to MIL-T-15377. Single-point temperature instruments, used for
critical alarms and control functions requiring highest accuracy, as indicated in the applicable specification, shall conform to
MIL-T-24387. Electrical temperature sensors for piping systems shall be installed in thermowells. The thermowells shall be
in accordance with MIL-W-24270.
Indicating and alarm systems that require an a.c. power supply from the ship's power or lighting system shall be
supplied through isolation transformers. Propulsion plant temperature monitoring and indicating systems and alarm circuits
shall comply with Section 437.
Electrical temperature sensors for piping systems shall be installed in 1/4-inch nominal bore diameter wells in
accordance with Mil. Spec. MIL-W-24270.
504g. Pressure Gages
Pressure gages shall be installed as required for safe operation and control of systems, machinery and equipment.
Pressure, vacuum, and compound gages shall be in accordance with MIL-I-18997 covering 3-1/2, 4-1/2 and 8-1/2 size dials.
Different pressure gages and indicators with switches shall be an approved design. Pressure gages shall have a
manually-adjustable red-colored pointer in addition to the indicating pointer. The red hand shall be set at approximately the
maximum (or minimum) normal operating pressure for the applicable system.
Vertical scale miniaturized receiver gages and electrical indicators used on control panels shall meet Navy shock,
vibration, and safety requirements.
Section 504
S9AA0-AB-GOS-010
2004 Edition
The scale range of the pressure gage shall be selected so that the maximum normal system operating pressure will be
approximately 60-percent of the full scale range. When the range so selected does not coincide with a range listed in the
applicable pressure gage specification, the next higher range listed shall be provided.
The dial size selected shall enable the operator to read the scale to the precision required for operating the system.
When required to obtain readability, retarded or suppressed ranges shall be provided.
Dials of gages located in red lighted areas shall have black enameled background with numbers, graduations and
pointers in white enamel.
Pressure gages shall be panel-mounted or case-supported off of the piping or pressure vessel and located in lighted
areas where ambient conditions and local environment are controlled as suitable for operating personnel and within the
gage's specified operating limits. Gage piping configuration shall be in accordance with drawing, NAVSHIPS No.
810-1385850.
Pressure gages shall be located where operating ambient temperatures do not exceed 145 degrees F.
Service and instrument number of each pressure gage shall be indicated on a label plate secured to the support or panel
below the gage.
Unless otherwise specified, pressure connections for pressure, vacuum, and compound gages shall be external threaded,
9/16-18UNF-2A for "O"-ring face-seal union in accordance with MIL-I-18997. Tail piece, hexagon nut, and "O"-ring seal
shall be provided with each gage.
Internal threaded pressure connections on mechanical or electrical instrumentation shall be in accordance with
MIL-STD-16142. Adapters to the "O"-ring, face-seal union connection shall be provided with seals, union nut and tail piece.
Plugs, where required, shall be in accordance with MIL-STD-18229.
Eight and one-half-inch dial size shall be used for primary applications such as main steam, steam drum, and main
condenser vacuum gages; and 4-1/4-inch dial size for central or control station gageboards or for secondary applications such
as auxiliary steam, exhaust steam, main feedwater, lube oil, and fuel.
504h. Electrical Pressure Transducer
Equipment pressure and differential pressure transducers shall be in accordance with the following specifications:
Mil. Spec No.
MIL-P-24212
MIL-D-24304
Title
Pressure Transducer Equipment (electrical)
Differential Pressure Transducer Equipment (electrical)
504i. Boiler Draft Gages

Boiler draft gages shall conform to MIL-G-17489, Class 3 for carriers, Class 2 for other ships. Piping connections
between boilers and gages shall not have pockets where condensate can collect. Connections on boilers shall be close to
register openings, but not so close as to adversely affect gage indication.
504j. Flowmeters
Flowmeters as required by these specifications shall be of a design approved by NAVSEA for the applicable service.
Positive displacement flowmeters for freshwater service shall be in accordance with MIL-M-2082.
Where required, orifice, flow nozzle, venturi, or elbow meters with a suitable differential pressure gage calibrated to
indicate flow rate shall be used. The graduated scale of flow indicators shall be correlated with the calibration curve of the
primary element.
The type of measuring element selected shall be suitable for the intended purpose and shall consider the type of fluid to
be measured, contaminants in the system, and installation requirements. Measuring element materials shall be compatible
with the piping system material requirements of Section 505.
Where remote-reading flowmeters are required, electrical remote systems shall be used. Variable area meters
connected across orifice, flow nozzle or venturi primary elements (bypass rotameters) shall not be used.
504k. Liquid Level Indicators
Section 504
S9AA0-AB-GOS-010
2004 Edition
Mechanical and electrical liquid level indicating systems shall be in accordance with drawing, NAVSHIPS No.
803-2145532 and as follows:
Section 504
S9AA0-AB-GOS-010
2004 Edition
Type of indicators
Boiler water level gage (indirect reading)
Boiler water level gage (distant reading)
Sounding rules, jointed
Sounding tapes
Tank liquid level gage (direct reading float and tape type)
Water level gage (direct reading)
Tank liquid level gage (distant reading, static head type)
Tank liquid level gage (electric type)
Tank liquid gage (distant reading, float actuated type)
Spec. No.
MIL-G-16356
MIL-I-22610
MIL-R-2784
MIL-T-16644
MIL-G-16408
MIL-I-20037
810-1385847
MIL-L-23886
810-1385876
Shock-resistant direct-reading level indicators shall have flat-face flanged connections and shall use as the sight tube
either a plastic tube or plastic tubing heat-shrunk over a glass tube. Valves and fittings for shock-resistant designs shall be of
forged materials with glands of sufficient depth to prevent the tubes from pulling out. Where all-plastic sight tubes are used,
protective rods or shields are not required.
For shock-resistant applications, transparent polycarbonate plastic tubing of 3/4-inch outside diameter with a 7/64-inch
thick wall shall be used up to a maximum fluid temperature of 212 degrees F. Gage glass tubes for temperatures above 212
degrees F, but not over 270 degrees F, or where the fluid is not compatible with the polycarbonate, shall be limited to a
maximum pressure of 70 lb/in2 and shall be 5/8-inch outside diameter approved glass tubing with a transparent fluorinated
ethylene propylene plastic tube surrounding it; which shall have an inside diameter of 0.510-inch and a wall thickness of
0.020 plus or minus 0.004-inch before shrinking. After shrinkage over the complete length of the glass tube, including the
ends to be inserted into the sealing glands, the plastic tube shall be in intimate contact with the surface of the glass with no
bubbles or voids. Additional short lengths of heat-shrunk tubing shall be applied over the tube in the upper and lower
packing gland areas to provide a thickness adequate to prevent leakage.
The graduated scale for liquid level indicators shall be correlated with the applicable tank capacity curve. Scales shall
have a sufficient number of graduations to provide readings, suitable for the application and to ensure that scale readability is
at least equal to the indicator accuracy. Scales shall be designed with numbered major, intermediate and minor graduations
as required, arranged in a logical manner to permit easy and rapid observation of the fluid quantity from the operating
position.
Scales of electrical level indicators shall be linearized to within plus or minus 6 percent of a straight line based on the
capacity curve requiring this function.
Materials used for valves and fittings shall be compatible with system materials of Section 505.
Sounding tapes shall be provided in lieu of sounding rules for gaging the liquid level in uncompensated fuel tanks and
voids except for potable water tanks and for such tanks where the configuration of the sounding tube precludes free passage
of the tape. Sounding rules permanently stowed in the sounding tube shall be provided for each potable water tank. One
tape for each six tanks, or fraction thereof for each liquid carried, shall be provided. In addition, 5-percent spares shall be
provided.
504l. Instrument Boards.
General - Gageboards shall be steel (nominal thickness 3/16-inch, except 1/8-inch for gageboards containing a single
gage) or aluminum alloy sheet or plate (nominal thickness 1/4 inch except 3/16-inch for gageboards containing a single
gage). All gageboards in propulsion and auxiliary machinery spaces shall be steel. Individual, modular cast aluminum
gageboards designed to be assembled as a panel may be used for interior applications not exposed to weather or seawater
spray. Painting of gageboards shall be in accordance with the painting of machinery in Section 631. Boards shall be
constructed and the instruments mounted so that vibrations transmitted to the instruments will not prevent their being easily
read under all operating conditions.
Dial-type gages and thermometers on propulsion gageboards shall be flush-mounted as shown on drawing, NAVSHIPS
No. S8700-841569.
Section 504
S9AA0-AB-GOS-010
2004 Edition
Instrument number and service of gages and thermometers shall be indicated on label plates below the indicator. Gages
and remote-reading dial thermometers shall be mounted on panels or boards. In addition, other instruments and equipment
such as visual signal indicators, tachometers, shaft r/min indicators, and clocks shall be installed on boards or panels.
Gageboards containing electrical devices shall provide drip proof protection for the electrical devices. Instrument
board enclosures shall be compartmented to separate fluid and electrical devices. Means shall be provided to drain liquids in
the event of leakage.
One of the propulsion unit gageboards shall be designated the propulsion control gageboard. The board so designated
shall include indicators for shaft r/min and the engine order telegraph of the other units in addition to the instrumentation
required for the associated unit.
In the central control station, the propulsion control board that is separated from the propulsion unit gageboard shall be
instrumented for monitoring all propulsion units.
Facilities for receiving and transmitting commands for the control of all engineering spaces shall be installed in the
central control station.
Auxiliary gageboards - Auxiliary gageboards for operating auxiliary units and machinery shall be installed to centralize
and control operation. In addition to the instrumentation required by the referenced specifications for an auxiliary unit,
auxiliary gageboards shall include the quantity of indicators and alarms required to ensure proper performance of the ship's
system.
Steam propelled ships:
Propulsion system gageboard - A gageboard shall be installed for each propulsion system and shall be called a unit
gageboard. Each unit gageboard shall contain gages, thermometers, indicators, and alarms for the following services:
Condensate
Feedwater
Main, auxiliary, exhaust, and gland steam
Propulsion lubrication
Propulsion turbine (as listed in Government specification).
Shaft r/min
A clock and the engine order telegraph shall be on the board or nearby.
For a multi-unit plant, one of the propulsion unit gageboards shall be designated the propulsion control gageboard. The
board so designated shall, in addition to complete instrumentation for its own unit, contain indicators for shaft r/min and the
engine order telegraph of the other units.
In the central control station, the propulsion control board, separated from the propulsion unit gageboards, shall be
instrumented for monitoring all propulsion units. Facilities for receiving and transmitting commands for the control of all
engineering spaces shall be contained in the central control station.
Boiler Gageboard:
One boiler gageboard is sufficient for mounting the instruments for two boilers located in the same space, but the
superheater outlet and drum pressure gage for a boiler shall be mounted on a separate board at the boiler front if they cannot
be read on a common boiler gageboard from the firing aisle. When a propulsion gageboard and a boiler gageboard can both
be readily viewed by the operator, duplicate gages for the same application may be omitted.
Each boiler gageboard shall contain gages, thermometers, indicators and alarms for:
Boiler air
Feedwater
Fuel supply and return
Main, auxiliary, and exhaust steam
Superheater and desuperheater outlets
Auxiliary gageboards - Auxiliary gageboards for control of auxiliary units and machinery shall be installed to centralize
and control operation. In addition to the instrumentation required by the Government specifications for an auxiliary unit, its
gageboard shall contain sufficient indicators and alarms to ensure proper performance in relation to the ship's system.
Diesel Propelled ships:
Section 504
S9AA0-AB-GOS-010
2004 Edition
Propulsion engine gageboard - For diesel propelled ships, one propulsion engine gageboard shall be installed for each
propulsion engine. Where engine control stands are furnished, one board for all engines in a space is acceptable where the
board location is conveniently located to the control stands.
504m. Clinometers
Clinometers, MIL-C-20061, shall be installed: Type I to indicate trim; Type II to indicate heel.
Clinometers shall be installed in:
Central control station or
Damage control central
Enclosed operating station or Propulsion control space
Pilot House
Secondary damage control central
Type I clinometers shall be installed on fore-and-aft bulkheads. Type II clinometers shall be installed on athwartship
bulkheads near the centerline of the ship.
504n. Draft Indicators
Aircraft carriers, cruisers, and amphibious ships (except LST) - A profile draft indicator, for use in conjunction with the
remote draft indicator system (circuit DG in Section 437), shall be installed. It shall be designed to indicate both the forward
and after drafts and the displacement of the ship. It shall be located on a fore-and-aft bulkhead in the central control station
or if the ship has no central control station, it shall be located in damage control central.
Tankers - A draft and stress calculating device for predetermining automatically the forward and after drafts and the
nominal hogging and sagging stresses under any longitudinal distribution of loading, shall be provided in the engineering
office. The device shall be in accordance with MIL-C-16065.
504o. Maintenance Facilities and Test Equipment
Facilities shall be provided in accordance with Section 665 to furnish storage for tools and equipment, and shall include
work stations consisting of benches, equipment, gas and hydraulic pressure sources, electrical power and material and test
equipment required for servicing the instruments. The work stations shall be adequately lighted and in controlled
environment compartments arranged in a functional number to provide for efficient performance of work by operating
personnel.
Test equipment shall be provided in accordance with publication, NAVORD 45854 to meet the requirements of the
Instrument Maintenance Plan. The Contractor shall provide a list of recommended test equipment.
504p. Technical Documentation
A Master Instrument List shall be prepared which provides a consolidated inventory of installed hull, mechanical,
electrical, and electro-mechanical types of instruments.
An instrument Maintenance Plan shall be prepared based on the requirements of the Master Instrument List. The plan
shall be designed to provide scheduled operational check of each instrument listed as necessary to verify operational
suitability and determine corrective action, or replacement.
504q. Overhaul/Calibration of Instrumentation
When authorized by the Supervisor's Work Specifications, accomplish the following:
Meters; repair and calibration - Disconnect and remove meters and their associated impedors, reactors, and resistor
boxes. Record and retain hook-up data and mounting hardware. Identify and tag each meter, including associated
equipment, with location, system, ship name and work item number. Disassemble and clean equipment to remove loose
paint and foreign matter leaving no residue or injurious effects. Repair the meters and associated equipment to
manufacturer's specifications. This should include removal or replacement, or both, of all missing or defective components,
freeing and adjustment of any moving parts, and restoration of cases to original finish. Reassemble equipment using new
seals and gaskets conforming to manufacturer's specifications.
Section 504
S9AA0-AB-GOS-010
2004 Edition
Adjust and calibrate each meter, with its associated equipment, to within plus or minus one percent full range accuracy
of the manufacturer's specifications using a transfer measure standard. Affix a calibration label denoting the name and
location of the calibration facility and the date of calibration of the face of each meter.
Install and reconnect meters, together with respective accessories, using hook-up data and new fasteners conforming to
MIL-S-1222, Type I or II, Grade 5 or 8, zinc-coated. Fasteners requiring a permeability factor of 2.0 or less shall conform to
grade 304 CRES.
Ensure correct indication of meters during operational test of equipment.
Gages and Thermometers; repair and calibration - Disconnect and remove the gages and thermometers and their
associated accessories. Identify and tag each gage and thermometer, including accessories, with location, system, ship name,
and work item number. Clear gage lines of obstructions by blowing clean dry air through the lines. Disassemble and clean
equipment to remove loose paint and foreign matter leaving no residue or injurious effects.
Repair the gages, thermometers, and associated accessories to manufacturer's specifications. This involves removal and
replacement of all missing or defective components, freeing and adjustment of moving parts, restoration of cases to original
finish, and reassembly of the equipment.
Adjust and calibrate gages and thermometers to a transfer measurement standard of the manufacturer's requirements.
Affix a calibration label denoting the name and location of the calibration facility and date of calibration to the face of each
unit.
Reinstall and reconnect units, together with their associated accessories, using new seals, gaskets, and fasteners.
Fasteners shall conform to MIL-S-1222, Type I or II, Grade 5 or 8. Those fasteners requiring a permeability factor of 2.0 or
less shall conform to grade 304 CRES.
It is mandatory that at the completion of overhaul, all instruments be in calibration. Responsibility for calibration and
repairs shall be designated in the Supervisor's Work Specification. Scheduling of calibrations and repairs shall be as
necessary to support production schedules, but shall be coordinated to avoid unnecessary re-calibrations.
Instruments shall be checked to ensure correct indication during operational test of equipment.
Section 504
S9AA0-AB-GOS-010
2004 Edition

OF SURFACE SHIPS
SECTION 505
GENERAL REQUIREMENTS FOR PIPING SYSTEMS
INDEX
SECTION
505a.
505b.
505b1.
505b2.
505b3.
505b4.
505b5.
505b6.
505b7.
505b8.
505b9.
505b10.
505b11.
505b12.
505c.
505c1.
505c2.
505c3.
505c4.
505c5.
505c6.
505c7.
505d.
505d1.
505d2.
505e.
505e1.
505e2.
505e3.
505e4.
505e5.
505e6.
505e7.
505f.
505f1.
505f2.
505g.
505g1.
505g2.
505g3.
505g4.
505h.
505h1.
505h2.
505h3.
505h4.
505h5.
505i.
505j.
505j1.
505j2.
505j3.
505j4.
505k.
505k1.
505k2.
505k3.
TITLE
General
System design requirements
Definitions
General design criteria
Environmental conditions
Velocity limits
Corrosion and erosion precautions
Equipment and system isolation and damage control reqmts
Pressure reducing stations
Relief valve setting and installation
Pressure, temperature, level and flow control
Remote valve operation
Sea connections
Criteria for pressure design of piping
Components; design and selection
General requirements
Valves
Flexible piping devices
Pipe supporting elements
Strainers and filters
Hose
Glass Reinforced Plastic (GRP)
Structural requirements
General
Flexibility
Arrangement
General
Compartmental
Structural
Valves and components
Joints
Tailpipes
Fire hazard reduction
Fabrication and installation
Fabrication
Installation
Technical documentation
Drawings
Calculations and analyses
Technical manuals
System descriptions
Repair and Overhaul
General
Sea connections
Criteria for piping requirements
Components
Flexibility
Shock
Cleanliness
General
Cleanliness Grades
Sealing and Capping of System/Components
Local Cleaning
General
Components
Test Fluids
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Section 505
S9AA0-AB-GOS-010
2004 Edition
505a. General
Sections 505b. through 505g. apply to new installations and modifications to existing systems. Section 505h. applies to repairs to
existing systems and components. Sections 505a., 505i., 505j., and 505k. apply to new installations, modifications and repairs.
The technical requirements for ship alterations are as specified herein. However, as part of the shipalt and associated drawing
development process, deviations from GSO requirements to accommodate individual ships as-built conditions can occur. This could be
applicable, for example, for shipalts on older ships for which the current shipalt design criteria as specified in the GSO is of such a nature
that compliance would result in significant redesign of the as-built ship to meet new GSO requirements.
The same practical considerations shall be shown in the replacement of existing components during a repair process when system or
material upgrade is not intended and an identical or equivalent component will provide continued safe and satisfactory performance.
This section contains the general requirements for the design, fabrication, installation, testing, cleaning, and repair of shipboard
piping systems and piping components. Requirements peculiar or supplemental to a specific system are covered by the section governing
that system. Where supplemental or differing requirements are specified in the section governing the system, the system section
requirements take precedence.
Modification to existing installations or new installations shall in no manner degrade the capability of the overall system to meet its
performance requirements. In selection of new piping components, consideration shall be given to standardization and logistics support.
The overall system capability shall not be degraded by these new components.
505b. System Design Requirements
505b1. Definitions
System - All equipment, piping, and components described by and included on a system diagram.
Subsystem - Any portion of a system that can be identified by special service or function.
Vital system - A piping system or that portion thereof whose continual operation is essential for maintaining ships control,
propulsion, communications, seaworthiness, and fighting capability, or is required to meet Grade A shock capabilities.
Sea-connected piping - Piping in any system that has a connection or connections open to the sea below the maximum displacement
water line.
Nominal operating pressure - The approximate pressure at which an essentially constant pressure system operates when performing
its normal function. This pressure is used for the system basic pressure identification.
Maximum operating pressure - The highest pressure which can exist in a system or subsystem under normal operating conditions.
This pressure is determined by such influences as pump or compressor shut-off pressures, pressure regulating valve lockup (no-flow)
pressure, and maximum chosen pressure at the system source.
Maximum system pressure - The highest pressure that can exist in a system or subsystem during any condition. Normal, abnormal
and emergency operation and casualty conditions which may affect the system shall be considered in determining the maximum system
pressure. In any system or subsystem with relief valve protection, the nominal setting of the relief valve, as described in subparagraph
covering relief valve setting and installation herein, shall be taken as the maximum system pressure (relief valve accumulation may be
ignored).
System design pressure - The pressure used in the calculation of piping and piping components minimum section thicknesses.
Unless otherwise specified herein, the design pressure shall not be less than the maximum system pressure.
Nominal operating temperature - The approximate temperature at which an essentially constant temperature system operates when
performing its normal function.
Maximum system temperature - The highest temperature which can exist in a system or subsystem during any operation. Normal,
abnormal, and emergency and casualty conditions shall be considered in determining the maximum system temperature.
Normally closed space - A space not normally requiring access; therefore closed, but not locked.
Manned space - Manned by watchstanders during normal underway steaming.
Unmanned space - A space requiring no dedicated watchstander (automated or remotely monitored and controlled machinery room).
Locked space - Any space requiring a lock as identified in Section 604, excluding those spaces which are manned.
Accessible space - A space in which entry is gained by means of a non-bolted door, hatch, or scuttle, that is not locked, or can be
entered without breaking the material condition of the compartment, or both.
Accessible location - Located within a space that is convenient for operation.
System design temperature - The temperature for which all equipment in the system or subsystem shall be designed. Unless
otherwise specified, the design temperature shall equal or exceed the maximum system temperature.
Flammable fluid - Any fluid which can be ignited by application of a flame or otherwise ignited under atmospheric conditions.
Hazardous fluid - Any gas or liquid on the Consolidated Hazardous Item List.
Loop system - Two single mains cross connected at both ends, with maximum possible physical separation between mains.
Section 505
S9AA0-AB-GOS-010
2004 Edition
Damage control valve - A valve with one or more of the following assigned functions:
Preventing progressive flooding between main watertight subdivisions.
Isolating machinery, equipment, or sections of piping systems in the event of casualty or damage to the machinery, equipment
or section of the system. These valves may be operable from local and remote stations or they may consist of two valves in a machinery
plant system on opposite sides of a watertight boundary. In this regard, the valves serve the same function as valves commonly referred to
as "casualty control" valves. The primary purpose is to minimize the effect of loss of machinery plant vice performing the function of
maintaining watertight integrity or providing a material condition of readiness for a specific system.
Providing segregation of portions of systems, during normal operation of the ship, to achieve material conditions of readiness.
Open piping path - A path for the free flow of water between a compartment or boundary containing the piping and the interior of the
piping. A path, otherwise open, shall be considered not open if it contains valves or other type closures which are closed during normal
ship operation and which, if left open during normal ship operation, would result in escape of fluid or a reduction in system performance
which would be immediately detectable by operating personnel. A path, otherwise open, shall be considered not open if it embodies
special piping arrangements, such as loop seals, which will prevent the flow of water assuming a head to Flooding Water Level I (FWL I)
per Section 070.
505b2. General Design Criteria
To avoid contamination of fuel and lube oil tanks (and others as considered applicable), it is acceptable to install spectacle flanges at
the lowest practical elevation in all tailpipes terminating within the tank. This will enable the tank to be temporarily blanked during
cleaning/repair operations. Flanges, gasket, and bolting materials shall be in accordance with MIL-STD-777.
During the modification or repair of tank-connected piping, flanged joints can be added to avoid cleaning/gas- freeing extensive
lengths of piping (and possibly entire tanks) subject to the restrictions of paragraph 505e2. and the following:
Piping must be supported on both sides of the flanged joint.
The flanged joint (flanges, bolting, gaskets) shall be as approved herein.
This modification is not allowed for piping within potable or feedwater tanks unless piping is trunked, or fuel service suction piping.
When a 2 inch NPS or smaller carbon steel valve is replaced, a valve per NAVSEA STD DWG 803-2177525 shall be used as a
replacement when shown applicable in MIL-STD-777.
Spray shield requirements for flanged joints, flanged valve bonnets and fuel/lube oil strainers shall be in accordance with NSTM
Chapter 505. (The "Arrangement" section of that portion of the document is not applicable to repair procedures.) Strainer shields and drip
pans are not required for duplex strainers in accordance with NAVSEA DWG. 803-5001048.
Welding and brazing of piping systems and the inspection of these joints shall be in accordance with Section 074. For both ferrous
and non-ferrous piping all groove welds in piping shall be complete penetration welds.
The bending, fabrication, and control of piping and tubing shall be in accordance with MIL-STD-1627.
During repair, replacement or modification of existing piping systems, situations arise where corrosion-susceptible materials are
utilized in a corrosive environment (for example, carbon steel in bilges or tanks). It is intended that repair and replacement of existing
equipment and structure shall duplicate the existing installation, insofar as possible/practicable. However, in cases of significant system
additions, changes or replacements, it is acceptable to apply new system standards and materials in order to reduce corrosion.
Repair or modification to flammable fluid piping systems including authorized removal of deactivated systems shall utilize only
welded or brazed caps for blanking retained system piping connections. Bolted blanks shall not be used. Brazed caps shall not be used in
fire hazardous locations identified in MIL-STD-777.
All material shall be of a quality equivalent or superior to existing material. Section 630 specifies approved corrosion control
techniques.
Flanges of slip-on design may be utilized subject to the following limitations:
a.
limitations stated in MIL-STD-22 and S9074-AR-GIB-010/278;
b.
not be used in P-1 class piping systems (however, slip-on flanges may be used in internal combustion engine exhaust
systems);
c.
MIL-STD-22 P-42 weld design is approved for P-2 class piping systems with the exception of butterfly valves, spiral
wound gaskets, or oil system applications. The Supervisor can grant approval for the use of a P-42 joint in P-2 class oil systems where
downstream components cannot be damaged, or operation impaired, by the sudden dislodgement of accumulated contaminants or where
downstream components are protected by filters or strainers.
Slip-on flange thickness shall be at least equal to the applicable Navy or commercial specification or standard for the material,
temperature, and pressure required.
Pipe and tubing bends under internal pressure - The minimum wall thickness for piping or tubing extrados (back wall) after bending
shall not be less than the minimum wall thickness required for straight piping or tubing, unless NAVSEA approval has been granted to use
controlled bending procedures, which result in extrados thinning of no more than 9 percent below the required minimum straight pipe or
tubing wall thickness.
Section 505
S9AA0-AB-GOS-010
2004 Edition
For piping or tubing bent to a radius of five (5) diameters or more, no additional thickness is required for the piping or tubing
intrados (front wall) over that of straight piping or tubing of the same size, material, and pressure rating.
For piping or tubing bent to a radius of less than five (5) diameters, the piping or tubing intrados shall have an increase in wall
thickness over that wall thickness required for straight piping or tubing of the same size, material, and pressure rating, such that the
resulting membrane (hoop) stress in the intrados does not exceed the maximum allowable stress specified herein.
505b3. Environmental Conditions
Piping and piping components in air conditioned spaces within a machinery room shall operate satisfactorily at temperatures up to
the highest temperature specified for the non-air conditioned portions of the machinery room where the equipment is located.
Piping and piping components shall operate satisfactorily under the following conditions:
External climatic - Where installed in exposed locations under the climatic conditions specified in Section 070.0
Ships motion - Where the ships motions of trim, list, pitching and rolling is as specified in Section 070.
Ambient pressure - Over a range of ambient pressure variations from 28 inches Hg to 32 inches Hg absolute.
Ambient temperature - Under the highest ambient temperature associated with the installed location. The following
temperature conditions are for guidance:
Space
Space directly over boilers and in close
proximity to superheater risers
Upper 1/3 of Engine Rooms, Fire Rooms, Main
Machinery Rooms, and Auxiliary Machine
Rooms
Middle 1/3 of Engine Rooms, Fire Rooms,
Main Machinery Rooms, and Auxiliary
Machinery Rooms
Lower 1/3 of Engine Rooms, Fire Rooms, Main
Machinery Rooms, and Auxiliary Machinery
Rooms
Air Conditioned spaces
Non-air conditioned spaces outside of Engine
Rooms, Fire Rooms, Main Machinery Rooms,
and Auxiliary Machinery Rooms
Temperature
(degrees F)
200
140
130
120
85
110
Ambient dew point - Temperature of 70 degrees F in air conditioned spaces and 85 degrees F in non-air conditioned spaces.
505b4. Velocity limits
Except for the specific free stream velocity limits specified below, velocity in pipe shall be based on meeting the following:
Minimum required inlet pressures of machinery, equipment, and components under maximum required flow conditions.
Inlet velocity limitations of installed machinery, equipment, and components.
The following specific system free-stream maximum limits shall not be exceeded:
Seawater and brine systems
7-1/2 ft/sec maximum at inlet nozzles of all auxiliary condensers and coolers.
All constantly running seawater and brine systems maximum velocity per Table 1 as follows:
Table 1
90:10 Copper-Nickel Fluid Velocity Limits
Velocity
Pipe Size
(NPS)
(ft/sec)
1/2
4.2
3/4
4.8
1
5.4
1 - 1/4
6.2
Section 505
Flow
(gpm)
5.2
9.9
18.6
34.9
Table 1
90:10 Copper-Nickel Fluid Velocity Limits
Pipe Size
Velocity
(NPS)
(ft/sec)
1 - 1/2
6.6
2
7.4
2 - 1/2
8.2
3
9.1
3 - 1/2
9.8
4
10.3
5
11.5
6 and larger
12.0
S9AA0-AB-GOS-010
2004 Edition
Flow
(gpm)
49.8
88.4
147
244
348
462
794
1197
Notes:
1.
The velocity levels can be increased by approximately 2 ft/sec for 70:30
copper-nickel alloys.
2.
Maximum for titanium seawater piping is 20 ft/sec due to standard pumps
limitation. Local velocity may be lower due to different component material.
3.
Minimum recommended seawater velocity for any size in a flowing system
is 3 ft/sec.
JP-5, gasoline, fuel, and diesel fuel marine systems
15 ft/sec maximum for shipboard transfer systems.
25 ft/sec maximum for loading and unloading operations.
505b5. Corrosion and Erosion Precautions
Seawater and brine - Piping conveying sea water or brine shall be protected from corrosion and erosion by the following:
Minimizing flow turbulence by limiting free-stream velocities to specified maximum limits.
Eliminating abrupt changes of diameters in piping runs and connections by the use of gradual transitions in diametrical
changes where such changes cannot be eliminated.
Using long radius elbows, sweep tees, and Y and lateral type fittings.
Sizing pumps to match system and attached equipment design requirements.
Components - Body passages in throttling devices shall be designed to provide for gradual changes in flow direction. In addition, the
downstream cavity shall be as large as practical to permit dissipation of the issuing jet before making wall contact. At points where direct
impingement at close range does occur and cannot be eliminated, section thickness shall be increased to provide adequate material to
withstand the additional erosion effect.
Materials - Galvanic action between dissimilar materials shall be avoided by installation of waster spool pieces, impressed current
systems, or waster sleeves except for titanium piping systems. For titanium piping systems, see NAVSEA S9505-A1-DDT-010.
505b6. Equipment and System Isolation and Damage Control Requirements
Equipment isolation - Machinery, equipment, and piping components, (except relief devices), shall be fitted with cutout valves as
necessary to provide for operation, maintenance, and overhaul of the equipment without necessitating shutdown of the other services
provided by the same system.
System isolation - Drain lines, test connections, pressure fill connections, and similar lines terminating to atmosphere shall be
provided with an isolation from the atmosphere. If approved, plugs or caps may be used instead of valves in infrequently used applications
where the plug or cap is accessible. Plugs and caps shall be tethered by means of rust-resistant chain or nylon line.
Where systems are cross-connected, an isolation valve shall be installed in the cross-connect piping.
Loop systems servicing the machinery plant shall be provided with cutout valves in the loop between branch takeoffs to equipment
serving identical functions.
Check valves shall be installed where reversal of flow would be detrimental to proper functioning of the system. Stop-check valves,
or combinations of cutout valves and check valves, shall be installed where there is a possibility that reversal of flow could flood a space.
Sea-connected piping shall be fitted with a cutout valve as close as practicable to the hull, sea chest, or overboard discharge fitting,
as applicable.
Machinery plant seawater systems which penetrate a watertight main subdivision bulkhead shall be provided with casualty control
valves at the bulkhead, operable from either side of the bulkhead.
Damage control requirements - Damage control valves shall be installed to:
Section 505
S9AA0-AB-GOS-010
2004 Edition
a.
Prevent progressive flooding where piping penetrates a main watertight subdivision bulkhead and an open piping path
exists (or could exist in the event of a piping rupture) between either of the two main watertight subdivisions separated by that bulkhead.
b.
Isolate sections of piping systems in the event of damage to a part of the system to:
(1) Prevent continued flooding of the main watertight subdivision in which the damage has occurred, or
(2) Minimize resultant damage to damage control system (Section 070), or
(3) Allow continued utilization of intact portions of damage control systems to the maximum extent practicable.
c.
Segregate portions of a system, as required elsewhere by these specifications, during normal operation to achieve
material condition of readiness.
Damage control valves used for progressive flooding prevention shall be located as close to bulkheads as possible, consistent with
other requirements herein: such as use of reseating machines in place for welded-in valves. System valves shall be utilized for progressive
flooding prevention damage control valves by installing such valves at main watertight subdivision bulkhead penetrations as prescribed
above. If the piping associated with a bulkhead penetration has an open path in only one of the two main watertight subdivisions separated
by that bulkhead, the progressive flooding prevention valve shall be located in the side of the bulkhead on which the open piping path
exists unless this requirement conflicts with other requirements herein.
505b7. Pressure Reducing Stations
Unless otherwise specified, pressure reducing stations shall provide:
Automatic means of regulating outlet pressure.
Pressure gages for monitoring the inlet and outlet pressure.
Filtration equipment for particulate protection of the pressure regulators.
Provision for by-passing the regulator.
Provision for isolating regulators and filtration equipment.
Non-isolable relief valve protection of downstream piping, unless downstream piping and components which could be subjected to
full inlet pressure on failure of the regulator have the same design pressure as the inlet piping.
Suitable means to bleed pressure out of regulators and filtration equipment.
Provision for pressurizing relief valves to facilitate setting without readjusting the pressure regulator.
By-passes, manual or automatic, except those used exclusively to facilitate relief valve setting, shall be sized to pass system
maximum flow requirements. Manual by-passes shall be capable of throttling flow smoothly. A warning plate, with the following
inscription, shall be installed at each by-pass valve in high pressure, toxic, steam, or otherwise hazardous fluid systems:
WARNING
ENSURE THAT THE ISOLATION VALVES ON EACH SIDE OF THE PRESSURE REGULATOR
ARE CLOSED BEFORE OPENING THE BY-PASS VALVE.
Relief valves for pressure reducing stations shall be sized to pass the larger of the following:
Full open regulating valve capacity.
Full open manual by-pass capacity.
Reducing stations may include flow-limiting orifices; in such case, relief valves may be sized for maximum capacity of the orifice if
installed downstream of the orifice.
505b8. Relief Valve Setting and Installation
Pressure relief valves shall be installed where necessary to protect pressure vessels, heat exchangers, piping systems, machinery, and
equipment from damage due to excessive pressure under all operating conditions such as normal, emergency, and maloperation or
malfunction of systems or equipment. Relief valves shall be selected and set to meet rated flow and to reseat tightly within the
accumulation and reseat envelopes shown on MS-18282 or MS-18283. The accumulation and reseat pressures shown thereon are the
parameters which shall be met. The nominal relief valve setting shall be used in conjunction with developing the system design pressure.
The actual relief valve setting shall be the setting required to achieve satisfactory relief valve operation within the specified accumulation
and reseat envelope. The actual relief valve setting required to meet the envelope requirements shall be marked on the valve label plate.
The use of rupture disks shall be avoided. Relief valves with packed stuffing boxes for the stem shall not be selected for new
installations.
Relief valves on vacuum equipment or vacuum systems that discharge to atmosphere shall have a water seal above the disc to
prevent air leakage and a gage glass to indicate the water level in the seal, unless otherwise specified.
Where a narrower band of relief valve operating characteristics, than shown on the above referenced Military Standards, is required
to meet system performance requirements, it shall be provided.
Inlet piping connecting the pressure vessel, main, or other component being protected, to the relief valve shall be as short and direct
as possible. The inlet piping shall be arranged and sized so that the total pressure drop does not exceed 25 percent of the actual blowdown
Section 505
S9AA0-AB-GOS-010
2004 Edition
of the installed relief valve when passing a flow equal to the maximum capacity of the relief valve. The maximum allowable blowdown
permitted by the specification and the minimum required relief valve flow rate based on source flow shall not be used as the basis for
sizing inlet piping.
Where relief valve discharge piping is to be provided, it shall be arranged and sized so that back pressure does not cause
unsatisfactory relief valve operation, either from a stability or capacity standpoint. Back pressure build-up shall be based on the maximum
capacity of the installed relief valve rather than the minimum required relief valve flow rate based on source flow. The two types of
backpressure mentioned herein are superimposed backpressure and total backpressure. Superimposed backpressure is defined as pressure
at the discharge of a relief valve prior to the opening of that relief valve. Superimposed backpressure can exist where a relief valve
discharges into a common line shared with other relief valves, or discharges into a pressurized or closed system. Total backpressure is
defined as the total pressure that can exist at the discharge of a relief valve, and can comprise the combination of any superimposed
backpressure plus the built-up backpressure created by the discharge flow of the relief valve. Where a total backpressure in excess of 10
percent of the set pressure of the relief valve can exist, a relief valve of balanced design shall be used. Where total backpressure is less
than 10 percent of the set pressure and no superimposed backpressure exists, a relief valve of unbalanced design may be used. Where a
superimposed backpressure can exist, a relief valve of balanced design shall be used, except that in cases where it is shown that the
magnitude of the superimposed backpressure is never high enough to adversely affect the protection provided to the system or pressure
vessel by the relief valve, an unbalanced relief valve may be used. In no case shall the total back pressure be in excess of 25 percent of the
set pressure.
505b9. Pressure, Temperature, Level, and Flow Control
Gages and thermometers shall be installed to indicate pressures, temperatures, liquid levels, and flow rates, as necessary for the safe
operation, control, and trouble-shooting of systems, machinery, tanks, and equipment. Other sections of these specifications specify other
applications for gages and temperature indicators. Lists of gages and thermometers for main gageboards are specified in Sections 252 and
504.
In applications where the frequency and magnitude of load changes are such as to make manual control of the above functions
impractical, or where these functions would not normally be frequently monitored and improper control could create a system or
equipment casualty or personnel hazard, automatic control of the function shall be provided.
The failure modes of each automatic control valve shall be examined in conjunction with the requirements of the system in which it
is installed. For the most likely type of failure (such as loss of signal air or air supply for air-actuated valves), the valve shall be designed
to assume a fail position which will satisfy the requirements of system safety while affording continued operation of propulsion plant
systems, weapon support systems, and other vital systems.
Requirements for automatically or manually controlling the above functions for specific applications shall be as specified in the
applicable system and machinery sections of these specifications.
Orifices - Orifices for purposes of regulating and not requiring an indicator shall be designed to be installed in a flanged or union
joint, except those which are required to be welded or brazed into the system. In air systems, orifices may be installed in union joints.
They shall have a part protruding beyond the adjacent flanges, and beyond insulation, if installed, so that presence of the orifice is evident.
The size of the orifice hole shall be stamped on this protruding part. Orifices in seawater systems shall be nickel-copper, except orifices in
titanium piping systems shall be titanium in accordance with ASTM B348, grade 2. A material suitable for the system fluid and velocity
shall be used for other orifices. For noise critical applications, the requirements of Section 073 shall also apply. Orifices provided with
equipment and machinery shall be installed in accordance with the equipment and machinery specifications or the manufacturer's standard
practices when there are no specifications requirements.
505b10. Remote Valve Operation
General - Where remote operation of valves is required and the type of operating system is not specified, selection shall be in
accordance with NSTM 505.
Where the location of the operating terminal of remotely operated valves has not been specified, accessible locations and spaces shall
be selected and shall not interfere with free passage in walking areas or form an obstruction in working areas.
Remote operation shall be provided for the following damage control system valves:
Located in locked or unmanned spaces.
Classified X-ray and located within compartments provided with bolted access plates.
Classified Yoke and located within compartments classified X-ray.
Classified ZEBRA and located within compartments classified X-ray or Yoke.
At sea chests in compartments not normally manned.
Remote control for non-propulsion plant piping system damage control valves and propulsion plant damage control valves located in
unmanned spaces used for progressive flooding prevention shall be from the damage control deck, unless otherwise specified. Propulsion
plant piping system valves in manned spaces, and used for progressive flooding prevention, shall be operable from those sides of the
penetrated bulkhead on which an open piping path could exist between a break at the point of the piping penetration in the opposite
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subdivision and the subdivisions separated by the bulkhead. Through-bulkhead operators shall be used as required. Remote control for
other valves shall be as specifically required by particular system specification sections.
Position indication - If the valve construction does not provide indication of valve position, a position indicator shall be provided.
Remotely-operated valves shall also be provided with position indicators which are readable at the operating terminal.
Where a remote operating system has been installed, and the valve controlled is in a normally accessible space, a local
valve-operating mechanism shall also be provided. Where practicable, the local operating mechanism shall be mechanical.
Remote operating terminals for individual damage control valves within a main watertight subdivision shall be grouped at one
operating station. The operating terminals may be divided between port and starboard operating stations. Stations shall be located to take
advantage of structure for protection. Where fluid or electric operating controls are provided, separate systems shall be installed for each
group. If port or starboard stations are provided for a group, separate systems shall be installed for each group. Operating terminals for
mechanically-operated damage control valves shall not be less than 18 inches or more than 30 inches above the deck and shall be provided
with handwheels. Wherever such an installation would create an obstruction, the terminal shall be a flush deck box. The location of a
flush deck box shall be indicated by an appropriate label plate on the nearest bulkhead, and shall indicate location by arrow and legend.
Wrenches for box access shall be stowed adjacent to the label plates.
The integrity of compartments and spaces shall be maintained where components penetrate watertight, airtight, or fume tight
structures.
Installation - Operating system components shall be arranged to utilize bulkheads or other permanent ship structure for support. The
operating system shall not be located near or on structure designed for deflection under shock in the event that the operating system could
be disabled by deflection.
Where necessary, operating system components shall be encased or screened to prevent inadvertent operation or damage from heat,
weather, fumes, gases, or mechanical injury. Protection shall be sufficiently portable to permit maintenance of the system components and
the structure behind them.
Motor-operated (electric, pneumatic, and hydraulic) valves shall have means to prevent personnel injury resulting from rapid
operation of spoked handwheels which turn during remote valve operation. Protection shall be provided by use of solid disc handwheels,
spoke cover plates, handwheel enclosures, or other means as approved by the Supervisor.
Mechanical operating systems - The valve and mechanical operating system components shall be selected and arranged so that the
valve is readily operable by one man from the remote operating terminal. Cable pull or push-pull type operating gear shall be used only
where specified or as approved by the Supervisor. Flexible shafting shall not be installed in tanks that are alternately ballasted and drained
or for valves used for regulating or throttling flow or where tight closure from the remote operating station is required.
Remote manual valve actuating systems shall be designed and installed in accordance with NSTM 505.
Hand pumped hydraulic operating system - Each system shall be self-contained, including the necessary piping, a reservoir tank for
the operating fluid, and hand pumps. Hydraulic motors shall operate the valves unless diaphragm or piston oil operated type valves are
specified. The operating fluid shall be oil, Mil. Spec. MIL-H-17672, Symbol 2110TH or 2135TH. Hydraulically-operated valves in
spaces that are designed for flooding shall be of the diaphragm or piston oil operated type. Hydraulic pumps and hydraulic motors shall
comply with Mil. Spec. MIL-P-18111.
Motors shall be installed directly on the valves or, where necessary to develop the necessary torque or valve speed, they may be
connected through gear trains. Pumps may be either of the face or back-mounted type. Mounting dimensions for motors and pumps shall
be as shown on drawing, NAVSHIPS No. S4824-1385775.
The minimum number of pumps at a remote operating system shall be in accordance with Table 2.
TABLE 2. PUMPS
Number of valves
Number of pumps
operated (maximum)
5
1
10
2
20
3
30
4
40
5
Pumps shall be capable of delivering the required quantity of oil at the pressure required to operate the largest valve in the system
within the time specified in Table 9. The required output shall be delivered over a hydraulic oil temperature range of 50 degrees F to 200
degrees F. Pumps shall be connected in parallel. Two may be used to meet the operating time required for valves 8 inches nps and larger,
and for toggle type valves. Capacity of reservoir tanks shall be 150 percent of the quantity of oil that is necessary to operate the largest
remotely-controlled valve in the system, without including the quantity of oil being returned to the tank, plus the quantity required to hold
open all piston operated valves in the system. Tanks shall have filling, drain, and vent connections and level indicators.
At remote operating stations, pumps and control cocks shall be mounted on panels with the reservoir tank located above the suction
of the pumps. Four-way plug cocks shall be arranged to transmit pressure for opening and closing the valves. Cocks shall have a neutral
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position to allow for expansion of operating oil that may be trapped in the system, and to prevent inadvertent operation. Systems
employing hydraulic motor operators, Mil. Spec. MIL-P-18111, shall have a system design pressure of 750 PSI. Systems employing
piston or diaphragm type hydraulic operators (such as Mil. Spec. MIL-V-17501), shall have a system design pressure equal to the design
pressure of the piston or diaphragm, and shall have relief valve protection.
Electric operating systems
Damage control and casualty control valves utilizing electric operators shall be provided with two power sources in accordance with
Section 320.
Electric operators shall not normally be installed in bilge areas, or areas designed to be flooded or provided for flooding protection,
or sprinkled spaces, except that electric operators for firemain and draining valves may be installed in the engine rooms, firerooms, main
and auxiliary machinery rooms and pump rooms.
Valve electric motor actuators
General - Electric motor actuators shall be in accordance with Mil. Spec. DOD-V-24657 Type I or II, Class I, Service III. The
electric actuator and the valve shall be supplied by the valve manufacturer except where the actuator is mounted separately from the valve.
Where the actuator is mounted separately from the valve, the contractor shall be responsible for sizing and proper operation of the
assembly.
For gate and globe valves, the closing operation shall be regulated by means of a torque activated device.
Operators for 90 degree turn throttling valves shall, as a minimum, provide local and remote position indicators for the closed, the
1/4, the 1/2, the 3/4 and full open positions.
The operator shall be capable of being reversed from the open direction to the closed direction four (4) times per minute during one
minute, i. e. intermittent operation, one time in four hours.
The valve operator shall be so designed that the valve will stop immediately at any point in its travel when the stop button is pushed,
and will subsequently restart travel in the desired direction when the open or closed button is pushed.
505b11. Sea Connections
All sea chests and overboard fittings shall be clear of bilge keels and other hull projections. Their location shall minimize
interference with docking blocks. They shall be located clear of riveted seams and butts in shell and inner bottom plating, and clear of
welded joints wherever practicable. The clearance shall be at least 3 inches between the attached fitting and a structural joint. Where
intersections between fittings and welded structural joints are unavoidable, such as may be the case of main condenser sea chests, the line
of intersection of the welded joint shall be normal to the structural joint.
Where practicable, new sea chests shall extend between the shell plating and the innerbottom plating and be located on flat surfaces
with limited obstructions to facilitate blanking. The flange for the attachment of the sea valve shall be as close as possible to the
innerbottom plating.
Separate sea chests shall be provided for similar services within the same space, such as fire pumps, and they shall be separated
fore-and-aft and athwartship as far as practicable considering the ship design motions in accordance with Section 070.
Sea chests shall be located and designed to avoid:
a.
Pick-up of discharged fluid which exits the hull through overboard discharges and follows the path of the flow lines
about the hull, especially the ingestion of flammable fluids into fire pump and distilling plant feed pump suctions.
b.
High entrance losses or suction difficulties with the ship underway.
c.
The intake of air under any design operating condition including:
(1) The ship motion conditions specified in Section 070.
(2) Light ship displacement conditions.
(3) Astern power operation.
(4) Operation of PRAIRIE-MASKER systems.
(5) Discharge of air from eductor overboard discharges. Where entrance of air cannot be prevented, the system shall
be designed so that air can be trapped at a high point. The high point shall be vented continuously in a manner that provides automatic
continuous discharge overboard of air and entrained seawater.
d.
Pick-up from the water's bottom.
e.
Noise sensitive areas such as the sonar dome. Overboard discharges shall be combined to the maximum extent
practicable to minimize the number of shell connections.
Overboard discharges shall be designed and located to avoid:
a.
Detrimental effects on items such as underwater logs and sonar.
b.
Discharging into the path of the flow lines about the hull which will cause the discharge to flow into suction sea chests.
c.
Areas for boat handling and accommodation ladders.
For ships provided with air deballasting system, overboard discharge connections, except for ballast tanks above the load waterline
which shall discharge overboard just below the deck, shall be located as far as practicable below their light ship waterline but above the
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turn of the bilge. Sea valves shall be located so that minimum quantity of water will remain in the tanks after blowing down. Sea valves
shall be located away from the proximity of the sea chests to prevent entrance of air into heat exchanger piping.
Sea chest strainers - All sea chest strainers shall be fabricated from the same type of material as the hull plating. Each suction sea
chest, except the main condenser injection chest and void flooding chests, shall be fitted with a removable perforated strainer plate. No
parts shall project beyond the shell. Perforations shall be sized to filter out solid particulate matter which will not readily pass through the
smallest flow passages not protected by a separate strainer. Branch lines from the mains shall be provided with individual strainers to
protect installed machinery, equipment, and components as specified in Section 256.
Main condenser injection chests shall be fitted with a bar strainer. The bars shall be installed in the fore and aft direction and shall
be spaced 4 to 5 inches apart. All but the center two bars shall be attached by welding. The center two bars shall be made removable.
Removable strainer plates and bars shall be secured by ordinary strength steel studs and self-locking nuts protected with the full hull
coating system (Section 631). An anti-seizing compound of equal part by weight of grease Mil. Spec. MIL-G-23549, and 200 mesh
fineness zinc dust, Fed. Spec. TT-P-460, shall be used to ensure ease of removal. To provide positive electrical contact between the hull
and the strainer for corrosion control, tooth type lockwashers, Fed. Spec. FF-W-100, shall be installed.
Void flooding chests shall be fitted with a bar strainer. The bars shall be installed in the fore and aft direction and shall be spaced 3
to 4 inches apart.
Strainer plates and bars shall be free of all burrs and sharp edges. Strainer bars shall be streamlined.
The free area through sea chest strainers shall be at least twice that of the area of the inlet connection of the sea valve.
Suction sea chests shall be fitted with a 1-1/2-inch hose valve with a 3/4-inch adapter to permit the chest strainers to be back-flushed
with steam or compressed air. Strainers shall be zinc coated in accordance with Section 632.
Hull valve attachment and location - A hull valve shall be installed in each pipe connecting to a sea chest or overboard discharge
fitting. This valve shall generally be located as close to the sea chest or overboard discharge fitting as practicable. Where the pipe passes
through voids or tanks, the valve shall be located inboard of the voids or tanks. The valve shall be attached by the use of a take-down
joint.
Sea valves installed using stud bolts to attach the valve to the hull fitting shall not require removal of the stud bolts to remove the
valve. Where more than one pump or eductor, or a combination of both, is connected to a sea suction or overboard discharge an additional
valve shall be installed in each branch. Where a pump or eductor is located in a compartment other than the one in which the suction sea
chest or overboard discharge fitting is located, an additional valve shall be installed in the compartment in which the pump or eductor is
located.
Structural and material requirements - Sea chests and overboard fittings shall be designed to meet the structural requirements of
strength, reinforcement, opening shape, and location constraints specified in Section 100 and, unless otherwise specified, shall be
fabricated from the same type of material as the hull plating. Material thickness of plating or piping used to construct the hull plating
extension portion of sea chests shall not be less than the hull plating thickness. Plating for main condenser sea chests shall not be less than
1/2 inch thick. Unless otherwise specified, nozzles for sea chests and overboard fittings shall be manufactured from the same material as
the sea chest or overboard discharge fitting and shall be designed to withstand the maximum pressure and piping forces and moments to
which they will be subjected. In no case shall the nozzle thickness be less than 1/4 inch.
For ships which require non-magnetic material and for small craft where size or shape of sea chests are such that they could not be
maintained if made of steel, they shall be made of copper-nickel alloy (welded). These chests shall be bolted to the ship hull and structure.
Corrosion protection - Steel sea chests and overboard discharge fittings shall be coated in accordance with Section 631, similar to the
adjacent hull plating.
Where copper-nickel piping is specified for the system, copper-nickel hull connections may be used. Copper-nickel overboard
discharge connections shall be fabricated and installed in accordance with drawing NAVSEA No. 803-6397383. Copper-nickel sea chests
shall be fabricated and installed in accordance with drawing NAVSEA No. 803-6397384.
Where a non-ferrous sea valve is attached to a steel sea chest or overboard discharge fitting, a medium steel protection sleeve shall
be installed to serve as a waster piece. In no case shall the thickness of the sleeve be less than 3/8 inch minimum and the inside diameter
shall be the same as the inlet connection of the hull valve or the inlet piping, whichever is smaller. Where this is not feasible, such that the
inside diameter of the sleeve must be less than the diameter of the inlet connection of the valve, the ends of the sleeve shall be chamfered,
rounded, or tapered to provide a smooth transition.
Where a non-ferrous sea valve is attached to a steel sea chest or overboard discharge fitting, a medium steel protection sleeve shall
be installed to serve as a waster piece. The protection sleeve shall be designed in accordance with drawing NAVSHIPS No. 803-1749026.
The attachment design for use with other types of takedown joints shall be as approved. Where the protector sleeve is secured by the use
of body bound pins stress relieving of the protection sleeve during fabrication is not required.
Where 3/8" minimum thickness of sleeve will restrict flow to the point of degrading system operation, a larger sea chest and hull
valve will be required.
Boiler blow sea chests are specifically exempt from requiring waster sleeves. See Section 221.
Cathodic protection in accordance with Section 633 or other means shall be taken to reduce galvanic action to a minimum
practicable extent between dissimilar metals in way of sea chests and valves connected to the hull plating.
Section 505
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505b12. Criteria for Pressure Design of Piping for New or Modified Systems (See Section 505h for repair and overhaul.)
General - System components shall be selected and installed so the incorporated Contractor-and-Government- furnished equipment
(CFE and GFE) is not subjected to a design pressure, as determined herein, greater than its limiting pressure-temperature rating.
Straight pipe under internal pressure - For service rated piping, the applicable military specification shall be used. For non-service
rated piping, the minimum allowable design wall thickness of pipe and tube shall not be less than the value determined by the following
formula:
PD
Tm 2 (S+PY) + A
Where:
Tm =
P
=
D
=
S
=
A
Y
=
=
Minimum required wall thickness, inches. (See notes 1, 2 and 6).

System design pressure, PSI gage. (See notes 3 and 4).
Pipe or tubing actual outside diameter inches.
Maximum allowable stress in the material due to internal
pressure, at the system design temperature, PSI (see Table 12).
Additional thickness in inches (See Note 7).
A coefficient having values as given in Table 3.
NOTES:
1.
If pipe or tubing is ordered by nominal wall thickness, the manufacturing tolerance on wall thickness must be taken into
account. After the minimum wall thickness, Tm, is determined by the above formula, it shall be increased by the amount sufficient to
provide the manufacturing tolerance allowed in the applicable pipe or tubing specification or required by the process. For standardization,
when ordering pipe, a thickness for the size in question, listed in an applicable ASTM or government specification shall be used.
2.
In general, if pipe or tubing is to be welded, Tm shall not be less than the minimum wall thickness required for welding by
Section 074.
3.
P shall not be less than 100 for ferritic and austenitic materials.
4.
P shall not be less than 50 for non-ferrous materials.
5.
The value of S shall not exceed that listed in Table 12.
6.
If tubing is to be assembled with the bite type fittings, Tm shall not be less than 0.049 for tubing in sizes 1/2 O.D. and smaller,
and 0.065 for tubing in sizes greater than 1/2 O.D.
7.
To compensate for erosion and corrosion, the following values for A shall be used:
0.050 inch for non-ferrous material in contact with sea water either internally or externally.
0.065 inch for ferrous material in contact with seawater either internally or externally.
0.050 inch for 70-30 Cu-Ni material in contact with seawater both internally and externally.
0.100 inch for non-ferrous material (except 70-30 Cu-Ni) in contact with seawater both internally and externally.
0.100 inch for feed piping 1-inch NPS and larger and 0.075 inch for feed piping less than 1-inch n.p.s.
0.130 inch for ferrous material in contact with seawater both internally and externally.
0.065 for all steam drain and soot blower piping
0.00 for titanium material.
TABLE 3. VALUE OF Y
Type of Material
Ferritic steel
Austenitic steel
Nonferrous metals
900F and
lower
0.4
0.4
0.4
950F
0.5
0.4
1000F
0.7
0.4
1050F
0.7
0.4
1100F
0.7
0.5
1150F and
higher
0.7
0.7
Straight pipe under external pressure - For external pressure applications, the method for calculating piping wall thickness shall be as
approved by the Supervisor. The calculations shall include an additional thickness in accordance with erosion and corrosion allowance
given for the wall thickness formula above.
Design for pressure transients
Limitation of system velocity.
Limitation of valve closure rate.
Selection of valves with suitable closure characteristics.
Proper system arrangement and location of valves.
Installation of desurgers or other devices to limit pressure shock.
Air chambers shall be installed in the discharge from reciprocating pumps, as required, and elsewhere as required to prevent
liquid shock from damaging piping, machinery or equipment. Each air chamber shall have a drain and vent connection.
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Provision of sufficient strength in piping and components to limit stress due to pressure transients to acceptable values.
505c. Components; Design and Selection
505c1. General requirements
Material and component selection - Except as prescribed elsewhere herein, material and component selection for modified systems
and new installations shall be in accordance with MIL-STD-777. For components not covered by MIL-STD-777, and the specifications
and the drawings referenced therein, and for which a design has been approved with flanges to a different standard than specified herein
for connecting systems, the Contractor shall install suitable mating flanges on the connecting system for attachment to the component. A
list of such flanges shall be prepared as specified herein. Pipe or tubing of Bessemer steel shall not be used.
Titanium piping may be used as an alternative to copper nickel (Cu-Ni) piping for fire main systems as defined in Sect. 521b,
machinery sea water cooling systems in Sect. 256, and CHT suction and discharge piping in Sect. 593. NAVSEA S9505-A1-DDT-010,
NAVSEA Design Practices and Criteria Manual for Titanium Piping Systems, shall be used in the detailed design, fabrication and
installation of titanium piping systems in addition to the requirements specified herein. Titanium seawater piping systems may require an
anti fouling treatment system. The above manual gives guidance on this system as well.
When modifying/adding to existing ships systems, material and component selection can be in accordance with the original ship
system design. This does not apply where the intent is to upgrade to current specifications or where ships systems are known to already
have been upgraded to a more current specification.
Piping systems materials shall be controlled in accordance with NAVSEA 0948-LP-045-7010. See Section 070.
Components shall be designed to meet the vibration test criteria of MIL-STD-167. See Section 073.
The specified component pressure and temperature rating listed in referenced specifications standards shall be equal to or greater
than the system design pressure and temperature. At system design temperatures lower than those for which the component has been rated,
the allowable working pressure of the component may be increased in accordance with published Pressure-Temperature rating tables (such
as included in ANSI B16.5 and ANSI B16.34), or by the ratio of the material allowable stress at system design temperature to the
allowable stress for which the component was initially rated. Pressure-Temperature rating tables shall take precedence over all methods of
determining the component working pressure.
Pressure design of components - The maximum operating allowable membrane stress in piping components when pressurized to their
design pressure shall not exceed the value determined by the criteria for determining allowable stress given in the ASME BOILER AND
PRESSURE VESSEL CODE, Section VIII, Appendix P, for ferrous materials and non-ferrous materials. Where the component is of
sufficient complexity to preclude accurate calculation of the membrane stress, or the calculation method would be excessively costly, the
maximum allowable operating pressure as defined in ASME BOILER AND PRESSURE VESSEL CODE, Section VIII, Division 1 may be
determined by conducting a proof pressure test as specified herein. Where the structural details of a component are imposed on the
Contractor by way of a Navy Standard Drawing, Government Specification, or Commercial Standard, the adequacy of the component to
withstand rated pressure need not be verified.
Joint bolting - Sufficient bolting area shall be provided to limit the stress induced in the bolting, by the joint hydrostatic end thrust,
the residual gasket load, shock (where applicable), and static mechanical loads on the joint, from exceeding the allowable stress values
given in or determined by the ASME BOILER AND PRESSURE VESSEL CODE, Section VIII, Division 1.
In order to ensure that the required clamping force to overcome the above loadings is retained during operation, the following shall
be taken into consideration in determining the required bolt preloads:
Bolt relaxation (10,000 hours)
Difference in the thermal expansion of the bolting and the flange.
Change in modulus of elasticity of the bolting due to temperature.
Difference in the effective length of the bolting and the flange thickness.
In no case shall the cold pre-load overstress the flanges or exceed two thirds of the room temperature yield strength of the bolting
material. In cases where the calculated required pre-load exceeds either or both of the above limits, the joint or system shall be redesigned
to bring the required pre-load within these limits.
505c2. Valves
Opening/closing requirements - All valves shall be capable of being fully stroked by one man within the system operational time
requirements. All manually-operated valves, except push-pull and slide operated types, shall close with clockwise rotation of the
handwheel. The maximum permissible handwheel seating force for manually-operated valves shall be in accordance with Table 4.
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TABLE 4
MAXIMUM ALLOWABLE TANGENTIAL FORCE
TO SEAT VALVES BASED ON VALVE HANDWHEEL SIZE
Handwheel diameter
Lever length
Seating force
(inches)
(inches)
(pounds)
2
90
3
98
4
106
5
112
6
4
118
7
121
8
5
124
9
127
10
6
130
11
133
12
7
135
14
8
138
16
9
141
18
10
144
21
11
147
24
13
150
27
14
150
30
16
150
36
19
150
Manually-operated stop valves, of an unbalanced design in which flow tends to seat the valve, shall be fitted with a pressure-equalizing
bypass valve under the conditions specified in Table 5 if pressure equalization cannot be readily achieved otherwise by operation of the
system. This requirement is invoked only for those applications where the pressure can be locked in by use of a downstream closure.
By-passes for warm-up shall be as required for the specific system.
TABLE 5
VALVES REQUIRING BY-PASSES
Maximum differential
against which valve is to be opened, PSI
Valve sizes requiring a bypass
2 inches and above
900-1500
3 inches and above
500-899
4 inches and above
250-499
6 inches and above
75-199
none
0-74
Valve construction - Except where otherwise permitted by government specifications and NAVSEA Standard Drawings referenced
in MIL-STD-777, the following construction requirements apply to seawater service:
Valve-operating threads shall be external to the fluid boundary. Gate valves shall have stems of one-piece construction and the
disc shall not be attached to the stem by means of pins.
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Relief valves with enclosed spring design with tight covers shall be used for the following services:
Discharge to a closed system or tank that subjects the valve outlet to a back pressure when the valve is closed.
Discharge to a closed system or equipment that subjects the outlet to sub-atmospheric pressure when the valve is closed.
Flammable or combustible fluids.
Toxic or explosive gases.
Valve handwheels and wrenches - Handwheels shall comply with drawing, NAVSHIPS No. 803-1385620.
Where commercial valves are permitted to be furnished with machinery equipment, or in piping systems, handwheels normally
furnished with these valves by the manufacturer, are acceptable (except cast iron handwheels) instead of special Navy handwheels,
gearboxes and valve actuators of damage control and casualty control valves. Material for handwheels, gearboxes and valve actuators of
damage control and casualty control valves requiring remote actuation shall be malleable iron, ductile iron, steel, or as otherwise specified
by approved documents.
The nylon (DuPont Zeytel) handwheels supplied on "Hoke" valves, as delineated on NAVSEA drawing No. SS-845-1889583A, may
be used on gage valves, on gage boards, or directly underneath an identified gage, without color coding.
Where special valves and cocks require the use of portable box or socket wrenches, the design shall prevent their removal except
when the valve is closed. Such wrenches shall be labeled and stowed near the valves. A ratchet type wrench may be used whenever the
valve location prevents complete wrench rotation, but valves shall be located to prevent the necessity for ratchet wrenches wherever
practicable.
Where necessary for rapid operation handwheels and wrenches shall have a handle to permit spinning.
Where necessary for manual operation, impact type handwheels shall be provided. The impact feature is to apply to opening only.
For all valves, except ball valves, the impact features may be incorporated.
For ball valves, the impact feature may be adopted for opening or closing. Valve handwheels shall be plastic covered in accordance
with the following:
a.
Plastic covering and identification of valve handwheels shall be in accordance with 9280-1.
b.
The coating used shall be in accordance with Mil. Spec. MIL-C-20689. The coating process shall be approved by NAVSEA.
Mechanical operating gear for remote manual valve operation - Mechanical operating gear shall be installed in accordance with
NAVSEA S9505-AG-MMM-010, S6435-QJ-MMC-010, NAVSEA 0948-LP-022-7010, MIL-S-16059C and Westinghouse
WMTD-5006039.
NOTES:
1.
Gear boxes shall be constructed so that the gears are enclosed in a watertight enclosure with lubricating fittings.
2.
Aluminum or other materials with similar low melting points are not permitted in the construction of gear boxes, fittings, or
load-bearing parts in the mechanical operating system for damage and casualty control valves.
3.
Plain type universal joints shall not be used to change shafting direction over 30 degrees.
4.
The use of alternate materials to suit corrosive environments shall require Supervisor approval.
Position indication - Where the valve construction does not provide indication of valve position, a position indicator shall be
provided. Remotely-operated valves shall also be provided with position indicators at the operating station. Indicators are not required on
valves not classified as casualty control or damage control smaller than 1-1/2 inches or valves whose position is obvious for the service
intended (full open or full closed). Where electric switches or transmitters are used on valves requiring indication, they shall be of the gear
lever, or thread-driven type with take off from the valve stem or actuating shaft; readout indicators shall be provided with an electrical
testing circuit.
On valves having sliding stems or stem rotation less than 360 degrees, mechanical position indication shall be accomplished by
comparison of the lever or stem position with a fixed travel indicator plate. Where electric switches are used on these valves, the switch
shall be actuated by the valve stem or actuating lever.
Locking devices - Valves that could create a personnel hazard or endanger the safety of the ship due to inadvertent operation shall
have a locking device or a protective enclosure. Unless a lock-shield type of valve is specified, a simple mechanical locking device shall
be installed for valves which are specified to be locked open or locked shut. These devices shall be designed to be readily operable by
authorized personnel but shall be sufficiently complex to discourage indiscriminate operation by others. ASTM F993 depicts several
acceptable types of locking devices. Unless electrical or other means is specified, valve interlocks for adjacent valves shall be a mechanical
device in which one valve can be opened only when the other is closed. Label plates shall be installed near locking devices to warn or
instruct the operator, as applicable, wherever inadvertent operation of the valve can be detrimental. The use of padlocks for locking valves
open or shut is not permitted.
Locking devices of a Lanyard-type are approved for valves sizes up to and including 12" NPS. The Lanyard-type locking device
consists of a monel or cres braided wire, one loop around the piping and another loop attached to the handwheel of valve. Closure of both
wire loops is attained by use of a monel or cres plate clip. The function of the locking device ("locked open" or "locked closed") shall be
die-stamped onto the clip.
Section 505
14
S9AA0-AB-GOS-010
2004 Edition
Selection and installation of pressure regulating and control valves - Generally, system pressure regulating and control valves shall
maintain their regulated pressure within the limits specified on MS-18284 from no-flow to full flow under the ambient temperature and
inlet pressure variation the valve will experience. On applications requiring a narrower band of regulation than shown on the
above-referenced Military Standards, the Contractor shall specify the required valve characteristics on the system diagrams. Consideration
will be given to permitting a wider band of regulation than shown on the above referenced Military Standard where it can be demonstrated
that the system performance will not be adversely affected and that the system piping and components have a pressure rating compatible
with the higher relief valve setting required. Verifiable evidence of conformance with the specified regulation requirement shall be
prepared. Consideration shall be given to the between valves when selecting pressure regulating and control valves for a particular system.
In all cases where valves are staged (installed in series) sufficient volume must be provided between valves to prevent cycling. In addition,
sufficient unrestricted effective volume must be provided immediately upstream of all regulating and control valves to ensure smooth and
stable control under all operating conditions.
For control valves installed on lines leading to a condenser, the design shall be such that positive pressure is maintained on the
packing gland at all times. Automatic regulating or control valves shall be installed at a high point in a line or system to prevent the
collection of dirt or condensate in the valve.
Performance and application - Valve design and construction shall be compatible with the forces and moments to which exposed in
the system. Valves shall perform properly, without seat distortion, misalignment of working parts, or other detrimental changes under all
required operating conditions.
Gate valves and ball valves shall not be installed for throttling services. For limitations on throttling through the use of butterfly
valves and system and service applications on the use of (either resiliently-seated or metal-to-metal-seated) butterfly valves, refer to
MIL-STD-777.
Where the type of cutout valve is not specified, the type selected (gate, globe, ball, butterfly, or angle or angle) shall be the one best
suited for the service intended. Generally, a gate type shall be installed wherever pressure drop, or turbulent flow characteristics of globe
and angle types would be detrimental to the system.
Cocks shall not be installed in place of cutout valves unless they are necessary for proper operation of the system.
Special check valves having springs, hold-open gear, or other special devices may be installed where required by system design.
Hose valves with an exposed male threaded connection shall have a threaded cap for thread protection. The threaded cap shall be
tethered to the valve. Unless specified otherwise, a hole per the detail drawing of the cap shall be provided to permit escape of valve
leakage fluid, either continuously or with the cap unscrewed a quarter turn.
505c3. Flexible Piping Devices
General - Flexible piping devices shall be used to connect sound isolated, resiliently-mounted machinery and equipment (such as
water cooling units and electronic components) mounted on shock and vibration isolators to piping. These devices shall consist of an
assembly of flexible elements designed to absorb all possible modes and amplitudes of travel of the machinery flanges with respect to the
piping flanges.
Selection and application of materials and components shall be in accordance with the following requirements.
Flexible hose assemblies - To provide the necessary flexibility and to decrease transmission of noise through piping connected to
resiliently-mounted equipment, see Section 073, flexible hose assemblies shall be used.
Flexible hose assemblies shall be in accordance with NAVSEA S6430-AE-TED-010, Volume 1 (Technical Directive for Piping
Devices, Flexible, Hose Assemblies) and NSTM chapter 9480.
All flexible piping connections shall absorb the maximum designed excursions of the mounted equipment under condition of severe
vibrations without overstressing the attached piping or the components to which the flexible connections are attached. The maximum
motions (both in bending and torsion) shall be calculated from the predicted excursion of the point where the flexible connection is
attached to the mounted equipment.
Adequate protective measures shall be taken where failure of a connection would cause damage to electrical or electronic equipment,
would spray combustible fluid on a hot surface, or would endanger personnel normally stationed in the vicinity.
A single section of approved flexible hose connection shall be long enough to ensure that the hose will not be bent more sharply than
its minimum bend radius even under maximum deflection. In all cases the flexible hose shall be supported at its end fittings or as close as
possible thereto, in order to avoid excessive vibratory stresses on small gage piping.
In order to facilitate maintenance the lengths for each type and size of flexible hose connection and fitting shall be standardized to
the maximum extent possible and the tolerance for these lengths shall be:
plus or minus 1/8 inch for lengths 12 inches and under
plus or minus 3/16 inch for lengths 12-18 inches
plus or minus 1/4 inch for lengths 18-36 inches inclusive
plus or minus 1 percent for lengths over 36 inches
plus or minus 1/8 inch for lengths 36 inches and under when used in a 180 degree or U configuration (matched parts)
15
Section 505
S9AA0-AB-GOS-010
2004 Edition
For those cases where there are not existing approved flexible connections, the Contractor shall propose a flexible connection. The
proposed connection must comply with the following requirements:
Rubber hose or teflon hose or other devices, in which rubber or a plastic material or other material subject to age or
environmental degradation is used in a strength capacity shall have a minimum burst pressure of four times the maximum working pressure
of the system where installed unless otherwise specified or approved by NAVSEA. Other connections shall have a minimum burst
strength of two times the maximum working pressure of the system in which installed.
The contractor shall submit a drawing identifying all flexible hose installations and configurations as to location and service life.
RISIC (Rubber Insert Sound Isolation Coupling) shall meet the requirements of NAVSEA S6430-AE-TED-020 Volume 2 Technical
Directive for Piping Devices, Flexible, Rubber Insert Sound Isolation Coupling (RISIC). Use of RISIC-2 and RISIC-2A shall be limited to
NAVSEA approved applications.
Expansion joints - Expansion joints of similar pipe size and designed for the same pressure shall be of standard dimensions for
interchangeability. Systems containing expansion joints shall be adequately supported and anchored so that expansion joints are not
exposed to motions or loads greater than those for which the joints are designed. Lateral as well as vertical supports shall be provided for
the pipe adjacent to the joint to preclude lateral loading of the joint beyond its designed movement.
Expansion joints shall be in accordance with the listed specifications:
ASTM F 1123: synthetic rubber, flanged
Single arch (sea water service)
Commercial Item Description A-A-50604: synthetic rubber, non-flanged, corrugated.
Commercial Item Description A-A-50605: TFE fluorocarbon resin, corrugated with ductile iron flanges.
Rubber expansion joints may be used in sea water cooling systems and in systems which do not contain flammable fluids where
flexibility is required due to machinery being resiliently mounted or due to working of the ship. Rubber expansion joints may also be used
for flexibility purposes in circulating water and auxiliary seawater systems - such as the following systems: Scoop injection, condenser
overboard discharge, circulating water, and auxiliary seawater. Rubber expansion joints for these systems shall comply with ASTM
F1123.
Rubber expansion joints shall not be used in pairs in (90 degree) dogleg installations or be used with GRP piping.
Rubber expansion joints, in accordance with ASTM F1123, may be used in the ballast and bilge drainage systems of amphibious and
auxiliary ships only.
Rubber expansion joints shall not contain offsets, reducing sections, or be wedge shaped.
Metal expansion joints shall not be used except where approved herein for specific applications. In unavoidable situations, use of
metal expansion joints will be considered, the joints and their use being subject to NAVSEA approval, as described herein.
Where metal expansion joints are used, they shall be of the bellows type. Bellows sections may be of corrugated or plate
construction. Corrugated bellows may be single or multiple. Internal flow liners shall be used to prevent erosion of the bellows. Materials
shall be selected which are compatible with the environmental conditions to which the joint is subjected. Materials which are subject to
work hardening shall not be used for expansion bellows. Bellows expansion joints and attached piping as required shall be fitted with
restraints and guides, as necessary, to insure that the expansion joints will not be subjected to motions for which they are not designed.
Bellows type joints shall not be used for absorbing torsion.
Expansion joints with offsets, reducer sections, or that are wedge-shaped shall not be used.
Installation - Rubber or metal expansion joints shall have parallel end connections on a common center line. The installation
tolerance for rubber expansion joints shall be plus or minus 1/16 inch from the designed neutral position of the expansion joint. Inlet and
outlet sizes shall be the same. For ASTM F1123 single arch joints, alignment shall meet the criteria specified in NSTM Chapter 505.
Expansion joints shall not be utilized to compensate for misaligned piping or carry the weight of the attached piping. Prior to
installation, mating flanges in piping shall be spaced to meet the standard expansion joint length, to be parallel to each other, to be
perpendicular to the common flange centerline and to have their centers within the specified alignment tolerance for the expansion joint.
Bolt holes in pipe flanges shall be in alignment with bolt holes in expansion joint flanges.
505c4. Pipe supporting elements
The broad terms "supporting elements" or "supports" as used herein shall encompass the entire range of the various methods of
carrying the weight of pipe lines, insulation, and the fluid carried. It, therefore, includes "hangers" which are generally considered as those
elements which carry the weight from above, with the supporting members being mainly in tension. Likewise, it includes "supports"
which carry the weight from below, with the supporting members being mainly in compression. In many cases a supporting element may
be a combination of both of these.
In addition to the weight effects of piping components, consideration shall be given in the design of pipe supports to other load
effects such as those introduced by maximum operating pressure, thermal expansion, shock and motion of the ship, as applicable.
Supporting elements shall be fabricated and assembled to permit the movement of piping caused by external forces or by thermal motion.
The design of supporting elements shall be based on all the concurrently acting loads transmitted into the supporting elements.
Section 505
16
S9AA0-AB-GOS-010
2004 Edition
Where resonance with imposed vibration or other unacceptable vibration occurs during operation, supporting elements shall be
added to remove these effects.
Load calculations for variable and constant supports (such as spring hangers) shall be based on the maximum operating conditions of
the piping. They shall not include the weight of the hydrostatic test fluid. However, the supporting elements shall be capable of carrying
the total load under test conditions.
Where anchors or guides are provided to restrain, direct, or absorb piping movements, the design shall take into account the forces
and moments at these elements caused by internal pressure and expansion and contraction of the pipe under the full range of operating
conditions.
Supports shall be installed on or adjacent to concentrated weights in the piping system to preclude contact with adjacent pipe,
equipment, and structure under shock loading (see Section 072), or under working of the ship where shock design is not required.
Flange bolts or valve bonnet bolts shall not be used for attaching hangers or foundations or support for piping.
Supports shall not be installed on takedown joints or in any way interfere with the installation of takedown joint spray shields in
flammable fluid systems.
Variable supports shall be selected so that the movement from cold to hot position does not exceed 75 percent of the spring scale.
Hangers shall be adjusted so that they will not bottom during any operating condition.
Spring hangers and swaybraces shall be in accordance with MSS SP-58 (Pipe Hangers And Supports - Materials, Design And
Manufacture).
Supporting elements in accordance with NAVSEA No. 803-5001054 may be used on surface ship piping systems; however, their
restraining effect shall be considered in evaluating the flexibility of the piping system. These supports and their spacing shall be modified
as necessary to meet shock requirements, where applicable.
Supporting elements for 90 degree right angle configuration flexible connections shall be in accordance with drawing,
NAVSEA No. 803-5001054
Resilient mounts shall be in accordance with Section 073.
The installation of supports shall be in accordance with publication, NAVSEA 0948-LP-063-9010.
Where resilient mounts are used for supports, the supports shall be at least two in a "V" configuration with suspension such that each
mount will be loaded along its axis and will provide maximum pipe support and shock attenuation under vertical and athwartship shock.
Where used as swaybraces, mounts may be used singularly. The support installation shall be such that the rod of the mount will be as free
from angular deflections as possible, and shall permit vertical adjustment after erection. The maximum angular deflections of the mount
from its normal unstressed position shall be as follows:
Piping system cold; up to 10 degrees deflection.
Piping system at maximum operating conditions; up to 5 degrees deflection.
The total angular deflection from the cold condition to the hot operating condition shall not exceed 10 degrees.
For services equal to or less than 650 degrees F, pipe hangers shall be lined with a liner material to prevent metal to metal
contact between the pipe clamp and pipe when the pipe clamp and pipe are of dissimilar materials.
For services above 650 degrees F, minimum contact hangers shall be used similar to that shown in MSS SP-58.
For all hot services, the hanger rod between the pipe clamp and resilient mount shall be of sufficient length to preclude mounts from
being subjected to temperatures in excess of 125 degrees F. Constant and variable support hangers shall have hot and cold positions
marked on the support.
Applicable liner materials shall be in accordance with Table 6. Asbestos liner materials shall not be used. Metallic particles or
reinforcing wires shall not be used in any liner materials.
17
Section 505
S9AA0-AB-GOS-010
2004 Edition
Service Application and Temperature

In Contact(1) With Fuel and Lube Oil Up
to 180F
In Contact(1) With Fuel and Lube Oil Up
to 500F
In Contact(1) With Potable Water Up to
180F
Other than above Up to 180F
Other than above Up to 425F
Other than above Over 180 up to 650F
Other than above 650F and over
TABLE 6
PIPE HANGER LINER MATERIAL
Liner Material and Form
Synthetic Rubber Channel, Block
Applicable Specification
MIL-R-6855, Class I Grade 60
Fluorocarbon Rubber, Channel, Block
MIL-R-83248, Type II, Class I
Synthetic Rubber, Sheet
HH-P-151 or MIL-G-1149(3)
Synthetic Rubber Channel, Block

Silicone Rubber Channel, Block
Fibrous Glass Tape
None(2)
MIL-R-6855, Class 2 Grade 60(3)

ZZ-R-765, Class 2, Grade 60
MIL-C-20079, Type II, Class 4
See Ships Specifications
Notes:
(1) In contact means applications where the liner may be permanently or intermittently immersed in the liquid such as
"in-tank" applications.
(2) Minimum contact area type hanger designs as shown in MSS SP-58 are used without liners.
(3) This material is suitable for use in contact with Brine.
505c5. Strainers and Filters
Strainers shall be in accordance with Table 7. Strainers and filters for other services are described under the specified system section
of these specifications. If different design parameters or finer filtration is necessary to protect equipment and machinery than is provided
by the strainer and filter specifications and drawings invoked herein, modified strainer and filtering elements, as necessary, shall be
provided by the Contractor subsequent to approval by NAVSEA.
Fluid
Steam, steam drains, feed, condensate
Seawater
TABLE 7
STRAINERS
Type
Y, bronze
Simplex, steel, 3 inches and below
Simplex, steel, 4 inches and above
Duplex, Y, 2-1/2-inches and below
Simplex, 4-1/2-inches and below
Drawing or Spec. No.

803-841499
MIL-S-2953
MIL-S-21427
MIL-S-17849
810-841499
S4823-1385503
505c6. Hose
NAVSHIPS 810-1385506 shall be used for guidance in the selection of hoses for general services; NSTM Chapter 505 shall be used
for guidance in the selection, design, and installation of flexible connections.
Hose for potable water, cold feed, reserve feed, and cold condensate service shall be marked "POTABLE WATER ONLY".
505c7. Glass Reinforced Plastic (GRP)
Glass reinforced plastic pipe and fittings in accordance with Mil. Spec. MIL-P-24608 may be used as alternatives for the standard
non-ferrous piping materials specified for surface ships as allowed in MIL-STD-777.
Restrictions - Watertight bulkhead and deck penetrations shall be accomplished by the use of non-ferrous spool piece with flanges on
both ends, or by the use of a flexible coupling assembly.
Section 505
18
S9AA0-AB-GOS-010
2004 Edition
505c8. Belled-end Fittings

Belled-end fittings (except for couplings) fabricated from copper-nickel and stainless steel, in accordance with Manufacturers
Standardization Society standard practice MSS-SP-119 are authorized for weld class P-2 piping systems, as defined by NAVSEA S9074AR-GIB010/278, contingent upon the following restrictions:
(a) Belled-end fittings larger than NPS 12 are not authorized for use in any system.
(b) Stainless steel belled-end fittings are only authorized for piping system categories where socket weld fittings are allowed
by MIL-STD-777, or applicable ship builders specification, due to concerns about crevice corrosion.
(c) Material composition of belled-end fittings shall comply with the requirements of MIL-STD-777, or applicable ship
builders specification, for the applicable piping system category.
(d) Expanded pipe weld joints (per Figure 1, below) are authorized for attaching pipe to belled-end fittings of MSS-SP-119
(including street fittings), and for pipe-to-pipe connections in systems where belled-end fittings are allowed. Expanded pipe joints shall
not be attached to any fitting not in compliance with MSS-SP-119, unless account is made for potential reduced fatigue life of fillet weld.
Either expanded pipe weld joints, slip-on couplings, or bull weld joints (P-2 type of MIL-STD-22D) may be used to attach pipe to
unexpanded end of street type fittings of MSS-SP-119.
(e) Belled-end fittings fabricated without weld scams are required for systems where seamless pipe is specified. Fittings
fabricated with seam welds may be substituted provided all manufacturers welds are radiographically examined throughout in accordance
with T9074-AS-GIB-010/271, and satisfy the class 2 criteria of MIL-STD-2035A.
(f) All final welds formed by the fitting manufacturer shall satisfy the fabrication and inspection requirements ofS9074-ARGIB-010/278 for piping class P-2 weld joints, and weld qualification requirements of S9074-AQ-GIB-010/24/8
(g) The purchaser shall obtain certification from the vender, verifying completion of first article burst test(s). First article
burst tests are required of each manufacturers largest size belled-end fitting(s), for each fitting type, material alloy
composition, starting material type (tube, plate, etc.), and method of manufacture. Burst tests are also required for those
intermediate size fitting(s) specified within MSS-SP-119. Burst tests may be extended between similar fitting types as
specifically allowed by MSS-SP-119. All first article burst tests must satisfy the burst pressure requirements of MSS-SP119, and shall have been performed within five years of purchase date. The certificate shall contain the following
minimum data:
(1) test facility, date, and location
(2) fitting identification data
(3) manufacturers starting material (i.e. scamless pipe, welded pipe, or welded plate, etc.
(4) measured pressure at burst failure
(5) required burst pressure
(6) measured material tensile strength of representative sample
(7) contact person, and location where burst test report is retained on file
(h) When performing flexibility analysis of piping systems, the following equations provide stress intensification factors (i),
and flexibility factors (k), for belled-end elbows, and street elbows:
Stress Intensification Factor: I = 0.768/h0.689, but not less than 2.1 at fillet welds
Flexibility factor:
k = 0.660/h1.28
Flexibility Characteristic: h = TxR/r2
Where: R = bend radius of elbow
r = mean radius of attached pipe
T= 1.05XTmin for CuNi elbows
T= 1.14XTmin for Stainless Steel elbows
Where Tmin=minimum wall thick specified in MSS-SP-119
(i) When performing flexibility analysis of piping systems, the stress intensification factor (i) for welds in pipe to pipe
connections using expanded pipe weld joint shall be 2.1.
19
Section 505
S9AA0-AB-GOS-010
2004 Edition
FIGURE 1: EXPANDED PIPE, FILLET WELD

NOTES:
1.
2.
3.
4.
5.
6.
Minimum wall thickness (W) throughout adjoining pipe(s) and fittings shall satisfy the applicable pipe procurement specification
Minimum expansion radius (R) shall equal four times the expansion thickness (W).
Fillet weld shall extend to top of expansion thickness.
Socket dimension shall be in accordance with Manufacturers Standardization Society Standard Practice, MSS-SP-119, BelledEnd Socket Fittings, Stainless Steel and Copper Nickel.
Straight pipe, or street fitting of MSS-SP-119 (no other fitting type), unless otherwise approved by NAVSEA.
Radical clearance between inserted pipe or fitting, and socket bore, shall not exceed .065 at any point on circumference of
socket, for all sizes of pipe. Diametrical clearance is the summation of two opposing radial clearances (separated by 180 on
circumference of socket) and shall not exceed .065 for < 6 NPS, and .090 for > 6 NPS at any location. Procurements of
attached pipe fabricated per commercial ASTM standards, should specify reduced tolerances for outside diameter of pipe.
Failure to specify reduced tolerances for outside diameter of pipe may necessitate expanding or swaging of pipe ends, to achieve
satisfactory diametrical clearance, and avoid potential interference fit.
Section 505
20
S9AA0-AB-GOS-010
2004 Edition
505c9 Slip-On and Closure Couplings

Slip-on couplings (P-13 type of MIL-STD-22D) and Closure Couplings (ie, long slip-on couplings), fabricated from copper-nickel
and stainless steel, in accordance with Manufacturers Standardization Society standard practice MSS-SP-119 are authorized for weld class
P-2 piping systems, as defined by NAVSEA S9074-AR-GIB-010/278, contingent upon the following restrictions:
(a) Closure couplings shall be installed in accordance with weld detail of figure 2 (shown below).
Slip-on couplings in P-2 piping systems shall be installed in accordance with MI:-STD-22D, figure 45, and shall
Satisfy the supplement requirement of notes 2 and 5 of figure 2 (shown below).
(b) Closure couplings are prohibited from use in seawater piping systems.
(c) Stainless steel couplings (of both types) are only allowed in piping system categories where socket weld fittings are currently
authorized by MIL-STD-777, or applicable ship builders specification, due to concerns about crevice corrosion.
(d) Material composition of couplings (of both types) shall comply with the requirements of MIL-STD-777, or applicable ship
builders specification, for the applicable piping system category.
(e) Procurements for couplings (of both types) must specify minimum wall thickness of no less than 1.09 x T, where:
T= nominal wall thickness of attached pipe purchased per ANSI/ASME b36.19M, or
T= 1.05 X Tmin for attached pipe purchased per MTL-T-16420, where
Tmin= minimum wall thickness specified within MIL-T-16420
(f)
Procurements for slip-on couplings must specify minimum lengths to satisfy MIL-STD-22D, figure 445. Couplings of either
type shall not be installed closer than one pipe diameter or , whichever is larger, from an adjacent fitting (except street elbows), unless
account is made for potential reduced fatigue life of fillet weld.
(g) Closure couplings shall only facilitate final closure of assembled pipe sections, and not replace slip-on couplings at other
locations.
(h) Slip-on couplings shall not be used to splice several short sessions of pipe, when equivalent length of pipe is commercially
available, and shall never exceed 25% of the total pipe length.
(i)
Closure couplings fabricated without weld seams are required for systems where seamless pipe is specified.
Closure couplings containing factory welds may be substituted provided all welds by manufacturer are radiographically examined
throughout in accordance with T9074-AS-GIB-010/271, and satisfy the class 2 criteria of MIL-STD-2035A.
21
Section 505
S9AA0-AB-GOS-010
2004 Edition
FIGURE 2: CLOSURE COUPLING, FILLET WELDED

NOTES:
1. Minimum wall thickness of coupling shall be no less than 1.09 x T, where
T= nominal wall thickness of attached pipe purchased per ANSI/ASME b36.19M, or
T= 1.05 X Tmin for attached pipe purchased per MTL-T-16420, where
Tmin= minimum wall thickness specified within MIL-T-16420
2. Fillet weld shall extend to top of fitting.
3. Coupling length dimension (L) shall be in accordance with Manufacturers Standardization Society Standard Practice, MSS-SP119
4. Insertion depth (S) shall be in accordance with MSS-SP-119. Coupling need not be centered over gap.
5. Radial clearance between inserted pipe or fitting, and socket bore, shall not exceed .065 at any point on circumference of
socket, for all sizes of pipe. Diametrical clearance equals the summation of two opposing radial clearances (separated by 180 on
circumference of socket) and shall not exceed .065 for < 6 NPS, and .090 for > NPS at any location. Procurements of attached
pipe fabricated per commercial ASTM standards, should specify reduced tolerances for outside diameter of pipe. Failure to
specify reduced tolerances for outside diameter of pipe may necessitate expanding or swaging of pipe ends, to achieve
satisfactory diametrical clearance, and avoid potential interference fit.
Section 505
22
S9AA0-AB-GOS-010
2004 Edition
505d. Structural Requirements

505d1. General
All modified systems and new installations shall have sufficient flexibility to prevent:
Overstressing of piping materials or supports.
Leakage of joints.
Unacceptable distortion of connected equipment.
In determining the above, pressure, weight, thermal expansion, shock, supports, vibration (including that caused by attached
machinery), and movements and rotations of terminal points caused by thermal and mechanical deflections and rotations of ships structure
at piping attachment points and working of the ship shall be considered.
Design for pressure transients - Pressure transients which occur upon change in flow velocity shall not result in objectionable noise
levels, detrimental vibration, shock, or excessive internal pressure such that the calculated stress in the pipe does not exceed the maximum
allowable stress in Table V for the coincident temperature by more than 15 percent during 10 percent of any 24-hour operating period or
more than 20 percent during 1 percent of any 24-hour operating period.
Water hammer - Water hammers in steam heating systems are characterized by a loud metallic pounding noise, which occurs when
vapor cavities in a liquid collapse rapidly resulting in a pressure wave which is propagated at the speed of sound. For water, the pressure
rise equals 62 PSI for each ft/sec of fluid velocity.
Unless system piping and piping components are designed or arranged to compensate for this pressure wave, bulged piping, leaking
joints, and leaking or failed components can result.
In order to prevent bulging of piping and leakage or failure of joints and components, heavier walled pipe (additional wall thickness)
or stronger materials shall be used in systems known to be susceptible to water hammer. Condensate from supply lines shall be minimized
via continuous drainage, in accordance with Sect. 534.
Steam piping shall be arranged to avoid low points from where by action of the ship attitude, condensate may be suddenly injected in
the steam supply stream resulting in possible damage.
Steam supply piping to a main should be a continuous downward run, at maximum inclination permitted by the surrounding
arrangement to avoid or minimize the necessity for continuous drainage.
505d2. Flexibility
Flexibility shall be incorporated into system design by the use of bends, loops, and offsets in the piping. Use of expansion joints
shall be minimized.
The following are examples of situations which generally create unacceptable stress levels and inadequate flexibility and therefore,
should be avoided:
Use of small piping runs in series with larger or stiffer pipe.
Localized reduction in size of cross-section of piping.
Local use of weaker materials.
Line configurations, wherein most or all of the piping run lies near or on the straight line between end terminals or anchors.
Excessive use of supports, particularly rigid rod hangers and similar type restraints,
especially on pipe systems subject to appreciable thermal movement.
Informal piping flexibility analysis - An informal piping flexibility examination shall be performed for modification or new
installation arrangements of the following piping systems:
Cryogenic systems
Internal combustion engine exhaust systems (when below P-1 temperature limit)
Flammable fluid systems
All steam systems for which a detailed piping flexibility analysis is not required
Compressed gas systems
Toxic cleaning fluid systems
High pressure feed and condensate systems
High pressure drain systems
In addition, any piping system not mentioned above, which can operate under significant temperature changes
(secured-to-operating), shall have this informal piping flexibility examination
performed.
This informal examination shall consist of a visual review of the arrangements of the above systems with regard to piping
configuration, support locations, type and structural characteristics, pipe size and wall thickness, material, shape, relative motion between
terminals and anchor points, and temperature fluctuations. When this examination results in doubt that adequate flexibility has been
provided, detailed calculations shall be performed.
23
Section 505
S9AA0-AB-GOS-010
2004 Edition
Detailed piping flexibility analysis - A detailed piping flexibility analysis shall be prepared, as required, for the following conditions
and systems:
Main steam, boiler blowdown, boiler safety valve escape piping, catapult steam, auxiliary exhaust, and all other P-1 piping
systems 2 inch NPS and larger where the system is classified P-1 because of temperature. For modifications to an existing system, a
detailed piping flexibility analysis shall be performed where the modification results in a less flexible system as compared to the system
prior to the modification.
Detailed calculations shall be made in accordance with a recognized method of flexibility analysis. Where calculations are
performed on computers, a NAVSEA approved program shall be used such as naval program MEC-21 or the program shall be proved by
conducting a problem of known solution of the greatest complexity to be handled in the new program. The program shall contain built-in
checks to minimize the possibility of human or machine errors.
When requested by shipalt or overhaul work package, the following information shall be forwarded to NAVSEA by the Supervisor
for information together with a request for approval:
Input data including hull and machinery movements and results, where calculations are performed by computers.
A copy of the working drafts, (no special format) when calculations are made by other means, sufficiently complete so the
method and assumptions used by the Contractor can be evaluated independently.
A description as to the methods employed to determine hull and machinery movements and rotations where applicable.
Piping flexibility analyses shall be performed and submitted to NAVSEA for approval within 90 days of the submittal of the piping
and piping support arrangement drawings required for the analysis.
Where detailed flexibility calculations are not required, system may be analyzed by simplified or approximate methods that are
appropriate for the system in question. Approximate or simplified methods may be applied only if they are used for the range of
configurations for which their accuracy has been demonstrated or documented.
Flexibility calculations between anchor points shall treat the system as a whole. Significance of all parts of the system and of all
supports and their effects shall be considered. Calculations shall include applicable intensification and flexibility factors for components
other than straight pipe. These factors shall be in accordance with Military Standard MS-18285. If other configurations are used, a
complete rationale and justification for these factors shall be provided. Where simplifying assumptions are used in calculations, the
possibility of underestimating the forces, moments, and stresses shall be considered and forwarded as part of the calculations. Dimensional
properties of pipe and fittings shall be based on their nominal dimensions.
The total expansion range from 70 degrees F to the maximum system temperature or from 70 degrees F to the lowest system
temperature shall be used in all calculations. In addition to the movement due to expansion of piping, the linear and angular (rotational)
movements due to hull deflection, and deflections due to thermal movements of attached machinery and equipment shall be considered.
No credit for cold spring shall be allowed in determining stress ranges. The Contractor shall obtain the machinery manufacturer
concurrence, where applicable, to use cold spring, in reducing reactions below those specified by the manufacturer prior to submittal of
flexibility calculations.
Flexibility calculations for the stress range, Se, shall be based on the modulus of elasticity, Ec, at 70 degrees F. For 70-30 copper
nickel, Mil. Spec. MIL-T-16420 or MIL-C-15726, the elastic modulus shall be taken as 22 x 106 PSI.
For all other materials, Ec and other parameters shall be obtained from an authoritative source such as publications of the ANSI
Piping Codes or the National Bureau of Standards. The computed stress range shall be combined in accordance with the following
formula:
Se =
the square root of Sb2 + 4St2
Where:
Se =
computed stress, range PSI
Sb =
iMb/Z = effective bending stress, PSI
St
=
Mt/2Z = effective torsional stress, PSI
Mb =
effective bending moment, inch-pounds
Mt =
torsional moment, inch-pounds
Z
=
section modulus of pipe, inches cubed
i
=
stress intensification
The maximum computed stress range, Se, based on Ec for the cold condition, shall not exceed the following allowable stress range,
Sa:
Sa =
f(1.25 Sc + 0.25 Sh)
Where:
Sa =
allowable stress range, PSI
Sh =
allowable stress in the hot condition, Table 12
Sc =
allowable stress in the cold condition
Section 505
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f
=
stress reduction factor, applicable to mechanical or thermal cyclic conditions in accordance with Table 8
The value of (f) for each system analyzed will be specified.
An approved method shall be used to evaluate the effect of combined mechanical and temperature cycles by incorporating the use of
a stress reduction factor (f).
TABLE 8
STRESS REDUCTION FACTORS
Number of equivalent full cycles
Stress reduction factor, f
1.0
7,000 and less
0.9
14,000
0.8
22,000
0.7
45,000
0.6
100,000
0.5
250,000 and over
The design and spacing of supports shall be analyzed to assure that the sum of the longitudinal stress due to weight, pressure, and
other sustained loadings does not exceed the stress value (Sh) given in the allowable stress tables (Table 12).
Calculations and drawings for determining support loading, support type, sustained piping system stresses resulting from support
arrangement, structural characteristics, and location of all supports, shall be submitted with the flexibility calculations for the system under
analysis.
The force and moment reactions Rh and Rc in hot and cold conditions, respectively, shall be obtained from the flexibility
calculations based on the modulus of elasticity at room temperature, Ec, as follows:
Reactions in the hot condition:
Rh =
R(1-0 .67C)Eh/Ec
Reactions in the cold condition:
Rc =
R[1-(Sh/Se)(Ec/Eh)]
or, Rc =
CR, whichever is greater, and with the further condition that:
(Sh/Se)(Ec/Eh) is less than one,
Where:
C
=
cold spring factors varying from 0 for no cold spring to 1.0 for 100 percent cold spring.
Ec =
modulus of elasticity at cold system design temperature
Eh =
modulus of elasticity at hot system design temperature
R
=
reactions from flexibility calculations using Ec
Rc and Rh = maximum reactions estimated to occur in the cold and hot conditions, respectively
Se =
maximum computed stress range as determined by the formula above
Force and moment reactions shall not exceed limits which the connected machinery and equipment can safely sustain, as established
by the equipment manufacturer. The design of safety valve piping for reaction loads shall be in accordance with Appendix II of ANSI
B31.1-1983, Power Piping. Detailed isometric diagrams of piping under examination shall form a part of the calculation report.
Calculations shall show maximum stress ranges and their individual locations in each section of piping under examination and shall
show force and moment reactions at all connecting units, anchor points, and balance points, and shall include sketches indicating
orientation of the principal axis with respect to the center line of the ship for all machinery terminal points. In addition to the above, forces
and moments shall also be calculated such that their principal axis coincides with that of machinery and equipment, at terminal points.
Where expansion joints are used, calculations shall be prepared and submitted with the applicable piping flexibility analysis and
shall include the following, as a minimum:
The thermal movement imposed on the expansion joint.
All anchor locations.
Expansion in excess of that which the joint can absorb.
Reaction at all equipment and anchor points.
Cold pull of expansion joints.
Cold Spring - The beneficial effect of judicious cold springing in assisting a system to attain its most favorable position sooner is
recognized. Inasmuch as the life of a system under cyclic conditions depends on the stress range rather than the stress level at any one
time, no credit for cold spring is allowed with regard to stresses. In calculating end thrusts and moments acting on equipment, the actual
reactions at any one time, rather than their range, are significant. Credit for cold springing is accordingly allowed in the calculation of
thrusts and moments, provided an effective method of obtaining the designed cold spring is specified, used, and approved by NAVSEA.
25
Section 505
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2004 Edition
Detailed flexibility calculations are not required if the system duplicates a successfully operating installation, or if the piping system
can be adjudged adequate by a detailed comparison with a previously-analyzed system. In these cases a report shall be prepared, and shall
include rationale as to the similarities of the system with that for which calculations or service experience or both exists.
505e. Arrangement
505e1. General
Piping shall be arranged in a neat, orderly manner and shall be installed to assure maximum reliability of system operation.
Piping and piping component arrangements shall conform to the access and other applicable requirements of these specifications.
With respect to installing piping and piping components behind space sheathing (Section 637), consideration shall be given to grouping
those components requiring periodic access to minimize the number of access plates in the sheathing.
Piping shall permit free passage in walking areas and the performance of all normal and emergency operations in designated working
areas.
Piping shall not interfere with the operation or control of machinery and equipment and shall be installed to permit ready
accessibility to machinery and equipment for inspection and maintenance. Piping shall not obstruct visibility and access required to
control, monitor, or adjust machinery, equipment, or their component parts.
Piping shall be arranged so that machinery and equipment which requires periodic overhaul may be dismantled with a minimum
amount of disturbance to the piping. To facilitate periodic removal of hull valves, flanged spool pieces 1 or 2 feet long shall be installed at
the inboard side of hull valves if the weight of piping between the flanged inboard side of hull valve and next inboard component exceeds
200 pounds. Cutout valves shall be located to isolate sections of piping intended for removal during maintenance, overhaul, or the
shipping and unshipping of machinery and equipment so that the least interference with continued operation of the system results.
Maintenance underway shall not require disassembly of piping that would prevent continued ship propulsion. Double valve protection
shall be provided for hazardous fluids unless otherwise specified.
Inlet piping to safety and relief valves shall be short and direct. There shall be no stop valve between the equipment or piping being
protected and the point of discharge unless explicitly specified. The open ends of discharge piping shall be located so as not to damage
machinery or equipment, or endanger personnel. Reliefs from toxic, flammable, and inert gas systems shall not terminate where their
discharge could be picked up by intakes. Relief of flammable liquids shall be to a suitable lower pressure part of the system.
The relief of toxic or flammable gases shall be to the atmosphere above the weather deck.
Piping shall not obstruct or interfere with the operation of doors, hatches, manholes, scuttles, or openings covered by portable plates,
nor obstruct or interfere with the ready and convenient access to access panels, access doors, inspection manholes, handholes, sight glasses,
drain plugs, or test cocks used for inspection and maintenance on machinery, boilers, and equipment.
Piping shall be arranged so that it will not normally be subjected to mechanical injury and to preclude its use for other purposes (such
as grab rods, hand rails, and steps). Where this is impracticable, means shall be installed for protecting the piping. NAVSEA Dwg
S1500-860085 shows an acceptable protective method.
Piping arrangements which cause turbulent flow detrimental to the system shall be avoided. Inlet piping for centrifugal pumps shall
be arranged to preclude air pockets and uneven velocity distribution at the impeller inlet. If the use of an elbow at the pump suction is
required by space considerations long radius type shall be used.
Unnecessary high and low points shall be avoided in the arrangement of piping. Where necessary for the proper functioning of the
system and its connected machinery and equipment, vents and drains shall be installed at the high and low points.
"Valleys" in steam drain piping shall be avoided to the maximum extent possible in accordance with Sect. 534. If low points cannot
be avoided, minimize potential for water hammer by installing traps and separators to remove entrained condensate.
Vent valves in flammable liquid or toxic systems shall be provided with short lengths of terminal tubing to permit collection of
escaped liquid in a portable container during venting. Where the system is served by an oily waste drain collecting system, the vent valve
shall be arranged to discharge into that system via a funnel or drip pan. Terminal tubing shall also be provided for other fluid system vents
where necessary to prevent objectionable spray or splash or to avoid contact with toxic fluids.
Branch connections shall be located to minimize turbulence and the type of connection used (straight or sweep tees and lateral
fittings) shall be suitable for the flow characteristics of the system. In those systems where erosion is a problem, (such as steam drains),
the amount of erosion shall be minimized by avoiding the use of tees or other fittings which cause a sudden change in direction.
Insulated piping shall not be located where it is subject to wetting from leakage, condensation, or splashing. In unavoidable
situations, the lagging shall be shielded in a manner which will prevent wetting of the insulation.
Piping shall not be located where drops or spray from leaks, condensation, or splashing would damage electrical or electronic
equipment. Where this is not practicable, the equipment shall be shielded or metal casings shall be installed around the piping. Casings
shall be completely circumferential with a diameter of at least 1/2 inch greater than the outside diameter of the pipe, including its
insulation. Casings shall be open at both ends, with the ends clear of the equipment, and shall be as light as practicable.
Splash or deflector plates shall be provided at the terminal of frequently used drains to the bilge to prevent direct water impingement
on foundations and ship structure such as shell plating and tank tops.
Section 505
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505e2. Compartmental
Except as necessary to serve the space or tank, piping shall not be led through spaces or tanks where a hazard to the space, space
contents, or piping would result. Such spaces or tanks include:
Fuel and oil tanks such as those which may contain MOGAS, DFM, JP-5, lube oil, and oily waste.
Central control station and damage control rooms
Chain lockers
Enclosed Operating station
Feed water tanks
Innerbottom and voids
Magazines, handling rooms, and weapon checkout rooms
Potable water
Refrigerated spaces
Sewage collecting, holding, and Transfer (CHT) tanks
Steering gear compartments
Wiring trunks and enclosures
Potable water and feed water system piping shall not be led through tanks containing liquids other than potable water and feed water,
respectively.
If deviations from these requirements are approved by the Supervisor to suit unavoidable situations, no takedown joints shall be
installed in the piping within the space or tank. In addition, if other piping is run through potable or feed water tanks, this piping shall be
trunked and the trunk shall be open at the lower end to allow drainage.
Piping installed within tanks shall be of a material which will not cause contamination of the tank contents, and the material of such
piping shall be suitable for both the tank contents and pipe contents.
All piping to the armored steering gear compartment shall enter through the bottom of the compartment.
Flammable fluids shall not be led through uptake spaces, catapult steam trunks and voids.
Piping shall not be led through inner bottom tanks and voids except as necessary to serve the tanks themselves or as necessary to
avoid penetration of the underwater side protective system.
Piping shall not be led through brig, dental and medical spaces, if avoidable, except as necessary to serve equipment therein.
The amount of piping led through messing and living spaces shall be minimized.
Piping cleanouts shall not be located in medical, food service, or dental spaces.
Flammable fluid piping shall not be led through the following spaces, except to serve equipment therein. Unless authorized by the
Supervisor to suit unavoidable situations, no takedown joints shall be installed in the spaces affected.
Central control stations and damage control rooms
Electrical, electronic, weapons control, or interior communication rooms
Enclosed operating stations
Generator rooms
Liquid oxygen stowage spaces
Motor rooms
Oxygen-nitrogen producing rooms, stowage rooms, and fill rooms
Switchboard rooms
Flammable fluid piping shall not be led through uptake spaces.
Steam and steam drain piping shall not be led through paint mixing rooms or paint and flammable liquid storerooms.
Unless unavoidable, piping which is normally under pressure shall not be led through voids, cofferdams, or other normally
non-vented spaces. Where this is unavoidable, vents shall be installed in accordance with Section 506.
Piping which may operate under a vacuum, or at temperatures over 300 degrees F, shall not be led through the bilge region as
defined in Section 070, except as specifically approved to suit unavoidable conditions. If such an exception is approved by the Supervisor,
no mechanical joints shall be installed in vacuum piping located in the bilge unless specific approval to install such joints is obtained.
Requests for approval of such exceptions shall identify how bilge water will be kept from contacting mechanical joints. Approved
exceptions to this requirement shall be identified on the applicable system diagram. However, if bilge water entering the system will have
no detrimental effect on the piping system or its function, the vacuum piping may be allowed in the bilge area, such as bilge stripping,
eductor suction, etc.,.
Unless it is an existing condition or 316L, stainless steel piping shall not be run in the bilge region. When approved, CuNi/NiCu
may be used in place of the stainless steel in the bilge when it suits arrangement and the system design parameters.
Water piping of any type shall not be run through electronic equipment spaces, except as necessary to serve the equipment therein or
as necessary to serve firemain washdown countermeasure system nozzles or to suit unavoidable situations. For the case of washdown
countermeasures systems, see special requirements in Section 521. See Section 593 for limitations on sewage piping.
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Section 505
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2004 Edition
505e3. Structural
The piercing of decks and bulkheads shall be minimized, particularly the piercing of transverse main subdivision bulkheads and the
bulkheads of any underwater side protective systems. Bulkheads and decks shall generally be pierced close to boundaries of
compartments.
Piping penetrations in the weather on EMP designated hulls shall be in accordance with MIL-STD-1310.
Where piping passes through holes in non-tight structure, provision shall be made to keep the pipe from bearing on the structure.
Piping shall be arranged to avoid cutting plating butts and seams, bulkhead stiffeners and deck beams, where practicable. Where
cutting welded butt or seam joints is unavoidable, the piping penetration shall be made across the joint and shall not notch the joint.
Piping shall be kept clear of removable (welded, riveted, or bolted) plates provided in the ship structure for the shipping and
unshipping of machinery of equipment. Where it is impracticable to keep class P-1 piping, 4-inches NPS or larger, clear of designated
areas marked for removal of plates in the ship structure for installation and removal of machinery or equipment, it shall be flanged to
facilitate its removal. Flanging of other piping shall be avoided.
Deflections of bulkheads, decks, and other structure due to gun blast, missile blast, air or water pressure, or the working of the ship,
shall be considered in the arrangement of piping, and the necessary clearance and flexibility shall be provided.
Piping shall be arranged to permit maintenance of ship structure.
Other sections contain additional requirements governing the relation of piping and structure.
505e4. Valves and Components
In the arrangement of piping, valves shall be located and oriented to permit convenient operation of the valve handwheels from their
normal operating position. Remote operating gear shall be provided for valves which are not in accessible spaces or locations. In this
connection, it should be noted that the torque that can be applied by one man to a handwheel located where firm footing is not available, is
considerably less than that which can be applied to a handwheel located on a horizontal valve stem at a conventional height. Refer to
requirements herein for maximum permissible handwheel seating force for manually operated valves in their installed position.
Valves in horizontal piping shall be arranged with their valve stem pointing above the horizontal wherever practicable.
Valves located beneath floor plates or gratings, in the overhead out of reach of operating personnel, or otherwise located out of
convenient reach of operating personnel standing on deck, platforms, grating, or steps provided for the purpose of reaching the valves,
shall be provided with valve stem extension shafts. Each extension shaft shall terminate in a handwheel or level at the terminus of the
extension shaft. A valve-by-valve review of the need for extension shaft shall be made by the Contractor during design development.
Thermometers, gages, gage glasses, and other monitoring equipment or devices including valve position indicators shall be arranged
to permit ready vision or audibility from equipment operating areas. If the operating area is not defined, the instruments shall be visible
from the normal walk-ways or access.
Instrumentation, high maintenance items which can not normally be repaired in place, special throttle valves, and valves which
operate automatically or semi-automatically (such as safety, relief, regulating, and governing valves) shall be fitted with takedown end
connections.
Valves and components welded or brazed into the piping shall be accessible for repair, reseating, and overhaul in place. They shall
be located to permit removal, rewelding, rebrazing, preheating, and stress relieving, as necessary, in the event major repair or replacement
is necessary. Sufficient clearance shall be provided around welded valves to permit inplace use of the valve reseating machines shown on
drawings, NAVSHIPS Nos. S4824-1385814, S4824-1385815, S4824-1385816, S4824-1385817, S4824-1385818, and S4824-1385819.
Damage control valves used for isolation and segregation shall be installed in an accessible location.
Globe and angle valves shall generally be arranged with the system pressure or vacuum under the disc so that in the shut position the
pressure or vacuum is not exerted on the bonnet joint or stem packing.
Check valves shall be selected and oriented so that their characteristics are compatible with the system requirements and ship motion
requirements. Wafer type check valves may be used in vertical risers with the flow in an upwards direction.
Unless otherwise specified, manifolds may be used, provided such usage results in a simplified piping arrangement or advantageous
operational features. They shall be installed with the manifold body just above the operating level, wherever practicable. Valve
maintenance for manifolds shall be possible without removing the entire manifold.
Wherever possible, a minimum length of straight piping equivalent to 10 NPS diameters shall be installed downstream of orifices.
However, in no case, shall the length of straight piping be less than five nps diameters downstream of the orifice except that Cascade
Orificial Resistive Devices (CORDS) do not require minimum length of straight piping downstream of the CORD.
Valves shall not be installed in brig cells.
505e5. Joints
The number of joints in piping systems shall be minimized through the maximum application of pipe bends. Where pipe bends are
not practical or possible, butt weld, socket weld or brazed fittings, where permitted, shall be used to the maximum extent, with the use of
Section 505
28
S9AA0-AB-GOS-010
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flanged and similar takedown joints minimized. Takedown joints in piping containing flammable fluids shall be located as remotely as
practicable from hot surfaces.
Where not otherwise specified on approved system diagrams, root connections shall comply with NAVSEA drawing B-214, or
Military Standard MS-16142 except that root connections for ferrous piping, in accordance with figure No. 1(b), may be modified for
socket weld connections in lieu of flanged connections for attaching piping. No more than two pipes size reductions shall be made within
a single butt welding (bell type) reducing fitting unless otherwise specified on approved diagrams. Where not otherwise specified on
approved system diagrams, gage connections and gage piping shall comply with drawing NAVSEA NO. 803-1385850.
Drawing NAVSEA No. 5000-S6505-841567 shows an acceptable method of installing salinity cells in piping.
The use of non-standard fittings shall be avoided as a means for reducing the number of joints. (For example, a 6- by 5- by 4-inch
tee should not be used in place of a 6- by 6- by 4-inch tee to which a 6- by 5-inch reducer could be welded on the run.)
Systems shall be arranged so that shop fabrication of assemblies of piping will be utilized to the greatest extent practicable.
Permanent and takedown joints fabricated aboard ship shall be located to provide adequate clear space for the necessary make-up, welding,
brazing, inspection, and maintenance. Joints located in areas inaccessible for maintenance shall be welded or brazed.
Where necessary for removal of machinery, equipment or pipe sections, takedown joints (such as flanges or unions) shall be
provided.
Complex assemblies (such as assemblies of valves, strainers, and traps in a high pressure drain system) that cannot be satisfactorily
repaired in place and ordinarily require repeated removal, shall be demountable as assemblies by using a minimum number of takedown
joints between the root valves.
Spacer pieces, in conjunction with flanged takedown joints, may be used in unavoidable situations, subject to approval by the
Supervisor. Where used, their use and the reason therefore shall be noted on applicable drawings. They shall not be used to correct
fabrication errors or inferior workmanship and shall conform to the following constraints:
Spacer pieces shall not be used to correct misalignment, or to facilitate fitup in hull integrity areas; for example, outboard of
the hull valve, or in P-1 piping systems.
Minimum thickness, where both sides are phono-finished for sheet gaskets, shall be 1/8 inch.
Minimum thickness, where one side is grooved for "O" ring shall be 3/8 inch.
Minimum thickness, where two sides are grooved for "O" ring shall be 3/4 inch.
Maximum thickness shall be 2 inches.
Maximum taper shall be as specified in Table 10, based on the flange diameter.
Maximum number of spacers shall be limited to one spacer per run per plane of the run. A pipe run shall be considered to be
that length of pipe between any two flanged terminals. Special cases will be considered, where there is a change in direction, with only
one flanged joint in that plane.
All bolts used in conjunction with flanged joints involving spacer pieces shall be of the same length, and shall comply with the
same applicable specification requirements in all other respects. The use of oval bolt holes to permit fitup is prohibited. Clearance
between bolt and hole shall be as required for the service and location involved.
Takedown joints shall be located where they are least affected by pipe line forces due to thermal expansion or other external
loadings. Generally, this will require the joints to be located away from bends or offsets.
Raised face flanges shall not be used against bronze or other relatively low strength composition valves, fittings, or flanges.
Branch connections in piping shall be made by the use of integral fittings such as tees, laterals, and crosses, wherever possible.
Fabricated branch outlets (such as saddles and plate reinforcements) will be permitted only upon specific approval by the Supervisor.
Unreinforced branch connections will not be permitted in any system where the design pressure is over 150 PSI or temperature is over 449
degrees F. Obtaining the required reinforcement via weld buildup is not permitted and any branch connection fabricated via the use of
welding only will be considered as unreinforced.
Mechanically attached fittings (MAFs) are approved alternatives to brazed and welded joints in accordance with the requirements of
NSTM 505. For approved applications, MAF's may be substituted for fittings identified in drawings and specifications without requesting
approval of the cognizant Hull Planning Yard.
Carbon steel Elastic Strain Preload (ESP) bulkhead fittings, Lokring Corp P/N series and Lokring drawings CS-BHP1-PXX or CSBHP2-PXX may be used as an alternative to the plain sleeves shown on drawing, NAVSEA 803-1385866, for sizes 2 inches and below.
Bulkhead fitting ESPs shall be installed in accordance with the ESP uniform Industrial Process Instruction (UIPI), except that piping
passing through the fitting shall be continuous (not used for joining piping).
505e6. Tailpipes
Tailpipe connections to tanks and compartments shall comply with Table 11.
505e7. Fire Hazard Reduction
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Section 505
S9AA0-AB-GOS-010
2004 Edition
Any surface having a temperature in excess of 400 degrees F under the insulation, shall be considered as a hot surface. Where lube
oil is the flammable fluid under consideration the hot surface temperature may be considered to be that which is in excess of 650 degrees
F.
Air escapes from combustible or flammable fluid tanks, atmospheric reliefs from toxic explosive, and inert gas systems shall not
terminate where their discharge can be picked up by ventilation or where their discharge would otherwise damage machinery or equipment
or endanger personnel.
In machinery spaces and in other operating spaces that contain both machinery and electric equipment, combustible or flammable
fluid piping permitted herein shall be kept as far from electric equipment as practicable.
Hot surface piping and equipment shall be installed at least 18 inches away from tanks containing flammable fluids.
Piping containing flammable fluids shall be installed at least 18 inches from any hot surface.
Overflows and air escapes from tanks containing flammable liquids shall be included in this category of piping.
Spray Shields - Spray shields to prevent spray from impinging on a hot surface or electrical equipment, or formation of an atomized
mist in the event of a gasket leak shall be aluminized glass cloth construction in accordance with drawing, NAVSHIPS No. 803-2145518.
For determining the need for spray shields on flammable fluid piping, the following spaces are considered auxiliary machinery
spaces in addition to those specifically designated as auxiliary machinery spaces on the ship's general arrangement drawings: spaces
containing oil-fired auxiliary boilers or incinerators, spaces containing emergency gas turbine or diesel engine driven generators or fire
pumps, and other spaces containing steam piping at main steam pressures.
For main and auxiliary machinery spaces on fossil-fueled surface ships, spray shields shall be installed on flanged joints (including
simplex strainer flanged covers) and flanged valve bonnets in piping containing flammable fluid or toxic substances including gage line
piping. For main and auxiliary machinery spaces on other surface ships: Spray shields shall be installed on flanged joints and flanged
valve bonnets in piping containing lubricating oil and hydraulic fluids located in the direct plane of, and 10 feet or less from an electrical
switchboard, electrical equipment enclosure, or motor. Protection is not required for electrical equipment which is watertight, spraytight,
totally enclosed, submersible, or explosion proof.
Spray shields shall be installed on flanged joints (including simplex strainer flanged covers) and flanged valve bonnets in piping
containing flammable fluid other than lubricating oil and hydraulic oil.
For areas outside main and auxiliary machinery spaces, spray shields shall be installed on flammable fluid piping flanged joints and
flanged valve bonnets located in the direct plane of an electrical switchboard, electrical equipment enclosure, or motor.
Spray shields are not required for the following:
Piping not subject to pump discharge pressures, such as lube oil storage tank gravity fill lines, and pump suction piping which
cannot be pressurized through a cross-connection with, or part of, the operation of another system.
Piping located in voids or cofferdams.
Bilge pump discharge piping, except where the pump is part of a tank stripping system.
Oily waste transfer bilge pump discharge piping, except where the pump is part of a tank stripping system.
Tank sounding tubes, air escapes or vents, and overflows.
Gage line piping downstream of a root valve, except for flanged connections.
Piping located inside gas turbine modules and gas turbine generator reduction gear enclosures.
Joints located within metal shielding enclosures for duplex strainers.
Piping on weather decks.
Piping below floor plates except on fossil-fueled steam ships.
Flanges which are self-shielded (e.g., a lip) outside the gasket and the gasket is positively captured. (Drawing, NAVSHIPS
No. 810-2117525 valves, for example).
Union and union type fittings.
Electrical equipment which is totally enclosed, watertight, spraytight, submersible, or explosion proof.
Fuel and lube oil duplex strainers subject to pump discharge pressure shall be provided with safety shields in accordance with the
design guidance of publication, NAVSEA 0948-LP-102-2010. These shields are not required for lube oil duplex strainers for steam
turbine driven machinery in non-fossil fuel steam ships.
Section 505
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505f. Fabrication & Installation

505f1. Fabrication
Subject to material availability, fabrication of non-ferrous piping greater than 4" nps shall be welded. Where alternate methods of
construction are approved herein, silver-brazed joints in piping systems with wall thicknesses of 0.250 inch or greater shall be avoided.
Mitered bends - Mitered bends may be used in nonflammable, nontoxic, incompressible fluid piping systems or gaseous escapes,
overflows, and vents to atmosphere provided the following conditions are met:
The minimum thickness of a segment of a miter bend shall be determined in accordance with this section. The required
thickness thus determined does not allow for the discontinuity stresses which exist at the junctions between the segments. These segments
discontinuity stresses are reduced for a given miter as the number of segments is increased.
Miter bends consisting of miter segments with the included angle of any segment greater than 45 or constructed such that the
intrados segment length is less than 6-times the segment wall thickness shall be limited to internal pressures no higher than 10 PSI. For
these applications, wall thickness allowances for discontinuity stresses may be neglected.
Miter bends consisting of miter segments wherein the included angle of any segment is equal to or less than 45 degrees and the
intrados segment length is equal to or greater than 6-times the required segment thickness can be used in system applications up to and
including 100 lb/in2 provided the total number of full pressure or thermal cycles does not exceed 7,000 for the life of the piping system.
For these services, the wall thickness shall be increased to account for discontinuity stresses. The design calculations shall be prepared as
part of the piping flexibility report and analysis and shall include a discussion as to how the discontinuity stresses are included in the
design.
For all miters, full penetration weld design shall be used in joining miter segments.
505f2. Installation
Wherever remote valve control piping penetrates decks or bulkheads, it shall have a deflection bend on each side of the bulkhead or
deck of not less than the equivalent of 180 degrees bend to a 6-inch radius.
Small sized piping attached to reciprocating equipment shall incorporate the flexibility requirements specified for instrument piping
on drawing, NAVSHIPS No. 810-1385850.
Flange bolts or valve bonnet bolts shall not be used in attaching supports for foundations or piping unless approved by the
Supervisor. Valve bonnet flange bolting may be used to support locking devices in accordance with drawing, NAVSHIPS No.
S4824-1385509.
Clamps and similar support devices shall not be welded to the system being supported or components thereof. Lugs, where required,
may be welded to the pipe to facilitate cold spring or prevent support slippage in vertical runs. Welds facilitating attachment shall be made
parallel to the axis of the pipe in which the weld is made.
Pipes shall be grounded in accordance with the requirements of MIL-STD-1310.
505g. Technical documentation
505g1. Drawings
The requirements for technical documentation relating to the Shipalt development process are specified in Sect. 085. Other technical
documentation requirements related to overhaul are specified in Section 800.
505g2. Calculations and Analyses
Flow calculations, relief valve calculations, flexibility calculations, or other engineering calculations shall be as required by
NAVSEA Tech. Spec. 9090-600 and Section 085.
505g3. Technical Manuals
For all systems affected by modification or new installation, an equipment manual shall be prepared for automatic valves, valve
power operators, and other equipments which are of sufficient complexity to require special familiarization for proper operation and
maintenance. Section 086 herein provides additional requirements for technical manuals.
505g4. System Descriptions
When required, system descriptions for addition to or updating of Ships Information Books shall be provided in accordance with
Section 086.
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505h. Repair and Overhaul (see Section 505b12.)

505h1. General
and not necessarily intended to return overhauled items to the original manufacturing drawing tolerances. The Supervisors Work
Specification shall identify the class of overhaul (i.e. class B) authorized for the item. Where applicable, the Supervisors Work
Where an approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system (i.e., valve, filter)
shall be in accordance with applicable drawings, or technical manuals as modified by the overhaul criteria paragraphs herein.
When replacing existing ship's components and where it is impractical to adhere to MIL-STD-777 requirements, material and
component selection may be in accordance with the original ship system design. This does not apply where the job intent is to upgrade to
current specifications or where ship's systems are known to already have been upgraded to a more current specification or in fire hazardous
areas as defined by MIL-STD-777 where silver-brazing restrictions apply to JP-5, gasoline, hydraulic oil, AFFF (dry piping only), oxygen,
air, nitrogen, propane or other systems as prohibited in MIL-STD-777. All silver-brazing joints removed for repairs or incidental to
modifications in these systems in fire hazardous areas shall be replaced with socket or butt welded joints or NAVSEA approved
mechanical connections. See Section 221 for requirements for boiler blow piping.
Repairs or modifications of existing 90-10 Cu-Ni piping in all CHT systems, and seawater systems susceptible to accelerated erosion
(excluding heat exchanger retubing), shall be accomplished using 70-30 Cu-Ni piping of the same size and specification. Replacement of
existing seawater piping with 90-10 Cu-Ni piping, shall be accomplished only in locations where (1) inspections show no evidence of
accelerated erosion, and (2) seawater velocities (either calculated, or measured) during normal operation satisfy the criteria of NSTM 505,
Table 505-5-1, for 90-10 Cu-Ni; or (3) the expected life of the replacement material meets the remaining service life of the ship.
Inspections for accelerated erosion in seawater piping shall consist of: (1) visual examination of accessible piping interior surfaces, (2) UT
wall thickness measurements of system piping, or (3) review of repair records for frequent pipe replacements. Inspections for accelerated
erosion shall be directed towards locations immediately downstream of turbulence generators such as: orifices, pumps, check valves, short
radius bends, and throttled valves. All Cu-Ni piping shall be replaced from the most convenient flange to flange joints where practical.
When replacing a short section in a long piping run , transitions between 90-10 Cu-Ni and 70-30 Cu-Ni may be flanged, welded, or joined
by a brazed fitting or MAF, as allowed by either MIL-STD-777 or the system diagram. Additionally, all newly installed seawater piping
systems shall satisfy the fluid velocity criteria of NSTM Chapter 505, Table 505-5-1, during normal operating conditions, for the specified
piping material.
Repairs or modifications of existing Cu-Ni piping, excluding heat exchanger retubing, may be accomplished using titanium, except
that titanium may only be installed in those systems, and to the requirements, approved and specified for titanium in 505c1.
Considerations for repairs or modifications should be initial installation cost and life cycle cost, and mission benefits based on, in part,
remaining ship life. Piping shall be replaced from the most convenient flange to flange joint where practicable. Titanium to Cu-Ni
transition shall be in accordance with NAVSEA S9505-A1-DDT-010.
If seawater heat exchanger retubing is required, prior NAVSEA approval is required to replace 90-10 or 80-20 Cu-Ni, with 70-30
Cu-Ni due to lower thermal conductivity and reduced biofouling resistance of 70-30 Cu-Ni leading to reduced heat exchanger
performance. Use of 70-30 Cu-Ni is not approved for individual tube replacement where either 90-10 or 80-20 Cu-Ni is specified.
Repairs or modifications of existing copper service steam and service steam return piping shall be accomplished using Cu-Ni piping
of the same size. Piping shall be replaced from the most convenient flange to flange joint where practical. For living and manned spaces
(such as shops, working areas, messing and berthing areas, crew washrooms and water closet areas, spaces manned during general
quarters), and all other areas where personnel may normally be in close proximity to steam piping (e.g. passageways), or where personnel
escape could be hindered, piping shall be repaired or replaced by welding and inspecting in accordance with NAVSEA S9074-AR-GIB010/278. Use of MAFs per section 505e5 is also acceptable on joints connecting Cu-Ni piping to Cu-Ni piping. Use of MAFs on copper
service steam piping is not permitted due to reliability problems encountered with MAF fittings installed on existing copper pipe. Brazing
in these spaces shall only be used where necessary and when used shall conform to NAVSEA 0900-LP-001-7000 requirements for P-3a
special piping including ultrasonic inspection regardless of size or pressure, with fittings in accordance with MIL-F-24227 or approved
fitting determined to be appropriate by the repair activity and in accordance with MIL-STD-777. For other than these living or manned
spaces, welding is still preferred, however any one of these three joint types (i.e. welded joint, Cu-Ni to Cu-Ni MAF joint, or brazing
except that brazing need only conform to NAVSEA 0900-LP-001-7000 for P-3b piping) may be used.
For insulation
repair/replacement/installation on any existing, modified, or reinstalled copper service steam piping and copper service steam return piping
in the above noted areas, portable insulation pads shall be used around changes in pipe direction (e.g. 90 degree bends) and around all
brazed joints in service steam (and service steam return) to aid in an inspection.
Repair welding and inspections of components shall be in accordance with S9074-AR-GIB-010/278.
Section 505
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Where a visual inspection determines the presence of a defect, utilize 5X magnification to identify if the defect is detrimental to
continued satisfactory and safe operation. Where necessary, the inspection methods of MIL-STD-271 may be employed to quantify the
extent of the defect.
During repair or replacement, upgrading materials or components to latest requirements is permissible providing the upgrade does
not detract from system or component performance or safety and Supervisor approval is obtained.
When a rotating auxiliary is removed for overhaul, the connecting piping alignment shall be checked. If mating flange alignment is
not satisfactory, existing system hangers and arrangement shall be checked and the misalignment shall be corrected.
505h2. Sea Connections
When protection sleeves require replacement, they should be manufactured per paragraph 505b10. Where this new design is not
compatible with this existing installation, the original design shall be used.
Corrosion protection for replacement steel sea chests and overboard discharge fittings shall be in accordance with paragraph 505b11.
505h3. Criteria for Piping Replacement for Repair or Overhaul
For replacement criteria for boiler blowdown and other pressure vessel piping, refer to Section 221.
As specifically authorized by the appropriate work document, 600 and 1200 psi nominal pressure propulsion boiler soot blower
piping and high pressure steam drain piping down to the first drain cutout valve downstream of the orifice shall be surveyed and assessed
for material condition. Visual inspections shall be made for external corrosion and, when internal access develops due to accomplishment
of other work items, for internal corrosion and erosion damage. Ultrasonic wall thickness inspections shall also be made to ascertain if
there is any corrosion or erosion damage of the internal surfaces of the piping. The visual inspection, UT and analysis by the planning
yard shall be used to determine condition of piping for continued safe operation and reliable performance. For propulsion soot blower
piping, these surveys must be accomplished during every CNO scheduled depot level overhaul/availability (PMA) or when damage is
experienced or integrity is suspect, whichever occurs first. When overhauls and availabilities are canceled or scheduled beyond the
established phase maintenance period, the time between inspections shall not exceed 30 months. The visual and ultrasonic inspections
shall extend from the steam root valves to the soot blower flanges and include the entire drainage piping down to the reservoir and up to
the last drain valve.
The inspection periodicity for other piping systems is in accordance with NSTM Chapter 505 paragraph 505-1.3 requirements unless
specifically scheduled in the ship's PMS. The visual inspection, UT survey and associated reporting requirements detailed below for soot
blower and HP drain piping shall also apply to inspection of boiler pressure vessel piping. (The piping included in the Boiler Strength and
Integrity Inspection requirements of NSTM 221).
Piping shall be prepared and inspected for corrosion and erosion damage as follows. Note that based on conditions found by the
visual inspection, ultrasonic inspection may be required at either identical locations or additional adjacent measuring points as selected by
the visual inspector. The visual inspection shall be done concurrently with the UT survey to facilitate the required coordination and
communication between personnel.
a.
Preparation - Prepare sketches and forms required to meet report attributes shown in (d) below. Clean all areas identified
during visual inspection as having aggressive corrosion in the form of loose flaking rust, scale or pitting. Do not use grinders, needle guns
or chipping hammers. Areas inside pits or large wasted excavations may be filled to facilitate transducer placement. Areas adjacent to
small isolated pits must be cleaned and mechanical pit depth measurements taken when indications are greater than 1/32 inch deep. A one
inch wide circumferential band shall be cleaned at locations discussed in (b) below, as well as, at any areas required to pursue minimum
readings. Cleaned surfaces shall be free of rust, paint, scale and corrosion products to produce a clean, moderately bright metal surface.
All pipe hangers shall be removed and particular care taken to clean contact surfaces and temporarily support the weight of the piping.
b.
Ultrasonic Measurements - Ultrasonic thickness measurements shall be made at cross-sectional locations throughout the
entire piping system. In specific locations of the system subjected to significant and aggressive directional changes, pipe size changes, low
points, heel of bends, welds and suspect areas based on visual examination, inspection locations shall be approximately every 3-6 inches
along the pipe. Other locations should be measured every 3 feet. At each location on the pipe the inspection should be at 4 equally spaced
quadrants around the pipe. Each area shall be approximately 45 degrees of the circumference by 1/2 inch long the axis of the pipe. This
area should be scanned and both the lowest reading and the average reading in the area recorded. If scanning shows indications of internal
erosion damage, the indication shall be pursued with the transducer to a point where thickness readings start to increase.
c.
Evaluation Criteria - Pipe with thicknesses equal to or less than the values listed in Table 13 shall be replaced. Pipe with
thicknesses greater than the values listed in Table 13 shall be evaluated to ascertain that continued deterioration will not cause the wall
thickness to go below the values in Table 13 before the next scheduled CNO availability. The depth of pits greater than 1/16 inch deep
shall be subtracted from adjacent UT readings when pit size does not permit transducer placement.
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d.
Analyzing, Reporting and Record Keeping - The above survey inspection results shall be submitted to and evaluated by
the planning yard. The resulting report and recommendations shall include and show the following:
(1) Results of the preliminary visual inspection.
(2) Indicate minimum wall thickness criteria used and source (reference document).
(3) Sketches showing all locations UT tested and areas of corrosion identified during visual inspection must be
provided. The sketches must be detailed enough to locate test points relative to bends, welds, valves and other fittings.
(4) Data sheets showing nominal pipe size (in fractional notation), pipe outside diameter (in decimal notation - 3
places), and lowest and average thickness measurements at 4 points (top, bottom, port and starboard or forward, aft, port and starboard)
approximately 90 degrees apart at each numbered location. If letter designations A, B, C and D are used, the convention is to show "A"
facing up (on horizontal or towards the sketch viewer on vertical), other readings shall proceed clockwise.
(5) Replacement recommendations must clearly identify the sections to be replaced.
(6) Each report shall apply to only one system.
(7) Report distribution shall include the ship, cognizant SGPI, NAVSSES (022) AND NAVSSES (043D).
(8) The name and certification level of the examiner, and specifics on the type of equipment, transducer, frequency,
couplant, etc. used.
NOTE: The activity making the survey shall be responsible for the quality of the survey and the accuracy of the data
recorded. The planning yard shall initiate immediate action to evaluate the data and make an engineering analysis to determine if the
piping needs replacement to assure continued safe operation and reliable performance of the system. The surveying activity shall maintain
records a minimum of six years; the planning yard the life of the ship.
Propulsion soot blower replacement piping shall be carbon steel schedule 80 per either MIL-P-24691/1 Grade B or ASTM A-106
Grade B for all systems with source steam from a boiler auxiliary steam main; replacement piping shall be chrome-molybdenum steel per
either MIL-P-24691/2 Grade P-11 or ASTM A-335 Grade P-11 for all systems with source steam from a main steam system. High
pressure steam drain replacement piping shall be schedule 80 and replacement piping for boiler LP drains and vents to the first valve shall
be schedule 80. Schedule 80 pipe shall not be used for piecemeal replacement in systems built with SCH 40 pipe. When replacement of
any SCH 40 pipe is required, entire system upgrade to schedule 80 must be accomplished.
For piping outside the boiler pressure vessel boundaries and not installed in boiler blow down, soot blower, or high pressure drain
piping systems, the minimum allowable thickness is to be determined using the applicable selected record drawing (SRD) as built
minimum wall thickness for strength; which corresponds to the minimum wall thickness without additional factors for fabrication or
corrosion and erosion. If an SRD is not established, then calculate the minimum allowable thickness using the Section 505b12 formula for
new or modified systems with the exception that the additional thickness A factor shall not be added to compensate for erosion and
corrosion. When the calculated minimum wall thickness is less than 0.050 inch, use 0.050 inch.
505h4. Components
Flat gasket sealing surfaces - Examine sealing surfaces. These surfaces include pipe flanges and parting joint faces. Defects such as
pitting, scratches, and corrosion are allowable provided the density or size of the defect does not form a leakage path spirally or
transversely across 50% of the area between a pressure boundary and the external surface of the part. The depths of individual sealing
surface defects shall not exceed 0.010 inches. No defects are allowable on high pressure steam sealing surfaces of the steam chest
mounting surface.
Emery cloth, filing, grinding, scraping, lapping, or honing may be used to restore the casing to usable condition. Care must be
exercised not to damage plated, ground or polished surfaces rendering them useless as sealing surfaces. When hand repair is not
satisfactory, machining of the surface is allowable to bring it into acceptable condition or to prepare it for welding or plating and
subsequent remachining to drawing specifications. Do not take a clean-up cut on the casing parting joint without careful consideration of
the effect on internal clearances. In neither case shall the initial machining result in a loss of more than 10% of the original material of the
part.
Wall thickness inspection requirements - Erosion is permitted to a depth of 20% of the design wall thickness. However, individual
erosion pockets shall not exceed 2% of the total surface. Pitting is permitted over the entire surface with individual pitting depth not to
exceed 1/8 inch or 20% of the design wall thickness, whichever is less. Concentrated pitting (pit spacing approximately 1/8 inch) of depth
described above is permitted, provided it does not cover an area which exceeds 2% of the total surface. Repair as required in accordance
with the instructions contained herein.
Keyway and key repair criteria - High spots in keyway may be removed by machining or grinding. Do not unnecessarily repair any
keyway; instead, use a step key up to a maximum of 0.010 inch oversize. If key tightness cannot be corrected with a step key, remachine
worn/damaged keyways to recommended oversizes as follows: Maximum of 0.015 inch oversize for a 1/8 inch key and increasing
oversize allowance of 0.010 inch for each 1/8 inch increase in key size up to a maximum of 0.075 inch.
Section 505
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S9AA0-AB-GOS-010
2004 Edition
Flange and Sealing Surface Thickness - For raised face flanges sealed with spiral-wound gaskets, the raised face may be cut down
for resurfacing to a height of 1/16 inch provided:
1.
The outer metal ring on the gasket does not contact the recessed faces of the mating flanges, and
2.
The loss of face height does not cause excessive flange-to-flange facial gap during subsequent flange make-up.
NOTE: The above does not apply to male/female type flanged joints.
For other gasket surfaces, material removed for resurfacing shall not exceed 10 percent of the design or drawing thickness.
Gear teeth repair criteria - Scraping of teeth for the sole purpose of achieving total tooth contact is prohibited. However, scraping is
permissible for the removal of a local hump or deformation unrelated to wear.
Software - Unless otherwise specified, all softwear (gaskets, 0-rings, packing, mechanical seals, etc.) shall be replaced during
overhaul.
Component repair - For economical reasons, the first consideration for component overhaul is the replacement of subcomponents
subject to wear. Also, in the process of overhaul, certain methods of repair are available to correct corrosion, porosity, damage, or wear as
follows:
During repair or replacement, upgrading materials or components to latest requirements is permissible providing the upgrade
does not detract from performance or safety and Supervisors approval is obtained.
Weld repair - Weld repair of components and internals shall be accomplished in accordance with Section 074 and S9074-AR-GIB010/278. Weldability of the item material shall be considered before attempting this repair method. For example, gun metals and bronzes
usually exhibit poor weldability and/or porosity. Certain grades of monel and copper-nickel, plus the highly-alloyed stainless steel per
ASTM A 296 (CN-7M) are weld-repairable. Weld repair is normally used for repairing eroded or damaged castings, eliminating porosity
in castings, and repairing gasket mating faces.
Impregnation - Impregnation of porous, non-ferrous castings, excluding copper nickel, shall be in accordance with MIL-STD-276
and manufacturer's recommendations. The maximum porosity leakage rate, allowable casting materials, and impregnation procedures are
specified in this Military Standard. Impregnation is normally used for eliminating porosity in castings. Impregnated castings are specially
marked and are restricted from any further repair processes which utilize heat in excess of 300F (see MIL-STD-276).
Brazing repairs - Brazing repairs shall be in accordance with NAVSHIPS 0900-LP-001-7000. Brazing repairs will be restricted to
re-attachment of piping connections. As brazing necessitates high heat input to castings, which can cause cracking and porosity,
appropriate measures shall be taken to limit heat input only to the area to be repaired.
Coating and patching compounds - With Supervisors approval, certain non-structural repairs, such as repairing damaged gasket
mating faces, protecting against erosion, 0-ring grooves, etc., may be made in accordance with Section 630.
Valves - Class B overhaul - Technical Repair Standards (TRS) contain complete requirements for class B overhaul of piping system
components. In the absence of an applicable TRS, requirements for a class B overhaul are as follows:
Disassemble, clean, and visually inspect all parts for damage and defects. Pay particular attention to the surface finish and
condition of seats, disks, parting faces, back seats, plugs, gaskets sealing surfaces, spigot fits, seal ring sealing surfaces, sliding surfaces,
etc. Where a visual inspection is not sufficient to verify the presence of a defect or quantify the amount of damage, the inspection methods
of 505h1 may be employed.
Defects or damage (i.e., cracks, pits, erosion, deformation) which are detrimental to continued satisfactory and safe operation,
shall be corrected or where more economical, replaced.
Inspect threaded areas for damage. Inspect stems, stem assemblies, spools, etc. for straightness. Inspect disks, spools, bores,
bonnets, spigot fits, etc. for out-of-roundness. Inspect seats, bores, spools, assemblies, etc. for concentricity. Verify dimensional
conformance of critical items (i.e., sliding clearances, spigot fits, surface finish of seats, disks, seal ring seating areas) to manufacturer's
drawings, technical manuals criteria. Correct conditions which will prevent continual satisfactory and safe operation.
All valves - For metal-to-metal seated valves, machine, grind, lap, or spot-in disks, gates, to seat to obtain 360 line contact.
Reassemble valve using new software (packing, 0-rings, gaskets, seal rings, non-metallic seats and disk inserts, and pins.)
Plug valves - When bluing plugs to bores, 80 percent minimum surface contact evenly distributed over 100 percent of the area is
required with no leak path identifiable.
Vertical misalignment of ports shall not exceed 1/16 inch.
Gate valves - When bluing, the contact line should not exceed 3/16 inch in width and shall appear in the lower 75 percent of the gate
seating surface. Insure clearance exists between the bottom of the gate and the body with the valve closed tightly.
Globe valves (straight, angle, stop check) - When bluing, the contact line should not exceed 1/16 inch width and should appear on
the lower portion of the seat.
Relief valves - During overhaul, existing spring should be replaced or given a test for compression set, spring rate, free length, etc.,
in accordance with the original design criteria.
Attach a metal tag with ship name and hull number, date of lift test, lifting pressure, valve number or identification.
600 lb Class and above steam and feed valves - Requirements of NAVSEA technical manual S9253-AD-MMO-010 through 030 can
be used for the repair and overhaul of 600 and 1200 lb class propulsion plant valves.
Sealing surfaces finish on gates, disks, seats, backseats, and body/bonnet seal ring seating areas should be 32 RMS or smoother.
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Section 505
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Seal ring inlay area should be free of non-design taper.

Stem should be highly polished in the packing contact area.
NAVSEA drawing 803-5001021 shall be used for pressure seal ring area repairs. Oversize 2 rings shall not be used.
Reducing valves - Insure all internal and external sensing lines and ports are clear. Blue check needle/pilot valves for 360 degree
line contact.
Boiler safety valves - NAVSEA Technical Manual 0948-LP-118-5010 shall be used.
Expansion Joints - Inspection and replacement of ASTM F1123 rubber expansion joints shall be per NSTM Chapter 505.
When an existing rubber expansion joint is replaced, mating flange alignment shall be checked. If alignment criteria per NSTM
Chapter 505 is not met, conditions found shall be reported to the Supervisor.
Piping support elements --When variable support elements are repaired or replaced, they shall be adjusted to their originally installed
settings and marked with hot and cold position indicators.
Hose - Replacement hose shall be as specified in NSTM Chapter 480. During overhaul, one-for-one replacements are not required to
meet the minimum free length requirements of NSTM Chapter 505.
Spacers - Use of spacers is permitted as stated in 505e5. In addition, spacers, subject to the physical limitations of 505e5, may be
used in lieu of piping modifications to suit dimensional differences of direct replacement equipment. Maximum of one spacer per flanged
joint. The use of spacers shall be minimized.
505h5. Flexibility
A flexibility analysis per 505d2 is required only when system material or arrangement is changed.
505i. Shock
Mechanical components shall meet the grade of shock specified in Section 072. That section defines the requirements for shock as
they relate to ship's overhaul.
Pipe flanges and standard fittings are not required to be high impact shock tested.
Positions and pressure conditions under which valves shall be mechanically shock tested shall be in accordance with MIL-STD-798.
505j. Cleanliness
505j1. General
For modifications to existing systems, the present cleanliness of non-affected portions shall be maintained by sealing and capping as
specified in 505j3. Cleaning of new, modified, or repaired portions shall be in accordance with requirements herein as supplemented by
NSTM Chapter 505, and shall be limited to that necessary to adequately clean areas affected by authorized work. When practical,
shipboard cleaning shall be minimized or eliminated by component and subassembly cleaning after fabrication and before installation
aboard ship.
505j2. Cleanliness Levels
Cleanliness Level II - Cleanliness Level II is a degree of cleanliness that results in a surface visually free of grease, oil, flux (flush
for flux removal only if required by individual GSO Sections or other NAVSEA documents), scale, dirt, loose particles and any other
contamination foreign to the base metal. Tap water residues on all metals and light superficial rust on carbon steel surfaces, caused by
short time exposure to the atmosphere, are permitted. Light dust on cleaned surfaces is not objectionable, provided that the quantity and
size of the particle does not adversely affect system operations.
Cleanliness Level II Systems
Divers Air (Note 1)
Electronics Distilled Water Cooling (Note 1)
High Pressure Air (Note 1)
Hydraulic Piping Systems (Note 1)
Lubricating Oil Systems (Note 1)
Missile Heating and Cooling
Refrigerant System (Freon and Lithium Bromide - Note 1)
Oxygen System (Note 1)
Air Conditioning Chilled Water System
Auxiliary Steam System
Condensate System (Note 1)
Diesel Freshwater Cooling
Air for Diesel Control, Vital Air, Electronics
Systems, ABC Systems and Pneumatic Control (Note 1)
Section 505
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S9AA0-AB-GOS-010
2004 Edition
Exhaust Piping (Steam)

Feedwater System (Note 1)
Potable Water System (Note 1)
Fuel Service System (Note 1)
Distillate Piping Systems
Fuel Transfer System (Note 1)
Gasoline System
High and Low Pressure Drain System (Note 1)
Main Steam System (Note 1)
Medium Pressure Air (Above 250 PSI and Below 1500 PSIG (Note 1)
Nitrogen Piping System (Note 1)
JP-5 Piping System
Other systems as specified by the Design Agent
Cleanliness Level III - Cleanliness Level III is a degree of cleanliness that results in a surface that is reasonably free of
contamination and any remaining residue on the surface does not interfere with system operations or damage system components.
Cleanliness Level III Systems
Air Escape (Tank Vent)
Air Conditioning Seawater Cooling System
AFFF Concentrate and AFFF/SW Systems
Auxiliary Seawater System
CO2 System
Diesel Exhaust System
Diesel Seawater Cooling System
Distilling Plant, Brine Overboard Discharge System
Distilling Plant, Seawater Feed System
Escape Ppg (Steam)
Firemain System
Halon
Main Seawater Cooling System
Plumbing System
Sanitary and Flushing Piping System
Ship Service Low Pressure Air System (Non-Vital)
Other Systems as Specified by the Design Agent
NOTE 1 - See individual GSO sections for additional special cleaning requirements.
505j3. Sealing and capping of systems and components
Upon removal of components from existing systems, blanks, seals, or caps shall be installed, as necessary, to maintain existing
cleanliness. Overhauled or fabricated components that have been cleaned in the shop shall be adequately blanked, sealed, or capped to
prevent loss of cleanliness during shipping and shipboard installation.
505j4. Local cleaning
Where existing system cleanliness has been lost in a localized area, (such as metal shavings deposited in a pipeline while removing a
section for replacement) cleanliness can be re-established by locally swabbing, wiping, vacuuming, etc. the area to meet the cleanliness
requirements of 505j2.
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Section 505
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505k1. General
For shipboard and in-stop hydrostatic testing and for alternatives to hydrostatic testing, the general acceptance criteria, test duration,
pressure gages, overpressure protection, and safety precautions of NSTM Chapter 505 are applicable.
All inspections and hydrostatic tests shall be completed before the system is operated. Deficiencies revealed during tests shall be
corrected followed by a repeat of the test. All components and piping shall be tested in the shop when possible.
Temporary blanks, plugs, gages, etc., installed to accomplish repair work or testing shall be controlled by one of the following
methods:
Attach a visible tag to the temporary item to assure it is removed prior to system operation.
Maintain a written record of any temporary item with a signed check-off verifying its removal.
Tightness test - All valves shall receive a tightness test as described herein.
Operational test - All valves shall be checked for proper operation as described herein.
Other components - Unless otherwise specified, other components shall receive hydrostatic, tightness, and operational tests.
Non-structural tanks which form a part of a system, but which are not pressurized when in operation shall be tested to the tank design
pressure with the same fluid used to test the associated system.
Pressurized non-structural tanks shall be tested with the associate system. See section 192 for structural tanks.
Hydrostatic test - A hydrostatic test is a test where a component, portion of a system, or entire system is pressurized with a liquid and
inspected for leakage and deformation. The hydrostatic test shall be performed after any required cleaning and flushing but prior to any
required disinfection. Joints, including welds, shall be left un-insulated and exposed for examination during the test, unless they have been
previously satisfactorily tested to at least the pressure specified herein. Hydrostatic tests shall be in accordance with NSTM Chapter 505
except as noted herein.
Unless otherwise specified herein, the hydrostatic test pressure shall be 135 percent of the system design pressure but not less than
50 PSIG. However, the as built hydrostatic test pressure shall not be exceeded unless the purpose of the installation or modification is to
upgrade the system design pressure. Except as noted in NSTM Chapter 505, no leakage or permanent deformation is allowed. At least 30
minutes shall elapse between application of the pressure and inspection at the first joint.
A hydrostatic test is required whenever the strength of the systems or component is affected or when brazing or welding has taken
place on the pressure-containing boundary, when new pressure-containing parts have been installed (excluding valve stems, fasteners, or
software), or when new mechanically attached fittings have been installed.
Precautions shall be taken to avoid possible excessive pressures due to thermal expansion of the test liquid, and to avoid brittle
fractures when tests are conducted at low metal temperatures of ferritic materials. However, the hydrostatic pressure test shall not be
applied until system materials and the test liquid are approximately at the same temperature.
New and repaired sea chests and overboard discharge connections shall be tested with a water nozzle directed at all valves, flanges
and seams or with one of the alternate test methods provided in section 192. If the water nozzle test is used, care shall be taken to direct
water to and inspect all mechanical joints from the sea valve to the shell. No leakage is allowed. When the ship is waterborne, all sea
chests and overboard discharge connections below the waterline shall be examined with no leakage allowed.
The hydrostatic test of shop restored components may be conducted at system hydrostatic test pressure provided specific system end
use application of the component is known, controlled and does not change. Should it become necessary to replace flange joint fasteners
after completion of testing, replacement may be done one fastener at a time without retesting. With the exception of mechanical joints in
the steam, compressed air, and compressed gas systems, mechanical joints which do not leak at hydrostatic pressure do not require
tightness testing at operational pressure. Mechanical joints which leak at hydrostatic pressure shall be corrected and proven tight at
operational test pressure.
Mechanical joints which were not inspected for leakage during the hydrostatic strength test or which are opened following the test
shall be inspected for tightness at system operating pressure.
Tightness test - A tightness test is a test where a portion of a system or entire system is brought up to nominal operating pressure and
temperature and all new or disturbed mechanical joints checked for leakage. Mechanical joints are considered to be valve bonnet joints,
flanges, unions, threaded connections and valve packing. Acceptable leakage criteria for valve packing shall be in accordance with NSTM
Chapter 505
Instrument isolation valve stem cap connections which are reinstalled for test, calibration, vent or drain application point are to be
visually inspected to ensure seating surfaces are undamaged, then made up tight. No further testing is required. New instrument test cap
connections are required to be tested in accordance with NSTM chapter 505, paragraph 505-1.4.3 except subparagraph 505-1.4.3.2(f), leak
test is not required on final joint reassembly.
Operational test - An operational test is a test wherein components and systems are verified to function as designed for normal,
emergency, and manual modes of operation and performance characteristics are verified to be in accordance with manufacturers
information, technical manuals, system drawings, Ship's Information Books, Steam Plant Manuals, etc. This includes, but is not limited to:
Section 505
38
S9AA0-AB-GOS-010
2004 Edition
1.
Verification of unobstructed flow.
2.
Verification of proper system flow, pressures and temperatures.
3.
Verification of proper variable support hanger adjustments.
4.
Verification of component or sub-system operation (i.e., pumps, motors, valve operators, filters, purifiers, desuperheaters,
controls, alarms, safety devices).
5.
Verification of instrument calibration.
6.
Verification of capacities, purity requirements and chemical requirements.
505k2. Components
New design - The following requirements apply to components which are not covered by government specifications, standard
drawings, or approved industry standards:
Proof pressure test - The design pressure (as defined by 505b1) of piping of components whose strength cannot be computed with
satisfactory assurance of accuracy shall be determined by conducting a proof pressure test on the first unit (every size) of a new design.
This test shall be conducted in accordance with the procedures specified in the ASME Boiler and Pressure Vessel Code, Section VIII and
the design pressure (the section VIII maximum allowable operating pressure) shall be established by one of the methods listed therein, as
approved by NAVSEA.
Hydrostatic pressure test - A minimum of one hydrostatic pressure test of at least 1.5 times the system design pressure shall be
applied to the component to check joint tightness and soundness of the pressure containing boundary. There shall be no permanent
distortion, or other distortion which could adversely affect operation of the component. Length of test to be 30 minutes.
Existing Design - The following requirements apply to repaired/overhauled components:
Hydrostatic test - Valves shall receive a hydrostatic test per 505k1 or 505k2 as applicable.
Valve seat leakage tests - All valves shall be given a three minute minimum seat leakage test at their nominal operating pressure.
Leakage rates shall be as specified below. For valves overhauled in place and where it is impractical to measure seat leakage or determine
the source of apparent leakage, a satisfactory Prussian blue check of seat and disc contact areas may be substituted for the three minute
leakage tests.
For testing globe valves, the pressure shall be applied in the direction tending to open the valve. For testing gate, ball, and butterfly
valves, tightness shall be alternately checked with pressure applied in each direction.
Globe, globe stop check, globe angle, plug, gate, globe pressure seal bonnet, bolted bonnet, steam, butterfly, and ball valves - Metal
to metal seated (except butterfly valves) - 10 cc/hr/in of nominal pipe size. For valves less than one-inch nps in size, maximum leakage of
10 cc/hr is permissible.
Globe stop check and bolted bonnet globe stop check valves shall also have a back pressure test performed with the stem in the open
position. Leakage rates shall be 25 cc/hr/in. diameter for valves up to 2 inches inclusive, 50 cc/hr/in. diameter for valves 2-1/2 inches to 10
inches inclusive, and 100 cc/hr/in diameter for valve over 10 inches. Back pressure shall be applied at 50 psig for valves rated at 150 psig
and below and at 100 psig for valves over 150 psig.
Soft seated valves shall have no visible signs of leakage.
Metal-to-metal seated butterfly valves - Seat leakage shall not exceed that specified in MIL-V-22133 for Type II valves.
The hand wheel force for seating manually-operated valves shall not exceed the hand wheel seating forces listed in Table 4. Where a
valve is power-actuated, the seating force generated by the actuator may be used to seat the valve.
Relief valves - Seat tightness tests on relief valves shall be conducted at the required reseat pressure as determined by MS18282 or
MS18283. Allowable leakage shall be per the applicable MIL-SPEC or manufacturer's drawing, whichever is greater.
Check valves - Seat tightness tests conducted on check valves shall be performed at a back pressure of 50 PSI and below and at 100
PSI for valves with primary pressure ratings over 150 PSI. For metal-to-metal seated valves, the leakage rate shall not exceed 25cc/hr/in of
nominal pipe size NPS for valves 2 inch and smaller. The leakage rate for valves 2-1/2 inches to 10 inches inclusive shall be 50cc/hr/in of
nominal pipe size nps and 100 cc/hr/in of nominal pipe size nps for valves over 10 inches nominal pipe size nps. No leakage will be
permitted for valves incorporating a soft seating feature.
Control valves - Control valves shall be tested per the above criteria for globe valves except allowable seat leakage shall be as
specified in the applicable MIL-SPEC or manufacturer's drawing, whichever is greater.
Boiler safety valves - Boiler safety valves shall be overhauled and tested in accordance with Section 221.
Other valves - acceptable leakage rates for strainer plug or ball valves shall be in accordance with the applicable MIL-SPEC or
manufacturer's drawing, whichever is greater.
39
Section 505
S9AA0-AB-GOS-010
2004 Edition
505k3. Test Fluids

Propulsion plant systems which could introduce fluids into the propulsion boilers shall be tested with water meeting the requirements
of NSTM Chapter 220.
For systems not mentioned above, clean fresh water or system fluid shall be used for testing. Where fresh water is detrimental to the
system being tested, use of other fluids requires approval of the Supervisor.
Unless otherwise specified herein, compressible fluids (gas) shall not be used for hydrostatic testing General requirements for
shipboard tests and ship trials are specified in section 092 and 094 herein.
Type of Valve
Gate
Globe and angle
Globe and angle
Section 505
TABLE 9
VALVE OPERATING SPEED WITH HAND PUMPED HYDRAULIC OPERATION
NAVSHIPS drawing or Mil.
Valve size
Minimum rate or
Spec. No.
(inches i.p.s.) time
maximum operating
7 seconds per inch of
2-1/2 to 8
MIL-V-1189 and
gate travel
MIL-V-18110
9 and larger
gate travel
7 and smaller
803-1385541 and
disc travel
803-1385623
8 and smaller
disc travel
60 seconds (1 pump)
3 and smaller
MIL-V-22052 and
MIL-V-22052 (toggle)
80 seconds (1 pump)
3-1/2 to 4-1/2
MIL-V-22052
80 seconds (2 pumps)
5 to 7
MIL-V-22052 (toggle type)
1-1/2 minutes (2 pumps)
8
2 minutes (2 pumps)
9
2-1/4 minutes (2 pumps)
10
40
S9AA0-AB-GOS-010
2004 Edition
TABLE 10
PERMISSIBLE TAPER - FLANGE SPACERS
Maximum thickness
Included angle of
difference of spacer at
taper degreesoutside diameter in inches
minutes (see note)
Flange O.D.
Pipe size
.093
1-30
3-9/16
1/2
.098
1-30
3-3/4
1/2
.100
1-30
3-13/16
3/4
.121
1-30
4-5/8
3/4
.111
1-30
4-5/8
1
.128
1-30
4-7/8
1
.118
1-30
4-1/2
1-1/4
.137
1-30
5-1/4
1-1/4
.133
1-30
5-1/16
1-1/2
.160
1-30
6-1/8
1-1/2
.146
1-30
5-9/16
2
.170
1-30
6-1/2
2
.160
1-30
6-1/8
2-1/2
.196
1-30
7-1/2
2-1/2
.195
1-30
7-7/16
3
.216
1-30
8-1/4
3
.209
1-30
8
3-1/2
.236
1-30
9
3-1/2
.227
1-30
(NAVSEA) 8-11/16
4
.262
1-30
(ANSI) 10
4
.270
1-35
(NAVSEA 9-3/4
5
.270
1-24
(ANSI) 11
5
.270
1-25
(NAVSEA) 10-7/8
6
.270
1-14
(ANSI) 12-1/2
6
.270
1-11
(NAVSEA) 13-1/8
8
.270
1-2
(ANSI) 15
8
.270
0-59
(NAVSEA) 15-3/4
10
.270
0-53
(ANSI) 17-1/2
10
.270
0-51
(NAVSEA) 18-1/80
12
.270
0-45
(ANSI) 20-1/2
12
.270
0-48
(NAVSEA) 19-1/4
14
.270
0-40
23
14
.250
0-30
Over 14
Note: For inspection purposes, the permissible tolerance on angularity is 1/4 degree. However, the
maximum thickness as noted in Table 10 governs.
41
Section 505
S9AA0-AB-GOS-010
2004 Edition
TABLE 11
SYSTEM TAILPIPES IN TANKS AND COMPARTMENTS
Height of open end of
tailpipe above bottom
System served by
of tank or (Note 1)
tailpipe
Tank or compartment
Fuel or ballast
Fuel transfer
6 inches
Fuel overflow or ballast
Fuel transfer
6 inches
Fuel or ballast
Flooding, drainage or tank
(Note 14)
stripping
Fuel overflow or ballast
Flooding, drainage or tank
(Note 14)
stripping
Fuel (stowage)
Transfer
6 inches
Fuel overflow
Transfer
6 inches
Fuel (stowage)
Tank stripping
3/4 inch
Fuel overflow
Tank stripping
3/4 inch
Fuel service (steam propelled ships)
Fuel transfer (pump suction)
2 Feet
Fuel service
Fuel service motor-driven
(See Sect. 541)
pump (recirculation)
Fuel service (gas turbine propelled
Fuel service (suction)
12 inches
ships)
(Note 12)
Fuel service (diesel propelled ships)
Fuel transfer
6 inches
Fuel service (to engine)
10 percent of
height
Fuel service (engine return)
(Note 10)
Fuel service
Tank stripping
3/4 inch
Auxiliary fuel service
Auxiliary fuel transfer
6 inches
Auxiliary fuel service (to
10 percent of
engine)
height
(Note 10)
(engine return)
Tank stripping
3/4 inch
Contaminated oil settling
Fuel transfer
1 foot
Contaminated
Tank stripping
(Note 2)
Contaminated oil
Tank stripping
(Note 10)
JP-5 or ballast
JP-5 transfer
(Notes 8 and 12)
JP-5 overflow or ballast
JP-5 transfer
(Notes 8 and 12)
JP-5 or ballast
JP-5 transfer
(Notes 8 and 12)
JP-5 or ballast
Flooding, drainage, tank
(Notes 15 and 16)
stripping
JP-5 or overflow or ballast
Flooding, drainage, tank
(Notes 15 and 16)
stripping
JP-5 (stowage)
JP-5 transfer
(Notes 8 and 12)
JP-5 overflow
JP-5 transfer
(Notes 8 and 12)
JP-5 (stowage)
JP-5 stripping
(Note 15)
JP-5 overflow
JP-5 stripping
(Note 15)
JP-5 service
JP-5 transfer
(Notes 8 and 12)
JP-5 service
JP-5 transfer
(Notes 8 and 12)
JP-5 service
JP-5 service pump suction
(Notes 12 and 13)
JP-5 service
JP-5 service pump
(See Section 542)
recirculation
Section 505
42
Number of valves in each

tailpipe connection to system
(Note 3)
Two (Notes 4, 6, & 9)
Two (Notes 4, 6, & 9)
One (Note 5)
One (Note 5)
One
One
One
One
One
One
One
One
One
One
One
One
One
One
One
Two (Note 6)
One
One
Two (Notes 4, 6, & 7)
Two (Notes 4, 6, & 7)
Two (Notes 4, 6, & 7)
One (Note 5)
One (Note 5)
One (Note 7)
One (Note 7)
One
One
One
One
One
One
S9AA0-AB-GOS-010
2004 Edition
TABLE 11
SYSTEM TAILPIPES IN TANKS AND COMPARTMENTS (Continued)
System served by
(Note 3)
of tank or (Note 1)
tailpipe
Tank or compartment
One
10 percent of tank
Auxiliary JP-5 service
height
(to engines)
Tank or compartment
System served by
tailpipe

Contaminated JP-5 settling tank
Contaminated JP-5 settling tank
JP-5 drain tank
Gasoline stowage
Gasoline drawoff tank
Cargo oil
JP-5 transfer service

(engine return)
JP-5 transfer
Transfer
Stripping
Stripping & drainage
Sea water compensating
Aviation gas stripping
Main suction for cargo oil
Cargo oil or ballast
Main suction for cargo oil
Cargo oil
Cargo oil
Cargo JP-5
Cargo oil fill and discharge

main
Cargo oil fill and discharge
main
Stripping
Stripping
Main suction for cargo JP-5
Cargo P-5 or ballast
Main suction for cargo JP-5
Cargo JP-5
Cargo JP-5
Cargo JP-5 or ballast
Cargo gasoline
Cargo gasoline
P. W. stowage
Reserved feed
Cargo JP-5 fill and

discharge main
Cargo JP-5 fill and
discharge main
Stripping
Stripping
Cargo gasoline suction
Stripping
P. W. transfer
Reserved feed
Tank or compartment
System served by tailpipe
Cargo JP-5 or ballast

of tank or (Note 1)
(Note 10)

(Note 3)
One
(Note 2)
1 Foot
(Note 2)
1/2 inch
(See Section 542)
(See Section 542)
12 inches
(Note 12)
12 inches
(Note 12)
12 inches
(Note 12)
12 inches
(Note 12)
(Note 15)
(Note 15)
12 inches
(Note 12)
12 inches
(Note 12)
12 inches
(Note 12)
12 inches
(Note 12)
(Note 15)
(Note 15)
4 inches
3/4 inches
(Note 2)
(Note 2)
One
One (Note 6)
One
One
One
One
One

of tank or (Note 1)

(Note 3)
43
One
One
One
One
One
One
Two
One
Two
One
One
One
One
One
One
Section 505
S9AA0-AB-GOS-010
2004 Edition
TABLE 11
SYSTEM TAILPIPES IN TANKS AND COMPARTMENTS (Continued)
System served by
(Note 3)
of tank or (Note 1)
tailpipe
Tank or compartment
Combined holding and reserve feed
Distilled water transfer
(Note 2)
One
(Note 2)
One
L. O. settling
L. O. transfer and
purification (stripping,
drain, and test)
L. O. storage
L. O. transfer
4 inches
One
L. O. storage
Drain and purification
(Note 2)
One
L. O. storage (emergency diesel)
L. O. transfer
4 inches
One
L. O. storage (emergency diesel)
Tank drain
(Note 2)
One
Waste oil, Used lube oil
W. O. Transfer Tank drain
(Note 2)
One
(Note 2)
One
L. O. sump (propulsion
L. O. transfer and
units)
purification (stripping,
drain, and test)
L. O. sump (propulsion
L. O. service
(Note 11)
One (Note 11)
units)
Voids & compartments
Drainage
(Note 2)
One (Note 11)
Drainage
(Note 2)
One
Machinery space bilge
well (ship without
innerbottom)
One
Drainage
2-1/2 inch suction
Machinery space bilge
(Note 2) Main suction
wells (ship with
(mid-height of well but
innerbottom)
not less than 1/2 the
pipe n.p.s.)
Chain locker
Drainage
6 inches
One
Oily waste/water drain
Tank stripping
(Note 2)
One
Collecting tank
Waste water drain
Drainage
(Note 2)
One
Collecting tank
Sewage collecting, holding
Sewage transfer
(Note 17)
(Note 17)
and transfer tank
Notes:
1.
End of each suction tailpipe shall be enlarged to provide an area not less than 1-1/2 times the inside area of the tailpipe.
2.
Height above bottom shall be 1/2 the tailpipe nominal pipe size. Tailpipe location with respect to adjacent plating or other
components shall assure a free suction area around the open end periphery not less than 1-1/2 times the inside area of the tailpipe.
3.
Valves connecting tailpipes to system may be in manifolds. Stop-check valves shall be used in suctions from bilges or other spaces
where accidental flooding should be avoided.
4.
Valve closest to the tank shall have a locking device.
5.
A 3-valve interlock (flooding, drainage, and stripping) shall be installed at system connection.
6.
A test valve shall be installed between the two valves.
7.
JP-5 tailpipes shall not be valved into manifolds for any other type of tank.
8.
Height above bottom shall be 1-1/2 percent of full tank capacity, but not less than 6 inches or more than 24 inches. JP-5 transfer
tailpipes in JP-5 service tanks shall terminate at least 3 inches lower than JP-5 service pump suction tailpipes.
9.
Valves for fuel and tank drains shall be of the highlift type in manifolds; elsewhere, gate valves shall be used.
10. Lines shall enter through or near top of tanks and have an internal pipe or other provision to minimize stirring-up the fluid in the
tank.
11. A valve is not required where pump suction is higher than the level of oil in the tank. Height of open end of tailpipe above the tank
bottom shall not be less than 6 inches. Its height and position in the sump shall assure a flooded pump suction during the roll and
pitch conditions specified in Sect. 070.
12. Tailpipes shall terminate in non-vortex type bellmouths in accordance with drawing, NAVSHIPS No. 810-1385792, type I.
Section 505
44

13.
14.
15.
16.
17.
S9AA0-AB-GOS-010
2004 Edition
Height above tank bottom for aircraft carriers (CV's) and amphibious ships shall be 24 inches in wing tanks and 12 inches for
innerbottom tanks. For other ships, height above tank bottom shall be 12 inches.
Tailpipe shall terminate at lowest point of tank. Tailpipe location with respect to adjacent plating or other components shall assure a
free suction area around the open-end periphery not less than 1-1/2-times the inside area of the tailpipe. Tailpipe height above tank
bottom or doubler plate shall not exceed 1 inch.
Tailpipe shall terminate at the lowest point of tank in a non-vortex bellmouth in accordance with drawing, NAVSHIPS No.
810-1385792, type II or III. Bellmouth height above the tank bottom plate shall be as shown in the drawing.
A 1/4-inch doubler plate shall be installed on tank plating in way of tailpipe.
Specific tailpipe and system valving configuration shall be as supplied or specified by the selected MSD Manufacturer.
ABBREVIATIONS
L.O. - Lubricating oil
W.O. - Waste Oil
P.W. - Potable water
S.W. - Sea Water
JP-5 - Aviation Fuel
D.C. - Damage Control
45
Section 505
S9AA0-AB-GOS-010
2004 Edition
TABLE 12
MAXIMUM ALLOWABLE STRESS FOR PIPE MATERIALS AT VARIOUS TEMPERATURES
Pipe or Tube Description
Temperature, Deg F /"S" Value, KSI
Material
Specification
Classification
100
200
300
400
500
600
650
700
750
800
850
900
950
1000
1050
1100
1150
1200
Carbon steel
welded (1)
ASTM A53
ASTM A53
ASTM A53
MIL-S-22698
ASTM A53
ASTM A53
ASTM A106
MIL-T-20157
ASTM A106
MIL-T-20157
Typ F
Typ E/Gr A
Typ E/GR B
CI D
Typ S/Gr A
Typ S/Gr B
Gr A
Typ A, B, CD
Gr B
Typ E
6.7
10.2
12.7
9.7
12.0
15.0
12.0
12.0
15.0
15.0
6.7
10.2
12.7
9.7
12.0
15.0
12.0
12.0
15.0
15.0
6.7
10.2
12.7
9.7
12.0
15.0
12.0
12.0
15.0
15.0
6.7
10.2
12.7
9.7
12.0
15.0
12.0
12.0
15.0
15.0
6.7
10.2
12.7
9.7
12.0
15.0
12.0
12.0
15.0
15.0
6.7
10.2
12.7
9.7
12.0
15.0
12.0
12.0
15.0
15.0
6.7
10.2
12.7
9.7
12.0
15.0
12.0
12.0
15.0
15.0
6.5
9.9
12.2
9.3
11.6
14.4
11.6
11.6
14.4
14.3
--9.1
11.0
8.3
10.7
13.0
10.7
10.7
13.0
12.9
--7.6
9.2
6.8
9.0
10.8
9.0
9.0
10.8
10.8
---------------------
---------------------
---------------------
---------------------
---------------------
---------------------
---------------------
---------------------
ASTM A335
MIL-T-18165
ASTM A335
MIL-T-18165
Gr P-11
C1 1
Gr P-22
C1 2
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
14.4
14.4
14.4
14.4
13.1
13.1
13.1
13.1
11.0
11.0
11.0
11.0
6.6
6.5
7.8
7.8
4.1
4.0
5.8
5.8
3.0
3.0
4.2
4.2
---------
---------
ASTM A312
ASTM A167
MIL-P-1144
ASTM A312
ASTM A167
MIL-P-1144
ASTM A312
ASTM A167
MIL-P-1144
ASTM A312
ASTM A167
MIL-P-1144
QQ-S-766
ASTM A312
MIL-P-1144
AST A312
MIL-P-1144
Gr 304
Gr 304
Gr 304
Gr 316
Gr 316
Gr 316
Gr 321
Gr 321
Gr 321
Gr 347
Gr 347
Gr 347
Gr 347
Gr 304L
Gr 304L
Gr 316L
Gr 316L
15.9
15.9
15.9
15.9
15.9
15.9
15.9
15.9
15.9
15.9
15.9
15.9
15.9
13.3
13.3
13.3
13.3
13.3
13.3
13.3
13.7
13.7
13.7
13.5
13.5
13.5
14.6
14.6
14.6
14.6
11.3
11.3
11.2
11.2
11.9
11.9
11.9
12.4
12.4
12.4
12.0
12.0
12.0
13.6
13.6
13.6
13.6
10.1
10.1
10.0
10.0
11.0
11.0
11.0
11.3
11.3
11.3
10.9
10.9
10.9
12.7
12.7
12.7
12.7
9.3
9.3
9.2
9.2
10.3
10.3
10.3
10.6
10.6
10.6
10.2
10.2
10.2
11.9
11.9
11.9
11.9
8.7
8.7
8.5
8.5
9.7
9.7
9.7
10.0
10.0
10.0
9.6
9.6
9.6
11.4
11.4
11.4
11.4
8.2
8.2
8.0
8.0
9.5
9.5
9.5
9.8
9.8
9.8
9.5
9.5
9.5
11.2
11.2
11.2
11.2
8.0
8.0
7.8
7.8
9.4
9.4
9.4
9.6
9.6
9.6
9.3
9.3
9.3
10.9
10.9
10.9
10.9
7.9
7.9
7.6
7.6
9.2
9.2
9.2
9.5
9.5
9.5
9.2
9.2
9.2
10.9
10.9
10.9
10.9
7.8
7.8
7.4
7.4
8.9
8.9
8.9
9.3
9.3
9.3
9.1
9.1
9.1
10.8
10.8
10.8
10.8
7.7
7.7
7.3
7.3
8.8
8.8
8.8
9.2
9.2
9.2
9.0
9.0
9.0
10.7
10.7
10.7
10.7
----7.1
7.1
8.6
8.6
8.6
9.2
9.2
9.2
9.0
9.0
9.0
10.7
10.7
10.7
10.7
---------
8.4
8.4
8.4
9.1
9.1
9.1
8.9
8.9
8.9
10.6
10.6
10.6
10.6
---------
8.3
8.3
8.3
9.0
9.0
9.0
8.8
8.8
8.8
10.6
10.6
10.6
10.6
---------
8.0
8.0
8.0
8.9
8.9
8.9
7.8
7.8
7.8
10.1
10.1
10.1
10.1
---------
7.5
7.5
7.5
8.7
8.7
8.7
5.8
5.8
5.8
7.7
7.7
7.7
7.7
---------
6.5
6.5
6.5
7.9
7.9
7.9
4.2
4.2
4.2
5.2
5.2
5.2
5.2
---------
5.1
5.1
5.1
6.3
6.3
6.3
3.0
3.0
3.0
3.7
3.7
3.7
3.7
---------
ASTM A312
ASTM A376
MIL-P-1144
ASTM A271
ASTM A312
ASTM A376
MIL-P-1144
ASTM A312
ASTM A376
MIL-P-1144
ASTM A312
ASTM A312
MIL-P-1144
ASTM A312
MIL-P-1144
ASTM A376
MIL-P-1144
Gr 304
Gr 304
Gr 304
Gr 304
Gr 316
Gr 316
Gr 316
Gr 321
Gr 321
Gr 321
Gr 347
Gr 347
Gr 347
Gr 304L
Gr 304L
Gr 316L
Gr 316L
18.7
18.7
18.7
18.7
18.7
18.7
18.7
18.7
18.7
18.7
18.7
18.7
18.7
15.6
15.6
15.6
15.6
15.6
15.6
15.6
15.6
16.1
16.1
16.1
15.9
15.9
15.9
17.2
17.2
17.2
13.3
13.3
13.2
13.2
14.0
14.0
14.0
14.0
14.6
14.6
14.6
14.1
14.1
14.1
16.0
16.0
16.0
11.9
11.9
11.8
11.8
12.9
12.9
12.9
12.9
13.3
13.3
13.3
12.9
12.9
12.9
15.0
15.0
15.0
10.9
10.9
10.8
10.8
12.1
12.1
12.1
12.1
12.4
12.4
12.4
12.0
12.0
12.0
14.0
14.0
14.0
10.2
10.2
10.0
10.0
11.4
11.4
11.4
11.4
11.8
11.8
11.8
11.3
11.3
11.3
13.4
13.4
13.4
9.7
9.7
9.4
9.4
11.2
11.2
11.2
11.2
11.5
11.5
11.5
11.1
11.1
11.1
13.1
13.1
13.1
9.5
9.5
9.1
9.1
11.0
11.0
11.0
11.0
11.3
11.3
11.3
10.9
10.9
10.9
12.9
12.9
12.9
9.3
9.3
8.9
8.9
10.8
10.8
10.8
10.8
11.1
11.1
11.1
10.8
10.8
10.8
12.8
12.8
12.8
9.2
9.2
8.7
8.7
10.5
10.5
10.5
10.5
11.0
11.0
11.0
10.7
10.7
10.7
12.7
12.7
12.7
9.0
9.0
8.6
8.6
10.3
10.3
10.3
10.3
10.9
10.9
10.9
10.6
10.6
10.6
12.6
12.6
12.6
----8.4
8.4
10.1
10.1
10.1
10.1
10.8
10.8
10.8
10.6
10.6
10.6
12.6
12.6
12.6
---------
9.9
9.9
9.9
9.9
10.7
10.7
10.7
10.7
10.5
10.5
12.5
12.5
12.5
---------
9.7
9.7
9.7
9.7
10.6
10.6
10.6
10.6
10.4
10.4
12.5
12.5
12.5
---------
9.5
9.5
9.5
9.5
10.5
10.5
10.5
10.5
9.2
9.2
11.9
11.9
11.9
---------
8.8
8.8
8.8
8.8
10.3
10.3
10.3
10.3
6.9
6.9
9.1
9.1
9.1
---------
7.7
7.7
7.7
7.7
9.3
9.3
9.3
9.3
5.0
5.0
6.1
6.1
6.1
---------
6.6
6.6
6.6
6.6
7.4
7.4
7.4
7.4
3.6
3.6
4.4
4.4
4.4
---------
seamless
Alloy Steel
seamless
1-1/4Cr-1/2 Mo
1-1/4Cr-1/2 Mo
2-1/4Cr-1 Mo
2-1/4Cr-1 Mo
Stainless steel
welded (1)
18Cr-8Ni
18Cr-8Ni
18Cr-8Ni
16Cr-12Ni-2Mo
16Cr-12Ni-2Mo
16Cr-12Ni-2Mo
18Cr-10Ni-Ti
18Cr-10Ni-Ti
18Cr-10Ni-Ti
18Cr-10Ni-Cb
18Cr-10Ni-Cb
18Cr-10Ni-Cb
18Cr-10Ni-Cb
18Cr-8Ni
18Cr-8Ni
16Cr-12Ni-2Mo
16Cr-12Ni-2Mo
seamless
18Cr-8Ni
18Cr-8Ni
18Cr-8Ni
18Cr-8Ni
16Cr-12Ni-2Mo
16Cr-12Ni-2Mo
16Cr-12Ni-2Mo
18Cr-10Ni-Ti
18Cr-10Ni-Ti
18Cr-10Ni-Ti
18Cr-10Ni-Cb
18Cr-10Ni-Cb
18Cr-10Ni-Cb
18Cr-8Ni
18Cr-8Ni
16Cr-12Ni-2Mo
16Cr-12Ni-2Mo
TABLE 12 - MAXIMUM ALLOWABLE STRESS FOR PIPE MATERIALS AT VARIOUS TEMPERATURES (Continued)
Section 505
46

Pipe or Tube Description
Material (5)
Specification
Copper (1)
seamless
ASTM B88
MIL-T-24107
ASTM B280
WW-T-799
ASTM B88
MIL-T-24107
ASTM B280
WW-T-799
Brass
seamless
MIL-T-20168
MIL-T-20219
Copper-nickel
welded (2)
70Cu-30Ni
MIL-T-16420
90Cu-10Ni
MIL-T-16420
90Cu-10Ni
MIL-T-15726
seamless
70Cu-30Ni
90Cu-10Ni
Nickel-copper
seamless
Aluminum
seamless
Ni-Cr-Mo-Cb
welded (2) (3)
seamless (4)
Titanium
Seamless Pipe
Welded Pipe
Welded
Plate/Sheet
Temperature, Deg F / "S" Value, KSI

250
300
350
Classification
100
150
200
Annealed
Annealed
Annealed
Annealed
Drawn
Drawn
Drawn
Drawn
6.0
6.0
6.0
6.0
9.0
9.0
9.0
9.0
5.1
6.0
6.0
6.0
9.0
9.0
9.0
9.0
4.8
5.9
5.9
5.9
8.6
8.6
8.6
8.6
4.8
5.8
5.8
5.8
8.3
8.3
8.3
8.3
4.7
5.0
5.0
5.0
8.0
8.0
8.0
8.0
Annealed
Drawn
8.0
12.5
8.0
12.5
8.0
11.8
8.0
11.2
Typ II
Typ II
Sheet & Plate
10.8
9.0
9.0
10.4
9.0
9.0
10.2
8.7
8.7
MIL-T-16420
MIL-T-16420
Typ I
Typ I
12.0
10.0
11.6
10.0
MIL-T-1368
CI A 5 IN
CI A 5 IN
17.5
16.6
WW-T-700/5
WW-T-700/5
WW-T-700/5
ASTM B210
ASTM B210
ASTM B210
Alloy 5086, 0
Alloy 5086, 23
Alloy 5086, 43
Alloy 5086, 0
Alloy 5086, 23
Alloy 5086, 43
ASTM B443
ASTM B444
ASTM B446
Alloy 625 Ann

Alloy 625
Alloy 625
ASTM B337 or
B861
ASTM B862
ASTM B265
S9AA0-AB-GOS-010
2004 Edition
400
450
500
550
600
650
4.0
3.8
3.8
3.8
5.0
5.0
5.0
5.0
3.0
2.5
2.5
2.5
2.5
2.5
2.5
2.5
-----------------
-----------------
-----------------
-----------------
-----------------
8.0
10.5
6.0
7.5
3.0
2.0
2.0
---
-----
-----
-----
-----
9.9
8.5
8.5
9.7
8.4
8.4
9.5
8.1
8.1
9.3
7.8
7.8
9.1
7.5
7.5
8.9
6.8
6.8
8.8
6.0
6.0
8.6
5.4
5.4
8.6
-----
11.3
9.7
11.0
9.5
10.8
9.3
10.6
9.0
10.3
8.7
10.1
8.3
9.9
7.5
9.8
6.7
9.6
6.0
9.5
---
17.0
15.6
16.4
14.6
15.9
14.1
15.4
13.6
15.1
13.4
14.8
13.2
14.8
13.1
14.7
13.1
14.7
13.1
14.7
13.1
14.7
13.1
9.3
10.0
11.0
9.4
13.3
14.6
9.1
10.0
11.0
9.2
9.9
10.8
-------------
-------------
-------------
-------------
-------------
-------------
-------------
-------------
-------------
-------------
27.0
30.0
30.0
27.0
30.0
30.0
27.0
30.0
30.0
27.0
30.0
30.0
27.0
30.0
30.0
26.2
29.1
29.1
25.4
28.2
28.2
24.8
27.6
27.6
24.3
27.6
27.0
24.0
26.7
26.7
23.8
26.4
26.4
23.6
26.2
26.2
Grade 2
12.5
12.0
10.9
9.9
9.0
8.4
7.7
7.2
6.6
6.2
5.7
---
Grade 2
Grade 2
10.6
12.5
10.2
12.0
9.3
10.9
8.4
9.9
7.7
9.0
7.1
8.4
6.5
7.7
6.1
7.2
5.6
6.6
5.3
6.2
4.8
5.7
-----
NOTES:
1.
For temperatures up to 406F, the value given at 400F may be used.
2.
For welded pipe or tube wherein radiography is specified for the seam weld, the allowable stress for the seamless pipe or tube may be used.
3.
For temperatures from 700 to 1,000F, the allowable shall be 23.4 KSI.
4.
For temperatures from 700 to 1,000F, the allowable shall be 26.0 KSI.
5.
When drawn or tempered nonferrous materials are used in welded or 60 brazed construction, the maximum allowable stresses shall not exceed the values given herein for annealed material at the temperature shown.
47
Section 505
S9AA0-AB-GOS-010
2004 Edition
TABLE 13 SOOT BLOWER AND HIGH PRESSURE STEAM DRAIN

PIPING PIPE REPLACEMENT CRITERIA
NOMINAL
MINIMUM THICKNESS (INCHES) FOR INTERNAL PRESSURE
SIZE
(NPS)
OUTSIDE
DIAMETER
1/4
3/8
1/2
3/4
1
1-1/4
1-1/2
2
2-1/2
3
3-1/2
4
5
600 PSI NOMINAL PRESSURE
1200 PSI NOMINAL PRESSURE
(INCHES)
CARBON
STEEL*
CARBONMOLY*
CHROMEMOLY**
CARBON
STEEL*
CARBONMOLY*
CHROMEMOLY**
.540
.675
.840
1.050
1.315
1.660
1.900
2.375
2.875
3.500
4.000
4.500
5.563
.070
.070
.070
.070
.070
.070
.070
.070
.071
.087
.099
.112
.138
.070
.070
.070
.070
.070
.070
.070
.070
.070
.080
.091
.103
.127
.070
.070
.070
.070
.070
.070
.070
.070
.070
.075
.086
.096
.119
.070
.070
.070
.070
.070
.081
.092
.116
.140
.170
.195
.219
.271
.070
.070
.070
.070
.070
.074
.085
.107
.129
.157
.179
.202
.249
.070
.070
.070
.070
.083
.105
.120
.150
.182
.222
.253
.285
.352
*For drain piping operated on other than superheated steam.

**For drain piping operated on superheated steam.
NOTE 1: Readings are to be taken during NDT inspection.
NOTE 2: If wall thickness is equal to or less than the values in Table 13, replace prior to pressurizing.
NOTE 3: Propulsion boiler soot blower piping consists of all piping located between the soot blower steam inlet (root)
valve and the soot blower heads, including all drain lines.
Section 505
48
S9AA0-AB-GOS-010
2004 Edition

SECTION 506
OVERFLOWS, AIR ESCAPES AND SOUNDING ARRANGEMENT
506a. Scope
This section contains requirements for overflows, air escapes and sounding arrangements not contained in other
sections of these specifications.
506b. Overflows (New Installations and Modifications to Existing Systems)
General - Overflows shall be installed for all compartments or tanks into which liquid is delivered under pressure,
except that overflow pipes shall not be installed for:
Reserve feed tanks or other tanks where relief valves are incorporated in the filling system, or on the tank itself, to
protect against pump pressures.
Compartments with AFFF or seawater sprinkler systems, in which ventilation piping is used as the sprinkling
overflow.
Tanks filled through a funnel only.
Overflow piping and components shall be designed so that the combined static and dynamic head in the overflow line
during the most critical overflow condition will not exceed the design head of the tank or compartment multiplied by the
ratio of the yield stress to the allowable stress of the stiffener material.
The maximum overflow rate for each tank shall be design filling rate, ballasting rate or the internal transfer rate
whichever is greater. For overflow tanks which are filled from more than one tank, the combined design filling rate of each
connected tank shall be used. Maximum pump operating characteristics shall also be considered when establishing overflow
rates.
The following fluid characteristics shall be used for determining the respective tank heads:
Fuel - Specific gravity 0.845, viscosity 45 SSU.
JP-5 - Specific gravity 0.810, viscosity 2.6 centistokes.
Sea water - Specific gravity 1.03, viscosity 31 SSU.
Waste oil - Specific gravity 1.025, viscosity 113 SSU.
Overboard discharges shall terminate at least one deck height above the limiting draft waterline except for CHT tanks.
A swing check valve shall be installed in the overflow line from each tank except for CHT tanks. Each check valve shall be
installed in a fore and aft horizontal section of piping. Check valves for tanks shall be located at the high point in the
overflow piping, unless the overflow discharges overboard, in which case the check valve shall be installed at the shell
penetration. For overflows from single tanks only the check valve at the shell penetration is required. Where fuel overflows
penetrate ballistic shell plating see Section 164e for check valve requirements. A reverse bend shall be installed just
upstream of the check valve adjacent to the shell. The size of the overflow from any tank shall not be less than the size of the
fill piping to the tank.
Where port and starboard tanks are interconnected via a cross-flooding trunk at the tank tops, the trunk may be utilized
as a part of the overflow system.
A separate overflow shall be installed for each sewage CHT tank. Each CHT tank overflow shall terminate above the
full load waterline and whenever possible below the lowest plumbing fixture or deck drain served. Where plumbing fixtures
are installed on or below the waterline, the CHT tank overflow shall terminate above the full load waterline and shall be
installed at the lowest possible height. Where practical, the CHT tank overflow shall be combined with the sewage gravity
overboard discharge line outboard of the gag scupper valve; where this configuration is impractical, a separate hull
penetration with a gag scupper valve shall be provided. The CHT tank overflows shall incorporate gag scupper valves in
Section 506
S9AA0-AB-GOS-010
2004 Edition
accordance with drawing, NAVSHIPS No. 810-1385707. CHT tank overflow cross sectional area shall not be less than the
combined cross sectional area of all soil and waste lines which enter the tank.
Overflows from magazines and similar spaces which require sprinkling shall have a check valve at the compartment
boundary. Where ventilation is installed to serve these spaces, the ducts shall serve as a combined overflow and air escape
and shall be sized to meet the greater requirements, except for magazines with liquid fuel capabilities. The requirements for
overflow/air escapes from magazines with liquid fuel capabilities shall be in accordance with NAVSEA
S9000-AB-GTP-010. Where a positive closure is installed in the ventilation duct, a bypass containing a check valve shall be
installed to meet overflow requirements. Where an overflow terminal is located at a height in which the design head of the
magazine would be exceeded during an overflow condition, the overflow may be lowered to discharge on the damage control
deck via a check valve. Vent terminals from magazines shall not terminate within air tight boundaries where the design head
would be exceeded by compressing the displaced air during sprinkling.
Overflows shall be installed to ensure gravity drainage of the piping back to the tank or compartment, except where
ventilation ducts are used as overflows.
The location and arrangement of overflows shall:
Prevent spilling overboard or internally when rolling up to 30 degrees to either side of the vertical.
Prevent or minimize effects of intertank or tank-to-compartment flooding by any combination of damage to piping
and tank boundaries.
Provide runs in protected locations, preferably within tanks and out of machinery, cargo, and similar spaces.
Result in the minimum number of penetrations of watertight or oil tight structure.
Fuel, JP-5, and oily waste overflow systems - Overflows from tanks for JP-5 and fuel shall be separate from each other
and from all other overflow systems.
Overflows from fuel and JP-5 storage tanks shall be led to overflow tanks. Where this would result in excessively long
runs of piping such as from an isolated storage tank, the overflow may be led overboard. Tanks served by the same fill and
transfer manifold or valve group shall overflow to an overflow tank within the group. Overflow tanks shall have
independent overboard overflows.
In general, service tank overflows shall connect to overflow tanks or storage tank overflow mains provided the service
tank overflow high points are sufficiently above the overflow high point of any other tank in the group to prevent backflow
to the service tank under any condition. Where this condition cannot be met, the service tanks shall overflow overboard.
Service tank overboard overflows may be either individual or combined.
For small service tanks located within a space or compartment not in the vicinity of an overflow tank or main,
consideration shall be given to leading the overflow to the oily water drainage system or contaminated fuel settling tank.
Overflows from drain tanks shall discharge to the bilge.
Overflows from contaminated fuel settling tanks and oily waste holding tanks shall be separate from all other
overflows, and shall have independent overboard discharges.
Overflows from waste oil and oily waste holding tanks shall initiate from a low point in the tank. Waste oil tanks shall
overflow to the oily waste holding tank. For ships without oily waste holding tanks the waste oil tank shall overflow to the
bilge.
Overflows within a main subdivision shall be combined, where practicable. Combined overflows from inner bottom
tanks shall discharge, via common risers, to wing overflow tanks. For this arrangement, the inner bottom tank check valve
shall be installed high in the tank near the tank access manhole. Risers shall be located within the wing overflow tanks.
Combined overflow systems shall contain means (excluding valves) for pressure-testing individual tanks.
506c. Air Escapes and Vents (New Installations and Modifications to Existing Systems)
General. - The terms air escape and vent shall be synonymous when applied to tanks or other compartments. For
plumbing vents, see Section 528. For air-deballasted tanks, see Section 551.
Air escapes shall be installed for all compartments having filling, suction, flooding, AFFF sprinkling, seawater
sprinkling, or sluicing arrangements terminating within the space, unless the compartment is always open to atmospheric
pressure. Air escapes shall be installed for all bottled gas stowage compartments.
Section 506
S9AA0-AB-GOS-010
2004 Edition
For magazines fitted with portable pump drainage connections, a valved air escape high on the compartment bulkhead
shall be installed. The valve shall be located in the vicinity of the drainage connection, outside the magazine (see Section
528).
Compartments having carbon dioxide or HALON flooding systems or in which high pressure air piping is located, and
which may be closed tightly under any material condition, shall have a vent independent of ventilation ducts unless the
design head of the space is in excess of the pressure which can be built up by a leak in the carbon dioxide, HALON, or air
piping when the compartment is secured.
Venting arrangements for compartments having inert gas systems are covered in Section 552.
Vent lines shall be provided for the sewage CHT tanks and shall terminate in the weather. CHT tank air escapes shall
terminate in return bends, the open ends of which shall be enlarged to 1-1/2 times the diameter of the air escape pipes and
fitted with double screens which shall be removable for cleaning. The inner screen shall be cone-shaped and of 40 mesh
material with the clear area through the screen equal to that of the escape pipe. The outer screen shall be fitted 1/2-inch from
the inner screen and shall have 1/2-inch square openings. Screens shall be bronze, brass, or nickel-copper alloy and shall be
installed so that they cannot be easily painted over or damaged. CHT tank air escapes shall be sized such that the seal of any
plumbing trap will not be subjected to a pressure differential of more than 1-inch of water when both sewage pumps are
discharging at their maximum anticipated flow rates, but in no case shall be less than 1-1/2 inches nominal pipe size. These
air escapes shall not terminate in the vicinity of doors, hatches, air ports, or ventilation intake openings to prevent vented air
from being drawn into ship interior spaces. Air escapes from CHT tanks shall be independent of all other air escapes.
Nonfloodable voids, whether or not they form a part of the underwater side protective system, shall not have air escapes
unless the void contains pressure piping or has a suction connection from the drainage system. If venting is required, 2-inch
nominal pipe size will generally be considered adequate based on slow leakage and not on complete failure of the pressure
piping.
Nonfloodable voids which are adjacent to manned spaces, and which require venting, may have a 1-1/2-inch nominal
pipe size pressure relief valve in lieu of an air escape. The relief valve shall be installed on the sounding tube and shall
discharge into the manned space. It shall be set to be fully relieved at the design head of the void.
Air escapes shall be run with the maximum attainable rising pitch from the tank to the terminal end, with no pockets, to
facilitate drain-back to the tanks served.
Additional air escapes shall be installed for tanks or compartments wherever the shape of the tank prevents complete
venting by one air escape. If more than one air escape is required, they may be combined and led to an air escape main or to
the weather deck. Each branch shall be sized for its proportionate share of the full tank or compartment venting rate.
Air escapes shall be combined with overflow pipes, where practicable.
Air escapes shall terminate in the weather, except those from water tanks, voids, and magazines, which may terminate
in ventilated spaces. Lubricating oil tank vents may terminate in the same space in which the tank is located.
Air escapes from tanks or compartments carrying flammable or toxic volatiles shall terminate clear of air ports,
ventilation intakes, other openings into the ship, and sources of ignition such as missile blast and combustion exhaust gas
outlets.
Air escapes from reserve feed or potable water tanks shall not terminate in spaces assigned primarily for electrical or
electronic equipment. Those from potable water tanks shall have insect screens of 18 mesh and shall not terminate in toilet
or hospital spaces. Screens shall be bronze, brass, copper-nickel or nickel-copper alloy, and shall be installed so that they
cannot be easily painted over or damaged.
To prevent intercompartment flooding, air escapes shall terminate at a height above FWL II. Combined air escapes
which serve compartments in different main subdivisions shall be combined above FWL II.
Air escapes shall be sized in relation to the maximum filling or flooding rate to which the compartment or tank may be
subjected. In general, they shall be sized to limit the air velocity to 25 ft/sec when the tank is being filled at its maximum
design rate, but in no case shall the size be less than 1-1/2-inches nominal pipe size. Air velocity greater than 25 ft/sec is
permitted if it can be shown that the actual air flow rate will not cause excessive back pressure or undesirable fluid spray
carry-over.
Air escapes may be combined, providing requirements herein are met, except that air escapes from tanks carrying
different liquids shall not be combined. If air escapes are combined, a drop-out section shall be installed in each air escape to
Section 506
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permit testing the tanks individually. If air escapes are joined together, or to a header, the area of common air escape or
header shall be not less than that required to limit the air velocity to 25 ft/sec under the most critical conditions when all the
tanks are filled or drained simultaneously. (See air velocity allowance in preceding paragraph).
Terminals of air escapes located in compartments subject to periodic air tests shall be threaded to suit the fittings
supplied with the air testing set.
All air escapes, except those from voids of the underwater side protective system, shall terminate in return bends. Air
escapes from voids of the underwater side protective system shall terminate in valves in accordance with drawing,
NAVSHIPS No. 810-1385730. These valves shall be secured in the open position if the void contains pressure piping.
Otherwise, the valves shall be secured in the closed position. Valves shall be installed on the same deck as that of the flood
valve control station, and approximately 5 feet above the deck, in a location readily accessible to damage control personnel.
Where an air displacement deballast system is installed see Section 551 herein.
Sonar dome air escape vent - Vents shall be installed from all high points within the dome, dome skirt, and sonar sea
chest. This self-drainage vent line shall terminate at the top of the sonar dome fill tank.
Fuel and oily waste tank air escapes - Except for cargo tanks of fleet oilers, air escapes shall be installed in tanks for
fuel, JP-5 and oily waste. The air escapes shall terminate above the weather deck and the lower end may be connected to
overflow piping on the tank side of the check valves, provided the overflow is connected to the highest point on the tank top.
They shall not be combined with sounding tubes. The air escapes shall terminate in return bends, the open ends of which
shall be enlarged to 1-1/2 times the diameter of the air escape pipes and fitted with double screens which shall be removable
for cleaning. The inner screen shall be cone shaped and of 40-mesh with the clear area through the screen at least equal to
that of the escape pipe. The outer screen shall be fitted 1/2 inch from the inner screen and shall be fitted with 1/2 inch square
openings. Screens shall be bronze, brass, copper-nickel or nickel-copper alloy and shall be installed so that they cannot be
easily painted over or damaged.
If air escapes from a number of tanks are grouped, the common main shall be located close under the weather deck.
Air escapes from service tanks and tanks containing oily waste (including contaminated tanks) shall be independent of
all other air escapes.
Vents shall be installed for cargo tanks in accordance with the following:
Cargo oil tanks such as JP-5 and DFM - An independent vent line shall be connected to each expansion trunk on
the weather deck and terminate below the next level in a pressure-vacuum relief valve having a flame screen and weather
hood. The relief valve shall be set at 2 lb/in2 pressure and 1 lb/in2 vacuum.
Contaminated mogas/waste water collecting tanks - The venting system shall consist of a vent line from the
expansion trunk of each tank. Vents shall extend to a height above the weather deck equal to at least 1/3-the beam of the
ship and terminate in a flame arrester with weather hood. The weather hood shall also be a comparable distance (1/3-the ship
beam) from any living or working space, ventilator inlet, or source of ignition such as diesel engine exhaust terminals and
radiating antennae. A pressure relief (spill) valve set at 1 lb/in2 and having a flame screen and weather hood shall be
installed in the vent. The vent system shall have connections for flushing and cleaning. Each vent shall be self-draining to
the expansion trunk. The vent system shall be of sufficient capacity to be able to carry off all displaced air and vapors during
loading of the cargo tanks without opening of ullage plugs or cargo hatches.
Special tanks - In addition to the foregoing requirements, all tanks containing flammable fluids, except highly volatile
fluids such as mogas, which do not form part of the hull, shall have a total venting area (vent plus overflow) not less than that
specified in Table 1, unless equivalent venting is otherwise provided to prevent excessive pressure when the tank is exposed
to an external fire.
506d. Sounding (New Installations and Modifications to Existing Systems)
Sounding provisions shall be installed for all inner bottom compartments, voids, cofferdams (except mogas
cofferdams), peak tanks, drainage tanks, reserve feed tanks, potable water tanks not having pet cocks, for fuel, JP-5,
contaminated fuel settling, waste oil and oily waste holding tanks (including cargo tanks), compartments of underwater
protective systems, clean ballast tanks, and hold compartments adjacent to the shell plating, except those which are manned
under all material conditions. Sounding provisions shall not be installed in magazines, in handling rooms in which
ammunition is stored or in sewage CHT tanks.
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Sounding fittings shall comply with drawing, NAVSHIPS No. 810-1385791, except where they unavoidably form an
obstruction in the compartment in which they are installed, in which case fittings in accordance with drawing, NAVSHIPS
No. 810-1385848 shall be installed. Sounding fittings shall be located on open decks or in passageways. Where this is not
practicable and fittings must be located in a compartment, its location shall be readily accessible and shall not interfere with
the function of the compartment. Sounding fittings shall not be located in locked or carpeted compartments, nor where a
flammable fluid or oily waste from a tank being filled could accidently be discharged from an open fitting on a hot surface,
on electrical or electronic equipment.
Sounding tube fittings serving tanks containing fuel, JP-5 or oily waste shall not be located in main or auxiliary
machinery spaces, spaces containing oil-fired boilers, incinerators, emergency diesel or turbine-driven generators or fire
pumps. For existing installations including those terminating on carpeted decks, spaces containing electrical or electronic
equipment, or where this would require tank or machinery relocations or a sounding tube radius of less than 10 feet, a
floating ball check valve, NAVSEA drawing 803-5959276, shall be installed at the sounding tube terminus in the space.
Sounding tubes from tanks that are only funnel drain filled are permitted to terminate in the above mentioned spaces with a
floating ball check valve installed at the sounding tube terminus, except that the valve is not required if the tank overflow
high point is below the sounding tube terminus.
Sounding provisions shall be such as to measure fluid in a tank or compartment at its lowest level. A sounding tube of
not less than 1-1/2-inches nominal pipe size shall be installed wherever sounding is required. Such tubes may be run on an
angle or they may be bent to a radius of not less than 10 feet. In cofferdams and voids and other spaces where calibration of
fluid level is not required, reverse bends are permitted to accommodate any necessary offset. Sounding tubes shall terminate
close enough to tank bottoms to prevent hanging up of a sounding device or thief sampler when they are being withdrawn
from a tank. A flanged take-down joint shall be installed in each sounding tube approximately 18 inches above terminus in
the tank. Wherever a sounding tube cannot enter the tank being served, it may be run close by and connected to the tank by a
horizontal tube or pipe of the same size as the sounding tube. The connecting tube or pipe shall be located approximately 1
inch above the stripping tail pipe or about 3 inches above the lowest point in the tank. For this type of installation, an
18-inch flanged spool piece shall be installed approximately 6 inches above the bottom vertical terminus of the sounding
tube. A flanged tee at the bottom vertical terminus of the sounding tube is an acceptable alternative. The inside edges of
sounding tube flanges shall be smoothed to prevent hanging up of a sounding device or thief sampler when they are being
withdrawn from the tank.
At the bottom of sounding tubes, a device such as a striking plate welded to the tank bottom or an extra-heavy tee on
the sounding tube, shall be provided to protect the tank plating from damage by the sounding device.
All sounding tubes shall terminate higher than the highest level of the tank or compartment to which they are fitted. For
innerbottom tanks for fuel, JP-5, oily waste, and water, the sounding tubes shall extend to a convenient height above the
adjacent floor plates; for other oil tanks they shall terminate at least one deck height above the top of the tank. Sounding
tubes for potable water tanks shall extend at least 18 inches above the tank top, shall be provided with caps which can be
padlocked closed, and shall have individual sounding rods which can be permanently stowed in its tube. Gate valves shall be
installed at the upper ends of sounding tubes which terminate below the full load waterline for all tanks having one or more
sides formed by the ship shell plating. If a gate valve is required for potable water tanks, the sounding rod shall be stowed in
a stowage tube adjacent to the sounding tube.
Combining sounding tubes and air escapes from compartments subjected to high filling rates such as tanks for fuel and
JP-5 is not permitted. Sounding tubes for these tanks shall be perforated at intervals of about 6 inches and have a cap
designed so that the accumulated air pressure in the tube will be slowly released and pressure in the tank equalized with the
atmosphere before the cap is completely unscrewed.
Sounding tubes and air escapes from compartments subjected to low filling rates such as potable water tanks may be
combined. Where combined with air escapes, the sounding tube shall be perforated under the top of the tank.
For a sounding tube which does not enter at the top of its tank, provision shall be made for venting the sounding tube to
the top of the tank via a connecting tube or pipe of the same size as the sounding tube.
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506e. Repair and Overhaul of Existing Systems

performance profiles and not necessarily intended to return overhauled items to the original manufacturer's drawing
tolerances. The Supervisors Work Specification shall identify the class of overhaul (i.e., class B) authorized for the item.
Where applicable, the Supervisors Work Specification shall invoke the overhaul of the item to be accomplished in
exist, or is not authorized, the overhaul of the item or system shall be in accordance with applicable drawings, or technical
Standards (TRS) are provided in Section 042.
506f. Shock
Section 072 herein defines shock requirements as they relate to ships overhaul.
Overflows, air escapes, and sounding arrangements shall be tested in conjunction with the tank test for tightness. In
addition, all overflows and air escapes shall be given an unobstructed air flow test prior to final tank closure with pressure
source at not greater than 100 PSIG to ensure free flow capability and to ensure all blanks, caps or plugs have been removed.
Sounding tubes shall be tested prior to final tank closure using the ship's sounding device or thief sampler to ensure free
passage of such devices.
TABLE I - TANK VENTING REQUIREMEMENTS
Nominal pipe size of vents which
Required total vent area* (sq. in.)
provides required area (IPS)
Tank capacity gallons
Tank test head
Tank test head
5 lb/in2
10 1b/in2
5 lb/in2
10 lb/in2
Over 10 and up to 20
0.53
0.30
3/4
1/2
0.86
0.53
1
3/4
1.50
0.86
1-1/4
1
2.04
1.50
1-1/2
1-1/4
3.35
2.04
2
1-1/2
4.79
3.35
2-1/2
2
7.39
4.79
3
2-1/2
*(Above values may be interpolated for other tank test values).
Section 506
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2004 Edition

SECTION 507
MACHINERY AND PIPING DESIGNATING AND MARKING
507a. Scope
This section contains processes and procedures for designation and marking of machinery, equipment, instruments, piping,
components, ventilation, and air conditioning systems not contained in other sections of these specifications.
507b. Definitions
Identification plate - A plate installed by a manufacturer on his machinery or equipment which bears essential identification data.
Information plate - A plate installed by a manufacturer or the Contractor that bears essential warning, operating, and maintenance
instructions. An information plate may be in any one of the following formats:
Warning plate - A plate that bears essential precautionary information, the ignoring of which might result in personal injury.
Posted operating instruction - A plate or laminated sheet that displays a copy of operating instructions taken from the
applicable system or equipment technical manual.
Posted diagram - A plate that displays a copy of a system or equipment diagram taken from the applicable system or equipment
technical manual.
Reference data plates - A plate that displays frequently used and generally unchanging data which is useful to the operator,
such as battery temperature/voltage/gases data, speed or depth limits for hardup thrust bearing operation, voltage or current limitations for
the single phase motor, lubrication charts for lubrication systems.
Caution plate - A plate that bears essential precautioning information, which by ignoring, could result in damage to the
equipment, systems, or adjacent structure.
Safety information may be included on applicable information plates.
Label plate - A plate installed by a Contractor which designates the component as part of a shipboard system, designates basic
location number of a component, or provides other necessary identification or information in addition to that appearing on identification
plates or information plates.
Marking plate - A plate used as an identification, information or label plate.
Basic location number - A series of three numbers, separated by hyphens, designating in the following sequence the vertical,
longitudinal, and transverse location of a component in the ship.
507c. General (Marking Plates)
Existing marking plates in serviceable condition shall be retained where applicable. Marking plates not appropriate for reuse on
overhauled equipment or systems shall be removed and replaced with suitable new plates. Marking plates for modified or overhauled
machinery, components and systems shall be similar to that on the existing ship. Marking plates for new systems shall be in accordance
with the requirements of this section and the general material requirements of section 602.
Installation of additional components which require basic location numbers shall not be cause for renumbering of existing
components.
Machinery and equipment installed during overhaul shall have identification plates in accordance with MIL-STD-130 unless
otherwise specified in the applicable specification. New machinery, equipment, operating gear, and systems installed during overhaul shall
have information plates where:
Specified in the applicable referenced document.
Specified herein for a particular application.
Necessary to minimize the possibility of injury to personnel or damage to machinery, equipment, or systems caused by faulty
operation due to lack of posted instructions at place of operation (plates shall include operating instructions, warnings, or diagrams, as
applicable); or
Necessary to minimize the possibility of damage to machinery or equipment from faulty operational maintenance due to lack
of posted instructions at place of operation (plates may include information such as warnings on frequency of lubrication, or lubrication
charts for complicated lubrication systems).
Drawing, NAVSEA No. 805-1640412 shall be used as a guide for determining plates for components and systems.
Label plates and information plates shall be installed on the machinery or equipment they serve, or they may be on adjacent structure
provided they can be easily read from a normal watch standing position or operating station, as applicable.
Section 507
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Adhesives shall not be used for the following applications: Propulsion plant marking plates, die-stamped or indented corrosion
resisting steel or nickel-copper plates; manufacturer identification plates; and plates to be mounted on surfaces not suitable for adhesive,
such as curved surfaces, surfaces not solid, or where the temperature could exceed 250 degrees F.
New identification plates, information plates, and label plates shall comply with Mil. Spec. MIL-DTL-15024. Those in machinery
spaces shall be type H photosensitive aluminum as specified in Mil. Spec. MIL-DTL-15024, except use type C engraved stainless steel
where subject to a severe environment such as foot traffic. Photosensitive etched aluminum plates shall not be used in machinery spaces.
Both the material and method of marking shall be suitable for their environment. To a practical degree, uniformity in material and method
of marking are required in any one application and for similar applications.
In spaces where low-level red or broad band blue illumination is provided, black plates with white inscriptions shall be used. Cut
inscriptions on plastic plates shall not be painted, but shall penetrate the surface lamination to a contrasting-color lamination beneath.
Inscriptions on photographic-process plates shall be black, except as otherwise specified. Names, services, and functions inscribed
on plates, painted on pipes, or used in marking may be abbreviated in accordance with Mil. Std. MIL-STD-12, or other easily understood
abbreviations.
507d. Machinery and Equipment
General - All machinery and associated equipment installed, repaired or modified during overhaul such as pumps, heat exchangers,
and nonstructural tanks (but not furniture type items such as work benches and log desks), shall have a label plate to identify it by
functional name and assigned number. One label plate insufficient for a coupled unit, such as a pump and its driver; but each propulsion
machinery component, even if coupled to another, shall be separately labeled. An auxiliary machinery plant, such as a ship service
generator plant, shall have one label plate at each auxiliary detached component, such as at each pump. Where an attached part of a
component needs further identification for proper operation of the component, and the manufacturer has not provided an identification
plate, the Contractor shall install such identification plate. Such attached components need only be identified by name where the identity
of the component it serves is obvious.
New identification and information plates for propulsion plant equipment for which technical manuals are provided shall not contain
hydrostatic test pressures.
507e. Component Designating
General - Designating of machinery and equipment not explicitly provided for elsewhere herein shall be as follows:
Propulsion plant machinery and equipment - Components of a propulsion plant shall have the same identifying number as their
propulsion shaft. Where there is more than one similar service component for a plant, an identifying letter shall follow the identifying
number. Letters shall start with "A" and shall be in alphabetical sequence. Letter assignment shall be from starboard to port, then from
forward to aft and from a lower to a higher level and shall be identical to the letter used to identify other components in the branch of the
piping system, where applicable.
Further identification is required where duplicate propulsion machinery components are served by similar service auxiliary
machinery components, and shall consist of a digit following the previously specified number and letter designation. Sequential
assignment of digits shall be for components located starboard to port, forward to aft and from a lower to a higher level in that order, and
starting with number "1".
Independent auxiliary plants (such as diesel-generator or refrigeration plant) - Each similar type of plant shall have label plates with
a separate series of assigned numbers. Each series shall begin with the number "1" and shall continue in numerical sequence until all are
numbered. Assignment of numbers shall be based on plant location when progressing space by space and similarly within each space, in
sequence from starboard to port, forward to aft, and from a lower to a higher level except for air conditioning plants which shall be
numbered in sequence from starboard to port, forward to aft without regard to level. Installation of new plants shall not be cause for
renumbering of existing plants.
Where further identification for similar service auxiliaries serving a plant is required, suffixes, starting with letter "A" and continuing
alphabetically, shall be assigned in sequence from starboard to port, forward to aft, and from a lower to a higher level.
Independent auxiliaries - The numbering sequence used with independent auxiliary plants for similar services shall also be followed
for numbering the components of these plants.
507f. Piping Systems Designation and Marking
Pipe painting - Piping in tanks, voids, cofferdams, and bilges shall not be painted unless required by Section 631 for preservation of
the piping material. Piping on weather decks shall be painted the same color as the surrounding structure.
New valve handwheels for shipboard shore connections shall not be color coded, but label plates or plain language markings on the
handwheel shall clearly delineate the shore service for each connection.
Handwheels of gage valves located on gage boards do not require color coding, while gage root valves away from gage boards do.
If the existing valve handwheel or piping color scheme differs from the following, notify the Supervisor, prior to painting, for
guidance as to which colors to use. All paint color numbers shall be in accordance with Fed. Spec. TT-E-489 and FED. STD-595. New
valve and operating levers may be covered with plastic plastisol, Mil. Spec. MIL-P-20689, type 1, class 1, instead of being painted.
Other piping installed or modified during overhaul periods shall be painted as specified in Section 631.
Compressed gas cylinders - Color coding of gas cylinders, shall be in accordance with MIL-STD-101.
Section 507
Piping systems shall be color coded for training and casualty control purposes.
System
Bleed Air
Bleed Air Anti-icing
Bleed Air Masker
Bleed Air Prairie
Bleed Air Starting
Deballast Air
Ship Service-Air, LP (150# or less)
Ship Service Air, MP (above 150 # but less than
1000#)
Ship Service Air, HP (1000# and up)
Gasoline Mogas
Cleaning Fluid
Feedwater
Firemain (incl. root vlvs.)
AFFF solution (concentrate/salt water mix)
Refrigerant
Fuel
Halon 1301
Helium
Helium/Oxygen
Hydraulic oil
Hydrogen
JP-5
Lube oil
Nitrogen
Oxygen
Potable water
Sea water (*)
Sewage
Steam and steam drains
Divers life support systems
AFFF concentrate
Chilled water
Demineralized electronic cooling water
Jacket water
S9AA0-AB-GOS-010
2004 Edition
Color code identification shall be:
Color
Green-gray
Striped green-gray/light blue
Striped green-gray/ light yellow
Striped green-gray/dark blue
Striped green-gray/ orange
Striped tan/black
Tan
Striped dark-gray/ tan
Color No.
16555
16555
16555
16555
16555
10324/17038
10324
16081
Extent
Note A
Note A
Note A
Note A
Note A
Note A
Note A
Note A
Dark grey
Yellow
Brown
Light blue
Red
Striped red/dark green
Dark purple
Yellow
Striped grey/white
Buff
Striped buff/light green
Orange
Chartreuse
Light purple
Striped yellow/black
Light grey
Green
Dark blue
Dark green
Gold
White
Various
Striped light blue/red
Striped light blue/dark green
Striped light blue/dark purple
Striped light blue/black
16081
13538
10080
15200
11105
11105/14062
17100
13538
16187/17886
10371
10371/14449
12246
23814
17142
13538/17038
16376
14449
15044
14062
17043
17886
Various
15200/11105
15200/14062
15200/17100
15200/17038
Note A
Note B
Note B
Note A
Note C
Note D
Note B
Note A
Note A
Note A
Note A
Note A
Note A
Note B
Note A
Note A
Note B
Note A
Note A
Note A
Note A
Note E
Note A
Note A
Note A
Note A
(*) Other than firemain, sprinkling and washdown

NOTE A: Color code only valve handwheels and levers on valves not exposed to the weather.
NOTE B: Color code valves bodies and handwheels exposed to the weather and all interior piping. Piping in tanks, voids, cofferdams
and bilges shall not be color-coded.
NOTE C: All fire plugs and handwheels including associated components (strainer, wye gate, applicators, wrenches, and hose racks)
shall be color-coded.
NOTE D: Color code all handwheels.
NOTE E: See NAVSEA 0994-LP-001-9010, Vol. 1 and 2.
Pipe marking - In addition to special colors required for particular systems, all systems shall be marked for identification. This
marking shall be the functional name of the system. Where necessary for differentiation between two pipes of the same system, the
specific service shall be included. As an example, plumbing drains shall be marked "soil drain" or "waste drain" to suit the type of
drainage carried in the pipe. In addition to the specific service, the system pressure shall be indicated; for example "600 psig steam to
forced draft blowers". For a piping system which has an outside diameter of 2 inches and larger (bare or lagged), markings shall be
painted on pipes or lagging using stenciled letters 1 inch high. For smaller pipes, the lettering size shall be reduced, as necessary, but shall
not be less than 3/8 inch high. Direction-of-flow arrows shall also be painted on. Stencil paint shall be in accordance with Fed. Spec.
TT-P-98. Where pipe sizes are too small for 3/8 inch lettering or flow arrows, label plates inscribed with system name and, where
necessary, the service and flow arrow shall be wired to the pipe or banded with material in accordance with Mil. Spec. MIL-S-23190 and
Military Standard MS-3367 and installed with hand tool, Mil. Spec. MIL-T-81306. In those isolated instances where the surface
temperature exceeds 185F, metal bands (similar to hose clamps) may be utilized for attachment to piping.
The markings shall be applied with paint and use of stencils. Marking shall be white on black background for oxygen piping and
black for other systems, unless the painted color of the pipe is so dark that white must be used for the marking to be legible.
Section 507
S9AA0-AB-GOS-010
2004 Edition
Marking of piping located in tanks, voids, cofferdams, bilges and similar unmanned spaces shall be by label plate curved to fit the
piping and attached in place by full circumferential wiring or banding as described above. Label and attachment shall be made of material
which is compatible with both the pipe and the liquid contained in the space, and the attachment design shall prevent movement of the
label.
Markings shall be spaced not more than 15 feet apart measured along the run of the pipe and shall be applied to the piping in
conspicuous locations, preferably near control valves. Where piping is concealed behind sheathing, the markings shall be spaced not more
than 5 feet apart measured along the run of the pipe.
Piping passing through spaces, including unmanned spaces such as tanks, voids, cofferdams and bilges, shall be marked at least once
in each space; piping in machinery spaces shall be marked at least twice, once near entry and once near exit. Systems serving propulsion
plants and systems conveying flammable or toxic fluids shall be marked at least twice in each space. At the interconnection of systems,
each system shall be marked nearby, wherever this is practicable. Where the service of the pipe is obvious, such as a short vent or drain
from a tank, or where adjacent machinery, equipment, or valves are marked, pipe marking is not required. Unless otherwise specified, or
in special cases where the need is apparent, piping on weather decks does not require marking. Where marking of pipes on weather decks
is required, it shall be by label plate. A label plate shall be provided listing all new pipes installed behind protective battens, in pipe
tunnels, or similar spaces.
In cases where hull valves are not located on or near the associated sea chest or overboard discharge connection, the attached piping
shall be marked in a conspicuous location nearest the hull with the system designation and functional service.
The method for marking deck plates for sounding pipes shall be as shown on drawing, NAVSEA No. 810-1385848.
Component marking - All piping components labeling shall follow the existing ship method.
The functional service only shall be indicated for valves of minor importance, provided adjacent components are identified so that
the system or component the valve serves is apparent.
The functional service and the name of the system or component, as appropriate, shall be indicated where the functional service
designation alone is insufficient, yet further identification by basic location number is unnecessary. Where a valve is installed below a
floor plate or grating or is similarly hidden, a marking shall be installed both on the valve and on or near the portable access plate.
Individual valves in manifolds shall be separately marked; and an information plate indicating the valve combinations for specific services
shall be installed wherever necessary.
Marking of all new valves in systems extending outside of machinery spaces (such as firemain, main drainage, fuel transfer, and
compressed air) other than those associated with the propulsion plant, shall indicate the system name, the functional service, the name and
number of the tank, compartment, gun, or component served (where appropriate), and the basic location number of the valve. This
includes valves associated with damage control.
Damage control valves are those for which damage control diagrams are required to be updated in accordance with Section 664, and
as delineated in Sections 505 and 602.
See Section 602 for damage control closure classification labels.
Valves in each system shall be numbered without respect to valves in other systems; that is, there may be several valves carrying the
same number, but they will be differentiated by the system designation of the valve and piping.
Fire plugs require no system name. However, in addition to their functional service, ("fireplug") and their basic location number, the
designation (name and basic location number) of the cutout valve serving the fireplug shall be indicated.
When both local and remote valve operation is installed, the basic location number at both places of operation shall be that of the
controlled valve.
Where valves are located in tanks, voids, or other normally unmanned spaces, the basic location number indicated shall be that of the
place of remote operation.
For propulsion plant valves associated with propulsion plant systems, such as main steam, auxiliary steam (including auxiliary steam
valves outside the machinery space), feed and condensate, lubricating oil, ship service fuel (between service tank and ship plant), the valve
designation letters and numbering shall be the same method as on the existing ship.
If a valve is deleted from a system after it has been designated, the individual number that it possessed shall not be assigned to any
other valve in that system. Similarly, if a valve is added to a system, it shall be assigned the number immediately following the last valve
number assigned in that system.
The method of marking new valves shall be by marking inscribed on rims of handwheels, by marking on a circular label plate and
secured in place by the handwheel nut or by the adhesive action resulting from the heat curing of the valve handwheel using plastic
plastisol, Mil. Spec. MIL-P-20689, class I, type 1. Where the handwheel size or location prevents the use of the above methods, marking
on a flat rectangular label plate secured to adjacent ship structure or curved to fit the valve or piping (outside of lagging, if any) and
secured in place on the valve or on the piping adjacent to the valve is permissible. Attachment shall be in such a manner as to prevent
movement of the label and assure easy reading. Electrically insulating material shall be used as a backing when metal label plates are
attached to bare valves or piping to prevent electrolytic corrosion between dissimilar metals and to prevent noise.
Letters for the inscription required for the methods of marking described above shall not be less than 1/8 inch high. Straight line
inscriptions are acceptable on circular plates.
Where space is sufficient, new circular label plates installed on valve handwheels shall also include the word "OPEN", with an arrow
indicating direction, if not already inscribed on the handwheel. The space is sufficient if the word "OPEN" and the arrow direction is the
same size as the letters on the label plate, and will fit with the other required markings without exceeding the handwheel size.
Where space is sufficient, new circular label plates installed on valve handwheels shall also include the word "OPEN", with an arrow
indicating direction, if not already inscribed on the handwheel. The space is sufficient if the word "OPEN" and the arrow direction is the
same size as the letters on the label plate, and will fit with the other required markings without exceeding the handwheel size.
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New or modified deck plate markings shall be supplemented by label plates, repeating the deck plate markings, installed on the
bulkhead or beam nearest to and above the deck plate. Such label plates shall be mounted at a distance of not less than 36 inches nor more
than 72 inches above the deck.
507g. Heating, Ventilation and Air Conditioning (HVAC)
Marking procedures for heating, ventilation and air conditioning systems installed, repaired or modified shall be the same as for the
existing installation. Table 1 shall be used as guidance for the installation of label plates. These plates are in addition to any identification
or information plates installed by equipment manufacturers and the closure classification label plates for damage control specified in Sect.
602.
A label plate, installed on the compartment side of the access door of the compartment, shall indicate the compartment number where
the new fan controller or new remote master switch is located for the fan(s) that serve the subject compartment, i.e., "Fan Controller
Location 2-107-1-L".
To indicate where a bulkhead has been utilized as a part of a ventilation system and to prevent unauthorized alteration
of the bulkhead, an information plate shall be attached to the bulkhead stating:
"WARNING, THIS BULKHEAD FORMS A PART OF A VENTILATION SYSTEM
. DO NOT ALTER
WITHOUT PROPER AUTHORITY."
Ductwork treated with anti-sweat coating compound paint shall have the following information painted thereon using stenciled
letters not less than 1 inch high: "ANTI-SWEAT COATING - DO NOT PAINT".
507h. Instruments
Label plates shall be provided for all instruments installed during overhaul. Inscriptions shall indicate the purpose or use of the
instrument and shall bear the designation of the related component or system wherever appropriate. The label plate shall be installed
below the instrument and on the board supporting the instrument. If this is not practicable, an adjacent location is acceptable provided
association of the label and instrument is obvious.
507i. Status Boards
Status boards. - All boards modified, repaired or replaced shall be similar to existing boards.
TABLE 1 - DESIGNATIONS FOR HVAC SYSTEM COMPONENTS
Component
Designations
(Item to be identified)
Required
Example
Fan 2-28-2 Supply Contr.
Fan
Location number and type of systems
Loc. 2-28-0-L
(supply, exhaust. or recir.) and
Remote Master Switch
compartment number in which controller
Loc. 4-30-1-E
and remote master switch are located.
Fan Coil Assembly 2-82-2 serving 2-82-0Fan coil assemblies
Location number compartments served,
L, 2-48-0-L, 2-48-I-L; Thermostat 2-82-2;
thermostat location compartment numbers
Controller 2-28-0-L; Remote Master
where controller and remote master switch
Switch located 3-48-I-P
are located.
Fan 2-28-2 Supply
Controller and Remote Master Switch
Location number of component served.
Supply 1-18-2-C; 2-25-2-L Blow-out 4Compartments served including those that
18-0-M 4-18-2-M Replen. Recirc. systems
may receive blow-out air, recirc. systems
2-30-1; 2-32-2 Remote Master Switch
that receive replenishment air, and
Loc. 4-30-1-E
compartment in which remote master
switch or controller is located. (see Notes
G and H)
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TABLE 1 - DESIGNATIONS FOR HVAC SYSTEM COMPONENTS (Continued)

Component
Designations
Example
Required
Clos. 2-35-1 Supply 3-27-1-L; 4-29-1-E
Location number of closure and
Watertight closures (on discharge side of
compartment secured by the duct. (See
supply systems or suction side of exhaust
Notes A and F)
systems)
Clos. 2-35-1 Prior 1-37-1 Next 2-34-3
Location number of closure and the
Watertight closures (if above service is
preceding or subsequent closure. (See
through a preceding or subsequent closure
Notes A and F)
which controls ventilation to more
compartments)
Weather closure for natural ventilation
Location number of closure compartment
Clos. 01-1-10-L Mat. Exh. 2-10-1-M
ducts
served by duct
Location number of closure and
Clos. 01-12-2 Supply Sys. 2-16-2
Closures on the discharge side of exhaust
ventilation fan served
systems and on suction side of supply
systems, including weather closures
System location number. (See Notes A
Supply Sys. 2-121-1
Trunks and ducts passing thru a
and B)
compartment, unless identified by other
labels in that compartment.
Terminals where necessary to identify
Type of terminal (supply exhaust, return or
their character
replenishment)
Heating coil 2-27-2 Serving 2-59-2-L; 2Duct coils (reheating and cooling)
Location number of and type of coil and
68-2-B Thermostat 2-68-2; contactor 2-28compartment served.
2.
Thermostat location; contactor location if
duct coil is electrical.
Heating coil 02-80-1 Supply Sys. 01-79-1
Duct coils (preheating)
Location number of coil and ventilating
Contactor 02-83-1
system served
Location of contactor
Unit Htr. 01-73-1
Unit heater, unit coolers and gravity coils
Location number and type of component;
Thermostat 01-74-2
Thermostat
location of thermostat
Thermostat 01-31-2; controlling cooling
Location number of thermostat and
coil 01-51-2 and heating coil 01-52-2
cooling coil, heater coil, damper, fan coil
assembly controlled.
Electric contractor for electric heater
Location number of contactor and electric
Contactor 01-31-2; controlling heater 01heater controlled
52-2
Weather openings to natural ventilation
Component and compartments served
Intake Nat. sup. 2-70-4-E
ducts
Weather openings to supply or exhaust
Component and system served
Intake Supply Sys. 2-16-2
systems
Disposable filter (final and/or prefilter)
Location and number of filter and compt.
Disposable filter 2-59-2
serviced. (See Note C)
Prefilter 2-58-2 Serving 3-124-1-E (See
Note C) Filter 3-82-1 3-size 12AF
Filter 3-82-1 3-size 12AF
Cleanable filters
Location number of filter, quantity and
Filter 3-82-1 3-Size 12AF
size required. (See Note D)
Flame-Arrester Assemblies
Location number of component and
Flame-Arrester Filter
compartment served. (See Note E)
Assembly 2-48-2 Size 12AF
Serving 3-39-1-K
Electrostatic precipitators
Location number of precipitator and
Electrostatic precipitator 01-75-2 Recirc.
recirculating system served
System 61-75-2
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TABLE 1 - DESIGNATIONS FOR HVAC SYSTEM COMPONENTS (Continued)

Component
Designations
Example
Required
Overflow - Air Escape check valve (on
Location number of component and
Overflow-air escape check valve 2-75-2
ventilation systems serving magazine).
compartment served.
serving 3-70-1-M
NOTES:
A. Where practicable, duct-system designation may be combined with the closure designation.
B. Ducts and trunks penetrating compartment boundaries are to be labeled unless easily identified by labeled system components
nearby.
C. If equipped with gage, include following note on the label, "Replace when gage indicates dirty filters".
D. If equipped with gage, include following note on the label, "Clean when gage indicates dirty filter".
E.
If equipped with gage, include following note on the label, "Clean when gage indicates dirty filter and/or arrester media".
F.
Closure labels shall be arranged to be plainly visible when the closure is closed or opened. Also, each remote operation station
for a closure shall be provided with a label plate which is a duplicate of that installed at the closure.
G. Where a remote master switch is specified, the controller label plate shall denote the compartment in which the remote master
switch is located and vice versa; the remote master switch label plate shall denote the compartment in which the controller is
located.
H. For controllers and remote master switches, label plates shall be installed warning of dual power sources if applicable.
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SECTION 508
THERMAL INSULATION FOR MACHINERY, EQUIPMENT, AND PIPING
508a. Scope and Definitions
This section contains the requirements for thermal insulation for machinery or piping for non-nuclear applications, when
authorized for new installation or repair, or when existing insulation is disturbed as part of other authorized work.
Replacement of existing insulation, solely to meet the requirements of this section, is not required.
Definitions:
Hot surface insulation - A type of thermal insulation applied on external surfaces of components which are 125
degrees F or higher to protect personnel and limit undesirable heat transfer.
Anti-sweat insulation - A type of thermal insulation applied on components to either prevent formation of
condensation on their external surfaces or to limit absorption of external heat which would be detrimental to the system
operation.
Refrigerant insulation - A type of thermal insulation applied on external surfaces of components conveying cold
fluids, such as refrigerant or brine, to limit absorption of heat by the refrigerant and to prevent ice formation on the surfaces.
Lagging - A protective and confining covering or jacket such as cloth, tape or sheet metal, applied over insulating
materials.
Fastenings - Items such as hooks, wire, and adhesive used to secure insulation materials and lagging.
Machinery covering or pipe covering - A composite covering including a thermal insulation, its fastenings, its
lagging and its vapor barrier (when specified).
Re-usable covers - Machinery covering or pipe covering which can be removed without being damaged and easily
replaced for continued use.
Vapor barrier - a covering applied to the surface of insulation to prevent the penetration of water vapor.
508b. General Requirements (New, Modified and Repaired Installations)
Thermal insulation, lagging, and removable covers for machinery and piping shall be in accordance with MIL-STD-769
and NSTM Chapter 635. In the event of conflict, MIL-STD-769 shall take precedence. The following requirements are in
addition to the preceding documents:
Except where asbestos is existing, replacement material should match existing material, subject to material
availability.
Replacement thicknesses should be in accordance with MIL-STD-769. However, where this is not feasible without
existing piping or structural modification, existing insulation thicknesses not less than the original ship's building
specifications may be allowed. This allowance is not authorized for fire rooms. However, the Supervisor can approve this
allowance in fire rooms when it can be shown that the lack of equivalent insulation value does not significantly affect area heat
stress. Other examples of situations where this allowance can be approved are: Warm-up drains; normally secured piping and
equipment; and short sections of insulation adjacent to components which require removal for repair of the component.
Surfaces which can attain a temperature of 125 degrees F or higher during any service condition shall be insulated
wherever necessary to protect personnel, prevent undesirable transfer of heat to the surroundings, or prevent transfer of heat
from the component wherever such transfer would be detrimental to operation of the component or system.
For maximum fire prevention, exposed surfaces shall always be shielded to prevent oil impingement, where they
can attain a temperature of 400 degrees F or higher, and where impingement of a flammable fluid on these surfaces is a distinct
possibility. Where it can be proven that the only flammable fluid that can impinge on a hot surface is lube oil, the temperature
criteria for shielding of the hot surface shall be a surface temperature of 650 degrees F or higher. See Section 505 for
additional safety requirements for prevention of spray from mechanical joints in flammable liquid piping.
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Steam atomization piping, whose insulation can become soaked with oil, shall be coated with epoxy in accordance with
the procedure given in NSTM Chapter 221-3.1.9.1. Existing metal shielding shall not be replaced with epoxy until the
shielding actually requires replacement.
Metal lagging shall be installed wherever necessary for protecting insulation from damage such as in areas of heavy
traffic, and where insulation can become oil or water soaked, such as fuel burner headers. A surface treatment or covering
shall be installed on metal lagging where necessary for protection of personnel. All lagging shall be fitted securely, neatly and
smoothly; ragged edges of sheet metal lagging are not permitted.
Anti-Sweat Insulation - All components and piping shall be insulated in accordance with the following criteria:
To limit absorption of heat from an external source which would be detrimental to the system, such as a chilled
water and refrigerant system.
To prevent formation of condensation on surfaces of components which would be objectionable from:
A habitability standpoint, such as condensation dripping on personnel.
A danger standpoint, such as condensation dripping on electrical and electronic equipment.
A damage standpoint, such as condensation dripping on stores or supplies.
A maintenance standpoint, such as condensation dripping on machinery, equipment, or painted surfaces of
bulkheads or decks which are normally kept in shipshape condition. Anti-sweat insulation shall not be installed on soil and
waste drain piping in the CHT pump room or on any CHT valves or flanged joints in the system.
Anti-sweat piping insulation shall consist of pre-formed sectional pipe covering fabricated from DOD-I-24688, Type 1
lagged with aluminized polyester/aluminum foil reinforced with fiberglass scrim and with a primer coated surface or MILSPEC. MIL-I-24703.
Anti-sweat piping insulation shall consist of pre-formed pipe covering fabricated from polyphosphazene plastic foam,
Mil. Spec. MIL-I-24 703, or polyimide foam, Mil-Spec. DOD-I-24688, Type I.
On low temperature systems (below 100 F), DOD-I-24688, Type I, shall be pre-lagged or lagged with either
reinforced aluminized polyester/aluminum foil with primer coated surface or fibrous glass cloth, Mil. Spec. MIL-C-20079,
adhered to the polyimide foam with Mil. Spec. MIL-A-3316 adhesive and painted over with vapor barrier paint, Mil. Spec.
MIL-C-19565, Type II. Glass cloth laminated to aluminized polyester/aluminum foil or aluminum foil may be used
alternatively as a vapor barrier. All joints, seams and jacket laps shall be sealed with either . 002" aluminum pressure sensitive
tape or . 007" fibrous glass lagging tape adhered with Mil. Spec. MIL-C-19565 vapor barrier adhesive.
Glass cloth lagging shall be applied to both Mil. Spec. MIL-I24703 and Mil. Spec. DOD-I-24688, Type I to protect
insulation from damage.
For the following applications, strict adherence to the foregoing would not be practicable or desirable and insulation need
not be installed for:
Any cold surface for which freedom of insulation is essential for its proper operation.
When only in an emergency condition does fluid flow in the system which could cause sweating, such as dry pipe
systems.
Where sweating would not be objectionable, such as in voids, shaft alleys, and bilges, and on plumbing fixtures and
the supply and drain piping immediately adjacent to and serving these fixtures. Where unobstructed access is continuously
required for visual inspection.
Bulkhead connections and penetrations - Supplementing requirements in Section 505 pertaining to insulated bulkhead
piping connections, the following applies:
Where refrigerant pipes pass through a non-watertight insulated bulkhead into a refrigerated space, the insulation
shall extend at least 1 inch inside the refrigerated space.
External surfaces of components and piping handling a refrigerant or brine at a temperature of 40 degrees F or
lower shall be insulated with DOD-I-24688, Type 1, lagged with aluminized polyester/aluminum foil reinforced with
fiberglass scrim and with a primer coated surface or MIL. SPEC. MIL-I-24703.
Wherever piping passes through joiner bulkheads or hull structure without the use of a bulkhead fitting, the pipe
covering shall also run through intact, in lieu of butting the covering to either side of the structure.
Pipe Hangers - For insulated refrigerant piping, pipe clamps shall fit over pipe covering. A galvanized sheet steel or
copper shield, at least twice the width of the pipe clamp, shall be installed directly under the pipe clamp. The insulation under
Section 508
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the shield shall have the same outside diameter as that for the adjacent insulation, but the material shall be cork or other rigid
insulation.
For anti-sweat insulated piping, clamps shall be isolated from the pipe by 1/8-inch thick rubber sheet. The insulation
shall cover the clamp. The rods shall be sealed to the vapor barrier.
For requirements pertaining to limitation of heat transmission from hot piping to adjacent structure, such as through pipe
clamps, hangers, braces and anchors, see Section 505.
Materials, such as adhesives, which are in contact with piping, shall not have any adverse effect on the piping material;
for example, insulating materials which can give off halides harmful to corrosion-resisting steel shall not be used.
Re-usable covers over thermostatic steam condensate traps or drain orifice flanges shall be labeled "thermostatic trap" or
"drain orifice", respectively.
Surfaces to which insulation will be applied shall be cleaned and prepared as specified in Section 631.
Pipe covering shall not be installed over mechanical joints in piping until specified pressure tests have been completed.
Covering shall not be installed over steam turbine joints until tests have proved the casing joints tight under operating
conditions.
Machinery and pipe covering shall be installed so that movements of the components, due to thermal or other forces, will
not damage the covering in any way. Fastenings shall not crush or otherwise reduce the insulating value of insulation.
It shall be the contractor's responsibility to ascertain that fastenings provided on components by manufacturers are
adequate for installation of the specified insulation.
Where re-usable covers are used at takedown joints, the covering shall be installed in such a manner so as not to interfere
with servicing of the joint.
508d. Inspections
Insulation shall be inspected per NSTM Chapter 635, Sections 635-1.55 and 635-1.56.
508e. Materials and thickness
Materials and minimum acceptable thickness shall comply with mil-std-769, and as specified herein.
Where a choice of two or more kinds of covering is specified for one temperature range, the contractor may install.
any specified kind provided it is installed on an entire system and compatible components are used throughout. exceptions to
this requirement are that rigid and non rigid insulation hay be used on the same system to facilitate the installation of pipe
hangers; also insulation on piping systems whose design temperature is 180 degrees f or greater shall be calcium silicate in
accordance with mil. spec. MIL-2781.
In low traffic areas, insulation on piping systems whose design temperature is no greater than 370 degrees f shall be
pre-formed sectional pipe covering conforming to DOD-1-24688, type 1, lagged with mil. spec. Mil-C-20079 fibrous glass
cloth facing.
3Section
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Section 508
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SECTION 509
THERMAL INSULATION AND ACOUSTIC ABSORPTIVE TREATMENT FOR DUCTS AND TRUNKS
509a. Scope
This section contains requirements for the repair, modification or new installation of thermal insulation and acoustic
absorptive treatment for ducts and trunks during overhaul work.
509b. General
The installation and repair of thermal insulation and acoustic treatment shall be in accordance with NSTM
S9086-VH-STM-010, Chapter 635. Surfaces to be insulated and acoustically treated shall be cleaned and prepared as
required by NSTM S9086-VD-STM-020, Chapter 631. Oil soaked or damaged thermal insulation and acoustic treatment
shall be replaced or repaired as applicable. Except for asbestos, type of material used in the existing installation may be used
in lieu of those specified herein where compatibility with surrounding installation is considered necessary.
Insulation shall be installed over newly installed watertight ductwork only after specified compartment pressure tests, if
required, have been completed.
Fastenings shall not crush or otherwise reduce the insulating value of the insulation.
Sheathing shall be installed, as directed, to protect insulation from damage and always on insulated ducts that are
adjacent to lavatories, service sinks, water closets, ovens, ranges, dishwashing machines, and food preparation tables. Where
such ducts extend vertically through the deck the sheathing shall be provided from the deck to at least 2 feet above the
working surface of the fixture.
A vapor barrier shall be applied to all insulated ducts in air conditioning systems and to those ventilation ducts which
are insulated to prevent surface condensation.
509c. Thermal Insulation
Thermal insulation shall be applied to ventilation and air conditioning systems to reduce heat losses or gains and to
prevent condensation. Thermal insulation shall be applied to the following specific locations:
On parts of trunks or ducts (including their flanges) of ventilation supply systems carrying unheated air that passes
through normally heated spaces, and on parts of trunks or ducts of all supply systems that pass through or terminate in
heat-producing spaces.
On ducts on the hot side of reheaters, that pass through but not serving compartments, if the temperature
difference between compartment and ducts is greater than 25 degrees F.
On parts of exhaust trunks or ducts from heat producing spaces that pass through spaces other than uptake
plenums.
On parts of air conditioning systems where the space dewpoint is more than 4 degrees F higher than the duct air
dry bulb temperature.
As a minimum, on all air conditioning ductwork from the cooling coil to the fan. If the fan is located upstream of
the cooling coil, insulation shall be applied from the discharge of the cooling coil to a point downstream of the by-pass
branch equal to five times the equivalent diameter of the main.
On distribution ducts in way of berths, if the temperature in the duct is higher than 90 degrees F.
On all trunks and ducts that pass through refrigerated spaces.
On all ventilation heaters wherever protection of personnel is involved.
On air conditioning ductwork located in areas subject to intermittent conditions which may cause condensation to
form on the duct exterior.
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An anti-sweat coating of at least 1/16-inch thickness shall be applied to the ductwork in passages with direct opening to
the weather or that are adjacent to and open to galleys, sculleries, and in the overhead of spaces that have suspended
sheathing.
509d. Removable and replaceable thermal insulated covers
Removable and replaceable insulated covers shall be installed on access covers for insulated portions of air
conditioning systems where the access cover itself does not incorporate thermal insulation. Wherever necessary, covers shall
be quilted to maintain uniform thickness, strength, and rigidity. Covers shall be secured in place by lacing or similar means.
509e. Acoustic Absorptive Treatment
Acoustic absorptive treatment for ventilation and air conditioning systems shall be provided as necessary to meet the
space noise criteria of Section 073.
Where both thermal insulation and acoustic absorptive treatment are necessary, acoustic absorptive treatment only shall
be installed.
509f. Materials
The following materials shall be used for thermal insulation and acoustic absorptive treatment of ventilation and air
conditioning systems:
Thermal insulation for ducts, trunks, ventilation, heaters, insulated covers and flanges:
1 inch fibrous glass blanket per MIL-I-22023 type I (lagged).
1 inch fibrous glass hard surface board per MIL-I-742 type I (not lagged).
1 inch fibrous glass (unfaced board) per MIL-I-742 type II (lagged).
1 inch polyimide foam per DOD-I-24688, type I or type II, Class 2 and MIL-A-23054,.
Sheathing for thermal insulation - Corrosion resisting steel No. 22 USSGA, Fed. Spec. QQ-S-766, class 304, 2B
Finish.
Vapor barrier - MIL-Y-1140, Form 4, Class C, wrapped loosely with 0.5 mil mylar film and on faced board and
on fibrous glass cloth. Use one coat of coating compound Mil. Spec. MIL-C-19565.
Thermal insulation for flanges - Fibrous glass blanket Mil. Spec. MIL-I-22023 type I.
Lagging - Fibrous glass cloth, tape, and thread, Mil. Spec. MIL-C-20079.
Adhesive - Adhesive Mil. Spec. MIL-A-3316. The entire duct surface, insulation outer surface, and outer surface
of lagging shall be coated with adhesive.
Acoustic absorptive material - Acoustic absorptive material Mil. Spec. MIL-I-22023 type II or type III, DOD-I24688 type I or type II, class 2 or MIL-A-23054.
Perforated sheathing for acoustic insulation - Aluminum alloy Fed. Spec. QQ-A-250/8 0.04-inch thick with holes
3/16-inch diameter on 3/8-inch centers, staggered.
Antisweat coating - Anti-sweat paint Fed. Spec. TT-C-492.
509g. Installation
Thermal insulation and acoustic absorptive treatment for trunks or ducts shall be installed in accordance with drawing
804-5773932.
Where preformed insulation is used on round ducts the butted joints shall be staggered. The longitudinal joint shall be
supported at approximately 18-inch intervals by a 2-inch wide fibrous glass cloth tape.
Where banded duct connectors are used in lieu of flanges, the duct insulation and lagging shall terminate 1 inch from
each side of the connector. A strip of fibrous glass blanket covered with fibrous glass cloth shall then be fitted around the
connector, between the terminations of the duct insulation, and held in place by two sheet metal straps, 1 inch wide. A vapor
barrier, if required, and paint shall then be applied.
Where insulation is required on fans, heaters, cooling coils, etc., manufacturer's data plates shall be left exposed.
Where anti-sweat coating, Fed. Spec. TT-C-492, is used, the surface shall be adequately stenciled "DO NOT PAINT"
to prevent an over-coating which may destroy the effectiveness of the anti-sweat coating.
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Section 509
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Section 509
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SECTION 512
HEATING, VENTILATION AND AIR CONDITIONING (HVAC)
512a. Scope
This section contains requirements that relate to the repair, modification or new installation of the ship's heating,
ventilation and air conditioning systems.
512b. Definitions
Air conditioning. The control of dry bulb temperature and limitation of relative humidity by means of mechanically
cooled air.
Design criteria manual (DCM). Where noted herein, refer to the Heating, Ventilation and Air Conditioning Design
Criteria Manual for Surface Ships, publication, NAVSEA 0938-LP-018-0010.
Replenishment air. Weather air that is supplied to air-conditioned compartments to maintain an acceptable level of air
purity.
Ventilation. The movement of air from the weather into the ship or from the ship out to the weather by supply fans, or
ductwork, or a combination thereof.
Zone heating and cooling. Use of a single reheater or cooling coil to service a group of spaces each of which has
approximately the same exposures, use, concurrent load variations, and delivery air temperature requirements.
Blow-out air. air used as replenishment air or air used to replace contaminated air in compartments not normally
ventilation and not included in the system total air quantity which have Class X closure at the compartment boundary.
Total Protection (TP). The filtration and pressurization of a Collective Protection System (CPS) zone to prevent the
ingress of CBR airborne agents in a solid, liquid or gaseous form into the zone.
Limited Protection (LP). The filtration of a CPS zone to prevent the ingress of CBR airborne agents in a solid or
liquid form into the zone.
Total Protection Supply System (TPSS). A ventilation supply system associated with TP.
Total Protection Exhaust System (TPES). A ventilation exhaust system associated with TP.
Limited Protection Supply System (LPSS). A ventilation supply system associated with LP.
Limited Protection Exhaust System (LPES). A ventilation exhaust system associated with LP.
CBR Filter Element. A unit comprised of High Efficiency Particulate air (HEPA) and Carbon filters.
CBR Filter Module. Three CBR Filter Elements housed in series.
CBR Filter Assembly. A group of CBR Filter Elements consisting of a combination of 2, 3, 4, 6 or 9 Modules in
parallel.
CBR Filter Bank. One or more CBR Filter Assemblies (in parallel) associated with a TPSS.
HEPA Filter Bank. One or more HEPA filters in parallel associated with a LPSS.
Pressure Control Valve (PCV). A self-contained, self-activated control device use to regulate pressure within a TP
zone by air volume regulation.
Precooling. the cooling of weather supply air, via cooling coils.
Clean Side (Fan Room). That part of the TPSS fan room or LPSS fan room downstream of the CBR or HEPA filter
bank, respectively.
Dirty Side (Fan Room). That part o the TPSS fan room of LPSS fan room upstream of the CBR or HEPA filter bank,
respectively.
Driptight ducts or trunks. Ducts or trunks made drip tight by welding or soldering seams.
Determination of heating and cooling loads, compartment requirements with respect to temperature limits, ventilation
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rates, humidity limits, and special system requirements shall be in accordance with the DCM, NAVSEA 0938-LP-018-0010,
NAVSEA Design Practices and Criteria Manual, Chapter 510 (DPM) NAVSEA T9500-AA-PRO-130 and the requirements
specified herein. For guidance in selection of heat transfer coefficients, see Design Data Sheet DDS 511-2.
For fire insulation, the heat transfer coefficient for the equivalent thickness of thermal insulation shall be used.
All compartments within the TP envelope shall be pressurized to a minimum operational pressure of 2 inches and a
maximum of 2.5 inches water gage (WG) relative to the atmosphere. In the design of HVAC systems, positive or negative
pressure requirements of specific compartments, with respect to adjacent compartments within the zone, shall be maintained.
Deviations or waivers in regard to the CPS requirements contained in this section require approval
512d. System Requirements
In the detail design of systems it shall be assumed that there is no air flow through weather access openings.
Noise created or transmitted by systems or equipment described in this section shall be considered during the detail
design stage and resilient mountings as described in section 073k or acoustic absorptive treatment as described in section
509, flexible duct connections, or sound traps shall be installed as necessary to insure that the compartment noise level
requirements specified in Section 073 are met. If, after installation, it is found that the specified space noise levels are
exceeded because of the systems or equipments specified in this section, then the offending systems or equipment shall be
modified to reduce the space noise level to within the specified levels. Where ever conditions permit, a minimum of 15 feet
of duct shall be provided between the fan and the fan intake, and between the fan and first discharge opening of recirculation
systems, to facilitate noise treatment.
For guidance in determining the sizes of ventilation ducts and the pressure losses of ventilation fittings, see Design data
Sheets, DDS512-1 and DDS512-2, respectively and appropriate manufacturers information when not available in the Design
Data Sheets.
Available pressure for system design shall be taken from drawing NAVSHIPS No. 810-921984 for vaneaxial fans,
drawing, NAVSHIPS No. 810-925368 for tubeaxial fans and drawing, NAVSEA No. 803-5001058 for centrifugal fans.
Each TP zone shall be served by a minimum of two TPSS and two TPES. Weather openings for each TPSS and each
TPES shall be on opposite sides of the ship. One TPSS with two fans in parallel and one TPES may be used with approval.
CPS dampers shall be provided downstream of each fan used in the TPSS. These CPS dampers shall be manually controlled,
except if the requirement for toxic gas exclusion exists, then these dampers shall be automatic. See this section for criteria on
toxic gas exclusion limits and description of automatic damper requirements and controls.
TP zones containing ventilation grease interceptor hoods shall have and independent TPSS and TPES. TPSS and TPES
fans serving grease interceptor hoods shall be single speed.
TPES serving the TP zone shall be provided with a manually operated CPS damper located downstream of each TP
exhaust fan. The TPES CPS dampers shall be capable of being secured in three positions: full-open, full-closed and an
intermediate position which shall produce an additional pressure loss across the damper so that the system design air volume
is exhausted when the zone is under pressure. The location of the intermediate setting shall be determined by shipboard test
for each TP zone. The damper shall be secured in the full-open position when the zone is not pressurized. Exhaust system
ducting and component sizing shall be based on exhausting the system design air volume when the zone is not under
pressure.
All TPSS and TPES fans shall be classified W.
Each TP supply fan shall be independently connected to its companion CBR Filter Assembly.
TPSS configuration shall be as follows:
An antiblast valve located at the weather inlet to the system in accordance with DTNSRDC Report C-1339.
A prefilter bank made up to Navy Standard air filters.
Navy standard preheaters.
A dirty side air plenum chamber, with weather access only, of sufficient size to allow for ready removal of
prefilters, CBR filter elements and sleeves.
A CBR filter bank with filter elements.
A clean side air plenum sized to provide access to the downstream side of the CBR filter bank to permit blanking
off of CBR filters.
High pressure vaneaxial fan or fans.
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A damper or closure for each fan.

Precooling coil (if required), Navy Standard, located upstream or downstream of fan.
Supply distribution ductwork.
The quantity of TPSS air supplied to a TP zone shall be the greater of 1,200 cfm or the summation of quantities required
to meet the following demands:
Compartment ventilation quantities required to meet DCM rate-of-change, or temperature rise requirements.
Replenishment air requirements of the air conditioning systems within the zone.
Compartment exhaust air requirements in excess of the sum of the ventilation and replenishment air, required
above.
420 cfm air sweep for each type I and type II Airlock and each CBR Decontamination Station (see Section 072).
50 cfm leakage rate for each door, scuttle, hatch , operable window, or combination thereof, that is an access from
a TP zone to an unpressurized area. The leakage rate shall not include accesses for type I and type II Airlocks and CBR
Decontamination Stations. In the event that leakage air requirements become excessive (greater than 20 percent of the total
TPSS air requirement) because of the number of accesses contained within a zone the factor for access leakage may be
reduced from 509 cfm per access to an appropriate leakage factor, but not less than 25 cfm per access. The analysis shall be
submitted to NAVSEA for review ad approval when the reduced access allowance is used.
Excess supply air quantities may be proportioned between replenishment and ventilation air quantities (except for
compartments requiring a negative pressure with respect to surrounding areas) in a manner that best enhances the design of
all systems in the TP zone. In either case, excess air (sweep and leakage air) shall be distributed to permit air flow to sweeps
and leakage points under all conditions of ships operations.
Each TPSS shall have companion exhaust systems of equal capacity, minus the air required for air sweeps for each type
I and type II Airlock, each CBR Decontamination Station, spaces with natural exhaust and the leakage rate described above.
Pressurization within each TP zone shall be regulated by pressure control valves (PCV). The number of vales shall be
determined by the shipbuilder and is a function of physical size limitations of the valve design. One or more valves shall be
installed to maintain operational pressure control. The operational vales shall be sized to relieve 10 percent of the TPSS total
design air quantity plus 50 cfm leakage rate for each door, scuttle, hatch, operable window or combination thereof and natural
exhaust air quantities.
One or more PCVs shall be installed to control over pressure. The over pressure PCVs size shall be determined by an
analysis considering that the largest TPES in the TP zone is down and that the air flow through this PCV is the differential
between the design air flow and the air flow through the system acting as a natural exhaust (fan de-energized) and the 3position damper set at the intermediate loss position.
The operational PCVs for each TP zone shall be set to relieve between 2.25 and 2.50 inches WG. The over pressure
PCVs for each TP zone shall be set to relieve between 2.50 and 2.75 inches WG and shall not allow the TP zone pressure to
exceed 3.00 inches WG.
The PCVs for each TP zone shall be located in passages above FWL II in such a manner to allow for the free discharge
of excess air.
The design of a TPSS shall be based on a pressure drop across the CBR filter bank of 7.0 inches WG and 0.7 inches
WG across the prefilter.
Ducts that contain non-TP filtered air under positive pressure shall not pass through TP zones, except when constructed
as specified herein. LP filtered air shall be considered a non-TP filtered air. All supply and exhaust ducts containing non-TP
filtered air passing through TP zones shall be watertight and of steel construction. In addition, ducts containing non-TP air
under positive pressure shall be of all welded construction in accordance with Section 074. Ducts shall be given a
Magnaflux test or be pressure tested to 5.0 inches WG to check the integrity of welds, and shall have no flanges (except
watertight closure flanges), access plates, or HVAC equipment components within the TP zone.
Ducts that contain non-filtered air under positive pressure shall not pass through LP zones, except when constructed as
specified above. All supply and exhaust ducts containing non-filtered air passing through LP zones shall be watertight and of
steel construction.
TP supply and exhaust system distribution ducting within the TP zones served shall be of steel construction.
All ducts containing non-TYP filtered air that penetrate a CPS boundary shall be labeled as a CPS boundary within the
TP zone. (See Section 602.)
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All ducts containing TP or LP filtered air in dirty areas shall be labeled as a CPS boundary. (See Section 602.)
TPES configuration shall be as follows:
Centrifugal fan.
TPES three position damper (fully open, fully closed and 2 inch WG pressure drop).
Watertight ducting between he damper and the water excluding, weather discharge.
All LPSS and LPES fans shall be classified W.
LPSS configuration shall be as follows:
An antiblast valve located a the weather inlet to the system in accordance with DTNSRDC Report C-1339.
A prefilter bank made up for Navy Standard air filters.
A dirty side air plenum chamber, with weather access only, of sufficient size to allow for ready removal of
prefilters and HEPA filter elements.
A HEPA filter bank.
Vaneaxial two-speed fans.
Supply distribution ductwork.
LPES configuration shall be as follows:
Vaneaxial fans, two speed.
Weather discharge, water excluding.
The design of a LPSS shall be based on a pressure drop across the prefilter bank of 0.7 inches WG, and a pressure drop
across the HEPA filters of 0.5 inches above manufacturers clean pressure drop for rated air flow.
Resilient mountings as described in Sect. 073, or acoustic absorptive treatment as described in Section 509, or flexible
duct connections, or sound traps shall be installed as necessary to ensure that compartment noise level requirements specified
in Section. 073 are met. If, after installation, it is found that the specified space noise levels are exceeded because of the
systems or equipments specified in this section, then the offending systems or equipment shall be modified to reduce the
space noise level to within the specified levels. Wherever conditions require, ductwork shall be provided between the fan and
the fan intake, and between the fan and first discharge opening of recirculation systems, to facilitate noise treatment.
For guidance in determining the sizes of ventilation ducts and the pressure losses of ventilation fittings, see Design Data
sheets DDS 512-1 and DDS 512-2 respectively, and appropriate manufacturer's information when not available in the Design
Data Sheets.
Available fan pressure for system design shall be taken from the Equipment Manual for Heating, Ventilation and Air
Conditioning NAVSEA 0910-LP-432-7800.
A manually operated damper, for temperature control, shall be installed in the branch serving each compartment on a
zone heating or cooling system except those branches serving spaces in which a thermostat is installed.
Humidity control shall be as specified in the DCM and for all spaces which require reheat to limit the relative humidity
to design condition (55 percent maximum).
Installation of duct sections, cooling coils, unit coolers and steam heaters over the following and similar equipment shall
be avoided if at all possible:
Computers
Control panels
Electronic equipment
Generators
Generator terminals
Load center and power distribution panels
Switchboards
Transformer terminals
If duct sections must be routed over such equipment, the ducting shall either be of watertight construction or made drip
tight. Straight duct sections with seam only at top do not require sealing. Ducts shall be arranged to preclude duct
connections over equipment.
Air conditioning duct runs through non-air conditioned spaces, particularly washroom, shower and watercloset spaces,
sculleries and galleys, shall be avoided. If duct sections must be routed through such spaces, ducts shall be insulated in
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To reduce the amount of duct insulation required on recirculating systems, a cooling coil bypass duct may be installed
to bypass sufficient air to maintain the duct dry bulb air temperature no lower than 4 degrees F below the room dew point
temperature.
Air conditioning and ventilation ducts shall not pass through brig cells, except where ducts are boxes in with a 5.1pound steel plate or are an integral part of the structure.
Air conditioning systems shall serve only on TP zone/fire zone and shall penetrate no TP zone/fire zone bulkheads. Air
conditioning systems shall serve only one watertight subdivision and shall not penetrate watertight subdivision bulkheads.
Ventilation systems shall serve only one TP zone/fire zone. Where lack of superstructure prevents weather openings for a
particular TP zone/fire zone, then TP zone/fire zone bulkheads may be penetrated to serve that zone provided the ducts are
carried individually watertight from the weather to the TP zone/fire zone served. Each TP and LP ventilation system shall
serve only one TP or LP zone, respectively.
Ventilation exhaust shall not be discharged to uptake spaces, except for machinery space exhaust, which may be so
discharged if compatible with boiler air intake requirements, both as to amount and temperature.
Where an exhaust duct from a magazine is utilized as an air escape or overflow, a watertight closure with a bypass using
a check valve or a combination valve combining both features, shall be installed.
Air conditioning system serving spaces within a TP zone shall receive replenishment air from Class W TPSS serving
that TP zone.
Replenishment air for air conditioning systems serving spaces outside TP zones shall be taken from Class Z systems,
except that Class Circle W replenishment air shall be used:
Where Class Z systems are not available.
For vital spaces, medical spaces, and squadron and flight crew ready rooms served by Class W recirculation
systems.
Where practical, for all other spaces served by Class W recirculation systems.
Replenishment air branches serving recirculation systems fitted with high efficiency filters, or electrostatic precipitators
shall be directly connected to the system upstream of the filter, unless the replenishment is accomplished outside of the space
served or replenishment air is taken from a TPSS.
Internal access shall be used for natural ventilation if the damage control classification of the access permits it to be
open when ventilation is in operation. These accesses shall be labeled to insure that they are kept open, except when the
material condition requires closing.
Accesses in TP zone bulkheads shall not be used for natural ventilation.
Fumetight doors in fire-zone bulkheads shall not be used for natural ventilation, and supply and exhaust ventilation
systems shall be balanced within the fire zones.
Spaces requiring High Efficiency Particulate Air (HEPA) filters shall be served by an independent recirculation system,
or a system serving like spaces.
Systems servicing spaces contiguous, that is spaces having a common corner, bulkhead, or deck to gasoline cofferdams,
gasoline tank compartments, packaged gasoline stowage compartments, or gasoline tanks, shall not serve any other space and
shall have nonsparking centrifugal type exhaust fans located outside of compartment served. A group of contiguous spaces
may be served by a single system only if the spaces are within the same main subdivision.
Weather openings systems shall be designed and located to prevent shipping seawater, driving rain or spray.
Resistance to entrance of water may be either inherent by reason of location or design, or obtained by use of water-excluding
ventilators. Class W and Circle W ventilation systems shall have weather openings located above FWL II.
Where two supply systems serve a single compartment or a TP zone/fire zone, intakes shall be located on opposite sides
of the ship. If more than two supply systems are required, weather intakes on the same side of the ship shall be separated as
far as practicable.
Discharge outlets of exhaust systems which carry explosive, noxious, or toxic air or fumes shall not discharge across
walking areas.
Supply systems intakes shall be located to prevent recirculation of heated air from combustion air intake openings,
exhaust air, and noxious or toxic fumes and smoke.
Only one Class W or Class Circle W supply system shall be connected to any weather intake. If systems of other
classification have an intake or exhaust in common with a Class Circle W system, recirculation of air through idle fans shall
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be prevented. If closures required for damage control do not fulfill this purpose, dampers shall be installed.
Visual range of light reflected from weather openings of systems shall be within limitations specified for light traps.
Weather openings shall be located clear of gun or missile blast. Where this is not practicable, the intake section of Class
W or Class Circle W systems shall be reinforced as necessary to minimize the effect of gun or missile blast and weather
openings for Class Z systems shall be provided with covers strong enough to withstand the blast.
Class Circle W and Class W supply system weather openings in way of Harpoon and Tomahawk missile systems and
any other missile systems and any other missile systems whose exhaust gases are shown to be of toxic hazard as a result of
test shall have gas exclusion dampers. Where a TPSS damper is required it shall serve as the gas exclusion damper.
Dampers shall be automatic and interlocked to close when supply system fans are de-energized. Supply system fans shall be
wired into weapons system firing circuits such that fans and dampers are secured before firing and automatically restarted at a
minimum of two minutes and a maximum of five minutes after firing. System intake openings shall be assumed to be in
missile toxic plume if the intake openings are within a 50 foot radius of the missile firing point as measured in a horizontal
plane. If test firings of specific missile systems indicate toxic gas ingestion potential for a larger radius than specified above,
gas exclusion dampers shall be provided for these supply systems.
Design air velocities for systems and their components shall be as specified in Table I.
Fan rooms used as plenums for air conditioning systems shall not be subjected to a positive pressure and shall be limited
to not more than 1/2 - inch negative pressure, except for TP over pressure and shall be limited to not more than 0.5 inch
negative pressure with respect to adjacent compartments.
Ventilated compartment on bulk cargo ships having openings less than 8 feet above nonenclosed cargo handling decks,
and not having all explosion-proof electrical equipment shall have ventilation increased (over design requirements) to a 4minute rate of change at a minimum.
For sweep and leakage purposes only, maximum use shall be made of this air to minimize the TPSS air quantity
required from the weather. For this purpose, natural returns for sweep and leakage air to main passages above the damage
control deck from spaces above and below the damage control deck shall be provided. The natural returns shall also provide
a pressure equalization path for watertight and airtight spaces. Natural returns shall comply with Damage Control criteria
512e. Equipment requirements
Fans. - Fans shall conform to the following specifications:
Fans, vaneaxial and tubeaxial, fixed and portable
MIL-F-18953
Fans, centrifugal fixed and portable
MIL-F-19004
Fans, circulating, bracket, non-oscillating
MIL-F-68
High pressure vaneaxial fans shall be in accordance with Mil. Spec. MIL-F-18953 except that sound power levels and
physical dimensions shall be as specified in the DCM.
Where axial flow fans are used, the system shall be arranged so that at least 50 percent of the total air quantity is
provided during any material condition in which the fan is required to be in operation.
When the quantity of air required for air conditioning or ventilation is less than that compatible with good fan selection,
the excess air resulting from the fan selection shall bypass the cooling coil or fan as applicable.
Class W or Class Circle W fans that serve compartments protected by ballistic plating shall be located, if practical, so
that the fans have the same protection as the compartment. If this is not practical, at least half of them (preferably supply
fans) shall be located within such protection.
One bracket fan plus an additional fan for each 300 square feet (or major fraction thereof) of deck area, shall be
permanently installed by securing directly to structure, or where this is not practicable, on circular steel plates, for the
following spaces:
Ventilated issue rooms
Ventilated workshops
Ventilated electronic spaces
Cooling equipment. - Cooling equipment shall conform to the following specifications:
Cooling coils, air duct type and gravity type; cooler units, air
MIL-C-2939
Fan -coil assembly, air condition
MIL-A-23798
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Duct cooling coils of the seawater type shall conform to MIL. Spec. MIL-C-2939, except that:
a. Removable type box headers shall be provided for each end of the coil.
b. Turbuspirals shall not be used.
c. Header boxes, and flange connections, shall be of type II (90-10 Cu-Ni) in accordance with ASTM B369.
Tubes and the coil vent shall be 90-10 Cu-Ni alloy, in accordance with Mil. Spec. T-15005.
d. The drain pan for coils having a face area exceeding six square feet shall have union connections conforming
to Mil. Spec. MIL-F-1183, with preinserted rings.
Cooling apparatus of the following types shall be installed in air conditioning systems:
Gravity type coils in spaces where the electrical equipment is required to be explosion proof, except that fan coil
units which are explosion proof may also be used.
Duct coils, fan coil units or fan coil assemblies for all other compartments. Fan coil units shall conform to MILA-24775. Sixty (60) Series duct cooling coils shall conform to drawings 803-6397313 and 803-6397314.
Duct cooling coils shall be installed with the header in a a vertical position.
The bottom of the connecting duct on the discharge side of duct cooling coils shall be inclined up at least 15 degrees for
a distance equal to or greater than the vertical dimension of the coil face.
Precooling coils shall be installed as necessary for easy drainage of chilled water during cold weather operations.
The total air conditioning heat load requirements of cooling equipment shall be added to other chilled water cooling
requirements in Section 532 to obtain a total connection load. This load (no load factor applied) shall be grouped into zones,
each served by a plant as specified in Section 516. The heat load and chilled water flow rate where practicable in each zone
shall be within plus or minus 5 percent of each other.
Chilled water cooling coils shall be selected for use with 45 degree F chilled water at a flow of 3.6 gal/min/ton of
refrigeration.
Seawater cooling coils shall be selected for use with 85 degree F seawater.
Duct cooling coils, fan coil assemblies and fan coil units shall be sized using the selection procedures of the DPM.
Gravity coils shall be selected in accordance with Design Data Sheet DDS-514-1.
Fan coil assembly manufacturer performance data at 3.6/gal/min/ton of refrigeration shall be used for the selection of
fan coil assemblies.
Gravity coil drains for new installation shall be positioned with drains athwartship where possible. Fore/Aft
installations of gravity coil drains CVs, CVNs, LHAs and LHDs are acceptable.
Heaters - Heaters shall conform to the following specifications:
Heaters, convection
MIL-H-3117
Heaters, space (electric)
MIL-H-22663
Heaters, ventilation duct type,
MIL-H-22594
electric
Heaters, ventilation duct type,
MIL-H-16235
(steam)
Unit heaters, air circulating
MIL-U-17293
Steam heaters shall be provided with a constant source of steam when available.
Spaces that require heat, and that have either mechanical supply or recirculation systems, shall be heated by duct type
heaters. Convection heaters may be used instead of duct type heaters if the required temperature rise is 5 degrees F or less.
A duct heater may be used in the replenishment air branch if the maximum temperature rise on a recirculation system is 5
degrees or less. T type heaters shall not be used in berthing spaces, washroom or showers. Other spaces requiring
heat shall be heated by unit or convection heaters.
Steam or electric heaters shall be used for compartment heating, except that only electric duct heaters shall be used in
the following locations:
Steam heaters shall be used for all applications, except that electric duct heaters shall be used in the following
locations:
Inside vital control and electronic spaces, where it is impracticable to provide heat from steam heaters located
outside the spaces served.
In systems where long runs of steam supply and return lines would be required for small loads.
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In locations where it is impractical to drain steam heaters.

Ventilation systems serving spaces requiring heat shall have a preheater at or near the weather intake and reheaters, as
required, to serve single compartments or groups of compartments. Preheater and reheater functions may be combined in a
single heater if the preheater and reheater would otherwise be located close to each other.
The heat gain resulting in the use of TPSS fans shall be deducted when selecting preheaters.
Heaters in air conditioning recirculation systems shall be installed downstream of cooling coils.
Heaters for ventilation and recirculation systems shall be located in fan rooms wherever practical.
Steam duct heaters should be installed in a vertical position. Where it is necessary to rotate heaters to positions other
than vertical, there shall be thorough drainage of condensate and elimination of air when the ship has a list as indicated in
Section 070.
Compartments requiring humidity control shall have individual reheaters.
Electronic spaces, control spaces, group berthing spaces and messing spaces shall be ventilated or air conditioned by
dedicated systems serving one or more spaces of the same kind. Preferable, each group berthing space and messing space
should be served by an individual system. However, where a system serves more than one of these spaces, each shall have an
individual heater, sized for light load heating season conditions, or the reheat requirements for the space, with the heater
being selected for the conditions requiring the large load.
Steam heaters in missile spaces shall be located so that:
Steam piping is not close to missile components.
Cutoff valves are provided in accessible locations just outside each space.
Piping is restricted to branch lines only. All steam mains shall be kept outside of the spaces.
Heating equipment selection shall be in accordance with the DCM.
Filters, screens and flame arrestors - Air filters, electrostatic precipitators and flame arrestors shall conform to the
following specifications:
Filter, air, electrostatic (precipitator) with power
supply for environmental control systems
MIL-F-22963
Filter, air environmental control systems, cleanable,
impingement (high velocity type) - Navy Standard
MIL-F-16552
Flame arrestors, ventilation exhaust
MIL-F-17548
Filter, HEPA. - HEPA filters shall have a minimum efficiency of 99.97 percent when tested with thermally generated
0.3 micron DOP (Dioctylphthalate) smoke. Filter media shall be constructed of a continuous sheet of glass paper which has
been pleated into a series of closely spaced pleats. The filter pleats shall be separated by corrugated aluminum separators, the
edges of which have been protected in such a manner which will prevent puncturing the filter media. Materials used in the
filter construction shall meet UL586 and UL900 class 2 fire resistancy requirement. Filters shall be factory constructed to be
waterproof, and they shall be leak-free as outlined in FED-STD-209. The filter frame shall be constructed of type 316L
stainless steel.
The filter bank holding frames shall be constructed of type 316L stainless steel. Holding frames shall be leak-free. The
frames shall be constructed so that all screws, fasteners, rivets, etc. are sufficiently protected to prevent the puncture of the
filter media.
Filter and frame assembly must meet the performance and testing requirements outlined in ASME AG-1.
Filter, CBR. - As specified by NAVSEA.
Wire diameters shall be as follows:
1 1/2 inch wire mesh - 0.120 inch
1/2 inch wire mesh - 0.063 inch for interior locations: 0.108 inch for exterior locations
Eight mesh screen - 0.035 inch
Screens and their companion frames, braces and fasteners shall comply with the requirements for dissimilar
materials.
Ventilation exhaust terminal screens shall be provided with a quick disconnect from the vent terminal and secured
by a 1/16-inch, 7- by 7- wire rope of compatible material, at least 7 inches in length.
Screens internal to the ship shall be galvanized steel wire, aluminum wire, titanium wire or CRES. Screens at the
weather shall be fabricated of CRES 316L or composite material glass reinforced plastic (GRP) in accordance with STD 501-
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7094149. Screens located at the weather on DDG-51 and LPD-17 class ships shall meet the ships RCSR requirements.
Both metal screens exposed to the weather and metal fastening systems for screens exposed to the weather shall be
coated with powdered polyester coating systems conforming to Mil. Spec. MIL-C-24712.
Framed and braced screens shall be installed as follows:
To prevent fouling of fans, ducts, and fittings, and to prevent injury to personnel, 1-1/2 inch mesh. For openings 9
inches in diameter or less, or where the small dimension of a rectangular opening is 9 inches or less, 1/2-inch mesh screen
may be used instead of 1-1/2 inch mesh screen.
All mechanical exhaust, natural supply, and natural exhaust openings to weather, shall have 1/2-inch mesh screen
except those systems serving machinery spaces where the above criteria shall be applicable.
If the foregoing would result in multiple screens, only the fine mesh shall be installed. A second screen shall be installed
where a fine mesh screen needs support. Screens shall not be fitted on the face of heaters or the discharge side of fans that
exhaust into uptake spaces except as required to prevent injury to personnel.
Filters shall be accessible and easily removable.
Air filters housings for recirculating air systems and CPS prefilter banks for CBR and HEPA filter banks shall conform
to drawing, NAVSEA No. 803-5001044.
Navy standard air filters shall be installed in the air intake (return duct section) of air conditioning circulation systems
and for specific applications specified in the DCM.
HEPA filters shall be installed in LPSS and as specified in the DCM. HEPA filter housings shall be developed by the
Contractor, treated for corrosion as specified herein, and meet the shock requirements stated in this section.
CBR filters shall be used in TPSS. CBR filter casing assembly shall be in accordance with the requirements of drawing,
NSWC No. SK 66640.
Systems equipped with CBR or HEPA filters shall have direct reading air pressure differential gages in accordance with
drawing, NAVSHIPS No. 805-1577080, type II. One gage will indicate pressure drop across the prefilter and one will
indicate pressure drop across the CBR or HEPA filter. For TP and LP systems, gages shall be located so that they can be
read from within the zone. The gages shall read to 0.1 inch, or better, and shall have a range of zero to at least 50 percent
beyond the maximum prescribed pressure drop specified for replacement of the HEPA filter, and shall be undamaged when
subjected to the maximum blocked intake differential the system fans can produce. Similar gages shall also be installed
within the TP zones to indicate zone pressure relative to atmospheric pressure. The gages shall read to 0.1 inches of water, or
better, and shall have a range of zero to at least 5 inches WG. Locations shall be as follows:
Type I and type II Airlocks, adjacent to the door on the TP CPS zone side.
Decontamination Stations at the control area.
Damage control repair stations.
Central Control Station, or Damage Control Central.
Pilot House (indicating Pilot House pressure only).
The probe sensing atmospheric pressure for the pressure gages indicating TP zone pressure shall be located on ships
mast and shall be shielded from wind influence as required.
Weather air intakes shall be provided with temporary in-port air filters. During construction, the weather intakes shall
be fitted with 20 pores/in polyester urethane foam in accordance with publication, NAVSEA 0901-LP-510-0000.
Flame arrestors shall be required as specified in the DCM.
Flame arrestors shall be installed on the intake side of the exhaust fan, outside of the compartment protected, and at the
function of watertight and nonwatertight sections of the exhaust branch serving the compartment.
Dehumidifiers - Dehumidifiers and dehumidification desiccant containers shall conform to the following:
Desiccant
MIL-D-3263
containers,
dehumidifier
Self-contained, mechanical refrigerated dehumidifiers, shall be supplied for use in unventilated compartments that are
subject to excessive humidity.
Condensation in airtight, non-ventilated, non-drained voids and other airtight spaces seldom entered, shall be reduced
Section 512
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by use of static dehumidification desiccant containers. Provision shall be made for securing desiccant containers in the space.
One desiccant container shall be supplied for each 150 cubic feet of gross volume of each space where static
dehumidification is required, plus 10 percent additional to provide for reactivation.
Terminals. - Navy standard diffusing terminal shall conform to Mil. Spec. MIL-T-22576. The minimum design
quantity for any terminal, except individual berth terminals, is 75 cubic feet per minute.
Supply terminals shall be adjustable blast type for ventilation systems and Navy Standard diffusing type for air
conditioning systems, except as specified in the DCM or below:
CPO and crew living spaces - NAVSEA approved commercial terminal
Galleys - NAVSEA approved commercial diffuser
Magazines, storerooms and spaces containing heavier-than-air fumes - expanding cone.
Operating room - NAVSEA approved commercial diffuser
Replenishment air branches - expanding cone
Laundry - A grill type diffusing supply terminal to discharge downward shall be installed at each laundry press
operators working station. Where these terminals are used, an alternative means shall be provided in the supply duct
upstream of the terminal for discharging the air into the space in which the terminals are located.
If duct velocity is within the range specified in Table I for expanding cone terminal velocity, expanding cone type is not
required.
Blast terminals, type "E", are to be constructed of corrosion resisting steel, Fed. Spec. QQ-S-766, class 304 in
accordance with drawing, NAVSHIPS No. 804-860481.
Dampers shall be omitted in adjustable blast type supply terminals in main machinery spaces and laundries.
Exhaust hoods for specific applications shall be provided in accordance with the DCM.
A ventilation grease interceptor hood of the type indicated on drawing, NAVSHIPS No. 805-1749099, shall be installed
over each steam kettle, roast oven, bake oven, convection oven, griddle, fry kettle, deep fat fryer, and range, and as specified
in DCM. Each interceptor shall have a slot-type opening above and adjacent to each item of equipment served and
shall effectively remove smoke, fumes, and vapors immediately as such substances escape during cooking. The
interceptor shall include grease-extracting baffles arranged to drain products of condensation into a grease trough. The
interceptor shall be constructed so that the air flow will be retarded when the trough becomes filled with liquid or solid
material. The grease trough shall be provided with a drain connection of not less than 1-1/2 inch nominal pipe size and shall
have a 3 inch slope from the hood end sheets to the drain connection. Drains from hoods shall be provided as
specified in Section 528. Each interceptor shall be equipped with an automatic siphon breaker. Each interceptor hood shall
be equipped with a semi-automatic detergent cleaning system with a detergent dispenser and hot water pipes and spray nozzle
for scouring grease from the extracting baffles and grease trough. The detergent cleaning system shall not secure the TPES
serving the grease interceptor hoods when hoods are being washed. The detergent cleaning systems shall serve a maximum
of 50 feet of hood. When more than 50 feet of hood are to be cleaned, the detergent cleaning panel shall be equipped with an
automatic sequencing feature. Piping for the system shall be as specified in Section 532. Hot water to the hood shall be
provided as specified in Section 532. Each interceptor shall be equipped with an
automatic fire damper and thermally responsive mechanism for closing the damper and switching off the system exhaust fan
in case of a fire at the inlet throat of the interceptor or ventilation duct.
The automatic fire damper controller shall be fail-safe, and shall conform to Mil. Spec. MIL-C-2212. The fail-safe
feature shall be such that if the thermostat becomes inoperative because of the loss of the sensing element charge, it will open
the electric circuit, thereby closing the fire dampers which it controls. The thermostat shall be set to open the electric circuit
at 250 degrees F plus or minus 5 degrees and shall be located in the transition piece at the exhaust duct take-off, except in
multiple units greater than 10 feet in length and served by a common exhaust take-off. In such case, thermostats shall be
located in the transition piece not more than 8 feet apart.
The hood serving the deep fat fryer shall be fitted with a fire extinguishing system as specified in Sect. 555. The fire
extinguishing system shall be interlocked by wiring a pressure switch in series with the hood high temperature switch.
Hoods serving bake ovens and roast ovens shall have a minimum headroom clearance of 6 feet.
Hoods installed over griddles on serving lines shall be a pass-over model with the over all shelf height of 54 inches
(from deck to top of shelf).
The reset handle on all damper controls shall be accessible.
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TABLE I
AIR VELOCITIES OF SYSTEMS AND THEIR COMPONENTS
Velocities (ft/min)
Maximum
Minimum
Adjustable blast terminals, machinery space
3,500
2,500
Adjustable blast terminals, ventilated spaces
2,500
1,500
Air filters, face velocity (Navy Standard)
900
375
Cooling coils, sizes 51-53, and 61-63, face velocity
600
300
Cooling coils, size 54 and 64, face velocity
550
300
Cooling coils, size 55 and 65, face velocity
520
300
Cooling coils, size 56, 57, 58, and 66, 67, 68, face velocity
500
300
Diffusing terminals, throat velocity (Navy Standard)
1,700
900
Diffusing terminals, throat velocity (commercial flush ceiling
600
300
type) air conditioned spaces
Ducts and bellmouth terminals (throat velocity), mechanical
3,500
2,000
ventilation or recirculation (rectangular)
Ducts and bellmouth terminals (throat velocity), mechanical
3,500
2,000
ventilation or recirculation (round)
Duct, natural ventilation
3,500
1,000
Supply and exhaust commercial grille, operating room
750
750
Exhaust commercial grille, other
1,500
500
Expanding cone terminals
3,000
1,500
Flame arrestors, face velocity
800
400
Heating coils, face velocity
1,800
None
Natural ventilation openings through non-watertight structure
1,000
400
(see note 1)
Natural ventilation opening through watertight or ballistic
3,500
1,000
structure
Weather openings, intake, face velocity
2,000
1,000
Weather openings, exhaust, face velocity
2,500
1,500
Filter, HEPA (Non-CBR)
500
250
Filter, CBR Module (Tube entering air velocity)
935
850
NOTE: 400 ft/min velocity for use in shower spaces and washrooms to avoid objectionable drafts
In filter cleaning shop, the hood shall be similar in all respects to those in the galley, except the damper shall be
manually controlled and no provision shall be made for stopping the fan automatically.
The reset handle on all damper controls shall be accessible.
A spring-loaded fire damper, with damper-holding solenoid tied into the interceptor hood control system, shall be
installed in all galley exhaust terminals and conventional canopy hoods.
An exhaust terminal shall be installed in the main duct of exhaust systems which have grease interceptor hoods with
automatic fire dampers. The exhaust terminal shall be provided with a normally-closed damper that opens automatically or
can be manually opened when the exhaust system is started to de-smoke the area. If manual control of the damper is
provided, the control shall be located at the access to the compartment. For TPES this exhaust terminal, in conjunction with
an adjacent diverting damper, shall be manually operated to secure air from grease interceptor hoods serving galleys to allow
the washing of hoods without securing the TPES. A label plate shall be placed at each washdown control button for exhaust
system hoods that states:
WARNING - DO NOT ACTIVATE WATER WASHDOWN UNTIL
AIR FLOW TO HOOD HAS BEEN SECURED BY SETTING
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DIVERTING DAMPER/TERMINAL.
The diverting damper shall be labeled to show open and closed position as well as a label plate that states:
WARNING - MANUAL CONTROLLED DIVERTING DAMPER,
CLOSE ONLY FOR HOOD WASHDOWN.
All other exhaust hoods shall be installed in accordance with the requirements in the DCM.
Bellmouth exhaust terminals shall be used in all locations where hoods are not required, except in spaces fitted with
suspended ceilings or where side duct openings would more efficiently serve to exhaust heat from equipment with internal
exhaust blowers. In spaces fitted with suspended ceilings, ventilation exhaust and air conditioning return terminals shall be
NAVSEA approved commercial type.
Terminals shall be arranged to prevent water from dripping, splashing, or being blown on electric or electronic
equipment or disturbing the capture range of hoods made especially for the equipment; to prevent
short circuiting of air between supply and exhaust terminals, or between terminals and compartment accesses, and to exhaust
heated air or fumes directly from the sources. Where adjustable blast terminals are required in spaces containing electronic
or electrical equipment, turbines, gear or bearing housings, positive tamper proof stops shall be provided on the terminals to
prevent discharging air across equipment while adjustability in other directions shall be retained.
Supply and exhaust terminals shall be installed in the overhead except as follows:
Replenishment air terminals shall be directed into and terminated not more than 12 inches from the air
conditioning systems intakes.
Electronic spaces shall be provided with exhaust terminals located in line and not more than 6 inches and not less
than 4 inches from the discharge outlet of equipments provided with internal ventilation blowers unless otherwise specified in
DCM. Terminals shall be arranged to prevent water or spray from entering the equipment and shall not be directly connected
to the internal ventilation system of the equipment unless otherwise specified in DCM.
Compartments fitted with carbon dioxide smothering or compartments subject to contamination by
heavier-than-air vapors shall have exhaust terminals installed nine (9) inches above the deck.
The exhaust terminals in spaces containing hydraulic oil reservoirs shall be located close to the reservoir breather
pipe.
Bellmouth intakes for vaneaxial fans shall comply with drawing, NAVSHIPS No. 810-451223.
Toxic gas exclusion damper shall be manually operated and shall be able to be secured in a position between full open
and full closed so that the design air quantity is exhausted when the zone is under pressurization. The damper shall be
secured in the full open position if the zone is not pressurized and shall allow the design air flow quantity to be exhausted.
512f. Damage Control Requirements
See Section 070 for definition of flooding water levels FWL-I and FWL-II.
For aircraft carriers, watertightness level shall be substituted for FWL-I and FWL-II. Figures 3-10 through 3-31
specified herein, are contained in the DPM.
Damage control requirements for surface ships without side protection system are as follows:
For duct penetrations of main transverse bulkheads, see Figure 3-10.
For duct penetrations of the bulkhead deck, see Figure 3-11.
For duct penetrations of weather boundaries, see Figure 3-12.
For duct penetrations of the damage control deck, see Figure 3-13.
For ducts passing through watertight compartments below FWL-I, see Figure 3-14.
For ducts serving watertight compartments below the damage control deck, see Figure 3-15.
Damage control requirements for aircraft carriers are as follows:
For duct penetrations of main transverse bulkhead, see Figure 3-16.
For duct penetrations of longitudinal holding bulkheads, see Figure 3-17.
For duct penetrations of the damage control deck, see Figure 3-18.
For duct penetrations of the shell, see Figure 3-19.
Section 512
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For ducts passing through but not serving watertight compartments below the watertightness level, see Figure 320.
For ducts serving watertight compartments below the damage control deck, see Figure 3-21.
Watertight closures are required as follows:
At bulkhead penetrations in ducts that pierce main subdivision bulkheads below FWL-I.
At watertight boundary penetrations below FWL-I for the main transverse bulkhead forward or aft of the space
under consideration, whichever is higher, in ducts serving spaces manned during general quarters.
At watertight boundary penetrations in ducts serving magazines, ready service rooms, and handling rooms.
Exceptions to this requirement are handling rooms located above FWL-II if each room is served by an independent Class
Circle W or Class Circle W system.
At weather openings likely to ship sea water. Where practicable, openings shall be located or designed to
eliminate closures.
In air sweep openings for air locks and CBR decontamination stations
At boundary penetrations in ducts serving flammable liquids storerooms, gas cylinder storerooms (flammable),
and paint mixing and issue rooms, if ducts are connected to a system that serves other compartments.
Fireproof closures, as specified by NAVSEA are required as follows:
In compartments in which HALON total flooding is installed and which are served by a non-dedicated ventilation
system, the closure shall be located at the compartment boundaries and shall be automatically closed before HALON is
released. The actuator for these closures shall be electric and shall meet the requirements of Section 505. The ventilation
system shall not be secured.
Regardless of the above requirements, closures shall not be installed in ducts serving spaces from which internal
combustion engines or air compressors take air, and main and auxiliary machinery rooms..
Closures shall be of a quick closing type, manually operated, and permanently installed. Remote control is prohibited
except where specifically permitted. Extension stems are permitted for locally operated closures if handwheels are
inaccessible.
Where closures are required at duct penetrations of compartments, they shall be located:
As close to the penetration as is practicable. Watertight elbows or extended coamings may be fitted as the
boundary to be protected, and the closure installed immediately thereafter if it is impracticable to provide the closure
immediately after the penetration.
On the side toward midship of a main subdivision bulkhead; on the inboard side of a longitudinal bulkhead; and
either above or below decks; at penetrations of boundaries that are not boundaries of compartments served.
Inside of compartments manned during Material Condition Zebra.
Outside of compartments not manned during Material Condition Zebra.
Inside of magazines, ready service rooms, and handling rooms below FWL-II. These closures shall be locally
controlled. Closures, except those classified X, shall also have remote control by flexible shafting or push-pull type from the
adjacent space through which access is obtained.
Either inside or outside of magazines, ready service rooms, and handling rooms above FWL-II.
Outside of spaces containing hazardous and volatile materials, where practical. (Gasoline pump rooms and
associated access trunks and flammable liquids storerooms are examples of such spaces.) If the closure is within the
compartment, remote control from outside shall be provided by extending the valve stem through a stuffing box in the
watertight boundary. The maximum permissible extension is 12 inches.
Within and operable from spaces that will be open prior to setting material conditions that require the closure to be
secured. If this is not practicable, remote control from a space that will be open, shall be provided by extending the valve
stem as noted above, or if necessary by push-pull type or flexible shafting.
Blank flanges, that can be readily installed shall be provided at the ends of the watertight duct serving a compartment
requiring periodic air test if ducts are not provided with closures, or if ducts are fitted with relief valves that bypass closures.
Blank flanges for vertical leads serving watertight compartments below the bulkhead deck shall be provided at the upper end
of the watertight duct. The number of blank flanges provided shall be kept to the minimum necessary for each compartment
requiring testing. Blank flanges shall be stowed within the compartment adjacent to duct where used.
Fire dampers shall be fitted at duct penetrations of fire-zone bulkheads. Where duct penetrations require a watertight
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Section 512
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closure, the damper shall be omitted. The damper or closure shall be operable from both sides of the bulkhead. Fire dampers
are not required at duct penetrations in fire-zone bulkheads if the duct is a watertight structural trunk which maintains the
fire-zone bulkhead integrity from the bulkhead to the weather. Butterfly valves shall be used for fire dampers where the fire
zone is also a watertight boundary.
Fire dampers shall be fitted at duct penetrations of fire-zone bulkheads. Where duct penetrations require a watertight
closure, the damper shall be omitted. The damper or closure shall be operable from both sides of the bulkhead. Fire dampers
are not required at duct penetrations in fire-zone bulkheads if the duct is a watertight structural trunk which maintains the
fire-zone bulkhead integrity from the bulkhead to the weather. Butterfly valves shall be used for fire dampers
where the fire zone is also a watertight boundary. Fire dampers in accordance with drawing 803-6397244, may be used in
non-watertight fire zones.
Ventilation closures of the butterfly type, round or flat oval, shall conform to drawings, NAVSHIPS Nos. 805-1749102
and 805-1749103, respectively.
Waterproof ventilators shall conform to drawings, NAVSHIPS Nos. S3801-860362 through S3801-860385. Vacuum
breakers shall be installed in the supply trunk just below the waterproof ventilator.
512g. Construction Requirements
Non-watertight and watertight ductwork shall be made of one of the following:
Aluminum, Fed. Spec. QQ-A-250/8 or ASTM B-209, Alloy 5052.
Galvanized sheet steel, Fed. Spec. QQ-S-775, type I, Class d.
Hot rolled steel, Fed. Spec. QQ-S-698, galvanized after fabrications to equal Fed. Spec. QQ-S-775 where
ductwork is 1/8 inch thick or less.
Corrosion Resistant Steel (CRES), ASTM-A240, type 316L.
Titanium, commercial grade CP-2.
Seamless or welded tubing may be used for round or flat-oval ductwork. Machine bending of tubing is allowable.
Commercially manufactured spirally wound galvanized steel or aluminum duct and fittings may be used for round
or flat-oval nonwatertight ductwork.
Construction materials, for ventilation ductwork serving nuclear facility spaces shall be approved by NAVSEA.
Main machinery space supply and exhaust system ducts shall be steel to the weather openings.
Where as-built ordinary steel duct requires replacement due to deterioration, Corrosion Resistant Steel (CRES) ASTMA240, type 316L shall be used. In high seawater impingement areas such as well decks on LHAs and LHDs, titanium
commercial grade CP-2 or CRES 316L.
Where penetrations of TP zone/fire zone bulkheads are allowed, the ducts shall be steel and carried individually
watertight from the weather to the TP zone/fire zone served.
Exhaust ducts from galleys, pantries, and sculleries shall be of driptight steel construction from the hood take-offs to the
weather.
Recirculating air conditioning ductwork service the galley shall be of driptight steel construction.
Spools and ventilation trunks 0.125 inches thick or less that require welding to steel structure, shall be made of
galvanized sheet steel.
Where aluminum ducts are required to connect to dissimilar metals, faying surfaces shall be treated in accordance with
Section 631.
Blind rivets, Mil. Spec. MIL-R-7885, type II, or Mil-Spec MIL-R-24243, may be used in non-watertight aluminum
ductwork. Blind rivets, manufactured from titanium may be used in non-watertight titanium duct.
Metal spray, coating for TP and LP supply systems shall be applied to weather intake openings, air lifts, prefilter bank
housing, dirty side plenum chamber and CBR or HEPA filter support structure, or shall be treated similar to wet spaces, see
Section 631, except that the coating shall be a minimum film thickness of 10 mils, unless materials are inherently corrosion
resistant. Metal spray coating for all other supply systems shall be applied from the weather intake opening to 10 feet
inboard. Metal spray coatings for exhaust systems shall be provided to air lifts and discharge openings. Coating shall be
applied in accordance with DOD-STD-2138.
Low points of ducts shall be fitted with accessible petcocks or drain plugs for draining, where necessary.
Exhaust hoods shall be 1/16-inch corrosion-resisting steel. Fed. Spec. QQ-S-766, Class 304, and Fed. Spec. QQ-S-763.
Section 512
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Canopy hoods subject to condensation shall have a 1-inch gutter around the inside periphery or other means of
collecting condensate. The gutter or collector shall be provided with a drain pipe leading to the nearest deck drain.
All fittings, equipment, and ducts in way of magnetic compasses shall be of non-magnetic material in accordance with
Sect. 070.
Strength members, ballistic plating, and watertight bulkheads shall not be penetrated except to avoid long and circuitous
leads.
Openings through ballistic plating shall be in accordance with Section 164.
Openings for ducts through structure shall be oriented so that the longer dimension is parallel to the direction of greatest
stress.
Circular ducts shall be used wherever practicable. If flat-oval or rectangular ducts are used, the ratio of the large to
small dimension shall not exceed 3.5 to 1.0.
Flat-oval or circular ducts or rectangular ducts with corner radii, not less than one quarter of the smaller dimension,
shall be used for penetration of decks, beams, girders, or strength members.
Where corner radii are required on rectangular duct, the connecting duct need not be faired in if the reduction in area is
5 percent or less.
The minimum thickness of materials for ducts shall be as follows:
Ducts that pass through or are extensions of compartments subject to tightness tests and ducts that serve as sprinkling
overflows for ammunition spaces shall be increased in thickness as necessary to withstand the test pressure of the
compartments and ammunition spaces without permanent set. See Section. 506 for special requirements concerning
ventilation ducts serving as ammunition space overflows.
Ductwork located in areas subject to missile blast shall be supported around the circumference for circular ducts and
around the periphery for rectangular ducts. Rivets shall not be used for fastening supports to ductwork in areas subject to
blast.
The thickness of material for fittings such as elbows, tees, and transitions shall be that required for the largest
dimensions of the fitting.
For quieter operation and to ensure full air flow at axial fan intakes, cooling coils, heaters, flame arrestors and supply
system take-offs, the elbow and ductwork preceding these fittings shall be in accordance with the following:
Radius elbows may be used, provided the minimum length of straight duct between the turn and the fitting is equal
to the duct dimension in the plane of the bend times:
Two, for 30-degree elbows.
Three, for 45-degree elbows.
Four, for 60-degree elbows.
Five, for 90-degree elbows.
Radius elbows with splitters may be used, provided the minimum length of straight duct between the turn and
fitting is equal to the dimension between the longest splitter and the outer curve of the elbow times:
Two, for 30-degree elbows.
Three, for 45-degree elbows.
Four, for 60-degree elbows.
Five, for 90-degree elbows.
Vaned turns conforming to drawing, NAVSHIPS No. S3801-385260, shall be used if the length of straight duct
between the turn and the fitting is less than that required above, otherwise, radius elbows are preferred.
Intake transition pieces to axial fans shall be as symmetrical as practicable. If it is necessary to decrease the
velocity at fan intakes, the transformation piece shall be symmetrical or the intake shall be fitted with straight pipe for a
length of one diameter.
Branch inlets or split mains are not permitted in the ductwork preceding the axial fan for a distance equal to the fan
diameter.
Bellmouths shall be installed on axial fans where:
There is no inlet piping.
Fans take suction from plenum chambers.
If a square turn in a rectangular duct occurs immediately before a centrifugal fan inlet:
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Section 512
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The dimension of the side of the elbow parallel to the fan shaft shall be not less than 3/4 of the fan inlet diameter
and the other dimension shall be equal to the fan inlet diameter.
The duct shall be faired into the far edge of the fan inlet on a radium turn of 3/4 fan inlet diameter.
Welded construction is preferred for watertight ductwork. If welded joints are not used, ductwork shall have a
minimum number of flanged joints. Slip joints shall not be used. Gaskets for duct flanges shall be made from MIL-R-900,
45 durometer rubber and gaskets for duct heater flanges shall be made from ZZ-R-765, class 2B, Grade 50 rubber. Where
flange protrusion below the headroom level specified in Section 071 cannot be avoided and a headroom flange cannot be
used, the flange shall be padded to prevent injury to personnel.
Diameter or
longer side
(inches)
Up to 6
6.5 to 12
12.5 to 18
18.5 to 30
above 30
Galvanized
Steel (inch)
.018
.030
.036
.048
.060
SHEET FOR FABRICATED DUCTWORK

Non-watertight
Watertight
Aluminum
Titanium
Galvanized
Aluminum
(inch)
(inch)
Steel (inch)
(inch)
.025
.040
.050
.060
.080
.050
.050
.050
.050
.063
.075
.100
.118
.118
.118
WELDED OR SEAMLESS TUBING

Nonwatertight
Tubing size
Aluminum
(inches)
(inch)
2 to 6
.035
6.5 to 12
.050
SPIRALLY WOUND DUCT (NONWATERTIGHT)
Diameter
Steel
(inches)
(inch)
Up to 8
.018
Over 8
.030
.106
.140
.160
.160
.160
Titanium
(inch)
.063
.093
.093
.093
.093
Watertight
Aluminum
(inch)
.106
.140
Aluminum
(inch)
.025
.032
Thermofit duct sleeve may be used only on non-watertight spiral wound ducts
Non-watertight ducts, other than round, shall have flanged connections. Round duct shall have one of the following:
Flanged joints
NAVSEA approved flexible coupling.
NAVSEA approved banded type sleeve connector.
All ducts shall be fair and smooth inside. Flanges and gaskets shall not protrude into the air stream. Sharp edges facing
air flow, and fastenings that extend into the duct (except those for securing access plates) are not permitted. Leading edges of
dampers, splitters and deflectors shall be rounded or folded back.
Splitters, closures, and other necessary obstructions within ducts and operating gear for dampers, shall be designed to
preclude vibration and noise.
Flexibility shall be provided in ducts and trunks that cross structural expansion joints or that extend between portions of
structure subject to relative movement.
Flexible joints shall be used on all fan-duct connections and shall be flanged rubber spools of 40-durometer hardness to
Mil. Spec. MIL-R-6855, class 2. The spool material shall be at least 3/16-inch thick and at least 2 inches long in the direction
of air flow. The joint shall be able to deflect sufficiently to allow free travel of equipment under shock.
System balance shall be achieved through use of orifice plates.
Ventilation trunks above the weather deck shall be located inside the superstructure where practicable. Where
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ventilation trunks are built as part of the ship structure, projections into trunks by structural members perpendicular to air
flow shall be avoided, or fairing plates shall be fitted.
Ventilation ducts that pierce decks shall be watertight distance of 3 inches above the deck to prevent water from
entering the duct or compartment below. This shall be achieved by a section of watertight pipe or a spool welded to the deck.
Access openings. - Access openings for cleaning shall be provided in the following locations:
On each side of duct heaters and duct cooling coils.
On the outlet side of flame arrestors.
On the air inlet side of all vaned turns and splitters.
At the impeller end of axial fans
In exhaust ducts serving the laundry, galley, scullery, oxygen-nitrogen producer room, and machinery rooms so
that all interior areas of the ducts from the exhaust inlet to the weather can be reached and cleaned by hand.
Access openings shall be located in the bottom of the duct unless the side is more accessible. Accesses shall be located
to ensure that they will be readily accessible without first dismantling other installations.
For ducts or transitions that are 12 inches or less in width, the access shall be a removable 24-inch long flanged section
of duct or length of transition. for ducts or transitions that are over 12 inches in width, the access shall be a removable cover
plate.
The width of the access cover plate shall be equal to the width of the duct or transitions less 2 inches for flanges, and the
length of the access cover plate shall be 24 inches if the section of duct or length of transition will permit. The cover plate
shall be of the same material and thickness as the duct, transition, or trunk to which it is attached. A gasket shall be fitted
between the access cover plate and duct, transition or trunk. The access cover plate shall be secured by the use of captivehexagon head machine screws threaded into a tapping strip, or by pressed-in or welded nuts.
For inspection purposes, in non-watertight ducts, removable access cover plates on the air inlet side of duct heaters,
cooling coils, vaned turns, orifice plates and splitters and at the impeller end of axial fans shall be fitted with a quickoperating round (6-inch diameter) or flat-oval 4-inch by 6-inch inspection cover. In exhaust systems serving the laundry,
galley, scullery, oxygen-nitrogen producer room and machinery room, removable access cover plates in the ductwork shall
have a quick-operating round or flat-oval cover installed in the first access cover plate after the air inlet and in every fourth
access cover plate thereafter.
Quick-operating round access covers shall conform to drawings, NAVSHIPS Nos. 805-1363772, 805-1363775 and 8051363776, and flat-oval access covers shall conform to drawing, NAVSHIPS No. 501-1131916. Quick-operating access
covers shall be secured to the removable access plates by a 1/16-inch 7- by 7-wire rope of compatible material at least 8
inches in length.
There shall be no access openings in ductwork between flame arrestors and compartments served. Cleaning shall be
accomplished by providing portable sections of duct.
Exhaust systems serving flammable liquid storerooms, paint mixing and issue rooms, gasoline spaces, CHT and VCHT
equipment rooms or areas shall have air flow alarm systems (HF circuit) as defined in Section 437.
Automatic dirt load indicators shall be installed for air filters in systems providing cooling for vital control and
electronics spaces, and for all high efficiency and absolute filters. Indicators shall comply with drawing, NAVSHIPS No.
805-1577080. Flame arrestors and their filters shall have gages shown on drawing, NAVSHIPS No. 805-1577080, type II or
IIIA.
Alarms. - TP zones shall be provided with a system that alarms when the zone pressure falls below 1.5 inches WG for a
period in excess of one minute, with visual alarm indicated in the Pilot house and the Central Control Station or Damage
Control Central. A drop to 0.5 inches WG for a period in excess of 15 seconds shall be indicated in the Pilot House, the
Central Control Station or Damage Control Central, and the zones Repair Station by a continuous sounding audible alarm.
These alarms shall be controllable only in the Central Control Station or Damage Control Central. In addition, a visual alarm
shall be provided in the Pilot House indicating a Pilot House pressure drop to 1.5 inches WG for a period in excess of one
minute. This alarm shall be controllable only in the Pilot House.
512h Cleaning and Repair
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Section 512
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tolerances. The Supervisors Work Specification shall identify the class of overhaul (i.e., Class B) authorized for the item.
Definition of overhaul class is provided in Section 042 herein. Where applicable, the Supervisors Work Specification shall
Where an approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system (i.e.,
valve, pump, filter, pipe) shall be in accordance with applicable drawings, or technical manuals as modified by the overhaul
criteria paragraphs herein.
When authorized to clean ductwork or repair component parts, the following applies:
Dismantle system components which require cleaning and clean to the bare metal or painted surface.
Duct internals shall be cleaned by wiping, brushing, vacuuming, or with a cleaning agent.
Damaged and oil-soaked lagging shall be replaced in accordance with Section 509.
Heaters and cooling coils shall be cleaned using a cleaning agent.
Electrostatic precipitators shall be cleaned with steam or in an ultrasonic tank to remove dirt and grease prior to
being disassembled.
Check the following components and replace as necessary:
a. Broken ionization wires and support wires
b. Broken or dirty insulators
c. Defective interlock switches, fuses and lamps
d. Clogged spray nozzles
Precipitator plates can be cleaned by immersing in non-alkaline detergent. The plates shall be cleaned and rinsed by
hand using soft cloths. Inspect electrostatic precipitator power supplies and cabling for deterioration and repair as applicable.
Reassemble the unit and test (electrically) per applicable technical manual.
Remove fans from the ship, disassemble and inspect for bearing wear, corrosion, misalignment and condition of
windings and insulation. Replace bearings as necessary and overhaul fan motor as applicable. Clean, reassemble and
rebalance prior to reinstallation in the ship.
Where systems and components must be reassembled and replaced, work shall be accomplished in accordance with the
applicable ship's drawings, unless otherwise specified.
512i. Controls
Duct and unit heaters (steam), ventilation - Temperature regulators (valves and thermostats) shall be in accordance with
Mil. Spec. MIL-V-3155.
Each preheater shall be controlled by two valves either in separate bodies for combined into a single body depending
upon the capacity required. For valve capacity, see Mil. Spec. MIL-V-3155.. Seventy-five percent of the
design condensate rate shall be controlled by a valve operated by an adjustable duct type thermostat, type "L", located in, and
near the bottom of the duct, at least 20 inches downstream of the preheater. The remainder of the design condensate rate
shall be controlled by a second valve, operated by a nonadjustable thermostat, type "W", located in the weather-air entrance
to the preheater.
Each reheater and unit heater shall have a regulator valve, preferably operable from an adjustable room type thermostat,
type "R", installed in a representative location in the area served by the heater. If the standard length of capillary tubing is
too short, the thermostat may be located in the exhaust duct; either type "R" or "L" thermostats may be used for this type of
installation.
If preheater or reheater functions are combined in a single heater or heaters, the control shall be the same as prescribed
above for preheaters, except that the valves for 75 percent of the design condensate rate shall be controlled by a thermostat
located in the space served by the heater or by a thermostat located in the exhaust duct from the compartment.
Heater controls shall be selected on the basis of design load, and not on the basis of heater capacity.
Manual regulator valves, instead of temperature regulators, shall be provided for reheaters serving drying rooms.
Duct heaters (electric), ventilation - Heaters shall be controlled by an enforced zero voltage firing thyristor power
controller mounted in an enclosure conforming to Section 300 and shall be equipped with the following additional features:
Integral I2T quick blow fuses
Integral phase rotating indicating lights on 3-phase units
Control voltage transformer with fused primary
Section 512
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Three leg control on 3-phase units

Bias and gain adjustments
Thermostat for preheater controls shall be an all-solid state, non-indicating, proportional controller mounted in thyristor
control cabinet.
Sensing element shall be a duct mounted iron constantan type J thermocouple. Thermostat shall be set for a constant
preheat air delivery temperature as specified in the DCM.
Thermostat for reheater controls shall be non-indicating, adjustable, bulkhead-mounted with integral sensing element.
Thermostat shall have an adjustable range of 55 degrees F to 85 degrees F. All heaters shall be interlocked with their
respective fans so that they shall not operate unless the fan is operating.
Convection heaters (steam) - Heat output shall be regulated by model "E" temperature regulator with type "R"
thermostat.
Duct cooling coils (chilled water and seawater), unit coolers, fan coil assemblies, and heaters (steam and electric); air
conditioning. - Heating and cooling dual temperature control switch (2PD) shall be in accordance with Mil. Spec.
MIL-R-16743.
Unit coolers, fan coil assemblies, and duct cooling coils shall have refirgerant flow controlled by on-off-off, normally
closed solenoid-operated magnetic type valves. Each magnetic valve shall be controlled by a 2PD thermostat or thermostats.
Where no duct heaters are installed in an air conditioning system, the 2PD thermostat shall be utilized with the heating switch
not connected. Duct heaters used as reheaters shall have 2PD thermostats controlling normally-closed on-off magnetic
valves for steam heaters and contactors for electric heaters.
Precooling coils shall have refrigerant flow controlled as in duct coils or by a modulating control valve with bulb sensor
in accordance with Mil. Spec. MIL-V-19772 Class 2, type 2. The valve shall have a manual override, shall be selected to
operate in the upper third of its temperature range and shall fail safe in the open position (full flow). The thermal sensing
bulb shall be located on the same horizontal plane as the modulating control valve, where practical and downstream of a
cooling coil bypass, if applicable. The modulating control valve selection shall ensure proper temperature regulation in the
event the thermal sensing bulb and valve are not installed in the same horizontal plane or if the thermal sensing bulb and the
valve are in areas of different surrounding ambient temperature.
Air conditioning systems incapable of inherently meeting the 55 percent maximum relative humidity limitation, shall
have a pair of nylon element type humidistats connected to control the heater. Spaces requiring close control of relative
humidity (plus or minus 5 percent or closer) shall utilize a pneumatic or electric control system. The pneumatic control
system shall be in accordance with drawing, NAVSHIPS No. 805-2482948.
Room thermostats for cooling or heating control shall preferably be located in the return air stream from the space. The
thermostatic sensing element, when not integral with the enclosure of the switch, shall be thermally isolated from the
structure to which it is secured. Where the thermostatic sensing element cannot be mounted in the return air stream, it shall
be mounted approximately 5 feet above the deck and in a location which is representative of the average temperature of the
space and away from structures exposed to the weather, air stream from supply terminals, sources of heat, or stagnant air
pockets.
Gravity coils - Gravity coils shall have refrigerant flow controlled by an on-off, normally-closed magnetic control valve.
Each magnetic valve shall be controlled by a 2PD thermostat, except where the electrical equipment in the space is required
to be explosion-proof. When explosion-proof equipment is required, the gravity coils shall be controlled by a pneumatic
control system conforming to drawing, NAVSHIPS No. 805-2482948, or a the magnetic valve and thermostat switch shall be
located outside of the space with a remote thermal bulb located in the space. If more than one gravity coil is required in a
space, a number of coils may be controlled by the same valve.
Fan Motor Controllers, Ventilation and Air Conditioning. - Tubeaxial fans shall be controlled by a rotary snap action
switch in accordance with Mil. Spec. MIL-S-15291, except that tubeaxial fans serving repair stations shall be controlled by
the light switch of the repair station served. Other fan motors shall be controllers and switching devices conforming to Mil.
Spec. MIL-C-2212 and the requirements specified in this section and in Section 302.
Class W recirculating system fans shall be controlled by either a manual LVRE or a magnetic LVR controller. TPSS
and TPES fans shall be controlled by magnetic LVR controllers.
Classes X, Y, Z, and Circle W system fans shall be controlled by magnetic LVP controllers. Class W, LPSS and LPES
fans shall be controlled by magnetic LVP controllers.
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Motor controllers (except for fan coil assemblies) shall be located in fan rooms, or as close to their companion fans as
possible, or as specified in this section. Motor controllers shall be equipped with running indicator lights.
TPSS and TPES fans serving a TP zone shall be wired for single speed. Supply fans shall not be interlocked with
companion exhaust fans. Where gas exclusion dampers are installed in a TPSS, the companion TPES shall be interlocked
such that the exhaust system fan deenergizes if the supply system fan and automatic toxic gas damper are secured as a result
of missile firing.
LPSS and LPES fans serving a LP zone shall be wired for two speeds. LPSS fans shall not be interlocked with
companion LPES fans. If toxic gas exclusion dampers are required on LPPS, approval is required for methods of supply and
exhaust system fan interlocks.
Class Circle W fans serving main machinery spaces (Engine rooms and Auxiliary Machinery room) shall be wired for
two speeds and with no interlock provided between supply fans and companion exhaust fans. Supply systems with toxic gas
exclusion dampers shall be interlocked only with approval.
Each fan motor controller (classes X, Y, Z, W and Circle W) serving a FZ or PZ shall be provided with a remote switch
with running indicator lights and speed control. These remote switches shall be grouped together in a common enclosure
with a Plexiglass front and located next to the repair station of that PZ/FZ. Each enclosure shall contain only the switches
associated with fans located in that zone. Each switch shall be identified by a system number, and DC classification.
Additionally, a separate label plate with each switch identified by a system number, DC classification, location of motor
controller and power panel for each motor controller shall be provided next to the enclosure. Enclosures shall be provided
with a padlock.
Class Circle W and Class W (LPSS/LPES) motor controllers for fans serving main and auxiliary machinery spaces shall
be located at the main access to the space served. Running indicator lights for these fan motor controllers are not required on
controller front panel; instead, a remote master switch with running indicator lights and speed control shall be provided for
each fan motor control serving a machinery space. These remote switches shall be located adjacent to motor controllers in a
protective enclosure with Plexiglass front and a padlock. Additionally, remote switches with running indicator lights and
speed controls shall be located within the machinery space of EOS for each fan that serves the space. Remote switches are
not required at repair locker for these systems but are required in CCS or DCC and shall have the same features as those
installed within the spaces and main access to the spaces. The switches shall be grouped together and labeled as specified for
switches at repair lockers.
Each TPSS and TPES serving a TP zone shall have a set of remote switches with running indicator lights and speed
control for each fan in the zone and shall be located in DCC or CCS and shall be grouped in the same enclosure as Class W
LP fan switches or class Circle W fans serving main machinery spaces. Labeling of switches shall be as required for repair
locker switches. Plexiglass front cover is not required for switches located in CCS or DCC.
Fan motors shall be single speed in exhaust systems equipped with hoods along with their companion supply system; in
all air conditioning recalculation systems; in supply and exhaust systems serving oxygen-nitrogen spaces; FAE spaces and
hypergolic liquid propellant spaces. Where two-speed motors are installed, only the high speed winding shall be connected.
Diagrams 1 through 17, and Table A specified herein are contained in Addendum No. 1 of the DCM.
Fan motors of unit coolers and fan motors of 1/8 hp and less shall be controlled as depicted by diagram No. 1, except
that tubeaxial fans serving repair stations shall be controlled by the light switch of the station served.
Class W recirculating fan motors shall be controlled as depicted on diagram Nos. 2, 3 or 5, except as otherwise specified
herein.
Classes X, Y, Z and Circle W supply and exhaust fan motors shall be controlled as depicted on diagram Nos. 4, 6 or 12,
except as otherwise specified herein.
Class Z recirculating fan motors shall be controlled as depicted on diagram Nos. 4 or 7, except as otherwise specified
herein.
Fan motors of systems serving the laundry and scullery shall be controlled as depicted on diagram No. 6.
Fan motors of systems serving oxygen-nitrogen producer room, oxygen-nitrogen compressor room, FAE spaces, and
hypergolic liquid propellant spaces shall be controlled as depicted on diagram No. 8.
Fan motors of systems serving galleys shall be controlled as depicted in diagram No. 9.
Fan motors of systems serving spaces which have inert gas fire protection systems installed shall be controlled as
depicted by their primary diagram but modified as depicted in diagram No. 11. Each fan that serves a space in which fixed
Section 512
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inert gas fire-protection systems are installed shall have a pressure-operated switch to stop the fan motor before the inert gas
is released. For location of pressure-operated switches, and time delay devices, see Section 555.
Fan motors of systems serving nuclear facility spaces with exhaust HEPA filters shall be controlled as depicted on
diagram Nos. 15 or 8.
Fans utilized in systems serving nuclear facility spaces that are combined with weapon gas exclusion systems shall be
controlled as depicted on diagram Nos. 16 or 10.
Controls of auxiliary equipment (such as cooling coils, electric duct heaters, battery charging units, or MG-sets) shall be
interlocked with or receive their power from the load side of their respective fan controller in general accordance with
diagram No. 17.
A remote master switch with operating selection and running indicator status lights shall be provided for each fan or
pair of fans, as required, and located:
Outside the compartments, (including accesses open to the compartment), at the access to compartments fitted
with fixed inert gas protection or explosion-proof equipment.
Outside of galleys at the access to the compartment and adjacent to the deep fat fryer disconnect switch required
by Section 320 and switches defined herein as S - 10 and S - 12. Switches S - 10 and S - 12 shall be provided with a cover
and a label plate inscribed "FOR EMERGENCY USE ONLY".
Outside the compartment at the access to liquid propellant stowage spaces, FAE spaces, and oxygen-nitrogen
spaces.
512j. Shock
Section 072 defines the requirements for shock as it relates to ship's overhaul.
The requirements for technical documentation relating to the SHIPALT development process are specified in section
Accomplish Testing and balancing for systems installed new and only the modified portions of existing systems to
ensure minimum delivery of designed air quantities. Perform an engineering pressure loss analysis on modified systems to
ensure that minimum air is delivered to compartments not otherwise affected by the modifications.
Controls shall be tested to ensure that they function properly upon passing control points. These tests can be conducted
by changing control points instead of changing space conditions. Each component shall be tested to ensure operation within
its control limits. Before testing and balancing, the following conditions shall be accomplished:
Systems shall be clean.
Normally-open closures, dampers and valves shall be open.
Fans and motors shall be checked for proper direction of rotation and speed.
Filters and flame arrestors shall be clean and in place.
Fans shall be operated at high speed.
All access plates, inspection covers and fittings shall be in place.
If the system to be tested takes suction from, or discharges into, a plenum chamber common to other systems, the
other systems shall be operated at full capacity.
Access to spaces having either natural supply or natural exhaust shall be closed unless the access is the natural
supply or exhaust.
In machinery spaces, laundry, galley, and similar heat-producing spaces, the heat producing equipment shall be
secured.
Allowable differences between actual air quantities and design air quantities are listed below:
New air conditioning systems shall be balanced so that the delivered quantity of air to each compartment is not
less than 100 percent, nor more than 110 percent, of design quantity. Existing air conditioning systems shall be balanced so
that the delivered quantity of air to each compartment is not less than 90 percent, nor more than 110 percent of design
quantity.
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Section 512
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Where more than one terminal exists within the compartment, delivered quantity at individual terminals shall be
within plus or minus 20 percent of design quantity.
The measured quantity of replenishment air to air conditioning systems shall be not less than 100 percent nor more
than 110 percent, of design quantity.
Systems serving laundries and main and auxiliary machinery rooms shall deliver not less than 100 percent of, nor more
than 120 percent of their design capacity. Where exhaust is required to be 115 percent of supply, the measured exhaust shall
be between 115 percent and 125 percent of measured supply; where exhaust is required to be 120 percent of supply, the
measured exhaust shall be between 120 percent and 140 percent of measured supply. Individual terminals within these
spaces shall be balanced so that the measured quantity of ventilation air in ft3/min at each terminal is as follows:
Tm = (Td + 0.1Td) Qm/Qd
Where:
Tm = terminal measured quantity.
Td = terminal design quantity.
Qm = system measured quantity.
Qd = system design quantity.
Systems serving galleys, pantries and sculleries shall deliver not less than 100 percent, nor more than 110 percent, of
design capacity. If these spaces are located in way of air conditioned areas, the measured supply and exhaust quantities shall
be balanced so that the measured excess exhaust is within plus or minus 10 percent of the excess exhaust required; if in way
of ventilated areas, the measured excess exhaust shall be within plus or minus 20 percent of excess exhaust required.
Other ventilation systems shall deliver not less than 90 percent, nor more than 110 percent of design capacity and shall
be balanced so that the measured quantity of ventilation air in ft3/min to each compartment is as follows:
Cm = (Cd + 0.1 Cd) Qm/Qd
Where:
Cm = compartment measured quantity.
Cd = compartment design quantity.
Qm = system measured quantity.
Qd = system design quantity.
Individual terminal delivery limits within these compartments shall be within plus or minus 20 percent of their prorated
quantities except for exhaust terminals in washrooms, water closets, and shower spaces, which shall be not less than 100
percent.
All HEPA filters rated 99.97 percent efficiency shall be tested in place after installation aboard ship in accordance with
the requirements of NAVSHIPS 0989-039-9000, In Place Testing of HEPA Filter Systems.
Section 512
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SECTION 516
REFRIGERATING PLANTS
516a. Scope
This section contains procedures and processes relative to the overhaul of existing refrigerating plants and the requirements for
design, selection, arrangement, installation, and testing of equipment and refrigerant piping for new refrigerating plants using refrigerants
R-11, R-12, R-22, and R-114. It contains requirements for selection of fans and ductwork for replenishment and recirculating air in
refrigerated storage spaces. It also contains requirements for selection, installation, and testing of self-contained electrically operated
refrigerating units and unitary refrigerating equipment.
The references herein to plants, systems, self-contained equipment, and unitary equipment are defined as follows:
Plant - An installed and operating assembly of condensing units, heat exchangers, accessories, controls, instrumentation,
piping, and all other portions of an installation whose purpose is to perform all phases of a particular refrigerating application (e.g., a plant
serving one group of a ship's refrigerated stores spaces, or a plant serving one group of a ship's refrigerated cargo spaces).
System - An individual part of a plant, designed to perform one specific function necessary to the operation of the
plant (e.g., a cooling water system, or a refrigerant system).
Self-contained equipment - An individual unit containing its own refrigerating machinery, requiring only connection to power,
water, or drain, as applicable, to perform its refrigerating function (e.g., an electric drinking fountain, a frozen food cabinet, or an
automatic ice maker).
Unitary equipment - An individual unit similar to self-contained equipment, except that it requires connection to an external
source of refrigeration to perform its refrigerating function. Requirements for associated fresh water piping, seawater piping, electrical
systems, and insulation are contained in the applicable sections of these specifications.
516b. General
All equipment for refrigerating plants shall comply with Mil. Spec. MIL-R-16743 for reciprocating or MIL-R-24085 for centrifugal
plants and shall be of the type and class specified herein for specific applications.
General design - Capacity and load requirements, where stated, are in tons of refrigeration. When multiple systems within a plant
are required, the load requirements shall be proportioned, to permit use of identical equipment in each system.
When refrigerating plants of equal capacity are indicated, the condensing units shall be identical. Selection of equipment shall be based on
the actual compressor suction pressure conditions required to maintain the design conditions specified.
The installation shall be designed to operate satisfactorily under the trim, list, pitch, and roll conditions of the ship set forth in
Section 070.
Condensing units - Capacity rating is based on the standard design rating conditions listed in Mil. Spec. MIL-R-16743 or
MIL-R-24085, plus the following compressor suction conditions for the indicated application:
Application
Refrigerated storage
Air conditioning (using direct expansion)
Air conditioning (using water chiller)
Water cooling (photographic)
Water cooling (drinking water)
Saturated vapor
temperature
(degrees, F.)
-20
45
35
35
35
Assemblies shall have water cooled condensers if the compressor motors are greater than two horsepower. Where air cooled
condensers are installed, the condensing unit shall be arranged and located to receive necessary ventilation to and from the condenser.
Supplementary supply and exhaust ventilation shall be provided in accordance with Section 512.
Section 516
S9AA0-AB-GOS-010
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Condenser water supply - Arrangement of sea water circulating piping to refrigerating condensers shall be in accordance with
Section 256. The water regulating valve shall be in accordance with Mil. Spec. MIL-R-16743 or MIL-R-24085, and shall be operated by
the refrigerant pressure in the compressor discharge to regulate the flow of circulating water to the minimum necessary for satisfactory
operation of the system. The regulating valve shall be sized on a basis of 35 lb/in2 inlet pressure and not more than 15 lb/in2 pressure loss
through the valve at required flow rate where seawater is used as the coolant. The water regulating valve for seawater use shall be installed
in the condenser outlet line.
Where the condenser cooling water is provided from the firemain or an auxiliary cooling water system having a normal operating
pressure above 45 lb/in2, a pressure reducing valve (see Section 256) shall supply water to the condenser at 35 to 45 lb/in2.
Heat interchangers - Wherever it is necessary to superheat the suction gas to prevent saturated liquid from returning to the
compressor, or where it is necessary to subcool the liquid refrigerant to compensate for static head or excessive pipe losses, a heat
interchanger shall be installed common to the suction lines and the liquid refrigerant line. The interchanger shall be arranged so that oil
will not be trapped in the assembly. A refrigerant liquid line bypass, with a single shutoff valve, shall be installed around the interchanger
in refrigerated storage applications to permit bypassing the interchanger in the event
of high discharge temperature. The shutoff valve shall be installed at the liquid line inlet to the interchanger.
Liquid precoolers - Wherever it is necessary to subcool the liquid refrigerant to compensate for excessive static head, and the use of a
heat interchanger is not practicable, a liquid precooler shall be installed.
Receivers - Receivers shall be installed to provide a positive liquid seal under the specified conditions of inclination.
Refrigerant - Each refrigerating plant shall be provided with an operating charge and one complete replacement charge of refrigerant.
The replacement R-11 charge shall be furnished in 100 pound drums in accordance with Fed Spec. BB-F-1421. The replacement R-12,
R-22, and R-114 charges shall be furnished in 50 or 150 pound cylinders, Fed. Spec. RR-C-910. The 50 pound cylinder shall be used
where required for practical handling of refrigerant by ship's force personnel. The cylinder size selected for use on a ship for each
refrigerant type shall be the same throughout the ship. If the quantity of gas necessary is less than the capacity of one cylinder, a fully
charged cylinder shall be furnished. Cylinders shall be stowed in each refrigerating machinery rooms provided the temperature in vicinity
of cylinders does not exceed 130 degrees F when the ventilation is secured. The minimum quantity of refrigerant to be stowed in each of
the refrigerating machinery rooms, shall be not less than a complete replacement charge for one condensing unit and its associated
refrigerant and cooling coil circuits. A rack with securing collar conforming to the requirements of Section 671 shall be installed for
replacement charge cylinders. Any balance of replacement refrigerant shall be stowed as specified in Section 671. For charging the
system, hangers or brackets shall be provided to hold one cylinder in an inverted position near each liquid line charging connection.
Cylinders having a dual valve configuration shall not be inverted. When charging a secured system, the cylinder shall be in a position such
that the liquid level in the cylinder is higher than the liquid level in the system to ensure drainage into the system.
Lubricating oil - Each plant shall be provided with an operating charge and a replacement charge of lubricating oil (Fed. Spec.
VV-L-825). Oil shall be furnished in one quart sealed containers and stowed in stowage racks installed in the refrigerating machinery
room. Not more than 5 gallons shall be stowed for ready use. The replacement oil shall be stowed as specified in Section 672.
Refrigerant piping for plants - Piping joints, fittings, accessories, and connections shall be kept at a minimum to reduce possibility of
potential refrigerant leakage. Refrigerant lines shall be fabricated in the shop, when practical, and cleaned, tested, and dehydrated and
provided with a holding charge of dry nitrogen before installation in the ship.
Openings to the refrigerant piping, controls, compressors, condensers, receivers and evaporators shall be sealed to exclude dirt and
moisture except when work requiring their being open is actually in progress. Prior to installation, refrigerant piping, valves and fittings
shall have all flux and foreign or loose particles removed and shall be thoroughly cleaned and degreased. Upon completion of cleaning,
open ends shall be plugged or capped. Open ends shall be kept closed until final installation.
Refer to Section 505 for materials, method of making bulkhead connections, and general requirements applicable to refrigerant
piping. Fittings for penetration of insulated bulkheads shall be in accordance with drawing, NAVSHIPS No. 810-1385899. See Section
508 for pipe insulation requirements.
Liquid refrigerant piping - Piping shall be arranged and sized for maximum design load conditions and a maximum of 3 lb/in2
friction loss. If the total pressure loss due to friction and vertical lift exceeds 15 lb/in2, provision shall be made for sub-cooling the liquid
refrigerant.
Liquid piping from water cooled condenser to receiver shall be arranged and sized to permit free gravity flow of the liquid from the
condenser and return gas from the receiver to the condenser when the receiver is exposed to 120 degrees F ambient air temperature.
Discharge vapor piping - Piping shall be designed for a pressure loss not exceeding 3 lb/in2. The design velocity shall not exceed
750 ft/min for horizontal runs and shall not be less than 1,500 ft/min for vertical risers where the flow is upward.
Suction vapor piping - Compressor suction lines shall be arranged and sized for maximum load conditions and minimum pressure
drop. Traps in horizontal lines shall be eliminated where possible. Lines shall be sloped continuously downward in the direction of flow
to permit return flow of lubricating oil to the compressor. In multi-compressor systems the piping shall be arranged so that entrained oil
will not be diverted and accumulate in the suction piping of idle compressor units.
Section 516
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Where vertical lift of vapor is required, and partial loads would result in vapor velocity less than that indicated in Table I, double
risers shall be provided to assure oil return. The combined riser shall be sized for maximum design load conditions and the smaller sized
for minimum load. Vapor velocity shall not be less than that indicated in Table I for either condition. The larger riser shall be trapped to
permit, under partial load conditions, the return of lubricating oil with the vapor flowing through the smaller riser. Fittings at the bottom of
the riser shall be close-coupled so that the oil holding capacity will be held to a minimum.
Refrigerant piping connection to circuits, cooling coils, and equipment - Compressor isolation valves shall be located on the
compressor, where practical. The sensing line for each installed pressure indicator and pressure switch shall include a root valve and a
calibration connection arranged so that the indicator or switch can be isolated for repair and be checked for accuracy using an external
pressure source, without requiring removal of the switch or indicator.
An inverted loop seal shall be installed in each cooling coil outlet to prevent drainage of liquid refrigerant from the coil into the
suction main or header. If the arrangement of the suction main or header would permit drainage of liquid back into the coil, or compressor
when idle, the suction piping connection from the coil or compressor shall loop into the top of the suction main or header.
A suction line cutout valve shall be installed at each circuit or coil outlet, where multiple circuits or coils are provided.
Suction pressure regulating valves shall be installed in each suction branch line, where necessary. See Table I for suction line sizing.
Where continuous air conditioning plant operation is required or where a continuing air conditioning load exists, that is smaller than
the minimum unloading step of the compressor, a hot gas by-pass system shall be provided. The hot gas by-pass shall be between the
compressor discharge piping and the low pressure liquid piping between the expansion valve and the water chiller refrigerant inlet
connection. The hot gas by-pass piping shall be designated as "discharge vapor piping." A solenoid valve and a hot gas control valve shall
be provided in the hot gas by-pass piping. The solenoid valve Mil. Spec MIL-R-16743 shall be electrically connected to open and close
simultaneously with the evaporator liquid control solenoid valve. The hot gas control valve shall be sized to maintain full load on the
chiller or to add sufficient load to maintain a chiller load equal to the minimum unloading step of the air conditioning plant compressor, as
required. Manual shut off valves shall be provided in the hot gas piping to permit isolation of the automatic valves for maintenance.
Liquid refrigerant piping shall be arranged such that a dehydrator and moisture indicator is continuously in the refrigerant circuit.
The charging valve shall be arranged so that all refrigerant charged into the system passes through the dehydrator. Refrigerant piping
subject to vibration shall be provided with flexible connections, see Section 505 and MIL-R-16743.
Control operation - The refrigerating unit shall be provided with operating and safety controls as required by Mil. Spec.
MIL-R-16743 and MIL-R-24085. Where chilled water from another plant is used as condenser cooling water, a water failure switch shall
be installed in the water supply to each condenser to stop the compressor in event of water supply failure. Where sea water circulating
pumps are installed to provide condenser cooling water, each pump shall be provided with by-pass piping from the pump discharge to
overboard to prevent pump overheating when the refrigerating unit is in an off cycle. The by-pass piping shall be sized or provided with
an orifice to pass 1-percent of the pump capacity. The control operation of the refrigeration unit shall be such that the opening of the
compressor high pressure switch, sea water failure switch, oil failure switch or low water temperature switch (water chilling applications)
will require manual restarting of the compressor.
For reciprocating plants, a main liquid line solenoid valve shall be installed to shut off refrigerant flow when the compressor motor
shuts down due to any cause except operation of the low pressure switch. If all temperature controlled solenoid valves in the circuit can be
energized from the related compressor motor controller circuit to perform the function of a main liquid line solenoid valve, then it shall not
be necessary to also add a main liquid line solenoid valve. However, all temperature controlled solenoid valves which operate in
conjunction with a forced-air cooling coil shall be energized from its related fan motor controller and arranged to shut off refrigerant flow
when the fan motor is de-energized for any cause.
Centrifugal air conditioning plant control air piping - A dehydrator with upstream and downstream filters shall be installed in the
control air piping. An audible and visual alarm shall be installed to warn of loss of control air pressure.
Refrigerant detection system - Halocarbon monitors with audible and visual alarms shall be installed to eliminate risk to personnel
should a major refrigerant leak occur. Halocarbon monitors shall be installed in all compartments with air conditioning and refrigeration
plants except for the following: (a) main and auxiliary machinery rooms; (b) those compartments that have a ventilation rate of change of
2 minutes or less and are served by ventilation systems that have a damage control classification of either W or circle W; (c) Those
compartments that have self-contained stand alone refrigerant charged equipment (e.g., galley equipment, ice makers, self-contained air
conditioning units, drinking water coolers, etc.) with a charge of no greater than 20 pounds. The requirement for installation of a
halocarbon monitor for compartments that have a ventilation rate of change of 2 minutes or less, but are served by ventilation systems that
have a damage control classification of Z, can be waived if the ventilation system is redesignated to a W or circle W system. One
monitor/alarm is to be installed within the compartment and another alarm installed outside the compartment near the compartment access.
Clearances - Service openings of equipment shall be accessible. Clearances shall permit removal of compressor parts through
cylinder heads and crankcase ends. Enough space shall be allowed for air cooled condensers to permit free air flow through the condenser.
Provision shall be made for withdrawal of condenser and chiller tubes.
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Vacuum pump - A portable vacuum pump for evacuating and dehydrating refrigerating systems shall be provided. The vacuum pump
shall have a minimum displacement of 5 CFM. The pump shall have a capability of evacuating the system to 5mm of mercury absolute
pressure. Vacuum hoses or pipes suitable for connecting the pump to the refrigerating unit(s) shall be supplied. They shall be of adequate
size and length and have end connections compatible with connections on the pump and equipment. An electronic vacuum indicator
complete with thermopile gage tube shall be supplied. The indicator and gage tube shall be capable of accurately reading a vacuum from
20mm of mercury down to 20 microns. A suitable adaptor shall be provided for connecting the gage tube to the equipment. The electronic
vacuum indicator shall be provided with a box to protect it from accidental damage and to provide storage for the electrical cord, gage tube
and adaptors.
Operating chart - A photosensitive aluminum or laminated plastic operating chart (see Section 602) shall be permanently mounted in
each refrigerating machinery space. The chart shall give the following information, as applicable:
Diagrammatic refrigerant piping arrangement
Diagrammatic condenser cooling circulating water piping arrangement
List of symbols and valve identification
Operating instructions including starting precautions, starting procedure, stopping procedure, and operating procedure for:
Pulldown operation (refrigerated storage)
Normal operation
Alternating compressor operation, with a table showing circuit and compressor combinations with cross-connecting valve
arrangements
Defrosting procedure (refrigerated storage)
516c. Refrigerated storage application
Refrigerating plants for ship stores and cargo refrigerated storage spaces shall comply with Mil. Spec. MIL-R-16743, Type I,
Class 1.
Each plant shall consist of one or more condensing unit assemblies, gages, gageboards, temperature indicators, main liquid line
solenoid valves, condensing unit controls, liquid refrigerant control and piping assembly, cooling coils, evaporator control and piping
assemblies, and all refrigerant pipe, valves, and fittings needed for interconnection and hot gas defrosting.
Equipment shall be selected and systems designed to maintain space temperatures and meet pull-down time periods specified in
Table II.
An acceptable method of computing requirements is shown in Design Data Sheet DDS 516-1. The following boundary temperature
conditions shall be used in the calculation of heat gains to refrigerated storage spaces:
Boundary Surface
Adjacent machinery spaces
Other nonrefrigerated spaces
Surfaces exposed to sun
Surfaces exposed to water
Adjacent hatch squares
Adjacent air conditioned spaces
Temperature
(degrees F)
120
85
140
90
70
80
Where two refrigerated spaces adjoin, the actual design storage temperature of the warmer space shall be used as the boundary
temperature condition for the colder space. For the warmer space, the heat loss to the colder space shall be neglected. For thermal
insulation of refrigerated spaces, see Section 638.
The quantity of the product to be stored and cooled shall be based on the maximum volume of the product which can be stored
within the refrigerated space after allowance has been made for package spacing to permit air circulation, and deductions have been made
for gratings, battens, coils, ducts, and obstructions.
In ships stores refrigerated spaces, it shall be assumed that the product will be stowed at a maximum height of 6 feet, where
refrigerated compartments are higher than this height.
Table II shall be used in calculating the product heat loads. Where a compartment is designated as requiring two temperatures, such
as 33 degrees F and -10 degrees F, the computation for each condition shall assume that the product will be that associated with the
temperature shown in Table II.
Systems - The selection of the unit coolers and design of the systems for each plant shall be based on the following maximum
conditions of operation:
Normal condition - 24 hours per day operation with at least one unit cooler secured.
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Pulldown condition shall be considered as that operating condition which exists during the period in which the temperature of the
products within the compartment is being reduced to the designed holding temperature.
Normal condition shall be that operating condition which exists during the period in which design temperatures are being maintained
after the pulldown condition has been accomplished.
Condensing units of a plant shall be arranged, and refrigerant piping and controls connected, to permit rotation of use and to permit
isolation of any unit for servicing. Each system shall be arranged so that when two or more units are operating, the total load is
proportioned as equally as possible between the units with each condensing unit operating independently through separate suction,
discharge, and liquid lines. Cross-connections shall be arranged to permit manual selection of condensing units for operation of any one,
or more than one, of the proportioned loads within the system. Parallel operation of condensing units on a common load is not permitted.
Separate refrigerant circuits shall serve each refrigerated storage space. Valves shall be installed so that any service may be cut off
without interfering with distribution to another service. The pressure drop through any cooling coil circuit shall not exceed 2 lb/in2 and the
total cooling coil external surface in any one coil circuit shall not exceed 400 square feet. If necessary to reduce pressure losses or to
ensure satisfactory oil return, coils within a space shall be in parallel circuits.
Where multiple parallel circuits are used, the circuits shall be arranged so that one liquid line (or more, if required) shall supply the
entire number of circuits for any one space. The liquid line serving a group of circuits shall have a thermostatically-operated solenoid
valve. Each of the parallel circuits supplied by a common liquid line shall be provided with
a separate evaporator control and piping assembly less the solenoid valve. The thermostatic expansion valve shall be externally equalized.
The thermostatic expansion valve for forced air unit coolers shall be an integral part of the unit cooler.
Where refrigerant pressure
drop through the
evaporator is:
Where the evaporator

temperature is:
5 degrees and below
5 degrees to 15 degrees
15 degrees to 40 degrees
40 degrees and above
1/2 lb/in2
1 lb/in2
1-1/2 lb/in2
2-1/2 lb/in2
The length of the expansion valve capillary tubing shall not exceed 20 feet. The suction pressure regulating valve, where required,
shall be installed in the common suction line from any one space.
Controls - Refrigerated space thermostats shall be electrically connected in parallel so that any one thermostat in a space activates all
liquid control solenoid valves for that space.
All expansion, solenoid, and suction pressure valves shall be installed in the refrigerant piping system immediately outside cold
storage spaces or in the forced-air cooler room.
The thermostatic expansion valve shall be installed as close as practicable to the cooling coil inlet. The remote bulb of the expansion
valve shall be fastened to the refrigerant suction piping immediately adjacent to the evaporator outlet. The bulb shall be located on a
horizontal run of pipe where refrigerant will not be trapped. On suction piping 7/8-inch OD and smaller the expansion valve remote bulb
shall be fastened on the top of the pipe. On suction piping larger than 7/8-inch OD the bulb shall be located approximately 45 degrees
from the horizontal on the lower segment of the pipe. Valves shall be located to provide maximum accessibility for repair or replacement.
Fans for refrigerated stores spaces shall be manually operated from outside the cold storage space. An indicating light
shall be installed to indicate fan operation. Fans in the unit coolers shall be operated by the unit cooler defrost controller.
Thermometers - At least one distant-reading, indicating dial thermometer, as specified in Section 504, shall be installed for each
refrigerated storage space. Thermometer bulbs shall be judiciously located to indicate the representative room temperature. They shall be
mounted at least 2 1/2 inches from supporting structure. Bulbs shall be protected against
damage. The temperature indicating dials shall be mounted in the refrigerating machinery room. Where a refrigerated space is not adjacent
to the compressor room, the indicating dials shall be mounted outside the refrigerated space adjacent to its access.
In addition to distant reading dial thermometers mounted outside the refrigerated spaces, an electronic temperature monitoring unit
shall be provided in the refrigerating machinery space, where there are four or more refrigerated spaces.
Refrigerated ship stores spaces - Forced-air unit coolers in accordance with MIL-C-24746 or gravity type finned-tube cooling coils
in accordance with MIL-R-16743 shall be provided. The selection of gravity type coils shall be based on the
maximum heat transfer surface required for pulldown or normal condition whichever is greatest. The coil surface for pulldown condition
shall be based on a temperature differential between the final temperature for the space and the refrigerant evaporating temperature
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resulting from the selected compressor indicated operating suction temperature. The coil surface for normal condition shall be based on a
temperature differential not greater than 20 degrees F.
Gravity type coils shall be located as high as practicable around boundaries of spaces but not closer than 6 inches to the overhead, or
to any horizontal obstruction, in order to permit free access of air to the coil. Location of coil battens shall not obstruct this free area. The
first coil after the expansion valve shall have top feed for refrigerant and the following coils on the same circuit may have bottom feed.
Forced air unit coolers shall be located tight against the overhead, in the corners of the room, as far as from the doors as possible.
The back of the unit cooler should be located 8 to 12 inches away from the bulkhead to allow for air return. Where two unit coolers are in
a space, they should be located in opposite corners of the space.
Vaneaxial fans shall be installed in spaces having a gross volume of 1,200 cubic feet or more. The total capacity of the fans in a
space shall be approximately 1/3 c.f.m. per cubic foot of gross space volume. Fans shall be centrally located in a vertical position and
supported from overhead. The intake duct shall be carried the full diameter from the fan flange to the deck and fastened or soldered to the
deck sheathing. The lower part of the intake duct shall incorporate a removable cylindrical screen at least 2 1/2 feet high. The screen shall
have openings not greater than 1 1/2 by 1 1/2 inches and wire diameter not less than .0915 inch. The air shall be discharged across the
overhead through a circular diffusing terminal connected to the fan discharge. Where necessary for adequate air distribution, two or more
diffusing terminals shall be provided and proportionately located to distribute cool air to all parts of the space. See drawing, NAVSEA
Dwg No. 804-921796 for typical layout. The terminals shall then be connected to the fan discharge by means of ducts installed overhead.
The diffusing terminals shall be in accordance with Mil. Spec. MIL-T-22576. Fans shall comply with Mil. Spec. MIL-F-18953, Type A.
Overhead fans, Mil. Spec. MIL-F-151, shall be installed on the following basis for spaces having a volume less than 1,200 cubic feet:
Overhead Area
(Square Feet)
Up to 120
121 to 200
201 to 280
Number of
Fans
1
2
3
Cooling coils in spaces that require temperatures lower than 32 degrees F shall be arranged for hot gas defrosting. The system shall
utilize discharge gas from the compressor and introduce it into the coils. After the gas has been condensed in the coils, it shall be
introduced into the liquid line for expansion into other coil circuits and then returned to the compressor suction as gas. Hot gas defrosting
lines outside refrigerated spaces shall be insulated; inside they shall be bare. For drip pans under coils, see Section 528.
Refrigerated cargo spaces - Refrigerated cargo spaces shall be provided with a recirculating air system, defrosting system, and
ventilating air system. All compartment equipment, including forced-air coolers, fans, and ducts shall be installed to leave a maximum of
clear stowage for cargo and to provide adequate accessibility and protection of the equipment.
The recirculating air system shall consist of forced-air unit cooler, fan, ductwork and terminals.
The forced-air cooler unit, including casing, cooling coil, and defrosting sprays (where required), shall be as required by Mil. Spec.
MIL-R-16743. The design of each unit shall take into consideration space limitations and the size shall be kept to a minimum. The unit
shall be arranged to permit unobstructed air flow through the entire finned surface of the cooling coil, with a coil face velocity not in
excess of 450 ft/min. Coils shall have sufficient surface to handle maximum holding loads with an average refrigerant temperature not
more than 12.5 degrees F below the designed room temperature and to handle maximum pulldown load with not more than 20 degrees F
below the room temperature during pulldown.
Two-speed vaneaxial fans, Mil. Spec. MIL-F-18953, Type A, shall be provided and selected on the basis of circulating one complete
air change each minute through the recirculating system when the space is empty. Air shall be distributed through ductwork around the
perimeter of the space at the overhead with adjustable slots in the side and bottom for directing air over the product and down the boundary
walls of the refrigerated space. Battens and deck gratings shall be arranged to permit a maximum amount of this air to pass under and
through the cargo as it returns to the forced-air cooler for recirculation.
The forced-air cooler shall take return air from the cargo spaces through protected openings in the forced-air cooler room boundary
bulkheads or through metal grating protected deck cuts where cooler rooms are located on decks above or below spaces served.
The forced-air cooler fans shall be manually operable from the refrigeration machinery room and provided with an indicator light
panel to show when each fan motor is operating and whether at high or low speed.
Provision shall be made for individual defrosting by hot seawater sprays of finned coils in each compartment maintained below 32
degrees F. Sprays shall be located over the cooling coils in the forced-air cooler to give complete coverage for rapid removal of frost. An
instantaneous type saltwater heater to supply hot water for defrosting sprays shall be installed near the refrigeration machinery. It shall be
of the shell and tube type, with water in the tubes and steam in the shell. The capacity of the heater shall be 100 gal/min based on seawater
entering at 60 degrees F and leaving at 100 degrees using 25 lb/in2 steam. Heater shall be of steel, tubes of copper nickel (90-10) 5/8 inch
O.D. No. 18 BWG, and tube sheets and heads of bronze. Maximum water velocity shall be 7 ft/sec. The bulb element of a
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thermostatically operated steam regulating valve shall be installed in the hot water outlet piping as close to the heater as possible. The
regulating valve shall be installed in the steam supply line close to the heater. Outlet from the steam side shall be fitted with an orifice.
Defrosting spray pipes, headers, and nozzles shall be 90-10 copper-nickel. Saltwater and steam and drain piping requirements are
Defrosting piping shall be fitted with drains and nonpermanent air blowout connections to permit complete removal of residual
seawater when defrosting operation is completed.
A ventilating air system, consisting of a supply air fan and ductwork and an exhaust air fan and ductwork, shall be installed at each
hold containing refrigerated cargo spaces maintained above 32 degrees F. Branches to individual forced-air cooler rooms shall be fitted
with supply and exhaust terminals of the insulated plug type which may be secured over the ends of the terminals or at the cooler room
bulkheads, to ensure positive shutoff without leaks. Supply air shall be directed toward the intake of the cooling coils and the exhaust shall
be taken from a remote spot in the cooler room to minimize short circuiting of the fresh air. The design of the ventilating air system shall
be based on the following:
The quantity of outside air required shall be based on a fan supplying an hourly capacity equal to the gross cubical contents of
the largest space being served by the fan distribution ducts.
The fan shall operate under the following limitations:
Only during normal operating conditions of the refrigerating plant.
A maximum of 20 minutes in any 1 hour.
Only one compartment on a refrigerant system being ventilated during a 20-minute period.
For construction details of ventilating air system, see Section 512.
In addition to the distant reading thermometers, refrigerated cargo spaces shall be provided with an electronic type selective
indicating instrument installed in refrigerating machinery rooms to indicate temperatures in all refrigerated cargo spaces. Temperature
elements of the instrument shall be located in the return air stream to the forced-air coolers. In addition, at least one more temperature
element shall be provided for each space and located a maximum distance from the forced-air cooler to record average space temperature.
516d. Air conditioning application
Refrigerating systems for air conditioning applications shall comply with Mil. Spec. MIL-R-16743, type II or MIL-R-24085, type I.
Where multiple condensing units are used, cross-connections shall be installed in the piping systems to permit selected operation in
case of derangement of a condensing unit and for partial load operation. For class 1 equipment, the cross-connection shall be in the chilled
water piping. For class 2 equipment to be used for direct expansion application, the cross-connection shall be in the refrigerant piping.
516e. Photographic Water Cooling Application
Refrigerating equipment for process water cooling application shall comply with Mil. Spec. MIL-R-16743, type III.
516f. Self-Contained and Unitary Equipment
Self-contained and unitary equipment shall comply with Table III. Supplementing or qualifying the requirements contained in the
applicable equipment specifications for the units, the following shall apply:
Installation of units shall permit access for cleaning, servicing, and repair of their machinery and controls. The units shall be
well separated from heat producing equipment, but where this is impracticable, they shall be insulated from
such equipment. Units having air-cooled condensers shall be located with at least 3 inches of clearance to allow air flow through the
condenser.
Where seawater is required for water cooled condensers it shall be supplied at approximately 35 lb/in2 from the firemain or as
Refrigerators for the storage of biologicals shall be provided with an alarm system. The alarm system shall provide visual and
audible indication of power failure to the refrigerator and when the temperature of the refrigerator varies from the specified temperature
range. The alarm system shall be integral with the refrigerator or located in the same space with the refrigerator where the space is manned
24 hours a day. Where the refrigerator is located in a space not manned 24 hours a day the alarm shall be remotely located as specified in
Section 436, circuit CX.
516g. Walk-in-Thaw Refrigerator and Walk-in-Chill Refrigerator
The refrigerators shall be built-in or prefabricated. The decks and overheads of the refrigerators shall be reinforced as required to
support the loaded racks and shelving; assuming a maximum weight of 600 pounds (10 packages at 60 pounds each) for each rack
segment.
Insulation - The insulation shall be either polyurethane or fibrous glass. Polyurethane insulation shall have a minimum thickness of
3 inches and a density of 2 lb/ft3 and shall be in accordance with Mil. Spec. MIL-I-24172, type I, preformed or type II, foam-in-place.
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There shall be no voids or air pockets that would impair the insulation effectiveness. Where type I, preformed insulation is used, the
insulation sections shall be fastened to structural members and to each other with adhesive. Where more than one layer of insulation is
used, butt joints shall be staggered. Where fibrous glass insulation is used, it shall be in accordance with Mil. Spec. MIL-I-22023, type I,
class 4. The insulation shall be a nominal 4 inches thick and shall be tightly packed to ensure that there are no voids. A 100 percent vapor
barrier shall be provided from the outside in.
Sheathing and lining - The exterior sheathing and interior liner of the refrigerators shall be corrosion resistant steel, AISI Type 302
or 304.
Prefabricated refrigerators - Refrigerator shall be prefabricated in panel sections sized to pass through a normal access. Floor
sections shall be designed to support loads up to 300 lbs. per sq. ft.
There shall be no projecting parts from the top, sides, back or bottom of refrigerator. The panels are assembled by means of locking
devices. Locking device panel fasteners shall be actuated from inside the thaw box, enabling sections to be erected tight against
bulkheads. Locking devices and fasteners shall be installed in the panels or recessed so that there is no protrusion on the exterior or
interior of the refrigerator. All metallic parts of the fastening devices shall be of corrosion resistant materials. Cadmium shall not be used
as a plating material. The panel of the refrigerator shall be frameless or framed. Panel framing where required shall be corrosion resisting
steel (CRES) AISI type 302 or 304. There shall be no wood used in construction of the prefabricated refrigerator.
The space between panel skins shall be filled with insulation. The skin of the side panels and roof sections shall be corrosion
resisting steel, AISI type 302 or 304, No. 4 finish, with a minimum thickness of 0.037 inch, 20 gauge.
Two inch wide x 0.037 inch CRES cover strips shall be furnished for all exterior joints in panels. Prefabricated sections and panels
shall be provided with suitable gaskets or sealing strips and sufficient locking devices to provide a tight and rigid assembly.
Built-in-refrigerators - Built-in-refrigerators shall be constructed of plywood with wood framing. The materials used shall be of the
wood species, grade, preservative treatment and seasoning as specified in Table IV.
Preservative treated lumber shall be free of warp and other degrade in excess of that permitted by the grade specified and shall be
dried to 16 percent or less moisture content prior to installation. Where treated wood has been cut in any manner the exposed area shall be
treated by a heavy brush coating of preservative, Mil. Spec. MIL-W-18142. Exposed sheathing shall be given three coats of varnish.
Exterior and interior - The exterior boundaries of the refrigerator shall be constructed of plywood with a bonded corrosion-resistant
steel face. The plywood shall be 7 ply, 3/4 inch thick. The corrosion-resistant steel shall be AISI, type 302 or 304 not less than 24 gage.
The corrosion-resistant steel shall be bonded to the plywood A-face by a process using heat and pressure, giving a waterproof bond. The
vapor barrier shall be applied to the interior surface of all exterior boundaries, including areas in contact with framing. Plywood sheets for
the interior liner shall be the same type and grade used for the exterior. The interior liners shall be attached to the framing so that no
fasteners are visible after erection of the refrigerator. The floor shall be corrosion-resistant steel applied over plywood.
Furring and framing - The plywood shall be internally framed and supported off the deck by nominal 2-inch by 4-inch lumber
longitudinal beamed, spaced on 12 inch centers. Furring shall be used, as required, to serve as supports for such items as coils, piping and
lighting fixtures. Furring and framing shall be bolted to the ships structure, or to flat bar clips welded to the ships structure. After all
cutting, boring and fitting of the plywood or framing is completed, all surfaces and edges not covered by metal shall be given a brush
coating of preservative, Mil. Spec. MIL-W-18142.
Alternate liner construction - Glass fiber reinforced polyester resin laminate sheathing may be used for the interior sides and
overhead. The fibrous glass sheathing shall be fire resistant, with a smooth and glossy gel coat finish. The sheathing shall be reinforced
with an expanded metal rat proofing screen. The sheathing shall be not less than 1/8-inch thick.
Doors, gaskets and accessories - Doors shall be lightweight commercial type. The door shall have the same thermal conductivity as
the adjacent walls of the refrigerator. Door gaskets shall be cushion type and shall be replaceable. The door hinges and latches shall be
heavy duty commercial type. Hinges and latches shall be made of brass, chromium plated. Latches shall be adjustable, arranged for
locking and provided with two keys where the lock is integral. The latch shall include an interior push release arrangement and a safety
release mechanism. The pushrod for the interior push release mechanism shall be Cu-Ni or monel. A vaporproof light and switch with
pilot light shall be incorporated in the refrigerator. The light switch and pilot light shall be mounted on the exterior of the refrigerator. A
non-skid type galvanized, steel plate, shall be provided for the threshold leading into the refrigerator. A grating similar to the type
installed in the ships stores refrigerated spaces shall be provided. The grating shall be removable and shall cover the entire floor. Each
refrigerator shall be provided with a distant reading, indicating dial thermometer. The thermometer shall be mounted on the exterior of the
refrigerator, adjacent to the door. The thermometer bulb shall be located to indicate the representative refrigerator temperature and at least
2 1/2 inches from the interior liner or any structural members. The bulb and capillary tubing shall be protected from physical damage.
Condensing unit - Each refrigerator shall be served by its own condensing unit. The condensing unit shall be designed for use with
refrigerant R-12, be air or water cooled and of adequate capacity to maintain a refrigerator temperature of 35 degrees F with an outside
ambient temperature of 110 degrees F. The condensing unit shall be provided with a low pressure switch to stop and start the compressor
and a high pressure switch as a safety control.
A dehydrator with a sight glass/moisture indicator shall be provided for each refrigerant liquid line. Where the refrigerator is
prefabricated a pass through condensing unit/evaporator assembly may be used.
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Evaporator and Controls - The evaporator shall be a forced convection type and shall have provisions for collecting and draining
condensate from the coil. Refrigerant control to the evaporator shall be by means of a solenoid stop valve operated by a thermostatic
switch and a thermostatic expansion valve. The thermostatic switch shall sense air temperature in the refrigerator and be set to maintain a
temperature of 35 degrees F.
Electrical requirements - The electrical circuit shall be 115 volts, 60 hertz, single phase. The compressor motor shall be 440 volts,
60 hertz, three phase. Pressure and temperature controls shall be drip-proof and shall be adjustable. The wiring shall comply with
requirements of UL 303, Standards of Safety. Control circuits within self-contained units shall be factory-wired up to blank junction
boxes, and shall be properly labeled and identified for field interconnection. Terminal blocks or boards shall be provided for all external
connections.
The insulation resistance of the electrical circuit shall be not less than 10 megohms.
516h. Shock
Section 072 defines the requirements for shock as it relates to ships overhaul.
The requirements for technical documentation relating to the SHIPALT development process are specified in section 085. Other
516j. Cleaning
Cleaning shall be accomplished in accordance with a cleaning procedure specifically prepared for the particular condition and
system and shall comply with safety precautions contained in NSTM S-9086-RW-STM-010/CH-516.
516k. Repair and overhaul of existing systems
and not necessarily intended to return overhauled items to their original manufacturing drawing/tolerances. The Supervisors Work
Specification shall identify the class of overhaul (i.e., Class B) authorized for the item. Definition of overhaul class is provided in Section
042 herein. Where applicable, the Supervisors Work Specification shall invoke the overhaul of the item to be accomplished in accordance
with an approved Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist, or is not authorized,
the overhaul of the item or system shall be in accordance with applicable drawings, or technical manuals as modified by the overhaul
criteria paragraphs herein.
Complete refrigerating plants - The following tests shall be performed on R-12 plants (ships stores and air conditioning) after
overhaul:
System integrity test - Sufficient dry nitrogen is to be introduced to create a pressure of 15 psig. All joints in the system shall
be tested for leaks using a soap bubble solution. Once all leaks are repaired, remove the nitrogen.
Leakage test - Sufficient R-12 is to be introduced to create a pressure of approximately 10 psig or 10 pounds by weight,
whichever comes first. The system is then tested for leaks with a halide leak detector. After this test, a sufficient amount of dry nitrogen is
introduced to raise the pressure to 225 psig, and again the system is tested with a halide leak detector. All leaks shall be repaired and
system retested.
After testing, system is to be evacuated by means of a vacuum pump. Evacuation and testing are to be from compressor discharge
through condenser and from evaporator to compressor suction. The compressor is to be isolated during pressure and evacuation tests.
Evacuate the system to 200 mm Hg and hold for approximately one hour. Any increase in pressure is an indication that an air leak is
present. Leak test the system and repair all leaks until no change in vacuum occurs at 200 mm Hg. Break vacuum and charge system with
R-12 after evacuation. The condensing units shall then be operated with a hard wool-felt filter (material similar to SAE F-1) in the
compressor suction strainer assembly or a Navy type system cleaner in the compressor suction line. The plant shall be operated for at least
36 hours or until periodic inspection of the filter indicates contaminants are removed from the system. Upon completion of this operation,
remove the system cleaner, filter, refrigerant, and oil charges. Evacuate the system. The system shall be retested to determine tightness
across seats and mechanical joints as follows:
Pressurize the entire system with 10 psig or 10 pounds by weight of R-12, whichever comes first. All system valves shall be closed
and the system to the first valves, shall be pressurized at the charging connection, with dry nitrogen to raise the pressure to 225 psig.
Hold pressure not less than 10 minutes to determine tightness of valves and joints against leakage, then proceed to next set of valves.
When all valves have been satisfactorily tested, raise the entire system pressure to 250 psig. Hold pressure for six hours. No loss in
pressure is permitted except as corrected for temperature. When the pressure test is completed, remove the system charge and, by means
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of a vacuum pump evacuate the system to 5 mm inch of mercury absolute with the compressor suction and discharge shut-off valve closed.
Pull a vacuum of 5 mm Hg and hold for approximately one hour. After this period, charge the system with dry nitrogen to a pressure of
approximately 2 psig. Wait approximately 1/2 hour. Pull a vacuum of 5 mm Hg and hold for approximately one hour and again pressurize
the system with dry nitrogen. Repeat this process a third time, evacuate the system to 5 mm Hg and hold the vacuum for six hours. Any
increase in pressure, corrected for ambient temperature changes, greater than 3 mm Hg shall be cause for rejection as there probably is
moisture in the system. After a satisfactory vacuum hold test has been accomplished, recharge the plant with R-12 and oil, and restore the
system to normal.
All instruments and gages shall undergo evacuation tests; the high-pressure gage and cutout switch shall undergo pressure tests. The
low-pressure and oil-failure switches and gages shall not undergo pressure tests because of the possibility of damaging the instruments.
Operating tests for R-12 plants - After leakage tests, vacuum tests, and installation (including adjustment of controls and installation
of insulation) have been completed, each plant shall be given an operating test for a continuous period of at least 24 hours. Rotate
compressor and pumps by hand (power disconnected) to assure that there is no hydraulic lock and that rotational freedom exists. Standby
condensing units shall be operated for proportionate periods of the test time except that no unit shall be operated for less than 4 hours.
Supplementary heat loads shall be introduced where necessary to maintain continuous operation of the condensing units. The tests shall
demonstrate proper functioning of all equipment, systems, and controls.
Performance tests - Together with or supplementing the operating test, performance tests, shall be given as follows:
The ship's stores refrigerating plant shall be operating with all spaces and unitary equipment being refrigerated until such time
as the temperatures are reduced to the design temperatures. The design temperatures shall then be maintained with automatic operation for
a period of at least 4 hours.
For air conditioning applications the refrigeration system shall be operated under simulated peak load condition by the addition
of a heat load where necessary. The heat may be applied to the chiller or supplementary heat may be applied to the spaces served by the
chilled water system so that entering water temperature and the water flow rate are maintained to meet specified conditions; after steady
conditions are established, at least eight test readings shall be taken at intervals of not less than ten minutes. Supplementary heat shall be
maintained so that compressors operate at full load.
Centrifugal plant shipboard tests - The R-114 and R-11 centrifugal plants shall be tested for satisfactory performance after overhaul.
Each plant shall be pressure tested and evacuated in accordance with the applicable instruction book, or other approved procedure. It is
essential that these plants be vacuum tight as required therein. All safety and automatic controls shall be tested for automatic operation at
setpoints.
An operational test shall be conducted to determine capacity by measuring flow of chilled water and the chilled water temperature
rise. The test shall be continued for 4 hours with controls set at operating points to check out satisfactory automatic operation.
The air conditioning plant shall be operated under simulated peak load conditions by adding a heat load where necessary. The heat
load shall be applied to the chiller so that the entering water temperature and the water flow rate are maintained to meet the specified
conditions.
After steady conditions are established, at least eight test readings shall be taken at intervals of not less than 10 minutes. Tests shall
demonstrate that the condensing units will balance off at the operating conditions, thus indicating that the installed refrigerant systems
have capacities equal to the required plant capacity.
Section 516
10
S9AA0-AB-GOS-010
2004 Edition
TABLE I - SUCTION LINE SIZING

Copper
tubing type
O.D. pipe
size
Suction temp.,
degrees F
-40
-20
0
+20
+40
1/2
5/8
7/8
990
690
520
420
350
1110
830
630
490
395
1400
1040
800
640
510
1 1/8
1 3/8
1 5/8
2 1/8
2 5/8
3 1/8
3 5/8
4 1/8
5 1/8
6 1/8
Minimum velocity of R-12 vapor in risers - f.p.m.

2680
2470
2200
1940
1770
1600
2010
1850
1640
1440
1300
1200
1580
1440
1280
1110
1010
930
1260
1150
1020
890
810
740
1000
910
800
710
640
580
2920
2160
1680
1340
1070
3120
2310
1800
1440
1150
3420
2560
2000
1600
1280
3720
2800
2200
1760
1400
TABLE II. TEMPERATURE AND PRODUCT LOAD CONDITIONS

Col.
1
=
Final temperature, degrees F.
2
=
Maximum entering product temperature, degrees F.
3
=
Average product weight, pounds per cubic foot
4
=
Average product specific heat, B.T.U. per pound
5
=
Average container weight, pounds per cubic foot of product
6
=
Average container specific heat, B.T.U. per pound
7
=
Product respiration rate, B.T.U. per 24 hours (Entering condition)
8
=
Product respiration rate, B.T.U. per 24 hours (Final condition)
9
=
Product respiration rate, B.T.U. per 24 hours (Final condition)
Space or Product
Col. 1
2
3
4
5
6
7
8
9
1.08
3.20
0.65
3.2
0.85
29.7
3
55
33
Chill storeroom (fresh fruits and
(3)
vegetables) (note 1)
0.65
3.65
0.40
35.9
3
15
-10
Freeze store room (frozen meats)
(5)
50
Sensitized film storage (note 2)
40
Vestibule or thaw space
Note 1.
Chill storerooms shall be capable of being converted to -10 degrees F. The controls and coils shall be sized and arranged so
that either temperature may be maintained in operation.
Note 2.
At 50 percent relative humidity.
TABLE III. SELF-CONTAINED AND UNITARY REFRIGERATOR

Service Required
Description
Spec./Type
(Besides electric power)
Refrigerator
MIL-R-21098 I
Drainage
Frozen food cabinets
MIL-R-21098 II
Drainage
Refrigerator frozen food cabinet
MIL-R-21098 III
Drainage
Drinking water dispenser
MIL-C-24166
Potable water; drainage
Salad and dessert dispensing cabinet
MIL-C-43300
Drainage
Automatic ice cube maker
MIL-I-19012
Potable water; sea water, drainage
Dehumidifier
MIL-D-19947
Drainage
Ice maker dispenser
MIL-I-43682 I
Potable water; drainage
Ice maker dispenser
MIL-I-43682 II
Potable water; sea water, drainage
Soft ice cream freezer
MIL-I-43705, I, II, III CL 1
Drainage
Soft ice cream freezer
MIL-I-43705, I, II, III CL 2
Sea water, drainage
11
Section 516
S9AA0-AB-GOS-010
2004 Edition
Use
TABLE IV. WOOD FRAMING (BUILT-IN REFRIGERATORS)

Wood
Grade
Preservative
Framing and floor support

beams
Southern pine or Douglas fir
Exterior and interior sheathing
Douglas fir
plywood
Section 516
No. 1 structural light framing

or better, Southern Pine
Inspection Bureau (SPIB) or
West Coast Lumber Inspection
Bureau (WCLIB) standard
grading rules.
A-C (exterior type)
Voluntary Product Standard
PS-1
12
TT-W-571, Table III (schedule

for use under moderate
continuous weathering)
S9AA0-AB-GOS-010
2004 Edition

SECTION 521
SEAWATER SERVICE SYSTEMS
Section
521a.
521b.
521b1.
521b2.
521b3.
521c.
521c1.
521d.
521e.
521f.
521g.
521h.
521i.
521j.
521k.
521l.
521m.
521n.
521o.
521p.
521q.
521r.
521s.
521t.
521u.
521v.
521w.
INDEX
Title
Scope
Firemain Systems
Type of Systems
Service Connections
Cutout Valves
Fireplugs
Hose Outlets
Magazine Sprinkling Systems
Miscellaneous Sprinkling Systems
Aviation Tire Storeroom Sprinkling
Vital Area Perimeter Sprinkling Systems
Fire Bomb Solution Drum Storage Area Sprinkling
Flight Deck Weapons Staging Area Sprinkling
Stores Conveyor Water Curtain
Fixed Fog Systems
Wash Down Countermeasure (WDCM) System
Missile Booster Suppression System
Weapons Elevator Water Curtain Systems
Firemain Monitoring and Control
Protective Devices
Flushing System
Firemain Actuated Services
Miscellaneous
Shock
Page
1
1
2
2
2
3
6
6
8
10
10
10
10
10
10
10
11
12
12
13
13
14
14
14
15
15
15
521a. Scope
This section contains requirements for firemain, firefighting systems employing seawater only, seawater sprinkling, washdown
countermeasure, flushing and firemain actuated systems for which the firemain is the sole source of seawater supply. For fire
extinguishing systems, see Section 555. For alarm requirements, see Section 436 and for damage control classification, see Section 602.
For drainage requirements, see Sections 528 and 529. For fire pump requirements, see Section 503. For decontamination station deluge
showers, see Section 644.
521b. Firemain Systems (New Installations and Modifications to Existing Systems)
The system shall be supplied from the sea using fire pumps and firemain for distribution to services. The firemain shall comprise all
piping and components from the suction valves of the pumps up to and including the first valve in the service branches.
The size of the system mains shall be such that when the system is supplying any combination of services having a demand
equivalent to 75 percent of the total capacity of the fire pumps at rated pressure, all services shall receive water at their designated
pressure.
The system shall be capable of being segregated into a number of independent sections, each supplied by one or more pumps.
521b1. Types of systems

Systems shall be configured as follows:
Single main system - A single main installed on the damage control deck near the centerline.
Pump risers shall discharge directly into the main. Service risers shall be led from the main.
Branches to services shall be taken from service risers, the main, or pump risers.
Horizontal loop system - Two mains installed on the damage control deck and separated, as far apart as is possible within
routing access and habitability restrictions specified in other sections of these specifications. The mains shall be cross-connected to form a
Section 521
S9AA0-AB-GOS-010
2004 Edition
series of horizontal loops. Pump risers shall discharge port/starboard into either main at the junction of a cross-connection with the main.
Service risers shall be led from cross-connections or the mains. Branches to services shall be taken from service risers, pump risers,
cross-connections or the mains.
Vertical offset loop system - Two single mains connected at the ends to form a loop and installed in an oblique plane and
separated vertically and athwartship as far as practicable within routing access and habitability restrictions specified in other sections of
these specifications. The upper main shall be installed on the damage control deck and the lower main shall be installed as low as
practicable and on the opposite side of the ship. The mains shall be cross-connected to form a series of loops. Pump risers shall discharge
port/starboard into either main and may form part of the cross-connection. Service risers shall be led from either main. Branches to
services shall be taken from service risers, pump risers, cross-connections or the mains.
Multiple horizontal loop system - A horizontal loop installed on the damage control deck and a second horizontal loop installed
on a level above the damage control deck. The level where the second horizontal loop is installed is based on the ship class, seawater
requirements for other services and compartmentation. The two loops shall be connected by risers on the port and starboard sides.
Composite system - Two service mains installed on the damage control deck and separated athwartship. A bypass main shall
be installed at a lower level near the centerline. Cross-connections shall be installed alternately between one service main and the by-pass
main. Pump risers shall discharge into cross-connections. Service risers shall be led from the service mains. Branches to services shall be
taken from service risers, pump risers, cross-connections or the service mains.
521b2. Service connections
The number of service connections shall be held to a minimum. A single service connection shall be installed to supply services in
the same vicinity. Service connections shall be installed so as to minimize the installation of cutout valves. Connections for vital services
shall be made in such locations that the closing of cutout valves to non-essential services will not deprive the vital services of water; AFFF
proportioner stations, see section 555e, shall be provided with dedicated service connections. Paralleling of the mains by service risers and
branches shall be avoided. Service risers and branches shall not penetrate main subdivisional watertight bulkheads. If the main, from
which a service riser or branch receives supply, is a horizontal run of piping, the connection shall be taken from the upper portion of the
main, whenever practicable.
521b3. Cutout valves
Cutout valves shall be installed to permit isolation of segments of the system for damage control or maintenance purposes. In
accomplishing the above, valves shall be installed in the following locations:
In mains on each side of their junctions with pump risers and cross-connections, and in cross-connections on each side of their
junction with pump risers. Both valves shall be installed in the same compartment.
In mains and cross-connections on each side of their junctions with service risers, except where the flow in the main is from
one direction only, a cutout valve shall be installed in the main downstream of the riser only. Where a service riser is located within 10
feet of a pump riser, cross-connection, or other service riser, only one valve shall be installed between such connections.
In pump risers and service risers at their junction with mains or cross-connection.
In all branches to services which penetrate a watertight deck or terminate more than 10 feet from the connection or where
required for maintenance purposes. Where a control valve is installed in a branch within 10 feet of the connection unless otherwise
specified herein, a cutout valve is not required.
All cutout valves shall be arranged for manual local control. In addition, the following valves shall be electric motor-operated with a
local manual control:
Cutout valves in the cross-connection between fire pump discharges.
Cutout valves in pump risers at the junction with the main or cross-connections.
Cutout valves in cross-connections at the junction with the mains or pump risers.
Cutout valves in the mains on each side of the junction with the cross-connection and pump risers.
Cutout valves in all loop main systems at the forward and aft ends of the loop.
Cutout valves classified "YOKE" and "ZEBRA". Photoluminescent marking requirements for cutout valves classified
"ZEBRA" are covered in Section 602.
Remote control from the Central Control Station (CCS) or Damage Control Central (DCC), as applicable, shall be installed for all
electric motor-operated segregation firemain valves. The valves shall have local manual control and be remotely controlled from a
firemain monitoring and control panel. Seachest valves for motor-driven fire pumps shall have local manual control and remote hydraulic
control from the damage control deck.
Butterfly valves shall not be used for firemain segregation valves or for seachest and overboard discharge connection hull valves per
MIL-STD-777.
521c. Fireplugs (New Installations and Modifications to Existing Systems)
Fireplugs shall be 2-1/2-inch size on ships larger than frigates and 1-1/2-inch size on frigates and smaller types. Equipment installed
at each plug shall be as specified in Tables I, II and III. Fireplug marking requirements are covered in Section 602.
Section 521
S9AA0-AB-GOS-010
2004 Edition
TABLE I - EQUIPMENT FOR FIREPLUGS IN MACHINERY SPACES (ALL SHIPS)

Item
Qty
Drawing, NAVSEA No. or Spec. No.
803-1385711
1
1-1/2-inch hose valve
803-5959216
1
1-1/2-inch strainer (Note 1)
MIL-H-24606
1
1-1/2-inch hose (50-foot length)
MIL-N-24408 Type I
1
1-1/2-inch nozzle (95 GPM, adjustable)
805-860089
1
Hose Rack (50 ft)
810-4444647
2
Wrench, Spanner
NOTE: 1. Strainer blowout shall be piped to bilge.
TABLE II - EQUIPMENT FOR FIREPLUGS (OUTSIDE OF MACHINERY SPACES) ON LARGE SHIPS
Fireplug location and quantity
Lower
Superstructure
Drawing,
Item
Weather areas
decks
NAVSHIPS No.
of main
or Spec. No.
weather deck
1
1
1
803-1385712
2-1/2-inch strainer
1
1
1
803-5959217
2-1/2 by 1-1/2 by 1-1/2-inch Siamese
0
1
1
MIL-C-52404
Connection
2-1/2-inch hose (50-foot length) (Note 6)
2
0
0
MIL-H-24606
(note 1)
1-1/2-inch hose (50-foot length)
0
4
2
MIL-H-24606
(note 7)
(note 10)
2-1/2-inch nozzle, adjustable
1
0
0
MIL-N-24408
(note 2)
(note 8)
1-1/2-inch nozzle, adjustable 95 gal/min
0
2
2
MIL-N-24408
(note 2)
(note 2)
Type 1
2-1/2-inch nozzle, all purpose
(note 3)
0
0
803-1385835
2-1/2-inch fog applicator (12 foot)
(note 3)
0
0
803-5959224
1-1/2-inch nozzle, all purpose
0
(note 9)
(note 9)
803-1385834
1-1/2-inch fog applicator (4-foot)
0
(note 9)
(note 9)
803-5959223
2-1/2-inch piercing type fog applicator
0
0
0
803-5959224
(10 foot)
(note 4)
Hose rack (50-foot)
0
0
2
804-860089 (note 11)
Hose rack (100-foot)
1
2
0
804-860089 (note 11)
Wrench, spanner
2
2
2
810-4444647
NOTES:
1.
Three lengths of hose at plugs on aircraft carrier flight decks in way of maximum width.
2.
An adjustable nozzle shall be attached to the end of each hose line.
3.
A Navy all-purpose nozzle and fog applicator shall be bulkhead mounted as a secondary nozzle at the fireplug which
serves a Naval gun, 3 inches or larger, with a label which reads "NAVY ALL-PURPOSE NOZZLE AND APPLICATOR - FOR HOT
GUN COOLING".
4.
A Navy all-purpose nozzle and piercing type fog applicator shall be bulkhead mounted as a secondary nozzle at the
fireplug which serves an ASROC Launcher with a label which reads "NAVY ALL-PURPOSE NOZZLE AND PIERCING TYPE FOG
APPLICATOR - FOR USE ON ASROC LAUNCHER FIRE".
5.
Siamese connection not provided on plugs assigned for hangar coverage.
6.
Two hose lengths at plugs provided for hangar coverage.
7.
Two 50-foot lengths connected to one outlet of the siamese connection.
8.
One nozzle at plugs provided for hangar coverage.
9.
A Navy all purpose nozzle and 4-foot fog applicator shall be bulkhead mounted as a secondary nozzle at the fireplug
which serves a deep fat and doughnut fryer with a label which reads "NAVY ALL-PURPOSE NOZZLE AND APPLICATOR FOR USE
ON DEEP FAT/DOUGHNUT FRYER FIRE".
10. One 50-foot length connected to one outlet of the siamese connection.
11. Rack assembly to suit size and length of hose specified.
12. Siamese connections shall be constructed of non-ferrous materials. No aluminum or plastic parts shall be allowed.
Siamese connections meet Navy wye gate requirements.
Section 521
S9AA0-AB-GOS-010
2004 Edition
TABLE III - EQUIPMENT FOR FIREPLUGS (OUTSIDE OF MACHINERY SPACES) ON SMALL SHIPS
Fireplug location and quantity
Lower
Superstructure
Drawing,
Item
Weather areas
decks
NAVSHIPS No.
of main
or Spec. No.
weather deck
1
1
1
803-1385711
1-1/2-inch strainer
1
1
1
803-5959216
1-1/2-inch hose (50 foot length)
2
2
2
MIL-H-24606
(note 1)
(note 1)
(note 1)
1-1/2-inch nozzle, adjustable,
2
2
2
MIL-N-24408
95 gal/min
(note 2)
(note 2
(note 2)
Type I
1-1/2-inch nozzle, all-purpose
0
0
0
803-1385834
(notes 3 & 4)
(note 5)
(note 5)
1-1/2-inch fog applicator
0
0
0
803-5959223
(10 foot)
(note 3)
1-1/2-inch fog applicator
0
0
0
803-5959223
(4 foot)
(note 5)
(note 5)
1-1/2-inch piercing type fog
0
0
0
0
applicator
(note 4)
Hose rack (50 foot)
2
2
2
805-860089 (note 6)
Wrench, spanner
2
2
2
810-4444647
NOTES:
1.
One 50-foot length connected to the plug.
2.
An adjustable nozzle shall be attached to the end of each hose line.
3.
A Navy all-purpose nozzle and fog applicator shall be bulkhead mounted at the fireplug which serves a naval gun, 3
inches or larger, with a label which reads "NAVY ALL-PURPOSE NOZZLE AND APPLICATOR - serves a naval gun, 3 inches or
larger, with a label which reads "NAVY ALL-PURPOSE NOZZLE AND APPLICATOR - serves a naval gun, 3 inches or larger, with
a label which reads "NAVY ALL-PURPOSE NOZZLE AND APPLICATOR - FOR HOT GUN COOLING".
4.
A Navy all-purpose nozzle and piercing type fog applicator shall be bulkhead mounted at the fireplug which serves an
ASROC Launcher with a label which reads "NAVY ALL-PURPOSE NOZZLE AND PIERCING TYPE FOG APPLICATOR - FOR
USE ON ASROC LAUNCHER FIRE".
5.
A Navy all-purpose nozzle and fog applicator shall be bulkhead mounted at the fireplug which serves a deep fat and
doughnut fryer with a label which reads "NAVY ALL-PURPOSE NOZZLE AND APPLICATOR - FOR USE ON DEEP
FAT/DOUGHNUT FRYER FIRE".
6.
Rack assembly to suit size and length of hose specified.
Fireplugs shall be installed on ships requiring 2-1/2-inch plugs in quantity and location to permit reaching any weather area of main
weather decks and any area on the lower decks from at least two plugs with 100 feet of hose. On superstructures, fireplugs shall be
installed to permit reaching any area from two plugs with 50 feet of hose. This requirement shall be considered whenever a fireplug is
required to be relocated, or when new structure is to be added. Fireplugs fitted with siamese connected outlets shall be considered as one
fireplug.
A minimum of two fireplugs shall be installed in each watertight subdivision containing ammunition-handling or
ammunition-transfer areas.
On ships having flight decks, coverage of all areas of the flight deck in way of maximum beam shall be from at least two fireplugs
with 200 feet of hose. This requirement shall be considered whenever a fireplug is required to be relocated, or when new structure is to be
added.
On ships larger than frigates, fireplugs intended for use on weather decks, flight decks and hangar decks to meet coverage
requirements shall not be counted or used as interior fireplugs. Interior fireplug coverage shall be determined independently. Fireplugs
used for hangar deck coverage on aviation ships shall be located within the hangar. On aviation ships, coverage shall be determined
assuming hangar division doors are closed.
Fireplugs shall be installed on ships requiring 1-1/2-inch plugs in quantity and location to permit reaching any main weather deck
area or below deck area from at least two fireplugs with 50 feet of hose. Coverage of all areas of the superstructure shall be provided from
at least two fireplugs. This requirement shall be considered whenever a fireplug is required to be relocated, or when new structure is to be
added.
Fireplugs shall not be located in the designated working area of any Underway Replenishment (UNREP) station or handling areas.
Fireplugs, hose racks and other equipment associated with fireplugs shall be installed on the same bulkhead.
In the distribution of fireplugs, a plug shall be located in the immediate vicinity of spaces wherein munitions are stowed, handled or
serviced, such as in an adjoining passageway or handling room.
Section 521
S9AA0-AB-GOS-010
2004 Edition
Fireplugs exposed to the weather shall be equipped with cutout valves installed inside the ship and shall have drain capability.
In machinery spaces, fireplugs shall be installed within the spaces to provide coverage of all areas with 50 feet of hose from at least
two plugs. Machinery space plugs shall not be considered in meeting coverage requirements of other areas. This requirement shall be
considered whenever a fireplug is required to be relocated.
Fireplug coverage of steering gear spaces and aviation tire storerooms shall be obtained from plugs located outside such spaces.
Two fireplugs shall be installed at locations to facilitate washdown of the anchor and chain.
Fireplugs in the vicinity of the Missile launchers shall be located so as to permit combating a fire within the launcher with three hose
lines, each 50 feet in length. This requirement shall be considered whenever a fireplug is required to be relocated, or when new structure is
to be added.
In determining the reach of hose lines, allowance shall be made for line handling interferences, the rigidity of the hose under
pressure, and an effective nozzle reach of 25 feet. Fireplugs shall not be installed within radio, radar, sonar or similar electronics spaces.
Interior fireplugs shall be installed in sufficient number and locations so that hose lays will not cross the boundaries of Collective
Protection Systems, watertight bulkheads and fire zones. This requirement shall be considered whenever a fireplug is required to be
relocated, or when new structure is to be added.
Fireplugs shall be located in the general vicinity of accesses, with hose racks positioned so that the hose can be normally connected
to the plug. Fireplugs shall be arranged so that the valve handwheel is approximately 5 feet above the deck with hose end downward,
except that plugs on clear areas of weather decks may be positioned approximately 18 inches above the deck with hose end horizontal.
The fireplug strainer valve shall be installed and oriented in a way not to interfere with the hose rack or fire hose when flushing. Hose
thread caps with stay chains shall be provided for hose outlets to which hose is not normally attached.
Water requirements for fireplugs shall be based on a hoseline nozzle pressure of 70 lb/in2 when employing straight streams with 100
feet of hose. With water flowing in the firemain equal to 75 percent of the total capacity of the fire pumps at rated pressure, the following
plug rates apply:
Plug Residual
Plug Flow
Pressure (lb.in2)
Plug
Rate (gal/min)
(note 1)
Size
93
95
1-1/2 inch (Note 2)
247
85
2-1/2 inch (Note 3)
186
95
2-1/2 inch (Notes 2 and 4)
NOTES:
1.
Pressure at discharge side of strainer
2.
Residual pressure at fireplugs located in superstructure shall be 85 lb/in2
3.
Supplying one 2-1/2-inch hose
4.
Supplying two 1-1/2-inch hoses
521c1. Hose outlets
On ships fitted with a single main system, hose valves shall be installed on the discharge side of each fire pump between the pump
and the first stop valve. One 2-1/2-inch valve shall be installed for each 200-gal/min of pump capacity, with a maximum of four valves.
The pump riser on such ships shall continue beyond the main and terminate on the weather deck in a manifold having the same number of
hose valves as installed for the pump.
On ships fitted with a horizontal loop system, a multiple horizontal loop system, a vertical offset loop system or a composite system,
shore connection hose valve manifolds shall be installed on the weather deck or sponsons, port and starboard. Manifolds shall be in
sufficient number and locations to receive water from pierside at the quantity specified in publication, MIL-HDBK-1025/2, to both the port
and starboard side of the ship, forward, aft and midship, as necessary. Piping to each manifold shall connect into the firemain via a cut-out
valve installed at the branch from the main and a drain valve on the manifold side of the cut-out valve. Hose valves shall be 2-1/2-inch NH
for cruisers and smaller ships and 4-inch NH for auxiliary and larger ships and be fitted with hose thread caps and stay chains. Manifolds
and hose valve locations shall not interfere with walkways or work areas.
521d. Magazine Sprinkling Systems (New Installations and Modifications to Existing Systems)
The requirements of this section apply to systems for the cooling of munitions and pyrotechnic material excluding those systems
furnished as an integral part of ordnance installations.
Definitions:
Dry type sprinkling system - A system in which the piping between the outlet of the sprinkling control valve and the sprinklers
contain no water.
Wet type sprinkling system - A system in which the piping between the outlet of the sprinkling control valve and the sprinklers
contains water.
Sprinkling control valve - A valve which starts and stops flow to the sprinklers. Sprinkling cut out valves are either
manually-operated or hydraulically-actuated.
Hydraulic manual control valve - A 2 or 3 position, 3 port manual valve used to control hydraulic pressure to the
hydraulically-actuated sprinkling control valve.
Section 521
S9AA0-AB-GOS-010
2004 Edition
Pneumatic Released Pilot Valve (PRPV) - A valve that receives a pneumatic signal from a pneumatic heat sensing device and
admits hydraulic pressure to the hydraulically-actuated sprinkling control valve.
Heat sensing device - A thin-walled, spring-loaded bellows containing air which is designed to create a pressure in response to
a rapid rise in temperature or a slow rise to 160 degrees F.
Thermo-pneumatic control - A type of automatic control in which the heat sensed in the protected space causes the
expansion/compression of air to operate a pilot valve (PRPV) which then admits hydraulic pressure to open the hydraulically-actuated
sprinkling control valve.
The sprinkling systems and components, both wet and dry types as specified herein, and location of FH circuits shall be in
accordance with publication NAVSEA S9522-AA-HBK-010.
Water switches for dry type systems shall be in accordance with Mil. Spec. MIL-S-16032 Type IC/W.
General - (New Installations)
The supply for magazine sprinkling, except small arms magazines, shall be provided from two separate ZEBRA sections of the
firemain. Supply piping length from each firemain section shall be minimized. To the maximum extent practical, piping penetrations of
the magazine boundary shall be located to maximize longitudinal, vertical and athwartship separation. Each branch supplying magazine
sprinkling from a ZEBRA section shall have a hydraulically-operated check valve just upstream of their junction.
A cutout valve shall be installed upstream of the sprinkling control valve and as close to the firemain as possible. The valve shall be
in an accessible location. The valve shall have a locking device and shall be locked in the open position.
Hydraulically-actuated sprinkling cut out valves shall be of the combined valve and test fitting type, diaphragm pressure to open,
globe design in accordance with Mil. Spec. MIL-V-17501, Type 1, Class 1. The valves shall use seawater as the operating fluid and shall
be installed in the upright position plus or minus 15 degrees with the bonnet on top. Clearance shall be provided to permit relaxation of the
valve spring and removal of the operator cover. Clearance also shall be provided for installation of the test fitting and attachment of a test
fire hose. Valves shall be installed such that the centerlines are between three and five feet above the deck.
Sprinklers shall be installed such that there is a minimum distance between the sprinkler deflector and the stored material of 4 inches.
Existing thermo-pneumatic portions of systems on older ships may have been configured with heat actuated devices, fixed
temperature units or the newer heat sensing devices (fusible link or slug). Actuating sensors of different types can be mixed within a
particular magazine, but not on an individual PRP valve, when complete replacement of existing sensing devices is not part of the
alteration scope.
Sprinkling systems shall be installed in spaces where munitions are normally stowed, serviced, assembled or temporarily held in
readiness, except that sprinkling protection is not required for 76MM and small caliber ready service rooms on or above the main weather
deck, unless contiguous to a sprinkled magazine or located in vicinity of bridge or vital ship control areas. Pyrotechnics shall be sprinkled,
except for water activated types.
Each level of multi-level cargo holds for stowage of munitions shall be individually sprinkled. Bomb assembly areas shall be
individually sprinkled.
Munitions spaces located below the damage control deck shall be sprinkled in groups. The limiting extent of a group shall comprise
contiguous magazines on the same deck and within the same main transverse subdivision. Contiguous magazines on the damage control
deck and above shall be sprinkled as a group. Sprinkling for each group shall be supplied by a single valve located in an adjoining
handling room or passageway serving the magazine. Where the means of access is directly into the space, the control valve shall be
located within the magazine and adjacent to the access.
Sprinkling rates shall be computed on an overhead area basis allowing a minimum of 0.8 gal/min/ft2 of magazine overhead area
where the deck height is 8 feet or less. Where the deck height exceeds 8 feet, an allowance of 0.1 gal/min/ft3 of additional gross volume
shall be made.
Sprinkling systems shall consist of spray heads or sprinkler head valves arranged to impinge water directly on the munitions and to
provide complete coverage. Sprinkler heads for dry type sprinkling systems shall comply with Mil. Spec. MIL-S-24660. Design Data
Sheet DDS 522-1 may be used as guidance for designing sprinkler piping.
Where deep beams, 16 inch or greater, and/or bulkheads require heat sensors between them, and are located less than 24 inches apart,
heat sensors shall be located centrally between. For additional requirements concerning HSD placement and attachment methods, see
NAVSEA S9522-AA-HBK-010.
Where an overhead protective grid is installed in magazines, the sprinkler piping and heads shall not protrude below the bottom level
of the grid and the sprinkler heads shall be located such that the grid does not restrict the spray pattern.
Automatic control shall be installed in sprinkling systems protecting all magazines except gun type ammunition smaller than 76MM
located on the damage control deck and above. The automatic control system shall be of the thermo-pneumatic type. Manual control shall
be installed in sprinkling systems protecting gun type ammunition smaller than 76MM located on the damage control deck and above.
Sprinkling systems installed in TERRIER and TERRIER/ASROC magazines and check-out areas, ASROC and ASROC/torpedo
magazines in combat ships, and missile workshop areas in AS/AD type ships shall be thermo-pneumatic automatic wet type. All others
shall be thermo-pneumatic automatic dry type, except as specified in other parts of this section.
Wet type sprinkling systems shall be installed in all magazines of a group if any one magazine in the group requires a wet type
system.
Sprinkling systems for spaces located below the damage control deck shall be arranged for local control at the valve and for remote
control from the damage control deck. The remote control system shall be seawater hydraulic in accordance with publication, NAVSEA
S9520-AA-HBK-010. Forward sprinkling systems shall be remotely controlled from a forward control station. After sprinkling systems
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shall be controlled from a station aft. An additional amidships station shall be provided on cruisers and larger ships. Systems for spaces
located on the damage control deck and above shall be arranged for local control only from a position outside the access to the space,
adjacent to the access, with the access visible from the control. Where the access is directly from the weather, only the manual control
operating lever shall be installed in the weather.
Local and remote manual controls for bomb assembly areas shall be provided on the same deck as the space protected. Local control
shall be adjacent to the sprinkling control valve. Remote control shall be outside the protected space in passages used for main access
forward and aft.
Sprinkler systems installed in nuclear weapons magazines in aircraft carriers shall have local and remote manual controls only. The
local manual control shall be located at the main sprinkler control valve; the remote manual control shall be located within the security
station. In the event that these magazines are intended for both nuclear and conventional weapons, automatic controls shall be installed if
the conventional weapons require it. An instruction plate shall be installed at the pneumatic release pilot (PRP) valve calling for
deactivation of the automatic feature when carrying nuclear weapons. The plate shall instruct that deactivation is accomplished by
securing in the closed position the cutout valve that supplies seawater to the PRP valve and disconnecting the PRP supply and discharge
hoses from the piping systems and capping (or plugging) the pipe ends. The instruction plate also shall contain a caution that the local and
remote manual controls shall not be deactivated.
Instruction plates, in accordance with Section 602, describing the operation of manual controls shall be provided at local and remote
sprinkling control stations. Local instructions shall include a system diagram.
In dry type group sprinkling systems, where the magazines are located below the damage control deck, a stop-lift-check valve (or a
single cutout valve and a swing-check valve) shall be installed in each sprinkling branch immediately downstream of the group cut out
valve. The valve shall be fitted with an indicator to show the check and stop position. In dry type group sprinkling systems on the damage
control deck and above, a stop valve shall be installed in each sprinkling branch. The stop valves shall be locked in the open position.
Where rockbestos/Rockhide tubing passes through non-tight structure, the piping shall be supported and protected against chaffing as
specified in NAVSEA S9522-AA-HBK-010.
Rockbestos/Rockhide tubing and vented (Circle Seal) check valves shall not be painted. Where such tubing/valves has inadvertently
been painted, removal of paint is not required. In such cases, proper orientation verification of vented check valves is required.
The maximum length of transmission tubing between the PRP valve and Circle Seal check valves shall be 60" with one 4" diameter
loop. More than one 4" diameter loop is allowed provided total length of tubing, including loops, does not exceed 60".
Where lockshield gate valves are specified, but not available to support a particular overhaul, a gate valve may be installed with a
locking device, in accordance with drawing NAVSHIPS No. S4824-1385509.
521e. Miscellaneous sprinkling systems (New Installations)
This section contains requirements for miscellaneous sprinkling systems supplied by sea water from the firemain. Miscellaneous
sprinkling systems excludes all magazine and AFFF sprinkling systems.
Miscellaneous sprinkler systems are installed to protect the following spaces:
Incinerator Room
Lubricating Oil Storeroom
Dry Stores Cargo Hold
Cargo Handling Deck
Flammable Gas Cylinder Storeroom
Carpenter Shop
Paint Spray Booth
Paint Spray Room
Aviation Tire Storeroom
Living Spaces
Vital Area Perimeter
High Fire Risk Spaces
Definitions:
Wet type sprinkling system - A system in which water pressurized from the firemain is contained in the piping between the
outlet of the sprinkling valve and the sprinkler heads.
Sprinkler isolation valve - A valve which isolates flow to the sprinklers. This valve shall be classified "W".
Automatic sprinkler head - A sprinkler that opens at a predetermined temperature. Each sprinkler head operates independently
of other sprinkler heads in the system. Automatic sprinkler heads may be either frangible glass or fusible alloy type.
Frangible glass bulb sprinklers - An automatic sprinkler head that opens at a predetermined temperature by the heat from a fire
on a glass bulb. Expansion of the liquid inside the glass bulb causes the bulb to break free of the sprinkler, releasing water.
Fusible alloy sprinklers - An automatic sprinkler head that opens at a predetermined temperature by the heat from a fire
melting a solder alloy allowing the link assembly or other operating mechanism to break free of the sprinkler, releasing water.
Living space - Living spaces include officer, crew, troop, CPO berthing areas, lounges and dressing areas.
Vital area perimeter. - Vital area perimeter includes those areas around electronic complexes such as CIC, IOIC and NTDS.
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Fire risk analysis - An analysis performed by NAVSEA which considers such factors as the fuel load in the space, the
likelihood of ignition, the criticality of the space to the ship mission, its proximity to the vital spaces and planned fire detection or
suppression systems.
High fire risk space - Any space not listed that is identified by NAVSEA through a fire risk analysis as requiring sprinklers.
General - Miscellaneous sprinkling systems shall be of the wet type. Each system shall be supplied through a firemain cutout
valve.
If access to the space is from within the ship, the manually operated sprinkling isolation valve shall be installed outside and adjacent
to the protected space, on the same deck and within the same main watertight subdivision as the protected space. The access to the space
shall be visible from the sprinkling isolation valve. A means to attach a fire hose for flushing purposes downstream of the sprinkling
isolation valve shall be provided. Clearance shall be provided for attachment of the fire hose. Sprinkling isolation valves shall be installed
such that the centerlines are between three and five feet above the deck. If access to the space is from the weather, the valve shall be
located within the space it serves and adjacent to the access. Means of actuation of the isolation valve from the weather shall be provided.
Contiguous spaces shall be sprinkled as a group, requiring only one sprinkling isolation valve.
Automatic sprinkler heads shall be in accordance with Mil. Spec. MIL-S-24686. Systems shall be computed on an overhead area
basis. Sprinkling rate and sprinkler head temperature rating shall be as described for each space listed in Table IV.
TABLE IV MISCELLANEOUS SPRINKLING FLOW RATES
SPACE
RATE PER FT2
TEMP. RATING
Incinerator Room
0.2 gal/min
212 degrees F
Lubricating Oil Store Room
0.4 gal/min
175 degrees F
Dry Stores Cargo Hold
0.2 gal/min
175 degrees F
Cargo Handling Deck
0.2 gal/min
175 degrees F
Flammable Gas Cylinder Store Room
0.3 gal/min
155 degrees F
Carpenter Shop
0.2 gal/min
175 degrees F
Paint Spray Room
0.4 gal/min
155 degrees F
Paint Spray Booth
0.4 gal/min
155 degrees F
Aviation Tire Store Room
0.6 gal/min
175 degrees F
Living Spaces
0.2 gal/min
175 degrees F
High Fire Risk Space
(note 1)
--Vital Area Perimeter
--175 degrees F
Notes:
1.
To be determined by high fire risk space analysis.
Sprinkler heads shall be uniformly spaced to provide complete coverage throughout the protected area. Additional sprinkler heads
shall be installed to ensure direct water impingement to pockets or hidden areas.
Supply piping shall be sized for full load for all sprinkling systems except for living spaces which shall be sized for one-half of the
sprinklers supplied through a single sprinkling isolation valve.
Combinations of upright and pendant sprinklers shall not be installed within the same compartment.
A sprinkler line tester simular or equal to Guardian Fire Equipment model 7212 shall be installed with the last sprinkler head on each
branch line.
Sprinkling alarm Circuit FH in accordance with Section 436 shall be provided for all systems. Associated flow switch in accordance
with Mil. Spec. MIL-S-16032, Type IC/FS, set at 2 GPM shall be installed in the piping just downstream of the manual control valve.
Instruction plates, fabricated and installed in accordance with Section 602, describing the operation of the system, shall be provided
at the isolation valve.
Additional installation requirements.
Paint spray booths and paint spray rooms require pendent type sprinkler heads inside plenums and exhaust ducts. Inside plenums,
one or more sprinkler heads, as required, shall be installed. Inside exhaust ducts, one sprinkler head shall be located at the top of each
vertical riser and at the midpoint of each offset. On horizontal ducts, the first sprinkler head shall be installed at the duct entrance. Other
sprinkler heads shall be installed no more than 12-feet apart beginning no more than 5 feet from the duct entrance. Access openings shall
be provided in the exhaust duct to permit visual inspection and maintenance of the sprinkler heads. Sprinkler heads inside plenums and
ducts shall be 1/2-inch orifice. Sprinkler heads which may be exposed to paint spray or dust shall be covered with a polyethylene bag
having a minimum thickness of 0.003 inch (0.076mm).
In tire stowage spaces, platforms and stowage aids shall not restrict free passage of sprinkling water. Where this is unavoidable,
additional sprinkler heads shall be located in the shielded areas.
Living space sprinkling isolation valves shall be located in the passageway, in proximity to the access for the protected space. For
spaces located below the D.C. deck, the isolation valve shall have remote control on the D.C. deck within the same watertight boundries.
The isolation valve and the remote operator shall be located in the direction of egress from the protected space.
Vital area perimeter sprinkler system shall consist of a single line of 1/2-inch orifice sprinklers spaced no more than 14 feet apart
along the piping and no more than 7 feet from the exterior bulkhead of the protected spaces. Additional sprinklers shall be provided to
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compensate for blockage by bulkheads, access openings, etc., in order to provide complete coverage of the perimeter. Piping shall not be
located within the protected space.
521f. Aviation Tire Storeroom Sprinkling (Modifications to Existing Systems)
Sprinkling rate shall be a minimum of 0.32 gal/min/ft2 of overhead area and the sprinkler heads shall be in accordance with Mil.
Spec. MIL-H-19387, type I.
521g. Vital Area Perimeter Sprinkler Systems (Modifications to Existing Systems)
Modifications to existing systems which would affect the system design, such as capacity, pressure and spray coverage shall not be
accomplished without prior NAVSEA approval.
521h. Fire Bomb Solution Drum Stowage Area Sprinkling (Modifications to Existing Systems)
521i. Flight Deck Weapons Staging Area Sprinkling (Modifications to Existing Systems)
Island bulkhead mounted sprinkling shall be installed to cover the weapons staging area outboard of the island. Flow requirement
shall be based on a minimum of 0.2 gal/min/ft2 of deck area. Sprinkler heads shall be in accordance with Mil. Spec. MIL-H-24146. The
control valve shall be located on the gallery deck and shall be the magazine sprinkler type with test fitting and SOPV, Mil. Spec.
MIL-V-17501. New SOPV's shall be in accordance with drawing NAVSEA No. 803-5959218. The system shall be controlled from
Primary Flight Control, the Navigational Bridge and Flight Deck Control, and at pushbutton control stations located at the forward and aft
bulkheads.
521j. Stores Conveyor Water Curtain (Modifications to Existing Systems)
Modifications to existing systems which would affect the system design, such as capacity, pressure, and spray coverage shall not be
521k. Fixed Fog Systems (Modifications to Existing Systems)
521l. Washdown Countermeasure (WDCM) System (New Installations and Modifications to Existing Systems)
A seawater washdown system shall be installed to thoroughly wet down all weather decks and the super-structure.
The system shall consist of an array of spray nozzles arranged to distribute seawater to all horizontal weather surfaces in sufficient
quantities to produce run-off and removal of contaminating material. Wherever possible, washdown piping shall be kept clear of
electronics spaces. Where this is not possible, all washdown piping flanged joints within electronics spaces shall be trunked. Trunks shall
be drained via a tell-tale pipe terminating outside the space in a passageway. The tell-tale terminal shall have a label plate, stating purpose
of tell-tale, location of trunk, and corrective action to be taken if leakage is noted. Trunks shall be bolted construction to aid in
disassembly for maintenance of the flanged joint. Design of trunk shall be watertight. Washdown nozzles shall comply with drawing,
NAVSHIPS No. 803-1385828 for Type SB and G nozzles. The system covering flight decks, gallery deck walkways, aircraft elevators,
fantail areas and helicopter landing platforms is also arranged to function as an AFFF sprinkler system. See Section 555 for AFFF design
requirements. Where Section 555 is in conflict with this section (for AFFF/WDCM system 5), Section 555 shall take precedence.
The piping on the discharge side of the washdown countermeasures sprinkling control valves for groups that deliver water through
AFFF system nozzles shall connect to the AFFF system downstream of the AFFF system sprinkling control valve. A diaphragm-operated
check valve, Mil. Spec. MIL-V-17501, shall be installed just upstream of the connection point between the AFFF and WDCM systems.
Spray nozzles shall be positioned so as to utilize the air flow over the ship for maximum spray distribution. Air turbulence and
variations in the angle and velocity of relative wind shall be considered in the placement of nozzles. Coverage of superstructures and
walkways shall be obtained by type G nozzles installed on the forward or leading edge of the area to be protected with the nozzle directed
to windward. Coverage of surfaces on the lee side of structures or other sheltered areas, shall be obtained by positioning type G nozzles
for direct application of spray. For large clear deck areas (such as the bow area), coverage shall be obtained by type SB nozzles. For flight
decks, coverage shall be from type SB nozzles, except as modified to keep washdown piping clear of electronics spaces, where possible.
New Systems shall be divided into sprinkling groups of approximately 1000 gal/min or less, serving contiguous areas of the ship. In
sizing the groups and their supplies from the firemain, the connected washdown countermeasure demand shall not exceed the total
pumping capacity of the respective firemain "ZEBRA" segregations.
Flow requirements shall be based on a minimum of 0.05 gal/min/ft2 of deck area. Sprinkler piping shall be sized to provide a
minimum pressure of 20 lb/in2 at type G nozzles, 30 lb/in2 at type SB nozzles.
All washdown zone piping shall be provided with draindown capability. WDCM piping which is subject to freezing, such as flight
deck and gallery walkway zones, shall have a low point drain with a gate cutout valve. The gate cutout valve shall be locked closed and
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shall have a 1/4 inch hole drilled through the disk. The discharge from the low point drain shall be run overboard via a funnel. For all
other zones, where the zone control valve is located adjacent to the firemain, a hose valve shall be installed downstream of the control
valve for system flushout and draindown. Where the zone control valve is located remote from the firemain, a root valve shall be installed
at the main and a hose valve installed on the upstream side of the control valve for branch flushout and system draindown.
To facilitate cleaning of nozzles and flush deck nozzle supply piping, a clean-out fitting shall be installed in the washdown piping
directly below each flush deck nozzle. The clean-out fittings shall be in accordance with drawing, NAVSHIPS No. 803-1385828. All
clean-out fittings located above false ceilings shall be made accessible via hinged panels.
Zone control for washdown spray heads located in vicinity of the bridge and pilot house shall be located in the pilot house.
Alarm circuit CM shall be provided to indicate individual zone activation in Damage Control Central.
Controls (New Installations) - Control of the system shall be by means of remote, electrical switches. A solenoid-operated pilot
valve in accordance with drawing, NAVSEA No. 803-5959218 shall control the hydraulically-operated sprinkling control valve for each
sprinkling group. Remote control of each group shall be provided in the Pilot House. Local, manual control also shall be provided in the
Pilot House for washdown nozzles located in the vicinity of the bridge and Pilot House.
The group manual cutout valves, the group sprinkling control valves and the solenoid-operated pilot valves shall be located on the
damage control deck. Installation requirements for solenoid-operated pilot valves in drawing, NAVSEA No. 803-5659273 shall be met.
Label plates, indicating the portion of the ship served by the solenoid-operated pilot valve and the firemain source for the washdown
countermeasure water to that group, shall be installed.
521m. Missile Booster Suppression System (New Installations and Modifications to Existing Systems)
The system shall be installed in TERRIER/STANDARD MISSILE SYSTEM or STANDARD MISSILE ready service magazines. A
supply line with an isolation valve and strainer shall be connected to the missile magazine, as required by the specific installation. Piping
shall be sized to supply water in capacity and pressure, as specified by NAVSEA. The system consists of automatically actuated nozzles
in accordance with drawing, NAVSHIPS No. 803-1385918.
Publication NAVSEA S9555-BJ-MMO-010-TMBSS provides TERRIER Missile Booster Suppression System description, operation
and maintenance procedures.
A nozzle shall be installed for each booster motor at its indexed position on the loader ring and accurately aligned with the center of
the motor. The nozzle shall be positioned to provide a clearance of approximately 7/8 inch with the base of the motor.
Supply piping shall be rigidly fixed against shock and surge due to nozzle actuation. The booster suppression system and the
magazine sprinkling system shall be connected to a common line which is supplied from at least two independent firemain segregations.
Each firemain segregation and each branch to the common supply line shall be sized to supply full required flow to the sprinkling system
and suppression system, simultaneously, at rated pressure. A cutout valve and diaphragm check valve shall be installed in the branches
from each segregation. Each branch check valve shall be installed as close as practicable to the combined sprinkling system and
suppression system supply line. A flow detector shall be installed in the combined sprinkling system and suppression system supply line.
The flow detector shall start motor driven pumps, as required, to provide the additional water demand, and actuate a visible and audible
alarm in the damage control station.
A suppression system cutout valve shall be installed in the suppression system supply line.
The system shall be arranged for freshwater funnel filling, venting, draining and flushing. To prevent the mixing of fresh and
seawater, a hydraulically-operated check valve incorporating a soft-seating feature, pressurized from the freshwater side, shall be installed
in the system. A hose valve, cutout valve and pressure gage shall be installed downstream of the check valve. Test cocks for taking
salinity samples shall be installed at selected points in the suppression nozzle supply header.
521n. Weapons Elevator Water Curtain Systems (Modifications to Existing Systems)
Modifications to existing systems shall not be accomplished without prior NAVSEA approval.
521o. Firemain Monitoring and Control (New Installations and Modifications to Existing Systems)
Visual valve position indicators for the suction and discharge valves for each turbine-driven fire pump shall be installed at the
discharge pressure gage of each pump.
Motor-driven fire pumps shall be arranged for local and remote start-stop control. Primary control shall be local at the motor
controller. Secondary control shall be remote from the damage control deck within the same main watertight subdivision as the pump.
Tertiary control shall be remote from a mimic panel located in the Central Control Station or Damage Control Central, as applicable.
The local controller for each motor-driven fire pump shall incorporate the following features:
An interlock to prevent the pump from starting unless its seachest valve and pump suction valve, if applicable, is open.
POWER AVAILABLE indicator - white.
PUMP READY indicator - white (wired to indicate power available, sea chest valve open, pump suction valve open - if
applicable, pump discharge valve open, and motor thermal protection - if applicable).
PUMP OPERATING indicator - green (wired from a switch on the discharge check valve or from the M-contactor on the
motor controller).
PUMP START-STOP switch (switch to be operational regardless of position of mode selector switch).
MODE SELECTOR switch - LOCAL ONLY/LOCAL AND REMOTE (This switch shall disconnect all remote control and
indicator circuits which derive power from the controller).
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MONITOR POWER AVAILABLE indicator - white (wired to indicate motor temperature detector not tripped, if applicable).
MONITOR TRIPPED indicator - red (wired to indicate motor temperature detector tripped, if applicable).
The remote control on the damage control deck shall be located adjacent to the seachest valve hydraulic operator and shall
incorporate the following features:
PUMP READY indicator - white (wired to indicate power available, seachest valve open, pump suction valve open - if
applicable, pump discharge valve open, and motor thermal protection - if applicable).
PUMP START-STOP switch - The damage control deck control station shall be wired such that its START/STOP CONTROL
switch and PUMP READY indicator light will function regardless of the position of the NORMAL/CENTRAL CONTROL CUTOUT
switch. The NORMAL/CENTRAL CONTROL CUTOUT switch shall be connected to deactivate and completely de-energize the Central
Control START/STOP control switch and extinguish central Control's PUMP READY indicator light when the switch is in the CENTRAL
CONTROL CUTOUT POSITION.
PUMP OPERATING indicator - green (wired from a switch).
MIMIC PANEL CUTOUT switch - NORMAL/CENTRAL CONTROL cutout.
Central Control shall contain a fire main status and fire pump control and indication panel incorporating the following:
A mimic panel showing a simplified diagram of the principal fire main loops, risers, segregation valves, seachest valves, fire
pumps and fire pump suction and discharge piping and valves. Mimic panels shall be similar to NAVSHIPS 804-841124, symbols clearly
defined on the panel, and abbreviations in accordance with MIL-STD-12.
Hand operated indicators on the mimic panel for each manually operated segregation valve.
Remote control switches and indicators for each electrically-operated valve. Circuit VS shall be used for this purpose.
Each valve shown on the mimic panel shall have its identification (See Section 505), closure classification, physical location
and compartment designation indicated.
START/STOP control switch, PUMP READY indicator light and PUMP OPERATING indicator light for each electric motor
driven firepump. If the control switch and indicator switch and indicator lights are combined into a single unit, it shall be a Cutler
Hammer type E30 assembly or equal. Otherwise, individual switches and indicator lights shall be used. Switches and PUMP READY
indicator lights shall be suitably rated for 450 volt service. The control switch shall indicate the pump number and type, compartment
name and number, and pump capacity.
E.g.
Pump # 12M
7-207-0-E
Pump RM #6
1000 GPM
PUMP OPERATING indicator light for each steam driven fire pump.
Pressure gage for each firemain quadrant. Gages shall be conveniently located on or in close proximity to the panel.
Circuits FF, 2FR, HS and CM, as applicable, shall be on or in close proximity to the mimic panel.
The PUMP OPERATING light shall be wired so that its operation is independent of any cutout or selector switch. The PUMP
OPERATING light shall be illuminated whenever the pump is operating. The indicator shall be activated from the M-contactor on the
motor controller or a switch on the discharge check valve.
The PUMP READY indicator light on the Damage Control Deck shall be connected to operate only when power is available at the
motor controller, the seachest valve is OPEN, the manual suction and discharge valves are OPEN and the LOCAL ONLY/LOCAL &
REMOTE selector switch is in the LOCAL & REMOTE position. The Central Control PUMP READY indicator light shall, in addition to
the above, require that the NORMAL/CENTRAL CONTROL CUTOUT be in the NORMAL position.
The fire pump START/STOP control circuit and the PUMP READY indicator light circuits shall utilize 440 volt 60Hz power. All
components shall be suitably rated. Other than as directly related to the seachest interlock circuit, the use of relays is prohibited.
The use of control panel disconnect or cutout switches, other than those specified, is prohibited.
Each electric motor driven fire pump shall receive power by way of a local ABT. The ABT is not required when the fire pump is
physically located within the same compartment as the emergency switchboard to which it is connected.
521p. Protective Devices (New Installations and Modifications to Existing Systems)
Protective devices of the non-locking type shall be installed on:
Valves, where accidental opening or closing would prevent automatic, remote or local actuation of a fire fighting service in a
fire emergency.
Valves, where accidental opening or closing would cause a fire fighting system to be activated inadvertently.
Cutout valves in the firemain and branches which are classified X-RAY, YOKE OR ZEBRA.
Protective devices for valve handwheels shall comply with Section 505. Protective devices for other controls shall be as best suited
for the component. Where valves in the above categories are fitted for remote control from a station other than the central control station
or damage control central, the remote operating control shall be similarly protected.
All non-locking protective devices on fire fighting systems shall have lead and wire seals attached to serve as an indicator that the
protective device may have been removed and the valve position altered. In instances where non-locking protective devices are not
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suitable, wire and lead seals shall be used. Where PMS maintenance requirement cards call for valves to be "locked open" or "locked
closed", only non-locking protective devices with lead and wire seals shall be installed.
521q. Flushing System (New Installations and Modifications to Existing Systems)
Flushing water for sanitary fixtures shall be supplied from the firemain. The flushing system shall include all piping from the
firemain up to the fixture connection or flush valve.
The system shall be arranged in groups to serve living area sanitary spaces in the same vicinity. An independent flushing group shall
be provided for medical spaces. Each group shall consist of a root cutout valve, wye type strainer, reducing valve, gage to read outlet
pressures and a relief valve. The root cutout valve shall be located adjacent to the firemain and shall be readily available to repair party
personnel. The reducing valve shall be set at 50 lb/in2. The relief valve shall discharge to a shower stall or other sanitary space deck
drain.
For medical spaces and ships where a single flushing group is installed, a reducing station in accordance with Section 505 shall be
installed.
The following flow shall be used as a guide in sizing of flushing piping and reducing stations.
Fixture units (See note)
1-50
51-100
101-150
151-200
201-250
Gal/min
50
70
90
100
110
NOTE: Each water closet counts as 10 fixture units (minimum pipe size 1 inch). Each urinal counts as four fixture units
(minimum pipe size 3/4 inch).
A flushing system connection shall be installed in garbage grinder rooms for flushing ground garbage.
A flushing system connection terminating in a 3/4-inch hose bibb compression faucet shall be installed within 10 feet of each boat
stowage for supplying boat engine exhaust cooling pumps. The outlets shall have a means of draining during freezing weather.
Seawater from the flushing system shall be supplied to the food waste disposer in sculleries and the classified document destructor
Food waste disposers and garbage grinders may be supplied directly from firemain via an orifice, sized to drop firemain pressure to
unit rated pressure at rated flow. This is allowed only where the unit solenoid valves are capable of operating under full firemain pressure.
521r. Firemain Actuated Services (New Installations and Modifications to Existing Systems)
Miscellaneous saltwater systems utilize the firemain as the sole source of seawater. Examples include ordnance and electronic
cooling systems, sonar dome pressurization systems and jet blast deflector (JBD) cooling systems.
Design criteria such as pressure, flow, temperature and filtration requirements are provided in separate guidance documents/manuals
for each specific system.
Cooling water shall be supplied from the firemain for the jet blast deflector cooling panels and flight deck cooling panels associated
with each catapult. Supply for each catapult group shall be taken from a separate firemain segregation quadrant through a branch cutout
valve, a strainer and hydraulic control (Hytrol) valve with solenoid operated pilot valve, Mil. Spec. MIL-V-15508. Each group shall be
sized to meet the cooling water and back pressure requirements.
The strainer shall be duplex type for Mark 7 JBD's and modified Mark 6 JBD's with cooling modules. The strainer shall be Y-type
for all other JBD's. Duplex strainers for this service shall be in accordance with MIL-S-17849, type II, class 2, with 0.080" diameter
perforations.
A branch line with sufficient number of 2-1/2-inch hose valves to meet cooling requirements shall be installed between the cutout
valves and the strainer. Valved overboard drain lines shall be installed from the strainer and from downstream of the control valve. A
spool piece shall be installed between the strainer and the strainer drain valve. A Cascade Orificial Restrictive Device (CORD) shall be
installed in the panel discharge pipe to provide the required back pressure in the panels. A pressure switch and a temperature switch shall
be installed upstream of the orifice. A vacuum breaker shall be installed on the downstream side of the CORD on the overboard discharge
line. The overboard discharge from the panels shall be below the water line. Local and remote reading pressure gages shall be installed
upstream and downstream of the strainer. Local and remote reading pressure gages shall be installed upstream and downstream of the
cooling panels. A local-reading thermometer shall be installed upstream of the cooling panels and a remote-reading thermometer
downstream of the cooling panels. A test connection shall be installed downstream of the orifice.
An auxiliary control panel shall be installed in each catapult machinery room. The panel shall include the remote temperature and
pressure gages, a high-temperature and a low-pressure alarm, and OPEN-CLOSE switch and indicator lights connected to the contacts in
the solenoid-operated pilot valve. The alarms shall be audible and visible with audible silencing capability.
OPEN-CLOSE control switch and indication lights shall be installed in Primary Flight Control. Indication lights and CLOSE control
switch shall be installed in the Central Control Station or Damage Control Central, as applicable.
Section 521
12
S9AA0-AB-GOS-010
2004 Edition
521s. Miscellaneous (New Installations and Modifications to Existing Systems)

Piping, valves and components for fire pumps shall be in accordance with drawing NAVSHIPS NO. 804-1385916 and as modified
herein.
The check valve on the fire pump discharge side shall be hydraulically-operated diaphragm type incorporating a soft seating feature.
Gages shall be provided for indicating the pressure in each firemain segregation. These gages shall be located in the Central Control
Station or Damage Control Central, and secondary damage control stations. In machinery spaces and pump rooms, gages shall be led from
each side of the segregation valves in cross-connections. The gages shall be installed at a manned station within the space. In addition,
gage connections shall be led to selected repair party stations for each segregation in the vicinity of these stations. Gage connections shall
be located so as to require a minimum of gage piping.
No relief valves shall be provided in the firemain system or any of its components, except as specified herein.
Each discharge line from turbine-driven centrifugal pumps that have speed governors shall be fitted with a relief valve set in
521t. Repair and Overhaul of Existing Systems
not necessarily intended to return overhauled items to the original manufacturer's drawing tolerances. The Supervisor's Work Specification
shall identify the class of overhaul (i.e., class B) authorized for the item. Where applicable, the Supervisor's Work Specification shall
drawings, or technical manuals as modified by the overhaul criteria paragraphs of other GSO Sections.
Where butterfly valves are existing in firemain systems and require replacement, it is acceptable to replace these valves with valves
per MIL-STD-777.
521u. Shock
Section 072 herein defines shock requirements as they relate to ships overhaul.
521v. Technical Documentation
521w. Testing Requirements
Hydrostatic and tightness tests
In addition to the general test requirements of Section 505, the following systems shall be tested as indicated:
Firemain system - Tests shall include the piping from the fire pump suction cutout valve up to the cutout valve in the service
branches.
Magazine sprinkling systems - Wet and dry sprinkler systems shall be tested hydrostatically to 135 percent of firemain system
design pressure upstream and downstream of the control valve. The fill tank cutout valve shall be closed.
For wet systems, the 3/8 inch supervisory line downstream of the Cla-Val 102M-1 three-way valve shall be tested hydrostatically to
88 psig. The accumulator tanks shall be tested in accordance with NAVSEA S9522-AA-HBK-010.
In addition, the sprinkler heads and piping downstream of the control valve shall be blown out with air. The air pressure shall be
sufficient to indicate that spray head orifices are clear of obstructions, but shall not exceed 100 psig.
Miscellaneous Sprinkling Systems - Wet type systems (systems with closed sprinkling heads) shall be tested as specified for
the firemain system. Dry type systems (systems with open sprinkling heads) shall be tested as specified for magazine sprinkling systems.
Flushing systems - Flushing systems shall be tested to 75 psig with clean fresh water or clean seawater up to the fixture cutout
valve. The system, including the fixture, shall then be tested to 50 psig with clean fresh water or clean seawater.
Washdown countermeasure systems - Washdown countermeasure systems shall be tested in conjunction with, and at the same
pressure as, the firemain system. Blank inserts shall be installed at the inlet to each type "G" washdown nozzle and a blank over each type
"SB" nozzle.
Minor leakage downstream of sprinkler control valves shall not be cause for rejection of the test if the leakage occurs in the area
protected by the sprinkling system. For the conduct of this test, minor leakage shall be defined as a leakage rate not to exceed one gallon
per hour per inch nominal pipe size.
Operational Testing - In addition to the general operational test requirements of Section 505, the following specific systems shall be
operationally tested:
Firemain Valves - All electric motor and hydraulically-operated valves shall be operated from remote and local control
stations. Operation of the valves shall be confirmed by actual observation of the valve position indicators during this test. The controls
and indicators for the firemain monitoring and control system shall be operationally tested.
Magazine sprinkling system - Operation of indicators and alarms at the damage control console shall be tested. Manual
hydraulic and thermo-pneumatic controls shall be tested in accordance with publication, NAVSEA S9522-AA-HBK-010.
13
Section 521
S9AA0-AB-GOS-010
2004 Edition
Washdown countermeasure system - The system shall be given a service test with all spray nozzles operating and all available
pumps on the firemain. During the test, the ship shall be underway and the water coverage observed. Effective washdown shall be
determined by visual inspection. With the ship underway on a zig-zag course and heading into the wind, holding the wind within 30
degrees of each side of the bow, preferably at maximum speed using full rudder, the system shall be examined to assure that it covers the
ship with an expanse of water to the extent that there shall be no locations on weather deck where personnel could stand and remain dry.
Inspection of the ship immediately after securing the system shall indicate that water has reached all horizontal surfaces. Special attention
shall be given to the bridge and all general quarters stations. Small isolated dry areas will not necessitate the installation of additional
nozzles.
Section 521
14
S9AA0-AB-GOS-010
2004 Edition

SECTION 528
PLUMBING DRAINS, PLUMBING VENTS, AND DECK DRAIN
528a. Scope
This section contains the general requirements for gravity drainage systems serving plumbing fixtures, interior space
deck drains, weather deck drains, and air conditioning condensate drains. Sewage Collecting, Holding, and Transfer (CHT)
system, Sewage Receiving Station, and Vacuum Collecting, Holding and Transfer (VCHT) system and Plumbing Waste
Drain (PWD) system requirements are covered in Sect. 593; plumbing fitting and fixture requirements are covered in Sect.
644.
528b. Definitions
Sewage - The liquid waste discharge from water closets and urinals.
Wastewater - The liquid waste discharged from any plumbing system fixture or appurtenance which does not receive
sewage; for example, sinks, lavatories, showers, laundries, galleys and sculleries.
Waste Drain - Piping installed to collect and transport wastewater.
Soil drain - Piping installed to collect and transport sewage.
Diverter valve - A valve installed to selectively direct its discharge overboard or to a collecting tank or system.
Fixture units - The relative mathematical values used to compute the load-producing effects of plumbing fixtures or
devices.
Waterway - The groove, bar, or trough, at the edge of the ship's deck to control overboard drainage from the lowest
weather deck.
Scupper - An opening in the shell for plumbing discharges, or out through the waterway and ship's bulwarks, installed
so that water falling on deck may flow overboard.
Systems shall be installed:
To prevent accumulation of water on weather and hangar decks, decks of sanitary and foodservice spaces, and
decks in other spaces where water may accumulate because of the nature of the space and normal operation of equipment
therein.
To dispose of wastewater and sewage.
To dispose of condensate drainage from air conditioning coolers and coils.
Sources of drainage originating at least 48 inches above the full load waterline shall have the capability of discharging
overboard. Where sources of drainage cannot meet the above requirement, they shall drain directly to a CHT or PWD
system, as specified.
Drain and vent piping terminating below FWL II shall be provided with a hull closure valve.
Drains and vents from compartments below FWL II, required to be air-tested periodically, shall have a permanent
means for sealing them tight. Drains and vents from compartments above FWL II, required to be air-tested periodically,
shall have temporary means for sealing them tight.
Plumbing drain piping penetrating main watertight transverse watertight bulkheads shall be provided with damage
control valves to prevent intercompartment flooding whenever an open piping path exists, as defined in Sect. 505. These
valves shall be operable locally and from the damage control deck.
Gag scupper valves classified "W" in drain lines from medical spaces shall have remote mechanical control from a
space accessible while setting the material condition corresponding to the classification of the valve.
Section 528
S9AA0-AB-GOS-010
2004 Edition
Drains shall be clearly marked as to service (for example, "soil drain," "garbage grinder drain", etc.), as applicable, at
least once in each space through which the pipes pass.
528d. Plumbing Drains
Systems shall be provided to carry the discharge from plumbing fixtures, miscellaneous water users, and interior deck
drains for disposal.
Waste drains from the following equipment shall discharge through an air gap to the waste drain system:
Refrigerators, hot food tables, and other receptacles where food is stored; appliances, devices, and apparatus used
in preparation or processing of food or drink; appliances, devices, and apparatus using freshwater as a cooling or heating
medium; and sterilizers, medical water stills, water treatment devices, freshwater operated devices, and medical space water
storage tanks.
The air gap shall be at least twice the diameter of the drain served, but not less than 2 inches. Where a receiving funnel
is installed, the gap shall be measured from the top of the funnel to the open end of the pipe.
Dishwasher, laundry washer, and washer extractor drains shall either be provided with an air gap, or shall be connected
to a drain pipe which has a deck drain lower than the machine connection, and which can serve as a telltale and provide
flooding protection.
In the design of the capacity or size of piping, the quantity of drainage may be expressed in terms of fixture unit values.
Fixture unit values for the trap sizes commonly installed with plumbing fixtures are as follows:
Fixture
Lavatory
Shower
Sink (pantry)
Sink (gallery or scullery)
Sink (service)
Sitz bath
Urinal
Water closet
Fixture
unit
values
1
3
3
2
4
3
4
10
Trap size
(inches nominal pipe size)
(minimum)
1-1/4
2
1-1/2
1-1/2
2
2
1-1/2
3
For fixtures not listed, the following table may be used:

Fixture drain or trap size
1-1/4
1-1/2
2
2-1/2
3
Fixture unit
values
1
3
4
6
10
Using these fixture unit values, and considering the pitch of the piping, the required diameter of drains shall be
determined from the following table (except that no drain shall be smaller than the largest trap it serves):
Section 528
S9AA0-AB-GOS-010
2004 Edition
Diameter of drain
Total No. of fixture unit values
(inches,
Pitch
Pitch
Pitch
nominal pipe
1/8 inch
1/4 inch
1/2 inch
size)
per foot
per foot
per foot or greater
1-1/4
1
1
1
1-1/2
3
3
4
2
10
15
20
2-1/2
20
25
30
3 (Note 1)
40
50
60
3 (Note 2)
30
35
45
3-1/2
100
120
140
4
200
240
280
5
440
530
620
6
700
850
1000
NOTES:
1. No waterclosets.
2. Not more than two water closets.
Drain piping, including athwartship piping draining to both sides of the ship, shall be installed utilizing the least amount
of piping practicable. The piping shall be pitched at least 1/2 in/ft relative to normal conditions of trim. Athwartship piping
draining to both sides of the ship shall be installed with not less than 1/8 in/ft pitch.
Sizes of traps and tailpipes on fixtures shall comply with applicable fixture specifications regardless of the size of the
drain line selected from the above table. Plumbing drains shall be a minimum of 1-1/4 inch nominal pipe size. No water
closet drain shall be smaller than 3-inch nominal pipe size, and no 3-inch drain shall serve more than two water closets. Soil
and waste stacks shall be as large or larger than the largest horizontal branch connected thereto. Drains from vegetable
peeling machines shall be at least 3-inch nominal pipe size, but not smaller than the connection on the machine.
Batteries of water closets shall be mounted on a common drain header installed above the deck so as to necessitate only
one deck penetration.
Piping leads shall be short and direct. Long transverse runs originating near the center of the ship shall drain to both
sides of the ship.
Drainage piping shall be run close to bulkheads to allow maximum pitch.
Y-fittings shall be used to join horizontal branches to transverse drains and vertical stacks. A horizontal branch shall
not connect to a vertical stack within 2 feet above or below any offset in the stack, unless the stack has a relief vent.
Horizontal runs of soil, waste, and weather deck drain piping shall be avoided in foodservice, messing, food handling,
and medical spaces. Where such horizontal runs cannot be avoided, no takedown joints shall be located in these horizontal
runs.
Waste drains from medical, food service, and living spaces, and soil drains from medical and living spaces, shall be
separated from each other and shall not be cross-connected except in close proximity to the waste main gravity overboard
discharge or, where gravity overboard discharge is not possible, in close proximity to the CHT or PWD system tank.
Waste drains shall be combined into waste main(s). Waste mains from drain sources located 48 inches or more above
the full load waterline shall have a diverter valve installed to allow the discharge overboard and to the CHT or PWD system,
as specified. Waste drains originating below the height required for direct overboard discharge shall not be combined with
waste drains originating above that height; instead, they shall be led independently to the CHT or PWD system tank.
Swing check valves shall be installed in waste drain piping as follows:
In each medical or food service waste drain, upstream of the junction with each other or with a drain from a living
space.
Section 528
S9AA0-AB-GOS-010
2004 Edition
In each waste main, immediately upstream of the diverter valve, if the main is combined with soil mains
downstream of the diverter valve.
In waste main piping which does not have a gravity overboard discharge immediately upstream of the connection
to the CHT or PWD system tank.
Soil drains shall be combined into soil main(s). Soil mains from drain sources located 48 inches or more above the full
load waterline, shall have a diverter valve installed to allow discharge overboard and to a CHT system tank. Soil drains
originating below the height required for gravity discharge overboard shall not be combined with gravity soil drains from
above that elevation; instead, they shall be led independently to a CHT system tank. Swing check valves shall be installed in
soil drains from medical and living spaces upstream of the junction with each other.
Soil mains and waste mains shall not be combined with each other upstream of the diverter valves; however, they shall
be combined with each other in a main, downstream of the diverter valves. Combined (soil and waste) mains shall be led
overboard and to a CHT system tank.
The number of gravity overboard discharges shall be held to a minimum, consistent with the requirements stated herein.
However, at least one overboard discharge shall be provided for the following spaces which are manned or used during
general quarters.
1. Medical spaces.
2. Food service spaces required for minimum service.
3. Sanitary spaces required for minimum service.
4. Drains serving air conditioning cooling coils classified "W".
5. Battle dressing stations.
6. Decontamination station drains.
These overboard discharges shall be located within the same watertight subdivisions as the spaces served.
Where drain piping serves plumbing fixtures or deck drains, or both, located in a watertight compartment with drain
openings below FWL II, the watertight integrity of the compartment shall be maintained by the installation of full-port ball
or plug valves in the drain piping, or through the use of full-port ball or plug valves and of deck drain valves. The valves
shall be located close to the watertight boundary, and shall be operable from within the compartment served.
The penetration of ballistic plating by drains or scuppers shall be kept to a minimum. In the development of gravity
drainage for plumbing drain systems, consideration shall be given to the installation of raised shower floors and other special
arrangements to avoid penetration of ballistic decks.
Piping from plumbing fixtures shall be in accordance with drawings, NAVSHIPS Nos. 804-1385920, 804-1385921,
804-1385922, and 804-1385923.
Drains from battle dressing stations shall be led overboard independently of all other drains.
Sink food waste disposers shall be drained via the food service waste drains. Food waste pulpers and classified
document destructor drains shall be led, via a diverter valve, directly overboard and to the CHT or PWD system, as
designated. Drain piping from food waste pulpers or destructors using seawater flushing shall be copper-nickel.
The discharge of drains into bilges is prohibited.
Waste drains from laundry machines shall drain overboard, when possible, via a diverter valve and to the CHT or PWD
system, as designated. The laundry waste main shall be sized to accept the surge discharge from 50 percent of the connected
washers. Hoses shall be used to connect the washer drains and overflows (where provided) to the waste drain system.
Overflows from washers (where provided) shall discharge directly into an inverted "P" trap then downward to the coaming
area around the washer.
Waste drains from other services may connect to the laundry drain, provided that the piping is sized so that it will not
be more than one-half full during surge drainage, and that the vents are enlarged one pipe size to accommodate suds.
Valved deck drains shall be installed to drain the comminutor space areas into a CHT tank. These drains shall normally
be closed and will be utilized only during maintenance and washdown operations.
Black and white photo processing equipment, x-ray developer, and battery acid sink drains shall be CRES and shall be
led directly overboard and, via a diverter valve, to the nearest copper-nickel main, either soil or waste.
Photo lab drains from color processing equipment shall be CRES and shall be led overboard only, independently of
other drains.
Section 528
S9AA0-AB-GOS-010
2004 Edition
In aircraft carriers, the drains from the catapult steam drain sample coolers shall be led to funnels which drain
overboard or to a waste main.
Gutter and drain boxes installed in uptakes and stacks shall be provided drains. Deck drains shall be provided in the
decks or low points of plenums where water may collect. Where possible, such drains shall discharge overboard
independently, approximately 12 inches above the full load waterline; otherwise, the drains shall be led to a machinery waste
drain system. Piping materials shall be CRES, and cleanouts shall be provided at the drain box(es).
Gravity drainage shall be provided for each pipe tunnel.
528e. Air Conditioning Unit Drains
Cooling coils, unit coolers, fan coil assemblies, gravity coils and similar units, except those constructed with an integral
trap, shall be provided with a water seal trap of at least 3-inches in depth on the condensate outlet to prevent the admission of
air and assist in drainage. Whenever the condensate outlet is located too close to the deck to permit the installation of the
water seal trap above the deck, a swing-check valve may be substituted for the trap, or the trap may be located below the
deck.
Whenever two condensate outlets are provided on a drip pan, both shall be connected to a single trap. The piping
connections to drop pans shall be via hoses with clamps. The interconnecting piping between the condensate outlets shall be
installed with a 1/8-in/ft minimum slope.
Minimum condensate drain pipe size shall be one-inch nominal pipe size. A gate valve shall be installed in the
condensate piping whenever the drain is connected to a piping system that cannot be isolated and the space containing the
coil is subject to compartment testing.
Condensate drainage from the coils shall be installed in accordance with one of the following methods:
Direct connection to a waste drain via a closed funnel equipped with an air gap and a 3-inch water seal trap.
Discharge to a deck drain via a hose or pipe installed in a vertical position so that the terminal end is located
1/4-inch, plus or minus 1/8 inch, within a one-inch high coaming which is brazed to the deck drain strainer plate. The
coaming shall be large enough to accommodate the hose or pipe and yet allow the deck drain to function as a compartment
drain. The strainer plate within the coaming shall be drilled out to assist in drainage. The installation of the coaming or
condensate drain pipe shall not interfere with the operation of deck drain valves. The hose or pipe installation shall have
enough flexibility to permit removal of the strainer plate, or it shall be fitted with a union joint.
Discharge to an independent condensate drain system.
In addition to the above requirements drainage piping shall be arranged as follows:
1. Condensate from coils serving medical spaces shall drain to the waste drainage system serving those spaces.
2. Condensate from coils classified "Z" shall drain to the waste drainage system whenever possible.
3. Condensate from coils classified "W" and located above the waterline shall drain overboard via the waste
drainage system and a three-way diverter plug or ball valve and a gag scupper valve classified "W" located within the same
watertight subdivision as the drain pipe.
4. Condensate from coils located where gravity drainage overboard is not practical shall drain to one of the
following:
a. Machinery space waste water drain system
b. Condensate drain tank
c. Waste water receiving tank
d. CHT tank
e. Bilge sump
In the above cases the penetration of only one main watertight subdivision is permitted, and a cutout valve operable
from an accessible location on both sides of the bulkhead shall be installed at the penetration.
The condensate drain tank shall be fabricated of glass-reinforced plastic materials. The drain tank, when not equipped
with an automatic actuated drain pump, or the bilge sump shall be sized to hold the condensate resulting from approximately
12 hours of operation under normal conditions, but shall not exceed 75 gallons.
Section 528
S9AA0-AB-GOS-010
2004 Edition
The condensate drain tank, when equipped with an automatic actuated drain pump, shall be sized to hold the condensate
resulting from approximately one hour of operation plus the volume of the pump. The pump shall be non-ferrous
submersible-type equipped with an automatic tank level actuating system. The pump shall be held in place within the tank
and the tank shall be held in place by means of non-ferrous clips, foundation, or straps. The pump shall discharge overboard
via a check valve and hull valve, located above the water line within the same watertight subdivision as the tank, or to a
gravity waste drain pipe, a machinery space waste drain system, CHT tank, or waste water receiving tank in an adjacent
watertight subdivision via a bulkhead cutout valve, operable from an accessible location on both sides of the bulkhead and a
check and cutout valve at the interfacing system.
The bilge sump and condensate drain tank shall be equipped with a high water level alarm in accordance with Sect.
436. The condensate drain tank shall also be furnished with a vent, liquid level indicator, and manhole or handhole for
cleaning out. The bilge sump or condensate drain tank shall be drained either with a suction from the main or secondary
drainage system or a dedicated eductor drainage system having an overboard discharge, consisting of a check and hull cutout
valve and located above the waterline.
Condensate from gravity-type air conditioning coils in magazines located above the waterline shall drain to the waste
drain system. Condensate from coils in magazines located below the waterline shall drain to a bilge sump or condensate
drain tank both located outside of the magazine. Whenever this is not possible, coils in magazines shall be drained to
5-gallon aluminum cans located in accessible locations in the open passageways of the magazine stowage. Sufficient cans
shall be used for the coils' drainage so that the capacity of cans is equal to 12 hours of collected condensate. A spare can
shall be provided for every magazine using cans for drainage. Condensate piping penetrations of magazine bulkheads shall
include a check valve and cutout valve.
Condensate piping connections to waste drain systems shall include a check valve at the system interface.
528f1. Interior Space Deck Drains Not Subject To Fuel Spills
Deck drains shall be in accordance with drawing, NAVSHIPS No. 804-1385789, types A, B, C, D, G, and H, as
required. In addition, Bestweld Company Deck Drain Fittings made in the following types, sizes, and materials of
construction are approved for Grade A Shock: One and one half inch through three inch Type A, B, C, and D: 90/10
CUNi, 70/30 CUNi, 304/304L and 316/316L CRES.
The number and location of deck drains shall be based on the size of the space, its location, obstructions to drainage,
and whether the surface is flat, cambered, or sloped to drain to the center, side, forward, or aft. Maximum use shall be made
of deck coamings, drip pans, limber holes, and freeing ports to limit the number of deck drains required. Deck drains shall
be located to free the deck area of water under ordinary conditions of list to either side and through the possible range of trim
under service conditions in Sect. 070. In the development of ship construction drawings, a study of drainage requirements
for each space shall be made to insure that the number and location of drains will drain the space adequately. In some cases
it may be necessary to install a deck drain in each corner of a space. Sufficient drains shall be installed to prevent the
overflow of liquids from a wet space to a dry space.
Unless otherwise specified, interior space deck drains not subject to fuel spills shall drain to a waste main.
Deck drains shall be installed in spaces in which water may accumulate, and which are not served by the main or
secondary drainage system. These spaces include, but are not limited to, those in the following table. Where listed, the
minimum drain size limitation shall be observed.
Section 528
Spaces drained
(note 1)
A-sized Weapon Zone Service Interface Room
AFFF stations
Crew galley
Anchor handling room
B-size Weapon Zone Service Interface Room
Butcher Shop
Casualty collecting area (assembly area)
Chief petty officer galley
Classified Document Destructor Room
Cleaning gear locker (built-in)
Collective protection system (CPS) airlocks, weather intakes
and discharges
Commanding Officer's galley
Crew messroom
Crew shelter
Deck gear locker (built-in)
Decontamination stations
Dental operating room
Electronic equipment cooling room
Fan rooms (open to weather or where cooling coils installed)
Filter Cleaning Shop
Flag galley
Forward, main aft, and flight deck battle dressing stations
Foul weather gear locker (built-in)
Garbage disposal room
Gas turbine air intake spaces
Gowning room, medical
HCFF stations
Ice cream making room
Incinerator
Ladies retiring room (note 2)
Laundry
Machine and metalsmith shop
Medical scrub room
Medical treatment room
Operating room
Oxygen-nitrogen fill room
Oxygen-nitrogen producer room
Oxygen-nitrogen stowage room
S9AA0-AB-GOS-010
2004 Edition
Minimum size ofdeck drain

(inches nominalpipe size)
2
2
2
2
2
2
1-1/2
2
2
2
3
2
2
1-1/2
2
3
2
2
2
2
2
2
2
2
2
2
2
2
2
1-1/2
2
2
1-1/2
2
2
2
2
2
Section 528
S9AA0-AB-GOS-010
2004 Edition
Spaces drained
(note 1)
Pantry (note 1)
Passageways and spaces receiving vital space perimeter sprinkling
system runoff
Physiotherapy room
Power conversion room
Scullery
Snack bar
Space or passage adjacent to weather doors, hatches
Spaces protected by sprinkling systems
Surgical preoperative holding area
Trash disposal room
Vegetable preparation room
Ward bathroom
Wardroom galley
Washroom, water closet, and shower rooms
Windlass machinery room
Notes:
1.
2.
3.
Minimum size of deck drain

2
2
1-1/2
2
2
2
2
2
1-1/2
2
2
1-1/2
2
2
Generally, small pantries, small shops, and similar spaces with a deck area of less than
approximately 60 square feet shall not have deck drains.
At least one deck drain shall be installed in each space containing a shower or flush valve.
Operating rooms shall be provided with two drains.
Additional requirements for specific space deck drains are listed below.
Compartments subject to water intrusion from the weather, such as the windlass machinery room, the anchor handling
room, and similar line handling spaces, shall be provided deck drains, which shall, where practicable, discharge directly
overboard.
Compartments subject to water flooding from the maintenance or failure of fluid systems, such as power conversion
rooms, the electronic equipment cooling room, and spaces containing seawater pressure reducing or relief valves, shall be
provided deck drains.
Propulsion and ship service generator gas turbine air intake spaces, which drain the moisture separators and the space
adjacent to the moisture separators of entrapped rainwater and moisture separator wash water, shall have a sufficient number
of deck drains installed to rid the intake spaces of standing water, assuming a rainfall of 8 inches per hour and the gas
turbines operating. The drains from each intake shall be combined and led overboard, independently of other drains, about 1
foot above the limiting draft waterline.
Drains shall be installed in decontamination stations in accordance with drawing, NAVSEA No. 804-5959203. Drains
shall be installed in CPS air locks, weather intakes, and weather discharge airlifts. Drains from these spaces are considered
to be contaminated, and shall be led overboard independently of other drains.
Deck drains shall be installed in the passageways and spaces receiving runoff from the vital space perimeter sprinkling
systems. Sufficient drains shall be installed in each potential water containment area to rid the area of the sprinkled water
plus the discharge of two 1-1/2 inch fire hoses, without overflowing into vital spaces. These drains may be manifolded
together or discharge independently, as directly as possible, overboard. When manifolded, the discharge header shall be
increased in size to meet the above drainage criteria. No other drains shall be connected to these drains.
Unless otherwise specified, compartments with sprinkling systems shall be provided with deck drains or a drainage
system which will rid the compartment of water at a rate which satisfies stability requirements. Generally, large
compartments located high in the ship, and equipped with sprinkling systems in which all of the sprinkling heads are
energized simultaneously, shall be provided drainage to rid the compartment of water from either the port or starboard sides
at the same rate as the sprinkling rate. Compartments with a sprinkling system equipped with thermal-activated sprinkling
heads shall not be provided with deck drains.
Section 528
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Magazines, ready service rooms, and missile checkout and assembly areas, located above the lowest weather deck and
adjacent to the weather, shall drain through the bulkhead via a check valve to the weather. Where these spaces are not
located adjacent to the weather, drainage shall be directly overboard via deck drains and independent drain piping having a
check valve at the shell, when located above FWL II. When located below FWL II, the valve shall be a locked open gagged
scupper valve. The drains shall have sufficient capacity to rid the magazine(s) of water at a rate which will satisfy stability
requirements. Magazines which cannot be drained overboard by gravity shall be drained by portable pumps as specified in
Sect. 529, either through the overhead access, where available, or through a drain pipe installed through the bulkhead and
terminating in an adjacent handling room, access or passage. This drain pipe shall be low in the bulkhead and fitted with a
hose valve and cap and chain. A valved vent shall be installed high on the bulkhead near the drain valve. A caution plate
shall be installed near the drain valve stating:
CAUTION
OPEN VENT VALVE BEFORE DRAINING COMPARTMENT
Missile magazines and other special purpose magazines shall be drained by systems specified in Sect. 529. White
phosphorus projectile magazines shall be provided a system that will flood the space completely.
Deck drains for the oxygen-nitrogen producer room, fill room, and stowage room shall be combined. They shall be led
overboard independently of other drains; see Sect. 552 for stowage tank drain piping. The deck drains shall be installed to
allow for contraction caused by liquid spills. One swing-check valve shall be installed in the drain piping from each space.
The overboard drain shall penetrate the shell and lead to a split-pipe drain-duct which is attached to the outside of the shell
plating. The split-pipe drain-duct shall be divided so as to provide two independent drain passages. One passage is for the
deck drains specified above, and the other passage is for the emergency overboard disposal of liquid oxygen and nitrogen,
see Sect. 552. The split-pipe drain-duct shall extend from about 36 inches above the uppermost shell penetration to about 12
inches above the boot topping, but not below the wave profile at full speed under combat load conditions. It shall be
corrosion-resistant steel, supported by pads attached to the shell; and it shall prevent liquid oxygen or liquid nitrogen contact
with the shell. Boat guards, similar to drawing, NAVSHIPS No. 804-1508069, shall be provided for the split-pipe drain
duct.
A corrosion-resistant steel plate, 7.65 pounds per square foot, shall be installed for protection of the shell near the
waterline. The plate shall be 24 inches wide; shall extend from one foot above the bottom of the split-pipe drain-duct to one
foot below the lightship waterline; and its corners shall be rounded to a 3-inch radius. The plate shall be attached to the shell
by a continuous 3/16-inch fillet weld along the edges of the plate, and by plug welds at the centerline of the plate, spaced
approximately 18 inches, center to center.
Electronics and communication spaces, having false decks and piping containing liquids, shall be provided with at least
one 2-inch deck drain for every 200 square feet of deck area or fraction thereof.
Deck drains shall not be installed in paint mixing and issue spaces, paint lockers, or flammable stores spaces. See Sect.
529.
Deck drains shall not be combined with any eductor-actuated drain unless the drainage to the eductor is properly
located and vented to provide gravity flow to the eductor suction.
Drains shall be installed within coaming of AFFF and HCFF stations, beverage dispensers, kettles, laundry machines,
vegetable peeling machines, each shower stall, and other equipment located outside main machinery spaces where leakage or
spillage may occur. Two deck drains shall be located in AFFF and HCFF stations. Drains from these stations shall
discharge overboard only, where possible. When overboard discharge is not possible, these station drains shall drain to the
machinery waste drain collecting system. The area outside the shower stalls shall also be drained adequately. Deck drains
for spaces serving foodservice machines, such as dishwashers and vegetable peelers, shall be connected to the drains from
the machines so that the deck drains serve as a telltale in case of back flooding. Check valves shall not be installed in these
drains.
For drainage of the steering gear motor room, see Sect. 529. Leakage from rudder stuffing boxes shall be combined by
a coaming with a drain led to the compartment drain. The ram room shall have deck drains discharging to a void below.
These drains shall terminate in check valves.
Section 528
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2004 Edition
Replenishment ships - Interior cargo handling spaces with openings to the weather, and located above the full-load
waterline, shall be provided with a gravity drainage system on each side of the ship. Where these spaces are sprinkler
protected, the drains shall be sized to drain at the sprinkling rate.
Each non-tight level of a sprinkled cargo hold open to the weather shall have four deck drains installed. Where a cargo
hold is sprinkler-protected, and the levels are non-tight, the capacity of drains on each level shall be sufficient to prevent
accumulation of water with the highest flow resulting from sprinkling of that level or any one level above it.
For a water tight level, each drain line shall be provided with a check valve; combined with the drain pipe from above;
and led downward to the lowest level. For non-tight levels, the drain lines from each deck drain may discharge directly into
the deck drain of the deck below. The drain shall terminate 1/2 inch above the strainer which shall have a cut-out to match
the drain from above and enough remaining area to accommodate drains from the level served. The drain lines shall
terminate at the lowest level in the main drain bilge wells. Downcomers shall be sized to prevent accumulation of sprinkling
water on the levels which they serve.
528f2. Refrigerated Stores Spaces
Valved deck drains shall be installed in refrigerated stores spaces where operating temperatures are above 32 degrees F.
Deck drains with plugs shall be installed in refrigerated stores spaces where operating temperatures are below 32 degrees F.
Deck drains shall be at least 2-inch nominal pipe size, and shall be installed in sumps in the port and starboard corners at the
lowest end of the compartment. A box-type strainer shall be installed in or on the sump. The strainer shall be held in place
with clips. Guards shall be installed to preclude storing foods over the drain and to allow access for periodic cleaning of the
strainer.
At least one deck drain shall be installed in the passage or compartment outside of the refrigerated food storage spaces
and adjacent thereto. The deck drain shall be at least 6 inches lower than the lowest deck drain in the refrigerated food
spaces, so as to serve as a telltale in case of back flooding.
Drip troughs shall be installed under gravity-type cooling coils for the disposal of water resulting from condensation or
defrosting. Troughs shall be galvanized steel 2 inches wider and 2 inches longer than the maximum coil dimensions,
measured at the bottom of the coil, and shall be 4 inches deep. Troughs shall be installed at least 4 inches below the bottom
of the coils so as to permit free flow of air at both sides, and shall be inclined toward the drain at least 1/2 in/ft. Drain
connections shall be 1-1/4 inch nominal pipe size, minimum. Drain piping from troughs shall be as short as practicable, and
shall drain to the compartment drain piping.
Condensate drain piping from forced-air cooling drip pans shall be led to the compartment drain system via a 6-inch
water seal, installed outside the refrigerated spaces.
Drain piping in compartments which may be maintained at less than 32 degrees F shall be spirally wrapped with
heating cable. Pipe within such compartments shall be wrapped for its entire length with enough turns of cable to provide
approximately 125 BTU/hr per linear foot of pipe. The maximum temperature of the cable shall not exceed 145 degrees F
(gradient plus ambient temperature). All cable-wrapped pipe shall be insulated as specified in MIL-STD-769 for weather
deck hot piping.
A drip pan shall be installed under the expansion valve manifold for the disposal of condensation. Drain piping shall be
3/4-inch nominal pipe size, and shall be led to the space drain piping via a trap.
Drip troughs shall have heating cables installed lengthwise inside the trough on the bottom to provide approximately 95
BTU/hr per linear foot of single drip trough (troughs under single cooling coils) and 135 BTU/hr per linear foot of double
troughs.
Where gravity drainage overboard from the deck drains of refrigerated stores spaces is practicable, drains shall be
combined into a common drain and led overboard independently of other drains. Where gravity drainage overboard is not
practicable, drains shall be combined and led, via a funnel and trapped main, to a drain tank dedicated to refrigerated space
and refrigeration machinery space drains only, within the same transverse subdivision. The drain tanks shall have vent pipes
which terminate in the weather similar to plumbing vents, a liquid level indicator, and a means for cleaning out. Drainage
from the tanks shall be through the main drainage or a secondary drainage system.
Ventilation grease interceptor hoods - The waste drainage from ventilation grease interceptor hoods shall be to a deck
drain within a coaming at least 6 inches in height and through an air gap of at least twice the diameter of the drain served.
Section 528
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528g. Weather Deck Drains

Weather deck drains shall be installed for weather areas. The number and location of deck drains shall prevent
pocketing of water by structure or by non-tight foundations of deck equipment. Weather deck drains shall be independent of
other drains. Bulwarks and partial enclosures shall have freeing ports to clear the deck or enclosures of large quantities of
water quickly. Weather deck drains shall be at least 2-inch nominal pipe size except those from bridges and platforms may
be 1-1/2" inch nominal pipe size.
Weather deck drains and vertical leaders for large flat surfaces shall be sized according to the following table:
Size of drain or leader
(nominal pipe size)
3
4
5
6
7
8
Maximum deck
area (square feet)
1260
2630
4950
7700
11400
16500
Drains from the lowest weather deck shall discharge overboard.

A waterway bar shall be provided at the outboard edge of the lowest weather deck. Where necessary to permit
drainage, the bar shall be formed on a minimum radius of 2 inches to provide a flume into the scupper extension. These
scupper extensions shall be located to avoid discharging onto accommodation ladders or small boats.
Where sheer strake extends above the plating of the lowest weather deck and forms a waterway, deck drains shall be
installed in the stringer plate, and the drainage led down and out through the shell plating, approximately 24 inches below the
upper edge of the sheer strake. Drains from the waterway shall be protected by box-type strainers. Where necessary to
avoid discharging onto accommodation ladders or small boats, drain piping may be led forward or aft along the inside of the
hull within the subdivision before discharging overboard. The hole in the sheer strake shall be kept clear of butts and seams;
shall be kept as small as possible; shall be circular; and shall be dressed smooth. Holes shall be reinforced in accordance
with Sect. 100. Valves are not required for these drains.
Piping from other levels, bridges, platforms, or tops of deckhouses shall discharge into the waterway, or as near as
practicable to the deck drain on the deck below. Discharges shall not be located in the immediate vicinity of manned
equipment, nor across normal traffic routes between ladders, hatches, or doors. In cases where spilling this drainage on the
deck below would result in the collection of an excessive quantity of water in a walkway or a working area, the drain pipe
may penetrate the deck or decks below, combining with the drains from lower decks, or these pipes may be led forward or
aft. In no case shall drains from upper levels penetrate the weather deck or be routed inside the superstructure, except where,
because of the location of hatches and other equipment that require draining, such penetrations and routings are clearly
unavoidable.
Drains from flush hatch drain troughs shall be a minimum 2-inch nominal pipe size.
Fan room intake plenums shall have drains installed, as specified.
Helicopter landing areas - Deck drainage shall be provided from helicopter platform or landing areas to prevent pooling
of fuel, and to minimize the entry of fuel into the helicopter hangar area or passageway occurring from fuel spillage.
Weather deck drains from the helicopter platform landing area, hangar, and parking areas on aviation capable ships, shall
discharge directly overboard. Drains shall not be trapped, and shall have a positive drainage gradient throughout the entire
length. A gutter shall be installed around the periphery of the helicopter platform or landing area wherever there is a weather
deck opening below. The gutter shall be 6 inches wide and 12 inches deep, with the outboard side of the gutter extended 3
inches above the platform edge. Four-inch nominal pipe size deck drains shall be installed in the gutter, port and starboard,
at the forward ends, at the aft corners, and at intervening locations spaced no more than 25 feet between drains. Each drain
opening shall be enlarged at least one full size by means of a smooth reducer fitting. A cone strainer, fabricated of stainless
steel for steel troughs and of aluminum for aluminum troughs, and coated so as to resist corrosion, shall be installed in each
drain opening. The open area at the strainer shall not be less than three times the open area at the pipe. The strainer shall be
removable, but it shall be held firmly in place by bolts. The strainers and drains shall be installed to provide complete
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drainage of the gutter; standing water in the gutter is not permitted. These drains shall terminate approximately one foot
above the boot topping, via pipe to the lowest weather deck, and then via a split-pipe extension the remaining distance below
the termination point.
Aircraft carriers. - A drain trough shall be installed around the periphery of the flight deck. The trough shall be sized to
prevent the overflow of rainwater under the most adverse conditions (8-inches rainfall/hour). The flight deck edge coamings
shall be provided with sufficient limber holes to permit drainage of the flight deck to the drain trough. The installation of the
trough shall not interfere with the deck edge floodlights. Drains from flight deck troughs shall be led to discharge overboard
below the gallery walkway, and clear of accommodation ladders, life boats, deck machinery, working areas, and hangar
openings. These drains may penetrate and drain through sponsons.
528h. Interior Space and Weather Deck Recess Drains Subject To Fuel Spills
Interior spaces and weather deck recesses, which must penetrate the superstructure or hull and are subject to fuel spills,
shall drain overboard independently of other drains. Such drains may be combined with other drains subject to fuel spills at
least one deck height below the lowest space drained. The drains shall be fabricated of copper-nickel, using welded joints to
the maximum extent practicable. Take down joints are permitted only to facilitate cleaning. Cleanout connections shall be
provided, and shall consist of 1-inch nominal pipe size, fire hose thread caps. These drains shall terminate at the shell as
high as practicable. When drains terminate below FWL II, or the tightness level on aircraft carriers, the overboard discharge
shall be provided with a gag scupper valve, classified "W". Overboard discharges, except for hangar freeing ports, shall be
provided split-pipe extensions, which shall terminate 8 feet below the lowest weather deck or access opening, or at the boot
topping, whichever is higher.
Drains from the following spaces and recesses are considered to be subject to fuel spills:
Air-capable ship helicopter hangars
Aircraft carrier hangars
Aircraft electric service stations
Aircraft elevator and division door tracks
Amphibious assault ship hangars
Arresting gear sheave recesses
Barricade stanchion recesses
Barricade storerooms
Bridle arrester machinery spaces
Bridle arrester sheaves
Bridle arrester tracks
Catapult launching valve compartments
Catapult officer's emergency control station
Catapult trough wing voids
Catapult troughs
Deck drains located in flight decks, helicopter platforms, and hangars, which penetrate the superstructure
Elevator pits
Flush hatches in flight decks helicopter platforms, and hangars
Fueling stations
Helicopter in-flight refueling equipment spaces
Hold back sumps
Inboard helicopter hangar door troughs
Jet blast deflector machinery enclosures
Jet blast deflector recesses
Jet blast deflector splinter boxes
Nose gear launch ramp voids
RAST equipment rooms
RAST tailguide sheave wells
RAST tracks
TACTAS hoist rooms
Section 528
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Weapons elevator hatches

Generally, the minimum size of these drains shall be 2-inch nominal pipe size and the opening shall be increased one
pipe size by means of an untrapped reducing fitting, except where specified, or where insufficient space precludes
installation. Sufficient drains shall be installed to completely drain the space or recess of standing water. Removable
strainers shall be installed on each accessible opening.
Additional requirements for specific space and recess drains are listed below:
Aircraft carrier and amphibious assault ship hangars - Lightproof freeing ports of a nonreturn type shall be
installed through the boundaries of the hangar, one at each corner of each hangar subdivision, to drain off foam sprinkling
water, aviation fuel spillage, and saltwater from the firemain system to the weather. The freeing ports shall be sized to rid
the hangar of fluids to both sides of the ship independently, at a rate equal to the sprinkling rate.
Air-capable ship helicopter hangars - Helicopter hangars shall be provided with a drainage system such that the
drains on each side can, independently, drain rapidly all of the water originating from the simultaneous operation of the
sprinkling system and two 2-1/2-inch fire hoses.
Helicopter hangar door troughs - Three-inch deck drains shall be installed, port and starboard, in the trough inside
the hangar door. Deck drain piping shall be led overboard.
RAST tracks - RAST tracks shall be provided with drain openings and sumps, located and sized to prevent the
flow of fuel and firefighting fluids into the hangar and RAST machinery rooms. Drain sumps shall be located both inside
and outside and near the hangar door. The drain openings of these sumps shall be fitted with dams and flexible weirs, which
shall direct the flow to the sumps, minimize fluid jumping the openings, and avoid interference with RAST operations.
Sufficient drain sumps shall be provided outside the hangar to provide a minimum of 800 gal/min flow, and inside the hangar
to provide a minimum of 600 gal/min flow.
Drain openings to the sumps shall be as large as practical, and fitted with removable strainers, which are fixed in place.
The strainer shall be as large as practical, and shall be treated to resist corrosion.
Drain sumps shall be fabricated of copper-nickel, welded directly to the trough or by means of an explosive-bonded
aluminum to steel welding ring. The sumps shall be constructed to provide complete drainage to 4-inch nominal pipe size
port and starboard overboard discharge connections.
The traversing-wire openings shall be provided with catchment dams with 2-inch nominal pipe size drain openings,
fitted with a strainer. The wire opening through the dam must be as small as practicable and located as high as practicable.
RAST equipment room - In addition to a compartment deck drain, all wire openings shall be provided with
containment devices fitted with drain connections. These shall be led to a deck drain fitted with a six-inch high coaming.
Hangar and flight deck flush type elevator hatches - Each drain connection shall include a union, "Y" fitting, and
sediment pocket fitted with a 1-inch NH thread cap and chain. The branch of the "Y" fitting shall be led to 3-inch nominal
pipe size downcomers, located on both sides of the trunk. The branch piping shall be pitched no less than 15 degrees, and
shall contain a union upstream of the connection to the downcomer. The downcomers shall be interconnected and led
overboard, using the maximum pitch practicable. Each drain connection shall be protected with a removable, 3/32-inch
thick, CNA dome strainer, with 1/4-inch perforations on 3/8-inch centers. The strainers shall be bolted to the trough.
Catapult troughs - Seven 6-inch nominal pipe size drains shall be provided each trough. The drains shall be installed
approximately equidistant from each other. Each drain shall contain a fabricated simplex strainer with a 2-inch by 2-inch
mesh monel wire basket, held in place with 1/4-inch diameter support rings, top and bottom. The drain shall enter the basket
strainer from the top and exist from the side of the strainer near the top. The bottom of the strainer shall be removable for
basket cleaning, and shall be fitted with a one-inch diameter drain connection with gate valve, cap and chain.
Catapult trough voids - Four-inch nominal pipe size drain connections shall be provided at approximately the same
locations as the catapult trough drains. The drains shall be installed at the lowest part of the voids, and shall connect to the
6-inch nominal pipe size catapult trough drains upstream of the strainer, via check valves. Limber and drain holes shall be
provided in any horizontal stiffener, vertical stiffner chock plate, and each transverse web.
Jet blast deflector machinery enclosure - The jet blast deflector machinery enclosures shall be provided with 4-inch
nominal pipe size drains, one in each corner. A 6 inch diameter hole shall be provided in the recessed flight deck plating
directly over each 4 inch drain. For the flight deck recess which extends past the splinter box, install four 2-inch nominal
pipe size drains equally spaced along the aft edge. The 2-inch and 4-inch drains shall have strainer assemblies as described
for catapult trough drains above. All intermediate structure webs shall have drain cut-outs and water courses in accordance
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with Sect. 100. There shall be a drain cut-out at each end of the web where it intersects the box side, and one in the middle
where the web intersects the bottom plate. The drain cut-outs at the ends shall represent a quarter circle with a 2-inch radius,
and the one in the middle shall represent a semicircle with a 2-inch radius.
Barricade storeroom - In the barricade storeroom, below the flight deck access hatch, a 2-inch high coaming shall be
provided at the inboard end of the barricade rack, extending to both the forward and aft bulkheads. A 2-inch drain shall be
provided near the aft bulkhead, inboard of this coaming.
Aircraft electric service stations - In addition to the hatch drains, drains from the inboard aircraft electric service
stations shall be installed at three locations: The drain trough, the upper portion of the trunk, and the bottom of the cable bin.
The upper trunk shall be separated from the cable bin by a vertical dividing plate. The cable bin, with the exception of the
cable penetration area, shall be covered with a portable shield. The cable penetration area shall be covered by a separate
hinged or portable drip shield. Both shields shall be sloped so as to drain into the upper trunk area.
Aircraft elevator and division door tracks - Three-inch nominal pipe size drain connections shall be provided every
12-20 feet in each aircraft elevator and division door track. The drain connections shall be manifolded together and led
overboard. Each elevator door shall be provided two overboard connections, and the division door tracks shall drain to port
and starboard overboard connections.
Aircraft carrier retractable sheave well drains - Each retractable sheave well shall be provided with a 3-inch nominal
pipe size drain.
Arresting gear sheave damper recesses - Each arresting gear sheave damper recess shall be provided with a coaming to
contain fluids, and a 3-inch nominal pipe size drain.
Elevator pits - The pits of elevators originating on the flight deck or the hangar shall be provided with a drainage
capability. Where the pit is located sufficiently high to allow gravity overboard drainage, a 4-inch nominal pipe size drain
shall be installed. Where the pit cannot be drained overboard by gravity, a 200-gal/min eductor shall be installed. The
eductor shall be remotely-operated from an accessible location outside the elevator shaft.
528i. Traps
A water-seal trap shall be installed for each plumbing fixture or for a battery of not more than three fixtures, and each
pulper, disposer and destructor shall be provided with a trap. The trap shall be located as close to the fixture as possible, and
the maximum vertical distance from the fixture outlet to the trap weir shall not exceed 24 inches. P-type traps shall be used.
Slip joints or couplings may be used on the trap inlet and also within the trap seal for all traps, except for those serving water
closets and deck drains. Each fixture trap shall have a readily accessible means for cleaning.
No fixture shall be double-trapped, except for water closets in Total Protective (TP) Zones.
Traps shall be installed in a fore-and-aft direction. Fixtures with built-in traps shall be arranged to allow a fore-and-aft
flow through the trap.
For ships without Collective Protection Systems (CPS) and drains originating from spaces outside TP Zones on ships
with CPS, traps shall have a water seal of not less than 2 inches nor more than 4 inches depth.
Drains, including fixture drains, interior deck drains and condensate drains, which originate within a TP zone and
terminate in the weather, in another TP zone, or at a tank vented to the weather, shall have traps with a water seal of not less
than 4-inches nor more than 6-inches depth. Water closets in TP zones shall have a water seal of not less than 4-inches nor
more than 6-inches depth in the drain piping on the deck of the water closets served; this seal shall be in addition to the
built-in traps and shall have brazed or welded joints.
528j. Cleanouts
Connections shall be installed in accessible locations for drains, including flight deck, hangar deck, and weather deck
drains, to permit cleaning the drain pipes; however, cleanouts shall not be located in magazines or electronic spaces.
Cleanout connections shall be installed in each vent pipe serving a drain from a plumbing fixture(s). They shall be
located above the fixture, and positioned to facilitate mechanical cleaning of the drain line. Cleanouts shall not be located in
the overhead of spaces where food is prepared, stored, or eaten, or in the overhead of medical spaces. Where they are
unavoidable in food service spaces, they shall be installed only in vertical drain piping below the food service working
surfaces.
Unless otherwise specified, for piping up to 2-inch nominal pipe size, cleanouts shall be the same nominal size as the
pipe served; for larger piping they shall not be less than 2 inches. A minimum of 18 inches clearance shall be provided for
Section 528
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the insertion of cleaning devices for drains of 3-inch nominal pipe size, or larger. Cleanouts for smaller drains shall be
installed with a minimum of 12 inches clearance for the insertion of cleaning devices. Cleanouts shall be located as follows:
1. At the base of soil and waste stacks.
2. In horizontal drain piping, at each change of direction greater than 45 degrees.
3. In horizontal drain piping, not more than 50 linear feet apart.
4. In each vent pipe serving a drain from a plumbing fixture or fixtures, above the fixture and positioned to
facilitate mechanical cleaning of the drain line.
The installation of cleanouts in the overhead of living spaces, passageways, and office spaces shall be avoided.
However, wherever a cleanout is required by the foregoing criteria, it shall either include a full-sized ball or plug cutout
valve or be extended to the deck above.
Cleanouts shall be installed so that the cleanout opens in a direction opposite to the flow of the drainage. Cleanouts
located in straight piping shall be installed with lateral or sweep tee fittings.
Cleanouts in a TP zone shall have a warning placard posted near each cleanout, with the following inscription:
DO NOT OPEN IN A CBR ENVIRONMENT
528k. Overboard Discharges
Scuppers for plumbing overboard discharges shall be located higher than the full load waterline. Generally, they shall
be located as low as practicable, but not lower than 12 inches above the full load waterline. However, plumbing drains shall
not penetrate oil tanks or side protective systems. Split-pipe extensions and guards similar to those shown on drawing,
NAVSHIPS No. 804-1508069, shall be installed on scuppers to prevent discharge of drainage or spray onto accommodation
ladders, side ladders, debarkation nets, elevators, sponsons, or boats alongside. Split-pipe extensions shall terminate 12
inches above the boot-topping. Scuppers located more than 12 inches above the boot-topping shall have scupper lips (rubber
elbows) in accordance with drawing, NAVSHIPS No. 805-860296, except where split pipe extensions are specified.
Gag scupper valves shall be installed in plumbing and space drain piping terminating at the shell, except where the
scupper valve would be located in a tank or floodable void. Gag scupper valves shall comply with drawing, NAVSHIPS No.
810-1385707, and shall have hull fittings similar to those on drawings, NAVSHIPS Nos. S4808-1385803 and
S4808-1385804, with bronze (Mil Spec. MIL-B-16541) body and Monel (Fed. Spec. QQ-N-288) trim; and shall have an
overboard discharge constructed of copper-nickel pipe and fittings, with all welded joints. The hull penetration shall be
reinforced with a steel sleeve and doubler plate, if required. The copper-nickel piping shall be welded to the steel plating
using monel welding rods. The length of piping downstream of each gag scupper valve shall be as short as possible to
provide maximum protection in the event of a casualty.
Where an overboard discharge drain line penetrates a tank or floodable void, and discharges overboard from within the
tank or void, a full port ball or plug valve and a check valve shall be installed inboard the drain line, immediately before the
drain penetrates the tank or void, instead of the gag scupper
Where the discharge is above the waterline, eductor and pump discharges shall have split pipe extensions and guards in
Weather deck drain scuppers - Extensions from scuppers formed by the waterway bar on weather decks shall be
installed, and shall comply with drawing, NAVSHIPS No. 805-860296. The overhang strap shall be attached using CRES
316 fasteners.
528l. Plumbing Vents
The protection of trap seals from siphonage or backpressure shall be accomplished by the use of drain vents, sized and
installed to permit the admission or emission of air so that, under normal use, the seal of any trap will not be subjected to
either a positive or negative pressure differential greater than one inch of water due to the flow of liquid through the drain.
Normal use includes operating the plumbing drain system in any mode, that is, discharging to overboard or to a collecting
tank or system, as specified. Each vent, except those serving deck drains, shall be located so that the total pitch of the fixture
drain, from the trap weir to the vent fitting, is not more than one inside diameter of the drain pipe. The vent opening from a
drain pipe shall not be located below the trap weir; and the developed length of the drain, from trap weir to vent fitting, shall
not be less than two or more than 48 pipe diameters.
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Whenever branch vents are required in two or more branch intervals, a vent stack shall be installed. Stack vents shall
be installed as continuations of vertical stacks. Vents and branch vent pipes shall be pitched and connected to drain back to
the soil or waste pipe by gravity.
Plumbing system vents shall terminate in the weather. Vents from drains above the bulkhead deck shall terminate just
below the deck next above that on which the fixture is located. Vents from drains on decks below the bulkhead deck shall
terminate just below the tightness level. Vent connections terminating below FWL II shall have locked-open gate valves
installed to prevent backflooding in case of extreme list. Vents shall be welded directly to superstructure where they
penetrate the shell or deckhouse side. Vertical half-sections of pipe, welded to the shell or deckhouse side, shall be installed
over the vent outlets. The internal area of each half-section shall be equal to the vent area, and the length shall be four times
the diameter of the vent covered. Standard tees may be substituted for vertical half-sections on vents terminating above the
tightness level. A clearance of approximately 1/4 inch shall be provided between the run of a tee and the deckhouse side.
Vents from fixtures located in spaces which may be subjected to air tests shall have means to permit closure inboard of
the outlet.
Vents from soil drains shall not terminate near hatches, doors, air ports, ventilation intake openings or galleys.
The size of vent piping is based upon the fixtures served, the length of piping, and the quantity of fittings. The National
Plumbing Code, ASA 40-8, shall be used as a basis for sizing plumbing vents. Generally, the area of vent piping shall not be
less than one-third of the area of the drain line served, nor less than 1-1/4 inch nominal pipe size, whichever is greater,
except that individual back vents of traps for a lavatory or drinking fountain may be 3/4-inch nominal pipe size, and a trap
serving three fixtures may be 1-inch nominal pipe size. For an installation of one or two water closets, a vent of not less than
2-inch nominal pipe size shall be used.
For ships with CPS, water closets located in a TP Zone shall be provided with two vent systems. The system upstream
of the P-type traps shall be vented to the interior of the ship by means of vents installed on both sides of the water closet
connections to the drain header, a vent header connecting both vents, and a vent terminal. An activated carbon filter, in
accordance with MIL-F-15919, type II, shall be installed on these vent terminals. The vent terminals shall be located such
that the charcoal filters can easily be changed. The charcoal filters shall be installed with fasteners that can be operated by
hand to facilitate their removal and replacement. The system downstream of the P-type traps shall be vented to the weather.
528m. Repair and Overhaul of Existing Systems
performance profiles and not necessarily, intended to return overhauled items to the original manufacturer's drawing
manuals as modified by the overhaul criteria paragraphs of Section 505.
Requirements and definitions of class of overhaul (Class A, B, etc.) and the use of authorized Technical Repair
528n. Shock
The plumbing drain and vent system and all its components downstream of, and including traps from, TP Zones shall
meet Grade A shock requirements.
The remainder of the plumbing, space, and weather deck drain systems and all their components shall meet Grade B
shock requirements.
528o. Technical Documentation
Section 528
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528p. Testing Requirements

The following tests shall be conducted to demonstrate the quality of work performed.
Hydrostatic tests gravity systems - Deck drains, deck drain pipes, plumbing drains, plumbing vents, and all fixture
branches in the plumbing system, shall be given a water test which may be made on the entire system at once or the system
may be tested in sections. During the test period, an inspection shall be made for leaks and weeps and corrective action
taken, as necessary, to maintain a tight system. If applied to the entire system, all openings (except the highest opening) in
the piping shall be tightly closed and the system filled with water to the point of overflow. If the system is tested in sections,
each opening shall be tightly plugged (except the highest opening of the section under test), and the section shall be filled
with water. In testing successive sections, at least the upper 10 feet of the next lower section shall be retested (except the
uppermost 10 feet, or less, of the system) and shall be subjected to at least a 10-foot head of water. The water level shall
remain constant, without any further addition of water, for sufficient time to inspect the entire section under test, but in no
case less than 15 minutes.
In lieu of a water test, an air test may be used. With all openings tightly closed, air shall be forced into the system until
there is a uniform pressure of 5 lb/in2 on the entire system or section under test. The air pressure shall be maintained on the
system or section without any further addition of air for a sufficient time to determine tightness, but in no case less than 15
minutes.
Where air tests are used, a slowly falling pressure is not necessarily an indication of a leaking system. If the air
introduced is of a higher temperature than that of the piping system or that of the air already in the system, the pressure may
fall slowly until temperature equilibrium is reached. In such cases, before searching for definite leaks, the pressure shall
again be brought to the test value without changing the air in the system. If the rate of fall is materially lower on the second
or on repeated trials, the system may be assumed tight. On the other hand, if the temperature of the air introduced is lower
than that of the piping system or the air already in the system, a slowly rising pressure may occur. A rising pressure or a
constant pressure for a 15-minute period, may be taken as a positive indication of tightness. In case of a rapidly falling
pressure, a search for leaks shall be made before repeating the test. After draining the test medium, the systems shall be
subjected to typical operational tests. Observations shall be made for syphoned traps and obstructed flow.
Defects shall be corrected and systems retested as necessary.
Operational tests - In conjunction with the hydrostatic tests or separately, each plumbing fixture and deck drain shall be
operated to assure unobstructed flow and that the traps maintain the required water seal.
In addition, the system shall be tested by flushing water closets on the upper levels and observing the water seals of
water closets on the lower levels in both the overboard discharge and CHT collecting modes of operation. Loss of water seal
from any of the tested water closets shall require tests of all plumbing drains and subsequent modifications and retest of
failed drains.
Tests as outlined above shall be accomplished only to the extent necessary to re-establish system integrity based on the
extent of overhaul work unless specified otherwise in the contract.
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Section 528
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SECTION 529
DRAINAGE AND BALLASTING SYSTEMS
529a. Scope
This section contains the requirements for drainage and ballasting systems not contained elsewhere in these
specifications. Gravity drainage is covered in Section 528.
529b. Definitions
Oily Waste Holding Tank - Receives oily waste drainage from bilge wells and drain tanks via oily waste transfer pump
for processing by the oil water separators or off loading to shore facilities.
Waste Oil Tank - Receives concentrated waste oil from separators for storage.
529c. General (New Installations and Modifications to Existing Systems)
Parts of drainage and ballasting systems which may be subjected to firemain pressure shall be designed for that
pressure. Check valves or normally closed stop or stop-check valves shall not be considered as a means of preventing the
transmission of pressure.
A flooding alarm system as specified in Section 436 shall be provided.
A tank level indicating system in accordance with MIL-L-23886 with magnetic float sensing technique shall be
provided for the oil waste holding, waste oil and ballast tanks.
Piping for drainage and for seawater ballasting shall be completely independent of fuel transfer piping, except where
the transfer system tailpipes for fuel or ballast tanks are used for ballasting and drainage functions.
529d. Main Drainage System (New Installations and Modifications to Existing Systems)
The system shall consist of piping installed low in the ship with suction branches to spaces to be drained, and with
direct connections to eductors. Eductors shall discharge overboard 12 inches above the full load waterline via a swing-check
valve and a hull cutout valve.
Oily waste transfer system connections shall be provided as specified in Section 593.
Mains shall be the same size from the foremost to the aftermost eductor. Extensions forward of the foremost and aft of
the aftermost eductor connections and forward or aft of the end cross-connections of loop systems may be reduced in size as
permissible by the drainage service required.
The two mains of a loop system shall be cross-connected at each eductor and the eductor shall take suction from the
cross-connection.
Except for special cases, as specified herein, drainage by direct suction through the system shall be provided for main
and auxiliary machinery spaces, for shaft alleys, for compartments designated to be fitted for controlled flooding (except for
spaces with magazine sprinkling systems), for spaces where large quantities of water may accumulate, and for spaces in
which small accumulations of water would be detrimental to the contents or function of the space.
Bilge suctions shall be installed at the forward and after ends of each machinery space, located within the frame space
adjacent to transverse bulkheads and on opposite sides of the center vertical keel. If the inner bottom or tank top is unusually
broad and flat, four bilge suctions shall be installed in each main and auxiliary machinery space and located outboard in the
forward and after corners of the space.
Suction connections shall be provided from the waste water drain collecting tanks specified in Section 534.
Suction pipes shall terminate at the lowest part of the compartment which they drain, and where possible, shall
terminate in drain wells.
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On ships without an oily waste transfer system, suction branches for one of the bilge wells in each main machinery
space shall have a two-valve manifold or two single valves with tailpipes. The smaller valve shall be 2-1/2 inches nominal
pipe size and the larger shall be the same size as the main drain. On ships with an oily waste transfer system, or which have
no innerbottoms, single bilge suctions from the drainage system, and of the same size as the main drain, shall be installed.
In each machinery space not served by the oily waste transfer system, a 1-1/2-inch nominal pipe size hose valve, with
cap and retaining chain, shall be installed on the drainage main for use with hose for draining pockets formed by foundations
and low points where water may collect. A suction hose, 25 feet long with strainer, shall be provided and installed on a rack
in each of these spaces. Where all areas to be drained cannot be reached with a 25-foot length of hose, additional hose
valves shall be installed. For loop systems, two hose valves shall be installed in each machinery space, one on each main of
the loop. Innerbottom cofferdams and voids located below machinery spaces shall be drained via the sounding tubes which
shall be fitted with 1-1/2-inch nominal pipe size gate hose valves and female hose couplings for draining by hose led to the
hose valve on the drainage main.
529e. Secondary Drainage Systems (New Installations and Modifications to Existing Systems)
Systems shall be installed to supplement the main drainage system wherever the main drainage system cannot be
extended to provide drainage because of interference of spaces through which the passage of piping is prohibited, or because
the lengths of piping would be too great for efficient drainage. Each of these systems shall be independent of the main
drainage system and shall have its own pump, or eductor, and sea connections.
The arrangement of each of these secondary drainage systems shall be similar to the main drainage system or it may
consist of a suction branch from each compartment served led to a suction manifold served by a pump or eductor.
529f. Special Drainage Systems (New Installations and Modifications to Existing Systems)
Gasoline tank cofferdam drainage - An independent drainage system shall be installed. Eductors shall be permanently
installed in each cofferdam space with supply and discharge connections extending to the top side of the cofferdam
boundaries and terminating in capped hose valves in a watertight box fitted with a watertight cover secured by drop bolts.
A 1 1/2-inch nominal pipe size hose valve shall be provided on the supply connection to the eductor and a 2 1/2-inch
nominal pipe size hose valve on the discharge connection from the eductor. Hoses shall be provided for actuating water and
for the overboard discharge for drainage.
Portable eductors shall be used to drain gasoline stowage tanks, gasoline pump rooms, gasoline motor rooms, and
packaged gasoline stowage compartments. No fixed drainage piping shall be installed.
Flammable liquid storerooms - Independent drainage systems shall be installed for storerooms used for stowage of
flammable liquids or other liquids hazardous to personnel or material. The selection of materials for these systems shall be
based on the fire and explosive hazards, corrosion, miscibility with water, and resistance of packing to penetration, of the
liquid to be handled.
Eductors or gravity drainage (if practicable) shall be utilized to drain flammable liquid storerooms.
Paint lockers are not considered flammable liquid storerooms.
Compartments contiguous to gasoline tank cofferdams, to gasoline tanks and to packaged gasoline stowage
compartments - Where these spaces are adjacent to the shell they shall be drained directly overboard by a permanent
independent drainage system. Groups of these compartments within the same main transverse subdivision may be drained by
a common system. Where these compartments are not adjacent to the shell, portable eductors shall be used.
Steering gear rooms - An independent drainage system shall be installed in steering gear rooms. This system shall
consist of a 200 gal/min capacity eductor which shall take suction from a drain well and discharge overboard. All valves
shall be operable locally and from a remote readily accessible location.
Emergency generator rooms - Each space shall have a drain well (if practicable) with drainage arrangements as follows:
For spaces above the full load waterline, the drain well shall have a suction connection to a secondary drainage system.
For spaces at or below the full load water line, an eductor with an overboard discharge connection and a suction
connection to the drain well shall be installed.
In each space, whether above or below the full load water line, an electric portable submersible pump shall be
permanently installed to provide an auxiliary means of drainage. Suction and overboard discharge piping shall be provided
and the pump shall be connected to these leads by short lengths of hose. Piping leads and overboard connections provided
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for cooling water service may be used for the drainage system provided that valves are installed which will ensure that
operation of either system will not adversely affect the other.
Well decks and vehicle stowage compartments - A permanent independent drainage system shall be installed for
compartments in which fueled vehicles are stowed or refueled.
Gas turbine drain tank drainage system - This system shall be independent of other oily waste transfer systems.
Rotary vane drain pumps shall be installed as necessary to drain gas turbine drain tanks. Where one pump takes suction
from tanks in more than one compartment, suction from each compartment shall be via a stop-check valve. The pump shall
discharge via a priming chamber, a swing-check and cutout valve overboard via a stop-check valve located above the
waterline and to the weather deck to port and starboard discharge connections. The weather deck connections shall be in
Missile magazines - Independent eductor systems shall be installed in missile magazines. Each system shall consist of a
primary eductor for removal of sprinkling water, deluge water or missile booster suppression water, and a secondary eductor
system for removal of small quantities of water associated with housekeeping.
Drains from the magazine shall be led to a sump from which both eductors shall take suction. The eductors shall
discharge overboard through a locked open cutout valve and a swing check valve located one full deck height above the full
load water line. Actuating water for the primary eductor shall be supplied automatically when the magazine sprinkling
systems is operated via a solenoid controlled pilot valve supplying water to a diaphragm operated globe valve. The solenoid
shall open the pilot valve when energized by a flow switch in the sprinkling system. Additionally the primary eductor
actuating valve shall have remote operation from the magazine security station and local manual operation capability.
The housekeeping eductor shall be operable locally and remotely from a readily accessible area. Flooding detectors
shall be installed in the sump in accordance with Sect. 436.
529g. Oily Waste Transfer System (New Installations and Modifications to Existing Systems)
See Section 593 herein for additional criteria.
Oily waste transfer pumps shall be provided to offload the total contents of the waste oil and oily waste holding tanks in
2 hours (4 hours for aircraft carriers).
The oily water transfer pumps shall discharge selectively; overboard, to the oily waste holding tanks, waste oil tanks,
and to port and starboard deck discharge connections located in the weather. Oily waste transfer pumps shall be positive
displacement, sliding shoe type. The weather deck connections shall be in accordance with drawing, NAVSHIPS No.
810-2145526. The oily waste transfer pumps shall be capable of providing at least 10 lb/in2 pressure to deck connections.
The transfer pumps discharge piping shall be cross-connected with the fuel stripping system in accordance with Section 541.
Each oily waste transfer pump shall take suction via simplex strainer and isolation valve from a common suction main,
installed low in the ship. The suction main shall extend forward and aft in the ship and be the same size throughout.
Service connections shall be manifolded to the suction main and shall be provided from each bilge suction in the main
and auxiliary machinery spaces, pump rooms, shaft alleys, from the oily waste holding tank, the waste oil tank, oily water
drain collecting tanks, hose connections, and from other compartments in which oily wastes accumulate. For spaces located
where the length of piping is too great for the principal oily waste transfer pumps to obtain suction, effectively or
economically, individual oily waste transfer pumps shall be installed with a simplex strainer and isolation valve as described
above to transfer the oily waste to the common suction main or discharge of the principal oily waste transfer pumps.
Each bilge suction connection shall contain a cutout valve and a foot valve. A strainer shall be provided on the
terminus of each bilge suction. Each tank suction connection shall contain a swing-check valve installed just outside the tank
and a cutout valve. All isolation and cutout valves on the suction of the oil/water separators and oily waste transfer pumps
shall be ball valves in accordance with Mil. Spec. MIL-V-24509.
Hose connections shall be installed in each space listed in the preceding paragraph and shall consist of 1-1/2 inch ips
cutout valve, swing-check and hose connection so that all pockets formed by machinery foundations can be drained by
means of 25-foot lengths of suction hose. Suction hose with suction strainers shall be provided in each of these spaces.
The oil/water separator as specified in Section 593 shall take suction directly from the oily waste holding tank and shall
discharge oil effluent to the waste oil tanks and water effluent selectively to the oily waste holding tanks and overboard
above the water line via oil content monitor and stop-check valve.
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529h. Eductors, priming chambers, and portable equipment for drainage systems (New Installations and
Modifications to Existing Systems)
Eductors - Eductors shall be in accordance with MIL-E-24127 and shall receive actuating water from the firemain
system.
If the drainage main takes suction from void spaces and tanks which have cutout valves installed in the air escapes, a
1-inch nominal pipe size relief valve shall be provided on the drain main side of the eductor suction stop and check valve.
The relief valve shall be set at the test pressure of these tanks or void spaces to prevent the possibility of subjecting these
compartments to firemain pressure due to leakage through the valves with the overboard discharge closed. The discharge
from the relief valve shall be clearly visible to the operator of the eductor actuating control valve.
Eductors shall be designed for an actuating pressure equal to 25 psig below the nominal firemain operating pressure and
shall be capable of discharging their rated capacity against a head equivalent to the full load waterline plus friction losses in
the discharge piping.
Each eductor shall have a vacuum pressure gage and a diaphragm actuated check valve installed on the suction side of
the eductor between the eductor and the suction cutout valve.
The actuating water supply line to eductors shall be fitted with a throttling type cutout valve for reducing the pressure
of the actuating water to the rated pressure of the eductor, and a gage for observing the actuating water pressure. The cutout
valve shall be manually operated locally. In addition to local operation, cutout valves in the main and auxiliary machinery
spaces shall be controlled from the upper level grating.
Where an eductor has a remote operating station in addition to local operation, the remote operating station shall be
provided with vacuum pressure gage on the eductor suction, and an actuating water pressure gage.
All eductor suction cutout valves shall be fitted with an inscription reading:
CAUTION
DO NOT OPEN UNTIL VACUUM IS INDICATED ON GAGE
All eductor actuating water cutout valves shall be fitted with a label plate with an inscription reading:
CAUTION
DO NOT OPEN UNTIL OVERBOARD DISCHARGE
VALVE IS OPEN
In addition, an operating instruction placard showing the schematic diagram of the eductor piping and describing the
step-by-step procedures of operating and securing the eductor shall be posted at each local and remote eductor operating
station.
Priming Chamber - A priming chamber shall be installed on the discharge of each rotary vane pump to provide cooling
and sealing water and to vent the discharged air. The chamber shall have a capacity equal to a sufficient reservoir to avoid
overheating the pump for a period of 16 hours with a dry suction. The chamber shall have provisions for manual draining,
continuous priming, automatic venting, and manual filling. The inlet shall be connected at the approximate mid-point of the
chamber and the outlet connected at least one inlet pipe diameter above the inlet. The pump priming connection shall be
located three inches above the base of the chamber. A 3/4 inch nps pipe with globe valve shall be installed from the chamber
priming connection to the suction of the pump downstream of the pump suction valve and strainer. The globe valve shall be
adjusted to provide just sufficient water to keep the pump casing cool to the touch with the pump running and the pump
suction valve closed. The valve shall be locked into that position.
Portable equipment - Portable pumps shall be provided for drainage of the following spaces:
Storerooms and void compartments below the full load water line and adjacent to shell plating, for which drainage
suctions have not otherwise been specified.
Magazines which cannot be drained overboard by gravity.
Handling rooms, not fitted with drains, into which magazines are drained.
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Overboard discharge connections, one port and one starboard in each main transverse subdivision, shall be installed, to
which discharge hoses from portable pumps may be connected. Connections shall be located between the damage control
deck and the deck above, and as close to the damage control deck as practicable. The inboard end of each connection shall
have a 4-inch NH female swivel hose connection, attached by a safety chain to a 4-inch NH male by 2-1/2-inch NH female
swivel hose adapter coupling. A 2-1/2-inch NH plug closure having standard fire hose coupling lugs shall be attached to the
adapter by a safety chain. If hull scuppers for plumbing or deck drains are available, the overboard discharge connection can
be provided on these scuppers instead of the usual cleanout opening.
Wherever electric submersible pumps are installed, a priming connection shall be provided from the firemain if the
overboard discharge is not below the light load waterline. Priming piping shall have a relief valve set to relieve at 25 lb/in2
and a pressure gage in the priming line downstream of the relief valve.
529i. Ballasting and Flooding Systems (New Installations and Modifications to Existing Systems)
Controlled ballasting arrangements shall be provided for:
Clean ballast tanks
Fuel or ballast tanks
Fuel overflow or ballast tanks
JP-5 or ballast tanks
Controlled flooding shall be provided for:
Underwater side protective system floodable voids
Peak tanks
Trim tanks
Piping for ballasting shall be sized to ballast the tanks served in 1-1/2 hours, and for de-ballasting in 2 hours.
Combined ballasting and drainage systems shall be arranged so that compartments can be drained separately or
simultaneously by the drainage eductors, and so that all compartments can be ballasted separately or simultaneously.
The capacity and extent of the clean ballast systems, including manifolds, ballasting and transfer mains, eductors, and
other components shall be sufficient to ensure that compartments can be ballasted and unwatered separately or
simultaneously at the rates specified.
Sea chests and valves for flooding underwater side protection system spaces shall be sized to require not more than 6
minutes to fill the space to within 1 foot of the full load waterline when flooding directly from sea. The largest sea valves for
direct flooding of any void space shall be not more than 10 inches nominal pipe size, and not more than one of these valves
shall be installed even though the 6-minute flooding time is exceeded.
Ballasting and flooding systems shall include the following provisions:
Ballasting, drainage, and stripping of fuel or ballast tanks, and JP-5 or ballast tanks shall be via a three-valve
interlocked manifold to prevent more than one valve being open at the same time.
Valves in fuel and JP-5 tank ballasting manifolds shall be locked closed by a locking device as specified in
Section 505.
Sea valves for underwater side protective system floodable voids are operated hydraulically from the damage
control deck. The hydraulic controls shall be arranged in groups located for ready access, preferably close to the vent valves
for these voids. Hydraulic power shall be generated by hand-operated rotary pumps of an approved design and valves shall
be of the piston type.
When orifices are employed to control ballasting rate, firemain fill piping arrangement to each ballast tank shall
consist of the following, upstream to downstream: Root gate valve, orifice plate, and control valve. This arrangement is to
avoid water hammer at the orifice.
Clean ballast tanks shall be provided with tank level indicating gages, Mil. Spec. MIL-L-23886, with MF sensing
technique, located near the manifolds for the respective tanks. As an alternative, Mil. Spec. MIL-G-16748 tank level
indicating gages may be installed.
Underwater side protective system floodable voids shall be provided with gages, Mil. Spec. MIL-G-16748, except that
the indicator end of the gages shall be of the bourdon tube type in lieu of a fluid column. The gages shall indicate empty,
1/4, 1/2, 3/4, and full without reference to actual capacity or weight of water.
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529j. Valves, drain wells, and strainers (New Installations and Modifications to Existing Systems)
Valves - In general, cutout valves shall be located as follows:
In the main drainage and oily waste transfer suction mains at main transverse watertight bulkheads in main and
auxiliary machinery spaces.
On each side of pump or eductor connections to a single line main.
In each service branch, located if practicable, in the compartment from which the drainage suction is taken. These
valves shall be of the stop-check type except that ball and check valves shall be used for the oily waste transfer system, and
stop valves shall be used for spaces which are flooded through the drainage line.
In each suction and discharge connection of pumping equipment.
In each cross connection on each side of the eductor or pump suction connection to the cross connection.
Cutout valves in the main at main transverse watertight bulkheads, in cross connection, in extensions of the main
forward and aft of main and auxiliary machinery spaces, and other valves when their operation is necessary for damage
control, shall be operable from the damage control deck as well as at the valve. If remote power operation is required,
control shall be by mechanical/hydraulic/electric means.
In general, cutout valves or stop-check valves at drainage suctions shall be operable at the valve. Valves located in
spaces normally unmanned while at sea, and which can be drained by pump or eductor located in another space, shall be
controlled by mechanical remote control from a readily accessible space above or adjacent to the compartment. In spaces
which cannot be drained by a pump or eductor located in another space, all valves whose operation is necessary to drain the
space shall be controlled from a readily accessible space above or adjacent to the compartment.
The largest main drain suction valve of one bilge well in each main and auxiliary machinery space shall be operable
manually at the valve and remotely from the damage control deck. Manifold valves other than those serving main and
auxiliary machinery space bilge wells shall be operable only from the walking level adjacent to the manifold.
Drainage valves located in machinery spaces shall have handwheels located not less than 30 inches above floor plates
or gratings.
Drain wells - Wells shall be of a size and capacity to perform the specified drainage service. Wells shall be constructed
flush with the plating without any lip or protuberance to impede flow into the well.
Machinery space bilge wells shall be large enough to accommodate suction pipes and to permit access for cleaning, and
they shall be not less than 6 inches deep. They shall be of welded plate construction, galvanized or otherwise protected after
fabrication. Plating shall be of the same thickness as that of the innerbottom. Wells may be formed by parts of the
innerbottom structure.
Other wells as required for drainage service suctions shall be of rolled or flat plate, or of pipe where feasible and shall
be of welded construction and galvanized, zinc-coated or otherwise protected after fabrication. Wherever practicable, parts
of structure shall be used.
Strainers - The drainage system shall be protected by strainers. Box type strainers, cylindrical or rectangular, shall be
fitted on all drainage service suctions except those in ballasted tanks. In addition to the box strainer, simplex basket type
strainers shall be provided for pump suctions. Simplex basket strainers shall be in accordance with Sect. 505 with the
following additional requirements:
Strainer basket holes shall be 7/16-inch diameter.
Clear basket openings shall be equal to 6 times the area of the nominal inlet area.
A single swing yoke shall be provided for securing the cover.
A valved drain shall be installed that is operable from the vicinity of the strainer cover. Strainers shall be located
as to be accessible for cleaning.
Box type strainers shall be constructed of heavy wire mesh, expanded metal, or perforated plate. Strainers may be
made from copper-nickel or nickel-copper. The collective area of the strainer openings shall be not less than four times the
cross-sectional area of the suction pipe. Strainers shall be located so that they are accessible for inspection and cleaning.
In main machinery spaces, auxiliary machinery spaces such as evaporator rooms and pump rooms, and spaces such as
storerooms that are subject to an excessive accumulation of debris upon damage, box strainers shall be as large as
practicable. Strainers shall be of maximum practicable height and shall, in general, extend up to the level of the lower
grating in main and auxiliary machinery spaces and up to the walking flat in other spaces. The horizontal free area of the
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strainer box below the suction pipe bellmouth shall be not less than three times the area of the suction pipe above the
bellmouth. The dimension of openings shall be not more than 1/2 inch in the horizontal direction and not more than 3 inches
in the vertical direction. For two-valve manifold suctions, a single box strainer which will envelope both high and low
suctions may be provided or an individual box strainer may be provided for each suction.
Floors, longitudinals, or other fixed structure may be used where practicable, to form the box strainer. Box strainers
shall be accessible and readily removable for maintenance without removing the tailpipe served. They may be formed by
bolted sections and fitted around other piping in the immediate vicinity provided no piping or structure within the strainer
box requires pipe covering or any coating that may be loosened by shock. Strainers shall be zinc-coated, galvanized or
otherwise protected if made of steel and shall be secured to the suction pipe or to the adjoining structure.
An emergency bilge suction arrangement is covered in Section 256.
529k. Repair and Overhaul of Existing Systems
manuals as modified by the overhaul criteria paragraphs of other GSO Sections herein.
529l. Shock
Section 072 herein defines the requirements for shock as they relate to ships overhaul.
529m. Technical Documentation
The requirements for technical documentation relating to the shipalt development process are specified in Section 085.
529n. Testing Requirements
Hydrostatic, tightness, and operational testing shall be in accordance with Section 505. Exceptions/additions are as
follows:
Where drainage is provided by eductors, drainage systems including suction branches and eductors, but excluding
open tailpipes, shall be tested hydrostatically to the same pressure as the firemain. See original Ship's Specifications for
systems which may not have been designed to this criteria.
Ballasting systems shall be tested by verifying that specified ballasting/de-ballasting rates can be met.
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Section 529
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SECTION 531 DISTILLING PLANTS
531a. Scope
This section contains requirements for distilling plants not contained in other GSO sections herein.
531b. General
Steam-operated and heat recovery type distilling units shall comply with Mil. Spec. MIL-D-18641.
Thermocompression type units shall comply with Mil. Spec. MIL-D-16196.
Salinity cells shall be installed in piping or units, including freshwater drains from each component to the distilling unit,
in which saltwater leakage or carryover may contaminate the condensate or distillate.
Where salinity cell and solenoid-operated dump valve installations are utilized, the actuating salinity cell shall be
located a sufficient distance upstream of the dump valve to prevent passage of any contamination sensed by the salinity cell.
The cells shall be located in the horizontal plane such that the electrodes are fully immersed in water for all conditions of list,
trim, pitch, and roll, and for all distilling unit operating conditions.
All salinity cells and solenoid-operated dump values shall be checked against a laboratory prepared solution to the
value specified in NSTM Chapter 220, Volume II, to ensure correct operation of the salinity indicating system.
Swing-check valve shall be installed in the brine overboard discharge line of each distilling plant.
Pumps shall be installed in accordance with Section 503.
Instrumentation piping shall conform to the requirements of drawing, NAVSHIPS No. 810-1385850, except all
instrument lines sensing upstream of the distillate three-way dump valve shall be of copper-nickel alloy, composition 90-10.
Brine overboard lines shall be oversized by one nominal size to accommodate the expected decrease in cross-sectional
area due to scale formation.
Each distilling unit shall be complete with no component serving more than one unit unless otherwise specified.
A three-way solenoid-operated valve, in accordance with Mil. Spec MIL-V-16556, actuated by a salinity cell located in
the distillate line after the last heat exchanger, shall be installed in the distillate discharge. One outlet port of this valve shall
connect to the systems specified to receive distilled water. The other outlet port shall connect via a funnel, to a system as
described herein which will discharge the waste water overboard without allowing it to reach the bilge where it can become
oily waste.
High salinity distillate shall dump to a tank which is then pumped overboard by a float switch activated pump. (In
compartments with more than one evaporator, one dump tank can be utilized.) The distillate dump tank shall have an
adequate capacity to contain 5 minutes of evaporator dumping before auto-start of the pump. The pump shall be slightly
oversized to account for some plants producing more than rated capacity.
Where flexible hoses are used, they shall be located so that they cannot be wetted by brine or seawater, and shall be
protected to minimize the possibility of condensation from overhead equipment falling onto such hoses.
Distilling plants in accordance with Mil. Spec. MIL-D-18641 shall have a distillate meter installed in the distillate
discharge line downstream of the solenoid valve and shall have a bypass installed in the piping around the meter.
If a ship's existing waste water system (See Section 534) meets the above requirements, and the waste distillate can
reach the waste water tank by gravity drainage, then the waste water system can be used to collect the high salinity distillate.
An orifice shall be provided upstream of the funnel in the dump discharge branch to provide a discharge head sufficient to
prevent distillate pump cavitation.
Where distilling plant locations permit the distillate dump to discharge directly overboard by gravity, no tank or pump
is required. Discharge overboard shall be via a funnel located 3 feet above a gagged scupper valve above the waterline.
For new or modified installations, the distilling plant circulating and feed water shall be supplied by a pump taking
suction from a sea connection and discharging through a duplex strainer per MIL-S-17849. Existing installations with a
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strainer installed on the suction side of the pump need not be modified. The size of basket perforations shall be smaller than
the smallest flow path being served within the distilling unit; however, should this requirement result in undesirable size or
pressure drop characteristics based on a single strainer, one or more additional strainers may be used. Sealing water for the
brine overboard discharge pump shall be supplied from the discharge of the circulating water pump for the plant. Other
pumps operating under vacuum shall have sealing water supplied from their discharge piping.
For steam-operated distillers on saturated steam plant surface ships, the atmospheric vent line for the heating steam
circuit of the seawater heater shall be piped to terminate near a ventilation exhaust opening.
531c. Repair and Overhaul of Existing Systems
Standards (TRS) are provided in Section 042 herein.
performance profiles and not necessarily intended to return overhauled items to the original manufacturing
drawing/tolerances. The Supervisors Work Specification shall identify the class of overhaul (i.e., class B) authorized for the
item. Where applicable, the Supervisors Work Specification shall invoke the overhaul of the item to be accomplished in
accordance with an approved Technical Repair Standard (TRS). Where an approved technical repair standard does not exist,
or is not authorized, the overhaul of the item or system shall be in accordance with the applicable drawing, or technical
manual as modified by the overhaul criteria paragraphs of other GSO sections herein.
531d. Installations and Modifications to Existing Installations
Each steam-operated distiller shall have an isolation valve downstream of the automatic dump valve to permit the
seawater heater condensate drain to be isolated when the distilling plant is not operating. The isolation valve, with a drain
and flushing connection provided immediately upstream, shall be located as near as possible to the connection of this drain
with the condensate system.
The seawater heater condensate drain line shall be separately connected to the condensate systems to prevent water
from backing up into the distilling plant from other equipment.
A proportioning pump and supply tank in accordance with MIL-P-21347 shall be installed on steam operated and heat
recovery type distilling plants for the introduction of scale preventive treatment formulation to the feedwater.
When distilling plants are modified or installed, provision shall be made that all access and overhaul paths are kept
clear.
Lifting gear shall be provided, including tracks or hoists for handling water boxes and for withdrawing vapor
separators, seawater heaters, evaporator tube bundles or baskets, vapor feed heaters, distiller condenser tube bundles, vapor
compressors, and any other heavy components or subassemblies requiring handling for maintenance.
Steam-operated distillers on saturated steam plant surface ships shall be provided with a one-button shutdown of the
distilling unit which shall be activated by a manually-operated switch at the distiller operating station. Activation of this
switch shall secure all steam to the unit, secure all seawater feed and brine dilution, trip all solenoid-operated dump valves,
and secure all distilling plant pumps. A protective cover shall be provided to shield the switch from inadvertent operation.
Additionally, a pressure switch shall be provided in the discharge of the brine overboard pump which shall activate the
distiller shutdown system when there is no flow from the brine pump. A spring-loaded manual override switch shall be
provided for distilling unit startup only.
Thermo-compression distilling plants shall have:
Hose connections, as necessary, to provide for circulation of an acid cleaning solution through the plant.
Sealing water, when required, for the vapor compressor supplied from the distillate line between the heat
exchangers and the evaporator.
Desuperheating water, as required, supplied from the distillate pump discharge.
A water-operated intermittent acid feed treatment system similar to that shown on Mil. Std. MS-18295.
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531f. Cleanliness
Acid flush requirements are contained in NSTM Chapter 531.
531g. Inspection
When authorized by the overhaul work package, distilling plant piping and systems shall be inspected in accordance
with NSTM chapters 505 and 531.
Unless otherwise specified, hydrostatic, tightness, and operational testing shall be in accordance with Section 505.
Piping systems, operating at atmospheric or sub-atmospheric pressure shall be tested for leakage using air or water at 10
lb/in2.
After overhaul, a 4 hour dockside operational test shall be performed on the distilling plant.
531i. Shock
Section 072 herein contains shock requirements as they relate to ship's overhaul.
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Section 531
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SECTION 532
FRESHWATER SERVICE SYSTEMS
532a. Scope
This section contains requirements for all freshwater service systems, including tank filling, stowage, transfer, and service
arrangements for potable water, cooling water, catapult waterbrake water system, gas turbine washdown system, and chilled water
systems. Distilling systems, boiler feedwater systems and pumps are covered in Sections 531, 255, and 503 respectively. General
requirements and material of marking plates shall be in accordance with Section 507.
Cross-connection between potable and seawater systems, or connection to other systems that could contaminate the potable water
system, are not permitted. Valves and blind flanges are not considered acceptable means of separating potable water from the other
systems. Potable water shall not be delivered to other systems, tanks or facilities that could contain water of inferior quality unless an air
gap or other approved device that will prevent back-flow or siphonage is provided. An air gap of at least two supply pipe diameters shall
be provided between the potable water terminus and the overflow level of the equipment being served. Examples of facilities which must
have an air gap are supply to galley and pantry sinks, dishwashers and other scullery equipment, vegetable peelers, kettles, laundry
machines, sterilizers, and plumbing fixtures of all types. Freshwater shall be supplied to kettles via a swing faucet. Location of faucets
above the rims of lavatories, sinks, and other open receiving vessels constitutes an adequate air gap. A funnel shall be provided in the air
gap receiving connection wherever necessary.
A vacuum breaker installed six inches above the overflow of the equipment shall be provided wherever a permanent or hose
connection is made below the overflow level of the equipment and there is no automatic or manual cutout valve downstream of the vacuum
breaker. Examples of equipment that may require vacuum breakers are garbage disposals located in sculleries.
A continuous pressure back flow preventer with intermediate vent shall be provided wherever a permanent or hose connection is
made below the overflow level of the equipment and an automatic or manual cutout valve is installed downstream of the back flow
preventer.
A reduced pressure back flow preventer shall be provided wherever a permanent or hose connection is made to equipment or a
system that could subject the potable water system to a positive pressure, no matter how small. Examples are permanent connections to
magazine sprinkling systems, the low pressure air compressors, photographic shops, and lube oil and fuel centrifugal purifiers. The water
downstream of reduced pressure back flow preventers is considered contaminated. All sinks and faucets served downstream of such
devices shall be labeled CONTAMINATED FRESH WATER.
A 3/4-inch National Hose (N.H.) thread hose connection vacuum breaker shall be provided on sink and space faucets that are used
with standard all purpose hose of any length. An anti-syphon vacuum breaker shall be provided for non-standard hose connections in
laboratory sinks.
Two check valves shall be installed in the water supply to carbonated beverage dispensers with no copper, brass, or bronze pipe,
valves, or fittings downstream of the check valves.
All mechanical devices that provide backflow and anti-syphon protection to potable water systems shall be a model approved by the
Foundation for Cross-Connection Control and Hydraulic Research, University of Southern California, Los Angeles, California 90012, or
the American Society of Sanitary Engineering, Cleveland, Ohio 44140.
Where a hose connection, other than sink, laboratory and space faucets, is specified in the potable water system, the connection shall
have a stop check valve, a vacuum breaker, and a hose adapter (with cap and chain) in that order from upstream to downstream. A label
plate shall be installed in a conspicuous location, and inscribed in red letters 1 inch high, as follows:
CAUTION
DISCONNECT HOSE WHEN NOT IN USE
Potable water piping, except service piping to potable water tanks, shall not be run through bilges.
Cross-connections between potable water systems and feedwater systems are not permitted. If a distilling plant discharges to both
the cold potable water system and the feedwater system, it shall do so via a two-valve stop-check manifold, so interlocked that flow from
the distilling plant can be directed to only one system at a time.
When pump discharge risers, overboard transfer risers, and service branches penetrate main subdivision bulkheads below the
tightness level and terminate in open ends, damage control cutout valves shall be installed. Piping shall be arranged to keep these
penetrations to a minimum. New pump discharge risers, overboard transfer risers, and service branches shall not penetrate main
subdivision bulkheads below the tightness level.
The potable water system shall be designed to eliminate water hammer by maintaining low flow velocities, the use of flow regulating
valves, or other means such as the installation of water hammer dampeners. Care shall be taken to eliminate water hammer in the supply to
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all quick-closing or self-closing valves or groups of such valves. Air chambers and similar fittings which may lose their hydraulic
cushioning feature due to absorption of the air by the water are not acceptable for this purpose.
Tanks - Potable water tanks are of the following types:
Compression tanks
Battle Dressing Station Tanks
Ship tanks
Small supply tanks
Ship tanks shall be built-in tanks formed by the ship structure. Battle dressing station tanks, compression tanks, and small supply
tanks shall be independent of the ship structure. All tanks shall be adequately stiffened and braced to withstand the specified test pressure
without excessive distortion, deflection, or buckling.
Non-structural tanks over 200 gallons capacity, and in continuous use shall be made of medium steel. Tanks used for long time
stowage of an emergency supply of water, such as battle dressing station tanks shall be made of copper-nickel (90-10) alloy, Mil. Spec.
MIL-C-15726. Tanks of 200 gallon capacity and less shall be made of copper-nickel (90-10) alloy, Mil. Spec. MIL-C-15726, stainless
steel, ASTM A240 Type 304 or of fibrous glass reinforced plastic laminate in accordance with Mil. Spec. MIL-T-19247 and fitted with
swash plates. Fibrous glass reinforced tanks shall be sufficiently translucent so that the level of the contents may be observed. An
unpainted strip forming a window shall be provided on painted tanks.
Compression tanks shall be of copper-nickel (90-10) alloy, Mil. Spec. MIL-C-15726, or stainless steel, ASTM A240 TYPE 304.
They shall have a gage glass, drainage connection, one combined inlet and outlet connection, a valved vent connection for pressure switch
or switches as required herein, a pressure gage, relief valve, and a stop-check hose valve for air charging unless a device for controlling the
air volume automatically, using a permanent connection, is provided.
Gravity tanks shall be installed high in the overhead of battle dressing stations. Gravity tanks shall be filled and emptied through the
same pipe connection located near the bottom of the tank. Outlets taken from the bottom of the tanks shall project about 1 inch above the
bottom. Valved drainage connections shall be provided for completely draining the tanks. Except for fibrous glass tanks, gravity tanks
shall have a gage glass, if practicable. Otherwise, trycocks shall be provided. A combined vent and overflow shall be installed on each
tank. The overflow terminal shall be fitted with an insect screen and shall be directed so as not to discharge on equipment which can be
damaged by contact with water. A label plate shall be installed on each tank inscribed as follows:
WARNING
BATTLE DRESSING STATION GRAVITY TANK
FLUSH AND REPLENISH WITH POTABLE WATER EVERY 3 MONTHS
No bolted connections shall be made through the shell of any potable water tank. Connections to tanks formed by ship structure
shall comply with drawing, NAVSHIPS No. 810-1385866. Tanks not formed by the ship structure shall be secured by clips welded to the
tank, or by straps attached to ship structure. Means shall be provided to prevent lateral movement.
All tanks shall have manholes for internal cleaning and access, except that tanks too small for access shall have handholes with
covers located to permit thorough cleaning of tanks.
Each potable water storage tank shall be provided with a tank level indicating system as specified in Section 437. The indicators,
calibrated in gallons, shall be located adjacent to the suction and filling manifold. The alarm shall be actuated when the liquid level
reaches 10 percent of the tank capacity.
532c. Cold Potable Water System (New Installations and Modifications to Existing Systems)
General - The system shall be arranged to provide a continuous supply from the stowage tanks to the hot potable water system and to
cold potable water outlets throughout the ship. It shall be arranged to receive potable water from shore or from another ship and from the
distilling plants to fill the stowage tanks, for discharging to ships alongside, for transfer from any storage tank to any other potable water
tank in the ship, and for recirculation of the potable water in any potable water stowage tank via the recirculating brominator. The system
shall be complete with cutout valves and any components necessary to permit the filling and recirculation operation without impairing
delivery of water at a minimum pressure of 2.0 lb/in2 at all shower heads, 25 lb/in2 at dishwashing machines, 45 to 60 lb/in2 at grease
interceptor hoods, 30 lb/in2 at eye/face baths, 40 lb/in2 at VCHT water closets and urinals, and at least 5 lb/in2 at all other types of outlets,
with the system operating at design capacity.
All potable water piping installed in the weather, including hose valves, shall be equipped with a cutout valve installed within a
heated compartment and a drain valve so that the exposed piping can be isolated from the system and drained in the event of freezing
temperatures.
The cold potable water system shall consist of pumps, potable water tanks, hydropneumatic pressure tanks (where required), halogen
treatment systems and filling and suction manifolds. These components shall be grouped where practicable. More than one manifold may
be installed to obtain a better suction piping arrangement. Pumps shall be located at low levels in the ship and as centrally as practicable
with respect to the stowage tanks. Pump suction piping shall be arranged to prevent air binding. Reducers at the pump suction shall be of
the eccentric type, arranged to prevent air pockets.
If forepeak tanks or other remote tanks are used for stowage of potable water, and it is impracticable for the pumps serving the
system to take suction from the tanks, an additional pump, with priming and disinfection equipment, shall be installed near these tanks to
supply water to the system or to other potable water tanks.
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If the height of the superstructure or island structure is such that water cannot be supplied to outlets located therein except by using
pumps which would result in an excessive discharge pressure to service outlets in lower portions of the ship, two auxiliary booster pumps
(one for standby) and a compression tank shall be installed to serve the higher outlets. The pumps shall be automatically controlled by
pressure switches installed on the tank. In addition, a pressure switch shall be installed on the pump suction to stop the pumps in the event
suction pressure is lost.
Filling and service mains - A filling main and a service main shall be installed. Hose valves for receiving potable water or supplying
potable water overboard shall be 2-1/2 inch NPS except that for ships with a rated potable water pump capacity of 50 gal/min or less, the
hose valves shall be 1-1/2 inch NPS. Hose valves shall be installed at least 2 feet above the deck with the receiving connection turned
down and near a deckhouse side. A pressure gage shall be installed at each hose valve branch. Each hose connection shall be fitted with
national hose (NH) threads in accordance with FED-STD-H-28, and with a cap and chain. Hose valves for receiving water or supplying
water overboard shall be conspicuously designated by a label plate, in accordance with Section 507, bearing the inscription in 1-inch high
red letters as follows:
WARNING
POTABLE WATER ONLY
Separate vermin-proof lockers shall be installed near the deck filling connections in accordance with Section 671. Hose for
receiving and discharging potable water shall be marked "POTABLE WATER ONLY." Each locker shall contain sufficient 50-foot
lengths of hose, with closure plugs/caps attached to each end of the hose.
To prevent damage to tanks when filling, a relief valve set slightly below the lowest connected tank design head pressure corrected
for elevation of the relief valve above or below that tank top, shall be installed on the filling side of the manifold. The relief valve
discharge shall be led through a telltale to the bilge or waste water drain collection system. A relief valve, set at 5 lb/in2 above the shutoff pressure of the pumps, shall be installed in the filling main to protect the service system when it is being supplied from shore.
A 1-1/2-inch nominal pipe size hose valve shall be installed on the pump discharge riser to furnish fresh flushing water for flushing
tanks through the manholes. If isolated tanks are not accessible from the vicinity of a riser, hose valves shall be installed on the service
main or on branches therefrom.
A water meter in accordance with Mil. Spec. MIL-M-2082, class A, with a valved bypass, arranged to measure flow to and from the
ship shall be installed on all shore filling lines except for ships at or below 4,000 tons full load displacement. A stop-check valve shall be
installed at the water meter outlet.
Potable water pumps which operate continuously shall be provided with a recirculating line in each pump discharge to prevent
overheating when no water is being delivered to the system. This line shall be sized or an orifice shall be installed to suit requirements of
the pump manufacturer. Recirculation shall be to the suction manifold. Cutout valves in the recirculating piping shall be fitted with
locking devices.
Where a pressure set compression tank system is specified in lieu of continuously operating pumps with recirculation, the on-off
pressure switch in the compression tank shall be set so that at all times the service pressure requirements specified herein will be met.
Bromine disinfection system - A system utilizing bromine as the disinfecting agent shall be installed for the purpose of disinfecting
both ship's distilled water and fresh water in the potable water tanks. The system shall provide the capability for maintaining a minimum
free bromine residual of 0.2 p/m or 2.0 p/m in the potable water storage tanks after a 30-minute contact time. The potable water system
shall be cleaned to maintain a trace bromine residual (as defined in Naval Ships Technical Manual Chapter (533) throughout the ship. The
system components shall be grouped and located at low levels in the ship as centrally as practicable with respect to the stowage tanks. A
dual feed distiller brominator shall be installed in the discharge line from each distilling plant upstream of the filling and suction manifolds
and downstream of the feed system or distilled water transfer system connection for the purpose of introducing bromine into the distillate
prior to entering the potable water stowage tanks. A bypass containing a locked-closed valve shall be provided around the distiller
brominators so that water supply can be maintained in the event of equipment failure.
Recirculation brominators shall be installed to disinfect water recirculated from the ship's potable water stowage tanks. Separate
suction lines from each potable water stowage tank shall be led to the selector valve on the inlet side of the brominator. Water shall be
circulated through the brominator by the bromine recirculation pump. Separate return lines to each potable water stowage tank shall be
installed from the brominator discharge selector valve to the potable water pump suction tailpipes. The suction tailpipes shall originate
within each tank at the most distant location practicable from the brominator discharge piping connection, to allow for adequate mixing of
tank contents, and from the potable water pump suction tailpipe. Gate valves shall be installed in each tank suction line and shall be
installed in each tank return line for isolation.
Drip shields shall be provided for brominator consoles where steam or fluid drip hazards exist.
A warning plate, in accordance with Section 507, bearing the following inscription shall be installed at each proportioning bromine
feeder unit and recirculation bromine feeder unit:
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WARNING
OPEN CARTRIDGE SHIPPING CONTAINER ONLY IN WELL VENTILATED AREA.
AVOID BREATHING DUST OR FUMES.
DO NOT PUNCTURE OR ATTEMPT TO OPEN BROMINATING CARTRIDGE.
HANDLING OF LOOSE BROMINE RESIN CAUSES SKIN REDNESS OR EYE IRRITATION.
BROMINE RESIN MAY BE HARMFUL IF SWALLOWED.
WHENEVER HANDLING LOOSE BROMINE RESIN, PERSONNEL SHALL WEAR RUBBER GLOVES AND GOGGLES
IN THE EVENT OF SKIN OR EYE CONTACT WITH BROMINE RESIN, THOROUGHLY FLUSH THE AFFECTED AREA
FOR A PERIOD OF 15 MINUTES WITH POTABLE WATER AND SEEK MEDICAL ATTENTION.
DRAIN CARTRIDGE CANISTER AND REMOVE CARTRIDGE WHEN UNIT IS TO BE SECURED
FOR MORE THAN 13 DAYS.
DRAINAGE FROM CARTRIDGE IS SLIGHTLY CORROSIVE.
IF DRAINAGE COMES IN CONTACT WITH SKIN, WASH SKIN WITH WATER.
AFTER REMOVING CARTRIDGE, ALLOW TO DRAIN, REPLACE CARTRIDGE OUTLET CAP,
AND REPLACE IN SHIPPING CONTAINER.
DISPOSE OF CARTRIDGE WITH SOLID WASTE.
DO NOT INCINERATE CARTRIDGE.
Storage shall be provided in an air conditioned space for a 6-month supply of bromine feeder cartridges, each containing 2-3/4
pounds of bromine resin. In addition, a ready service locker shall be provided in each space containing brominators for holding either a
two day supply of cartridges or one cartridge per brominator unit, whichever is greater. A warning label plate shall be installed at each
bromine cartridge storage locker reading as follows:
WARNING
CONTAINS BROMINE CARTRIDGES.
OPEN CARTRIDGE SHIPPING CONTAINER ONLY IN WELL VENTILATED AREA.
AVOID BREATHING DUST OR FUMES.
DO NOT STORE OPENED CONTAINERS CONTAINING USED CARTRIDGES.
DISPOSE OF SPENT CARTRIDGES WITH SOLID WASTE.
DO NOT INCINERATE CARTRIDGES.
DO NOT PUNCTURE OR ATTEMPT TO OPEN BROMINATING CARTRIDGE.
DO NOT HANDLE LOOSE BROMINE RESIN UNLESS ABSOLUTELY NECESSARY.
WHENEVER HANDLING LOOSE BROMINE RESIN, PERSONNEL SHALL WEAR RUBBER GLOVES AND GOGGLES.
HANDLING OF LOOSE BROMINE RESIN CAUSES SKIN REDNESS AND EYE IRRITATION.
IN THE EVENT OF SKIN OR EYE CONTACT WITH BROMINE RESIN, THOROUGHLY FLUSH THE AFFECTED AREA
FOR A PERIOD OF 15 MINUTES WITH POTABLE WATER AND SEEK MEDICAL ATTENTION.
BROMINE RESIN MAY BE HARMFUL IF SWALLOWED.
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Sampling connections shall be provided to sample water:

(1) Downstream of the distillate brominators
(2) On the discharge side of each potable water service pump.
A diethyl p-phenylenediamine (DPD) test kit shall be provided for each brominator installed to determine the free bromine or
chlorine residual in the potable water.
The operating instruction placards furnished with the recirculation brominator shall contain conversion data relative to quantity of
water in tanks, temperature of water in tanks, and length of time for bromine treatment and recirculation in sufficient detail to permit an
operator to easily determine the correct procedure for treating potable water in each tank.
One locker for containing a sufficient quantity of 6-ounce bottles of calcium hypochlorite equal to a minimum of two ounces of
calcium hypochlorite per one thousand gallons of potable water storage capacity on board shall be installed in accordance with Section
671.
Priming system - Priming pumps shall be provided for centrifugal potable water service pumps and brominator recirculation pumps
which do not have a positive suction head under all conditions. The priming pump shall be controlled by a vacuum switch on the vacuum
tank arranged to start and stop the pump at a vacuum of 12 inches and 16 inches of mercury, respectively. If the vacuum does not increase
to 12 inches of mercury within 5 minutes, the priming pump shall stop automatically. The potable water and brominator recirculating
pumps shall be arranged for manual starting, with an override feature that allows starting of the potable water pumps at a vacuum less than
12 inches of mercury. Upon loss of pump discharge pressure, the potable water or brominator recirculating pump shall stop automatically.
In addition, a bypass shall be installed around the check valve in the service pump discharge for emergency priming from the discharge
main.
Service branches and miscellaneous requirements - Potable water shall be supplied to spaces and plumbing fixtures as required by
Section 644 and to other systems and equipment that require cold potable water. Branches, with cutout valves at the main, shall supply all
potable water services. Potable water services shall be grouped to keep the number of branches from the main to a minimum.
Maximum supply pipe requirements shall be based on the number of fixtures installed and the following instantaneous flow rates:
1 gal/min per lavatory
1 gal/min per shower
3 gal/min per sink faucet
Flow rates to laundry washers and dishwashers shall be in accordance with the manufacturer's recommendations.
A check valve shall be installed in the supply to water heaters to prevent hot water backing-up in the cold water piping.
Cold water supply is not required for dishwashing machines.
Hot and cold potable water shall be supplied to the surgeon's lavatory located in hospital spaces.
Supply lines to drinking water coolers in machinery spaces, to hospital spaces, battle dressing stations, decontamination showers, to
vital spaces freshwater firefighting systems, to photographic laboratories, and to gun cooling systems shall be taken from the potable water
system at a point which will assure water supply at all times.
A potable water outlet shall be provided for filling the catapult water brake system tank through an open funnel filling arrangement.
A 1-1/2 inch NPS cold potable water hose outlet shall be installed in the vicinity of each chilled water expansion tank for initial
filling and emergency make-up.
Landing ships that carry tanks, trucks, and other automotive equipment shall have enough 1-1/4-inch hose valves on the main and
tank decks to service this equipment. Each valve shall be supplied with 150 feet of 1-1/4-inch water hose and a self-closing nozzle,
MIL-N-52110, Type 1, Size 2, Style 1. An outlet terminating in 1-1/4-inch hose connection shall be installed at the bow for use by beach
parties.
Battle dressing stations - Cold potable water shall be supplied to the surgeon's lavatory, gravity tank, and space faucet. The
equipment and piping shall be arranged to permit the lavatory and space faucet to be supplied from the distribution system and from the
gravity tank. The common fill and service connection on the tank shall be equipped with a gate valve fitted with a locking device. This
valve shall normally be locked closed. The space faucet shall be located not less than 13 inches above the deck.
Both hot and cold water supplies shall be provided and equipped with isolation cutout valves located within the battle dressing
station.
Potable water outlets, terminating in 3/4-inch hose connections, shall be installed as follows:
In the hangar and on the flight deck of aircraft carriers
At each boat boom
Convenient to torpedo tubes and in torpedo workshops
Waste disposal rooms and classified document destructor rooms equipped with seawater flushed pulpers.
In or near GATX, CHT and VCHT pump rooms
Convenient to exterior radar, EW, and communications antennas and radomes.
Convenient to gas turbine intake plenum and moisture separator spaces.
Convenient to pilot house and quarterdeck.
Brominator hose outlet - A cold potable water hose outlet shall be installed in the vicinity of each proportioning and recirculation
bromine feeder unit. Piping to each hose outlet shall be 3/4-inch ips and shall contain the following components: A locked-open globe
valve, pressure reducing valve with set pressure of 25 lb/in2, a ball valve, a vacuum breaker, a hose coupling and a minimum 4-foot length
of 3/4-inch hose. Hangers shall be installed a minimum of 3 feet and a maximum of 6 feet above the deck for hose stowage.
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Helicopter washdown provisions - On non-aviation ships, a 3/4-inch hose outlet capable of discharging at a rate of 10 gal/min and a
hose storage locker, (see Section 671) shall be provided accessible to the helicopter landing and hangar areas. The hose outlet shall consist
of a stop-check valve, an approved type vacuum breaker back-flow preventer, and a hose adapter, in that order. Means of draining the
supply line shall be provided to avert the possibility of freezing, if located in the weather. Sufficient hose shall be provided to wash down
helicopters located in the landing or hangar areas. A label plate, in accordance with Section 507, shall be installed in a conspicuous
location and inscribed in red letters 1-inch high as follows:
CAUTION
DISCONNECT HOSE WHEN NOT IN USE
Window washing system - A window washing system shall be installed for spraying each window equipped with window wipers.
An even distribution at the rate of at least 1/8 gal/min of water/ft2 of window shall be provided. The system storage tank shall be a
compression tank and shall have a capacity of at least 1/4 gal/ft2 of window area serviced. The tank shall have provision for filling from
the potable water system and for adding anti-icing fluid, wetting agents and corrosion inhibitors. The tank shall be furnished with an air
charging connection via a pressure reducing station in accordance with Sections 551 and 505. The spray shall be controlled by a
pushbutton adjacent to the wiper control. A pushbutton and control valve shall be furnished for each wiper control.
532d. Hot Potable Water System (New Installations and Modifications to Existing Systems)
General - A hot potable water system shall be installed to provide a continuous supply of hot potable water at 130 degrees F
minimum and 140 degrees F maximum for personnel use to all showers, lavatories, sinks, and at the designated temperature for other
services as specified herein.
Hot water for scouring ventilation grease interceptor hoods shall be provided at a minimum temperature of 160 degrees F and a
pressure of 45 to 60 lb/in2 at the hood nozzle supply pipe. The capacity of the heaters shall be sufficient to serve an interceptor hood or
groups of interceptor hoods via the detergent injection system specified in Sect. 512. Where a single group of hoods are served, a vacuum
breaker shall be installed on the outlet of each detergent injector at the highest point of the hot water piping. Where a detergent injector
system is provided with a sequenced timer, a reduced pressure backflow preventer shall be installed upstream of the injector enclosure in
lieu of the vacuum breaker. The detergent shall be injected downstream of the vacuum breaker. If a hood is to be scoured individually, a
label plate shall be provided indicating that ventilation grease interceptor hoods shall be scoured individually.
Hot water for pot sanitizing sinks shall be provided at a minimum temperature of 160 degrees F.
Ships with medical facilities containing quiet rooms, as defined in Sect. 652, shall have laundry facilities as specified in Sect. 655
supplied with hot potable water at 160 degrees F. Flow rates shall be in accordance with the manufacturer's recommendation based on a
two-minute fill rate and a minimum of 50 percent of the machines filled simultaneously. Two heaters shall be provided, each capable of
satisfying the total requirements. The supply pipe to the laundry heater shall be provided with an orifice sized for the flow rate of one
installed heater.
Ships without quiet room facilities shall have laundry facilities supplied with 130 degree F water either from independent heaters or
from a centralized hot potable water system. If hot water from a central system is utilized, a two minute fill time of a minimum of 50
percent of the installed machines shall not cause a reduction in temperature at other services on that system.
Where laundry hot water instantaneous flow rate demand is too large to be accommodated by instantaneous heaters or a central
system only, a hot water holding tank and a circulating hot water pump shall be added to the system. Potable hot water for the laundry
shall be furnished from the holding tank. The circulating pump shall take a suction on the holding tank and discharge it to the heater at the
cold water inlet to the heater.
Hot potable water shall be supplied to dishwashing machines specified in Sect. 651. Flow rates and temperature shall be in
accordance with the manufacturer's recommendations. Booster heaters shall be provided when not supplied with the dishwashing machine
to insure a supply of final rinse water at a minimum temperature of 180 degrees F.
Hot water systems for personnel use shall be designed so that water at 120 degrees F can be drawn at any time from any fixture with
10 seconds at a flow rate of one gal/min.
Hot potable water recirculating system sizing shall be based upon the following flow rates and branch pipe sizes:
1/2 gal/min for branches 1-inch nps or smaller.
1 gal/min for 1-1/4 or 1-1/2 inch nps branches.
2 gal/min for branches 2-inch nps or larger.
Potable water shall be supplied to the water heaters from the cold potable water system. Each heater connection from the cold
potable water system shall be provided with a swing check valve to prevent back-flow of hot water into the system. Pipe sizes shall be
calculated based upon the velocity limits specified in Section 505 in conjunction with the flow rates specified herein.
Coffee urn relief valves shall be piped through the urn stand countertop and discharged to the urn stand drain via a funnel located
directly under the countertop.
Instantaneous Heater System - The system shall consist of separate mains with branches or independent loops, each serving a
washroom or a group of plumbing fixtures.
Heaters shall be installed in sufficient quantity and strategically located so that the use of recirculating loops with pumps will be
minimized. Where practicable, heaters shall not be installed in sanitary spaces.
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Centralized Heater System - The system shall consist of two storage type heaters, supply main with branches serving a washroom or
group of plumbing fixtures, two recirculating pumps, and return piping from the extremities of the mains.
The heaters shall be designed based upon the following factors:
1.
A detailed analysis shall be made of the hourly requirements of all hot water users versus the storage capacity and the
recovery rate.
2.
Each heater shall be sized for 50 percent of the total requirements.
3.
The capacity and recovery rate of both heaters shall be sufficient to ensure the supply of hot water at all times,
particularly peak demand periods.
4.
Water shall be heated to 130 degrees F minimum and 140 degrees F maximum with incoming water at 50 degrees F.
5.
Only 75 percent of the storage capacity shall be considered to have an acceptable temperature.
Booster heaters shall be installed whenever higher temperatures are required. A temperature switch shall be installed in the heater
discharge piping to indicate low temperature when the water temperature falls to 115 degrees F.
Heaters - Each heater shall have a non-isolatible pressure relief valve on the water side for thermal expansion protection. The relief
valve shall be in accordance with type III of Mil. Spec. MIL-V-13612 and shall be provided with a ground joint union connection, with a
tail piece suitable for brazing. The relief valve shall be set to relieve at 20 lb/in2 (minus 0, plus 3 lb/in2) above the shut off pressure of the
potable water pumps. The relief valve discharges shall be led to the waste water collecting system via a covered funnel for heaters located
in the machinery spaces and to the plumbing waste drain piping via a covered funnel and trap for other heaters.
Storage type heaters shall be fabricated of copper-nickel (90-10) alloy, Mil. Spec. MIL-C-15726 and shall be designed to withstand
an internal hydrostatic test pressure of 150 lb/in2 and continuous working pressure of 100 lb/in2. The shell shall be cylindrical. The
thickness of the shell and of the heads shall be in accordance with the ASME Boiler and Pressure Vessel Code, Section VIII. Tanks shall
be furnished with a base for deck mounting by means of four or more bolts. The minimum size of the bolt threads shall be 5/8-inch, 11
UNC. A support for the heating elements shall be provided opposite to the element mounting flange.
Except for booster heaters, heaters shall be designed for incoming potable water at 50 degrees F.
Protective guards shall be installed to protect thermostatic control capillary tubing in locations subject to damage. The boss
connection for thermostatic control valve element shall be 1-1/2-inch nps, 11-1/2 NPT.
Instantaneous Heaters - The heaters shall be in accordance with Mil. Spec. MIL-H-22881.
The selection of heater size shall be based on the following table of demands:
Total Fixture
Demand in gal/min
1 to
13.5
13.75 to
36.5
36.75 to
79.0
79.25 to
120.0
Heater size
gal/min
10
20
30
40
Electric Heaters - Water heaters shall consist of a pressure tank fitted with electric heating elements, a thermostatic switch, a pressure
relief valve, thermometer, drain connection, drain valve, low water cutoff, fittings for connecting piping, a magnetic contactor, and
"ON-OFF" switch. The water heater shall be so designed that the tank can be cleaned, and the heating elements and thermostatic switch
readily removed without disturbing the insulation on the tank or removing the piping.
Heating elements shall be of the tubular type conforming to Mil. Spec. MIL-H-22577. The heating elements shall be mounted in a
horizontal position near the bottom of the tank. The elements shall be secured to the element flange by brazing. The element flange shall
be of the same material as the shell.
The heating element terminal ends shall be hermetically sealed using the ceramic-to-metal type seal as described in Mil. Spec.
MIL-H-22577. In lieu of lockwashers, Belleville washers in accordance with Mil. Spec. MIL-S-5059, type 302, shall be used for terminal
connections.
The wattage ratings shall be selected to meet the heating requirements. Watt density shall not exceed 50 watts per square inch of
element heating surfaces.
Voltage shall be in accordance with Sect. 300.
Thermostatic switches shall be the direct connected immersion bulb type (without capillary tubing). The switches shall be adjustable
to any temperature between the range of 90 to 150 degrees F for central storage heaters and 120 to 190 degrees F for booster heaters. The
switch contacts shall close and open within plus or minus 5 degrees F for central storage heaters and plus or minus 10 degrees F for booster
heaters of the setting within the above ranges. The temperature differential between the opening and closing of the contacts shall not be
less than 5 degrees F nor more than 10 degrees F. The switches shall be so located that at the time of opening of the contacts, the
maximum temperature of the water at the top of the tank shall not exceed the actual switch operating temperature by more than 5 degrees F
for central storage heaters and 10 degrees F for booster heaters.
Safety devices shall be provided which utilize a temperature sensing element independent of that used to regulate the electric heaters.
These safety devices shall directly de-energize or shall act to de-energize electric power to the heaters when the outlet temperature rises to
155 degrees F for the central storage heaters and 200 degrees F for the booster heaters.
Electric probe type low-water controls shall be provided to directly de-energize heaters or result in heaters becoming de-energized
when the water level drops to less than one (1) inch above the heating elements.
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A magnetic contactor or relay and an "ON-OFF" switch operating in the control circuit shall be furnished with each water heater.
The contactor or relay switch shall be mounted in a corrosion resisting steel enclosure that is insulated or located so that heat from the tank
will not cause the operating temperature limits of the control devices to be exceeded. The enclosure shall have a removable,
corrosion-resisting steel cover for access to the control devices. Power leads shall not enter the enclosure through the cover plate. Nuts,
screws, and bolts shall be nickel-copper or corrosion-resisting steel. The enclosure gasket shall be rubber.
For 440-volt, 3-phase, 60 cycle, ac heaters, a contactor conforming to Mil. Spec. MIL-C-2212 shall be used. Relays for dc heaters
shall conform to Mil. Spec. MIL-R-2033. Momentary opening and closing of the contacts under shock is permissible where operation of
the heater is not affected. The "ON-OFF" switch shall be a 10-ampere rotary switch conforming to Mil. Spec. MIL-S-15291.
Wire used to connect the electrical components shall be type B, C, or D in accordance with Mil. Spec. MIL-W-16878. All wiring of
the heater and controls shall be completed during manufacture so that only the connection of power leads is required at installation in a
ship.
The cable connections shall be as shown on drawing, NAVSEA No. 803-5001027.
Each heater shall have a thermometer installed in the top of the tank.
The inlet and outlet piping connections shall be female NPS silver brazed bronze unions in accordance with Mil. Spec. MIL-F-1183,
or bronze flanges in accordance with Mil. Spec. MIL-F-20042.
Steam storage type heater - The storage type steam heater shall be heated by a steam heating coil in the hot water tank. Acceptable
coil materials are copper, bronze, 90-10 copper-nickel or corrosion-resisting steel.
An automatic temperature regulating valve for controlling the flow of steam to the heat exchanger to maintain the required outlet
water temperature shall be provided. The temperature regulating valve shall conform to the design, material and construction requirements
of either type II or type III of Mil. Spec. MIL-V-19772. It shall be single seated and shall provide consistent tight shutoff of steam flow to
assure that the outlet water temperature does not rise above 140 degrees F during load or no load conditions. Means shall be provided to
secure the temperature setting of the valve from accidental change.
A safety device utilizing a temperature sensing element independent of that used to operate the temperature regulating valve which
will either directly shut off, or which will act to shut off steam flow to the heat exchanger when the outlet water temperature rises 5
degrees to 10 degrees F above the temperature regulation limit shall be provided. The safety device shall consist of an independent
electrically operated, energize-to-open, single seated, tight shut-off type solenoid stop valve and shall be controlled by an immersion type
electric switch. Where a type II temperature regulator of Mil. Spec. MIL-V-19772 is provided for temperature control, the solenoid stop
valve shall be installed directly in the supply steam line upstream of the temperature regulating valve so that when actuated to close
(de-energized), it will shut off all steam supply to the heater. Where a type III temperature regulator of Mil. Spec. MIL-V-19772 is
provided for temperature control, the solenoid valve may be as described above or may be installed in the steam pilot supply take-off to the
regulating valve so that when actuated to close (de-energized), it will shut off the steam supply to the pilot and thereby cause the regulating
valve to shut off tightly. When the solenoid valve is actuated to close (de-energized) by an excessive outlet water temperature, a red
tell-tale jeweled light, located at the solenoid valve, shall illuminate to indicate that the steam supply has been shut off.
532e. Hot Water Circulating System Utilizing Diesel Generator Waste Heat (New Installations and Modifications to Existing
Systems)
A hot water circulating system, utilizing waste heat recovery from the ship service diesel generator jacket water cooling systems
shall be installed to provide heating water to the following services:
Fuel service and transfer heaters
Lube oil purifier heater
Lube oil settling tank heating coils
Hot potable water heater
Distilling plants
Guided missile launcher anti-icing system heat exchanger
Heat exchangers shall be installed in the diesel engine jacket water cooling system of each ship service diesel generator upstream of
the jacket water cooler temperature regulating valve. A valved bypass shall be provided around each diesel engine jacket water cooling
system waste heat recovery heat exchanger. A three-way temperature regulating valve shall be installed upstream of each waste heat
recovery heat exchanger to maintain the jacket water cooling system temperature of the diesel engine above the manufacturer's
recommended minimum operating temperature by bypassing jacket water around the heat exchanger.
A hot water supply main and return main shall be installed with individual branches to each waste heat recovery heat exchanger and
service heat exchanger. A hot water circulating pump shall be installed in the waste heat recovery hot water system piping upstream of
each diesel engine waste heat recovery heat exchanger taking suction from the return main and discharging to the waste heat recovery heat
exchanger. Each hot water circulating pump shall be controlled automatically to operate when the diesel engine supplying jacket water to
the waste heat recovery heat exchanger served by that pump is operating. Hot water shall discharge from the waste heat recovery heat
exchangers to the hot water supply main via an electric supplemental heater. The supplemental heater shall be controlled automatically to
maintain a minimum hot water discharge temperature of 170 degrees F. A swing check valve shall be installed in the discharge piping
from each waste heat recovery heat exchanger. A three-way temperature regulating valve shall be installed at each service heat exchanger
to maintain the required exiting service fluid temperature by diverting hot water through the heat exchanger or through a bypass line.
Orifices shall be provided in the bypass lines of each service heat exchanger to provide an equal pressure differential between the supply
and return piping when water is being diverted to either the heat exchanger or bypass line. Individual supply and return branches to
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distilling plants shall be provided with manually operated valves and bypass lines, for unit isolation only. Constant flow regulating devices
shall be installed in the supply branches to each service heat exchanger and distilling plant, sized for the supply flow of heating water
required to maintain the specified temperature rise in the service fluid with a minimum incoming heating water temperature of 170 degrees
F.
A steam heat exchanger and condensate cooler shall be installed in the hot water circulating system supply main, for use when shore
steam is available. A valved bypass shall be provided around the steam heat exchanger. The steam heat exchanger and condensate cooler
is sized to provide adequate heat input to the hot water circulating system to meet the total service heat demand under the shore condition
of ship operation. See Section 534 for condensate discharge.
A compression tank shall be installed serving the hot water circulating system return main. The tank shall be sized to hold twice the
total volume increase of the system when the water is heated from 50 degrees to 170 degrees F. The compression tank shall be charged
with air to maintain a minimum of 5 lb/in2 throughout the hot water circulating system under all conditions.
The compression tank shall be of copper-nickel (90-10) alloy, Mil. Spec. MIL-C-15726, and shall have a gage glass, drainage
connection, one combined inlet and outlet connection, a connection for pressure switch or switches as required herein, a pressure gage, a
relief valve, and a stop-check hose valve for air charging.
532f. Hot Potable Water System, Ships Utilizing Waste Heat (New Installations and Modifications to Existing Systems)
A recirculating hot potable water system shall be installed to provide a continuous supply of hot potable water at 130 degrees F to all
showers, lavatories, sinks, and other services as specified herein. The system shall consist of a hot water accumulator tank, supply main
with branches each serving a washroom or a group of plumbing fixtures and recirculating water pump and return line. The hot water
accumulator tank shall have a capacity sufficient to supply the services specified above. The potable water is heated by a heating coil in
the accumulator tank. The tank heating coil shall receive hot water from the waste heat recovery system as the heating medium and shall
be sized for a specified heat flow rate. Hot potable water from the accumulator tank shall discharge to the hot potable water supply main.
Hot potable water from the supply main shall be recirculated to the accumulator tank by the recirculating water pump via the return line.
The recirculating water pump suction from the supply main shall be downstream of the last supply branch from the supply main in the flow
path from the accumulator tank.
Potable water shall be supplied to the hot water accumulator from the cold potable water system. The connection to the cold potable
water system shall be provided with a swing check valve to prevent backflow of hot water into the system. Maximum supply piping
requirements shall be based on the number of fixtures installed and the following instantaneous flow rates: 1 gal/min per lavatory, 1
gal/min per shower, 3 gal/min per sink faucet. Flow rates to laundry, washers, and dishwashing machines shall be in accordance with
manufacturer's recommendations.
The hot potable water accumulator tank shall be of copper-nickel (90-10) alloy in accordance with Mil. Spec. MIL-C-15726.
Hot water for scouring ventilation grease interceptor hoods shall be provided at a minimum temperature of 160 degrees F and a
minimum pressure of 30 lb/in2 at the hood nozzle supply pipe.
Hot water for pot sanitizing sinks shall be provided at a minimum temperature of 160 degrees F.
Hot potable water shall be supplied to dishwashing machines as specified in Section 651. Flow rates shall be in accordance with the
manufacturer's recommendations. Steam or electric hot water heaters shall be installed in the hot potable water supply piping to
dishwashing machines. The heaters and thermostatic controls shall supply water at a minimum temperature of 180 degrees F. Valves shall
close automatically upon failure of the thermostatic control.
Each electric heater shall have a relief valve set at 10 lb/in above the shut-off pressure of the potable water pumps. These relief
valves shall discharge to a covered funnel whose discharge shall be led to a deck drain, other than a shower drain. A union fitting shall be
installed in the piping above the deck drain and a hole cut in the strainer to allow insertion of the relief valve piping into the deck drain.
The drain piping from the electric hot water heater shall be led into the deck drain in such manner as to permit swinging the deck drain "T"
wrench through a full 360 degrees.
Coffee urn relief valves shall be piped through the urn stand counter top and discharged to the urn stand drain via a funnel located
directly under the counter top.
532g. Air Conditioning Chilled Water System (New Installation and Modifications to Existing Systems)
Definitions:
Chilled water plant - Consists of an air conditioning chilled water refrigeration plant (Section 516), a chilled water pump, a chilled
water expansion tank, chilled water supply and return piping, valves, instruments and controls.
Chilled water plant zone - Consists of the supply and return piping from the chilled water plant to the equipment served and
comprises a complete system that can be isolated from other chilled water plant zones by means of segregation valves.
Chilled water riser - Consists of the vertical supply and return piping from the chilled water plant to the chilled water mains.
Chilled water mains - Consist of the supply and return piping that connects the risers horizontally in the fore and aft direction.
Chilled water cross connections - Consist of supply and return piping that connects the mains and risers horizontally in the
athwartships direction.
Chilled water branches - Consist of supply and return piping installed between the equipment served from the mains, or cross
connections.
Vital loads - Consist of air conditioning coils classified "W" serving vital spaces, all machinery space services, and all electronic
cooling requirements.
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Nonvital loads - Consist of air conditioning coils classified other than "W".
General - The chilled water system shall service the cooling coils specified in Section 512, the electronic cooling water systems, the
deaerating feed tank sample coolers, drinking fountain heat exchangers, propulsion boiler sample coolers, distilling plant sample coolers,
and other components which require freshwater chilled by refrigerant, as specified in Section 516.
The system shall be designed to provide the maximum flexibility, which shall include the following as a minimum:
1.
Operation of a minimum number of any of the chilled water plants to meet the required load under all operating
conditions.
2.
Operation of all chilled water plants under battle conditions with zone segregation valves closed.
3.
Operation of the minimum number of chilled water plants required to serve the vital load, with the proper segregation
valves closed and no degradation of service to any vital loads.
Chilled water plants - The chilled water plants shall be configured as schematically depicted in drawing, NAVSHIPS No.
804-1385801.
Venturi meters, or elbow flow meters shall be installed for use with permanently mounted differential pressure indicators on each
plant. The meter at the plants shall have a measuring capacity of 30 to 120 percent of the design flow rate and shall read in GPM.
Each chilled water pump shall be sized in accordance with their existing ship requirements (3.6 or 4.5 gpm/ton of its installed air
conditioning plant capacity), and shall provide a minimum 30 lb/in square pressure differential at the highest and most remote service in
each zone. When a modification of the entire ships chilled water system is planned, each chilled water pump shall be sized for the full
capacity of a chilled water plant on the basis of 4.5 gpm/ton of installed air conditioning plant capacity with a discharge head that will
provide a minimum 30 lb/in square pressure differential at the highest and most remote service in each zone. The orifice located in the
chilled water pump recirculating line shall be sized to protect each chilled water pump from overheating in the event that the pump
discharge valve is shut. When centrifugal or screw type compressors are installed, an unloading valve shall be installed in lieu of the
orifice. The valve shall be a soft seated pilot-operated modulation type pressure relief valve, which shall be sized and set to maintain the
minimum required flow necessary to prevent chiller shut-down under low loads.
The nonferrous chilled water expansion tank, required by drawing, NAVSHIPS No. 804-1385801, when charged, shall maintain a
minimum pressure of 5 lb/in2 throughout the system under all operating conditions. Each expansion tank shall be sized for a water
capacity equal to 10 seconds pumping capacity of a chilled water pump for noncombatant ships and 30 seconds pumping capacity of a
chilled water pump for combatant ships. For aircraft carrier where space or weight limitations prevents installation of full size expansion
tank, a reduced capacity tank may be installed. The capacity of this tank shall not be less than 350 gallons.
Each expansion tank shall be provided with a vacuum relief valve and a liquid level sensor that will provide a low level alarm when
the tank is at the 25-second reserve capacity for combatant ships and 5 second reserve capacity for noncombatant ships. The sensor shall
shut down its respective chilled water pump when the level is at the 10 second reserve capacity for combatant ships and zero second
reserve capacity for noncombatant ships. For reduced capacity expansion tanks, the low level alarm shall be located at a level not less than
the equivalent of 6 seconds pumping capacity of the chilled water pump. The pump shutdown sensor shall be located at a level not less
than 3 seconds pumping capacity of the chilled water pump.
Chiller bypass lines, when required, shall be designed for 50 percent of normal total chiller capacity.
Configuration - For the purpose of this section of the specification, large combatant type ships are aircraft carrier types, large surface
ship combatant types (cruisers and larger), and large amphibious warfare ships (LPD and larger). Small combatant and auxiliary type
ships are small surface ships and combatant types (destroyers and smaller), mine warfare type ships, and auxiliary type ships.
In general, a chilled water zone shall be installed for each air conditioning plant. On large combatant type ships, the zone shall be
cross-connected by means of two chilled water mains. One of the mains shall be installed on the damage control deck. The extremities of
both mains shall be cross-connected to form a loop. On small combatant and auxiliary ships, a single main shall be installed on or near the
damage control deck.
The mains shall extend the length of the ship that contains the major connected loads, but not less than the location of the chilled
water plants. The main shall be the same size throughout its length and shall be sized as a minimum for the installed capacity of a chilled
water plant.
A chilled water riser shall be installed for each chilled water plant. The risers shall be sized for the full plant capacity discharge to
the main. Each chilled water plant shall be configured to permit its pump to circulate the rated flow through all the services in its zone and
be capable of supplying chilled water to other zones when cross connected via the main.
When selecting the size of the piping, consideration shall be given to providing both minimum pressure drop and maximum capacity.
The water velocity shall not exceed 12 ft/sec in the mains, cross connections and risers, and 9 ft/sec in the branches.
Segregation valves shall be provided in the main so that the connected load, both vital and nonvital, can be approximately equally
divided between the zones.
A cutout valve shall be installed in each riser at the connection to the main and in the mains on each side of each riser. Supply and
return lines to each component shall be provided with individual cutout valves.
With any plant secured and proper valve segregation, the remaining plants shall be capable of serving all the vital services.
A monitoring system shall be installed in a by pass at the highest vital load piping in each chilled water plant zone. The bypass shall
include in the following order, a thermometer, high temperature switch, pressure gauge, low pressure switch, 5 gpm measure flow control
orifice and low flow switch. The switches shall activate visual and audio
alarms whenever the chilled water temperature exceeds 48 degrees F., or the flow is less than 4 gpm, or the pressure is less than 25 lb/in
square above the pressure down stream of the low flow switch.
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Damage control valves shall be installed in the mains to allow branches serving equipment involved in "W" systems to be supplied
from adjacent plants via normally closed segregation valves. The selection of the damage control valve location shall be such that a
minimum number of valves are required to give maximum protection for the "W" systems. In addition, where a branch for a "W" system is
taken off the main, the distance between two consecutive damage control valves shall not exceed the distance between three main
subdivision bulkheads nor shall it be less than the distance between two main subdivision bulkheads. All branches shall be taken from the
mains or cross connections.
Root cutout valves shall be installed in all branches as close as is practical to the mains. Supply lines to nonvital services serving
nonvital spaces shall be grouped to reduce the number of valves to be closed during General Quarters. "W" and "Z" service branches shall
not be grouped together into a single branch from the main. On existing installations when "W" and "Z" service branches are grouped
together into a single branch from the main, a "W" classified cutout valve shall be installed in the single branch at the connection to the
main, and additional valves installed as necessary to isolate the "Z" services during General Quarters.
For large combatant type ships: Electronics cooling water systems served by two heat exchangers shall be provided with chilled
water branches from separated segregated zones and the two branches shall not be cross-connected.
The chilled water systems shall be arranged to allow complete drainage and venting. At least one automatic vent shall be installed in
each zone at the highest branch. This vent shall consist of a root cutout valve, automatic vent valve, return bend, funnel and drain to deck
drain.
Supply and return hose valve connections shall be installed in each segregated zone in the weather to provide a means of testing air
conditioning plants. The valves and piping shall be 1-1/2 inch nps and shall connect to the mains or properly sized branches via branch
cutout valves. Drain valves shall be provided in a heated compartment. A label plate inscribed, "FOR USE IN TESTING CHILLED
WATER PLANTS ONLY", shall be installed at the hose valves and branch cutout valves.
Oxygen test sampling - Boiler feedwater sample coolers shall be supplied from the chilled water system.
532h. Distilled Water System (New Installations and Modifications to Existing Systems).
A distilled water transfer system shall be provided, consisting of a distilled water tank, two distilled water transfer pumps, and
associated piping and valves. The tanks and piping shall be copper-nickel alloy (90-10). The pumps shall be locally operated with one
pump acting as standby.
The distilled water transfer system shall supply the turbine water wash system, provide makeup water to the electronic cooling water
cooler units, and other distilled water users.
532i. Gas Turbine Water System (New Installations and Modifications to Existing Systems).
A washdown system shall be provided for the gas turbine engines. The system shall consist of a cleaning solvent tank, wash water
and rinse water tank, injection pump or a compression wash and rinse water tank, and distribution piping.
The water tank shall have sufficient capacity to clean and rinse the largest turbine served. Each tank shall be of copper-nickel alloy
(90-10) in accordance with Mil. Spec. MIL-C-15726 or stainless steel, ASTM A240 TYPE 304 and provided with a gage class, low level
switch, vent, valved drain connection, and a funnel filling connection.
Filling of the wash and rinse water tank shall be directly from the distilled water transfer system and gravity fed from the solvent
tank. The wash and rinse water tank shall be provided with a 2-gallon capacity funnel and a wye strainer filling connection for addition of
cleaning solvents to the wash water.
The wash water shall be distributed to the propulsion and generator gas turbines via a piping main. Each propulsion turbine
connection from the main shall be via a cutout valve, solenoid valve, strainer, and sight flow indicator. Each generator turbine connection
from the main shall be via a cutout valve, solenoid valve, and sight flow indicator.
The system shall be designed to provide the required cleaning and rinsing fluids to one turbine at a time at the required pressure
when the wash water tank is pressurized at 75 lb/in2.
The water wash switches and waterwash tank low liquid level indicator shall be located at the turbine local control consoles.
The instruction plate for the system required by Sect. 507 shall include warnings, special precautions and operating instructions for
the cleaning fluid.
532j. 76mm Gun Flushing Water System (New Installations and Modifications to Existing Systems).
A freshwater supply system shall be installed to provide flushing water to the 76mm gun cooling system. The system shall consist of
a flushing water tank, injection pump, and supply piping. The tank shall be of copper-nickel (90-10) alloy in accordance with Mil. Spec.
MIL-C-15726 and provided with a gage glass and a funnel filling connection for filling from the potable water system. A separate funnel
filling connection shall be provided for addition of anti-freezing additives to the flushing water. The flushing water tank shall have a
capacity of 150 gallons.
The injection pump shall take suction from the flushing water tank and discharge to the gun cooling system valve manifold. The
injection pump and supply piping shall be sized to provide flushing water to the gun cooling system at a rate of 13 gal/min and a pressure
of 30 lb/in2.
11
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532k. Freshwater Cooling System (New Installations and Modifications to Existing Systems).
General - Water shall be cooled by a saltwater service system and equipment in accordance with Section 256. Each system shall be
complete and self-contained. Make-up water supply and water for initial filling shall be obtained from the cold potable water system via
an air gap filling connection. A hose filling arrangement may be provided where air gap filling is not practicable.
Internal combustion engines - Jacket water cooling systems for the propulsion and ship service generator diesel engines shall be
provided in accordance with the engine manufacturer's recommendations. A thermostatic switch shall be installed in the cooling water
discharge from each engine to operate the high temperature alarm system specified in Section 436.
Where an engine warmup system is required, a heater with automatic temperature control and a circulating pump shall be installed to
circulate heated water through the jacket water cooling system.
Catapult water brake cooling - For aircraft carriers, a water brake tank cooling system for catapults shall be installed to prevent
flashing at the water brake pump suction. A potable water outlet shall be provided for filling each catapult water brake system tank
through an open funnel filling arrangement. The system shall provide for circulating the water from the water brake tank through a heat
exchanger and back to the tank by means of a separate motor-driven pump. The heat exchanger shall be in accordance with Mil. Spec.
MIL-C-15730. The cooling water supply shall be from the firemain. The system shall be designed in general accordance with drawing,
Aviation CV-IC photo lab film processing water systems - A heat exchanger in accordance with Mil. Spec. MIL-C-15730 shall be
installed in the CV-IC water supply equipment room to cool the freshwater supply to the photographic equipment. The coolant supply
shall be from the chilled water system. A thermostatically controlled valve, with the sensing unit in the freshwater discharge from the heat
exchanger, shall be installed to control the temperature at 65 degrees F plus or minus 2 degrees F by varying the flow of chilled water
through the heat exchanger. A filter shall be installed in the freshwater supply upstream of the heat exchanger to remove 25 micron or
larger size particles.
Thermometers shall be installed in the supply equipment rooms at the discharge of the heat exchangers and at a point in the supply
line common to all equipment.
A 250-gallon freshwater storage tank shall be provided, in the aviation CV-IC water supply equipment room for the photo lab film
processing equipment. The storage tank piping shall be arranged so that the water supply to the film processing equipment is taken from
the storage tank in event of low pressure in the cold potable water system. The storage tanks shall be equipped with a low level alarm
switch.
Two pumps (one standby) shall be provided. Pumps and piping shall be arranged to provide hot, fresh and chilled water to the
mixing valves of the film processing units at a pressure between 45 psig minimum and 75 psig maximum under all conditions of varying
cold potable water supply system pressure.
A low pressure alarm switch located in the cold potable water supply line, a high pressure alarm switch located in the cold potable
water supply line after the pumps and a high temperature alarm switch located in the water supply line to the processing equipment shall be
furnished for each system. For description of alarms, see Section 436.
A label plate, in accordance with Section 507, shall be installed adjacent to the pumps in each room inscribed as follows:
STORAGE TANKS TO BE
FILLED BEFORE OPERATING FILM PROCESSOR
532l. Hot Water Space Heating Systems (New Installations and Modifications to Existing Systems)
Hot water forced circulation space heating systems, operating at 180 degrees F shall be installed complete with expansion tank,
valves, fittings, and accessories. The systems shall also supply hot potable water stowage tanks. The hot water boiler shall be as specified
in Section 221. Reversed return system of piping shall be used.
A fore-and-aft supply main from the boiler shall furnish heating water to the space heaters specified in Section 512.
Design and arrangement of the system shall assure that compartment design temperatures are maintained.
Filling and make-up to this system shall be via a hose connection from the cold potable water system.
A copper-nickel alloy (90-10) expansion tank shall be provided, connected to the system via a locked-open valve. The tank shall
have a combined inlet and outlet connection, a protected gage glass, and a valved vent line.
The hot water space heating system shall not be cross-connected with any engine jacket water cooling systems.
532m. Electronic Cooling Water Systems (New Installations and Modifications to Existing Systems)
Electronic cooling water systems, in accordance with drawings, 803-5773206, 803-5773207, and 803-5773208, as appropriate, shall
be installed to provide cooling water for electronic equipment.
Cutout valves shall be installed, where necessary, in the supply and return lines for compartment isolation to allow continued
utilization of the intact portions in the event of damage to the system.
532n. Repair and Overhaul of Existing Systems
and not necessarily intended to return overhauled items to the original manufacturer's drawing tolerances. The Supervisors Work
Specification shall identify the class of overhaul (i.e., class B) authorized for the item. Where applicable, the Supervisors Work
Section 532
12
S9AA0-AB-GOS-010
2004 Edition
accordance with applicable drawings, or technical manuals as modified by the overhaul criteria paragraphs of other GSO Sections herein.
532o. Shock
Section 072 herein contains shock requirements as they relate to ship's overhaul.
532p. Cleaning and Disinfecting
Cleanliness requirements are specified in Section 505. Flux removal is required for potable, distilled, electronics cooling, and air
conditioning chilled water piping systems. In addition, all tanks, piping, fixtures, valves, pumps, and all other systems or parts of systems
through which potable water can flow, or in which it is intended that such water shall be stowed, shall be disinfected following repair,
modification, or new installation.
Disinfecting shall be done after all other work (including hydrostatic testing) in connection with potable water systems has been
completed, and thereafter entry to any of the ship potable water tanks shall be prohibited nor shall any of the smaller potable water tanks
be opened. Should access to tanks be necessary, the chlorination shall be repeated. Disinfecting procedure shall be as follows:
Storage tanks shall be thoroughly scrubbed with hot soap suds or similar detergent. Following scrubbing, the entire system
shall be flushed with potable water until clean. The potable water systems, tanks, and piping shall then be filled with potable water
containing an amount of chlorinating material sufficient to give an initial concentration of not less than 100 ppm by weight of free
chlorine. Solutions made up from solid compound may be used if precautions to prevent entry of solids are taken. All faucets and other
outlets shall be opened until the entire system is filled with the chlorine solution. The chlorine solution shall be retained in the system for
at least 4 hours while maintaining working pressure in the system.
After the 4-hour disinfection period, representative faucets and test connections shall be opened and samples of the water from the
system and from each potable water tank shall be taken. These samples shall indicate a chlorine residual of at least 50 ppm. Where less
than 50 ppm residual is shown, the chlorine strength shall be restored to 100 p/m and the 4-hour disinfection period shall be repeated until
a residual of at least 50 ppm is found. The system shall then be flushed out with potable water until the chlorine taste has disappeared.
Potable water purity certification - After completion of the potable water system disinfecting process, a certificate shall be obtained
from a licensed or Government laboratory attesting that the water is safe for human consumption. This certificate shall indicate that the
water meets or exceeds the requirements of the Manual of Naval Preventative Medicine, NAVMED P-5010-5, Chapter 5.
Each air conditioning chilled water system subject to repair, modification or new installation, shall be cleaned and/or flushed with
circulating water until all dirt, grit, fittings, flux, and other contaminants have been removed from the area subject to change. For brazed
systems, cleaning may be accomplished by locally cleaning, or by component and subassembly cleaning after fabrication and before
installation on ship. If it is determined by the installing activity that flushing is the preferred method of maintaining piping cleanliness, the
flush shall be conducted as follows:
Remove internals from all flow control fittings, system strainers, and solenoid valves or remove the complete solenoid valve and
install a spool piece.
Install a temporary flushing rig to the new, modified, and/or repaired portion of the system. Install a 20 mesh or finer strainer with a
nylon bag in the flushing pump suction. The nylon bag shall be of continuous filament nylon cloth, scoured finish, 80 x 80 threads, 75 to
100 micron fiber thickness with 125 to 200 micron holes in the cloth.
Clean the system by one of the following methods;
a.
Hot Flush with fresh water for one hour while ensuring the temperature at any part of the system does not drop below 110
degrees Fahrenheit. Re-circulate hot fresh water for a period of one hour. Temperatures shall be monitored to maintain at least 110
degrees Fahrenheit. After circulating hot fresh water for one hour, the system shall be flushed with clean fresh water at 60 degrees
Fahrenheit.
b.
Cold soak the system for 12 hours using fresh water at a minimum temperature of 60 degrees Fahrenheit. After the 12 hour
soak, system shall be flushed with clean fresh water at 60 degrees Fahrenheit minimum for four hours.
Where arrangement permits, flushing shall be accomplished in one section at a time to obtain maximum water velocity in each
section. The strainers shall be replaced as necessary.
Clean and reinstall solenoid valves or valve internals, flow control fittings, and system strainers. Remove temporary flushing rig.
The cleanliness flush requirement can be eliminated from new, modified or repaired portions of the chilled water piping system
which are not brazed. This can be accomplished by cold flushing, locally cleaning, or by component and subassembly cleaning after
fabrication and before installation on ship. Cleaning shall be limited to that necessary to adequately clean areas affected by work.
532q. Technical Documentation
532r. Testing Requirements
Hydrostatic, tightness and operational testing shall be in accordance with Section 505.
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Section 532
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Section 532
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2004 Edition

SECTION 534
MACHINERY AND PIPING DRAINAGE
Section
534a.
534b.
534c.
534c1.
534c2.
534c3.
535c4.
534c5.
534d.
534d1.
534d2.
534d3.
534d4.
534d5.
534d6.
534d7.
534d8.
534d9.
534e.
534f.
534g.
534h.
534i.
534j.
534k.
534l.
INDEX
Title
Definitions
General
Machinery Waster Water and Oily Waste Drain Collecting Systems
General
Machinery Waste Water Drain Collecting Systems
Oily Waste Drain Collecting System
Heat Exchanger and Air Cooler Vents and Drains
Synthetic Lube Oil Waste and Petroleum Based Oily Waste
(aircraft carriers, amphibious assault ships)
Steam Drain Collecting Systems
General
High Pressure Steam Drain Collecting System
Service Steam Drain Collecting System
Fresh Water Drain Collecting System
Oil Heating Drain Collecting System
Air Ejector and Auxiliary Gland Exhaust Condenser Drainage
Steam Turbine Drainage
Low Pressure Feed Heater Drainage
Distilling Plant Drainage
Gas Turbine Waste Drain Collecting System
Diesel Jacket Water Collecting System
Cleanliness
Inspections
Shock Requirements
Page
1
2
3
3
3
4
5
5
6
6
7
8
9
11
11
12
13
13
13
13
13
14
14
15
15
15
534a. Definitions
Deaerating Feed Tank (DFT) - Receives drainage from high pressure 150 lb/in2 and above steam piping systems and
steam equipment. See Section 255.
Fresh Water Drain Collecting Tank (FWDCT) - Receives drainage from clean fresh water (boiler water quality)
services, steam system drains and other specified piping systems and equipment.
Gas Turbine Waste Drain Collecting Tank (GTWDCT) - Receives engine drains containing emulsifiers detrimental to
oil/water searator action.
Low Pressure Steam Drain Collecting Tank (LPSDCT) - Receives drainage from low pressure, below 150 lb/in2 steam
piping systems and steam equipment outside of the machinery spaces.
Oily Waste Drain Collecting Tank (OWDCT) - Receives oil contaminated water drainage and oil drip pans, funnels and
overflows for retention prior to transfer to the oily waste holding tank. See Section 529.
Section 534
S9AA0-AB-GOS-010
2004 Edition
Synthetic Lube Oil Waste Collecting Tank (SLOWCT) - (aircraft carriers, amphibious assault ships) - Receives
synthetic waste oil from Landing Craft Air Cushion (LCAC) vehicles, aircraft and specified repair shops for disposal ashore.
Machinery Waste Water Drain Collecting Tank (MWWDCT) - Receives non-oily waste water from equipment funnel
drains.
Oily Waste (OW) - Any mixture of oil and water that produces a sheen on the surface of the water or causes a sludge or
emulsion to be deposited below the surface of water.
Oily Waste Holding Tank (OWHT) - A tank specifically designated for the collection of tank draining, tank washings
and other oily mixtures.
Waste Oil (WO) - Contaminated petroleum in any form, including contaminated crude and fuel, sludge and oil refuse.
Waste Oil Tank (WOT) - A tank specifically designated for the collection of shipboard oil residue and oil sludge.
534b. General
Level I material designations for new or modified steam drain systems shall be applicable to systems having a design
temperature greater than 775F or as specified in NAVSEA 0948-LP-045-7010.
Drainage systems shall be installed for equipment and piping systems where water, or oil and water mixtures can
accumulate. Systems shall be capable of removing the maximum amount of liquid expected under any operating condition
and shall be designed and constructed to minimize the possibility of their becoming plugged by scale or dirt accumulations.
In arranging drainage piping, pockets shall be avoided wherever practicable. If this cannot be done, a valved drain
connection shall be installed at the pocket to permit removal of liquids when the system is not in operation.
Systems shall be arranged to avoid unequal pressures between connecting branch lines.
Gravity drainage piping shall be sloped the maximum practical amount but not less than 1/2 inch per foot. Drain mains,
except fresh water drain collecting mains, shall be provided with a valved low point drain to a bilge well in each
compartment.
Branch lines directly connected to piping or equipment to be drained shall be arranged so that movement of the
equipment or piping due to thermal expansion or other causes will not overstress the relatively small drain lines.
Drain collecting systems, except those for waste water and oily waste drain collecting systems, for ships with multiple
power plants shall be cross-connected.
Where a stop-check valve is specified, use of a check valve and a stop valve is permissible. Progressive flooding
prevention damage control valves shall be provided in drain mains and branches in accordance with Section 505.
Open or covered type funnels sized to properly contain and dispense the drainage shall be installed in drain lines where
inspection of flow is required. Drawing, NAVSHIPS No. 804-6397312, shows an acceptable type of funnel. Open funnels
shall be provided with a mesh screen. Funnels shall be located to avoid splashing on electrical equipment when the drain is
blocked and shall be located where they can be readily observed by operating personnel. Covered type funnels shall be
installed to protect personnel, prevent entry of foreign matter detrimental to the system and to prevent steam condensing on
electrical equipment. Where splashing or condensation of electrical equipment cannot be avoided, the electrical equipment
shall be protected by splash plates or other suitable means. Funnel drains serving air compressor automatic blowdowns shall
be the covered type. Open drain funnels shall be located such that overflow from these funnels will not wet any adjacent
stainless steel piping. An air gap of at least 1/2-inch shall exist between the open end of the fresh water system piping and
funnel. Existing conditions shall be corrected as authorized by the Type Commander and/or NAVSEA.
The lip of funnels on branch lines connected to drain mains shall be located at least 3 feet above the highest point of the
main at 1-1/2 degrees list port and starboard and 3 degrees trim forward and aft to permit draining by gravity. Where it is
impracticable to drain to a drain main, such drainage may be made to the bilges, subject to concurrence by the Supervisor.
Unless otherwise approved by NAVSEA, each branch line serving one or more funnel drains located on the lower level
of machinery spaces shall have a check valve at the main.
To reduce the number of connections to the drain main, a common funnel may receive the discharge from two or more
drainage points. Drain lines may terminate where the source of the drainage will not be immediately obvious to an operator
at the drain funnel. Therefore, drain lines shall be fitted with nameplates designating their service, except those lines whose
sources can be obviously identified by an operator at the associated drain valve (if any) and where pipe marking would be
superfluous. Where several branch lines discharge to a common funnel, each drain line shall be identified with a nameplate.
Section 534
S9AA0-AB-GOS-010
2004 Edition
Where drain or vent lines discharging to funnels serve piping components, or tanks containing water which is returned
to propulsion plant boilers or steam generators, each drain or vent line shall terminate 1/2 to 1 inch above the top edge of the
funnel. Valved drains piped in accordance with NSTM Section 505 shall be provided for bonnets of flexible wedge type
steam gate valves which are installed with their stems pointing below the horizontal plane.
Piping connections to structural drain tanks with a common boundary to the sea shall be provided with cutout valves
with local and remote operators. Remote operation shall be from the upper level of the machinery space.
On ships with collective protection systems, drainage system connections from open funnels or other drain openings to
drain tanks located within spaces with limited or full protection shall include a loop seal not less than four inches in depth.
534c. Machinery Waste Water and Oily Waste Drain Collecting Systems (New Installations and Modifications to
Existing Systems)
534c1. General
Segregated machinery waste water and oily waste drain collecting systems shall be installed in main and auxiliary
spaces in order to maintain reasonably clean and dry bilges under all operating conditions. Where it is not practical to drain
to a collecting tank, such drainage may discharge to a bilge well, sized to collect drainage from the equipment drained in a
period of 8 hours, subject to the approval of the Supervisor. Drainage from equipment and piping outside of the main and
auxiliary machinery spaces shall be led to funnels, deck drains, drain wells or drain collecting tanks as applicable, so as to
preclude overboard discharge of oily waste. The branches to the drain main shall have a check valve located adjacent to the
main when the funnel is located below the minimum height of 3 feet above the main. Check valves shall be installed in
branch lines to drain mains where required to prevent overflowing the branch line funnel due to backup from the drain main
during design roll, pitch, list and trim conditions, or where required to allow for unequal pressures between connecting
branch lines and to minimize the possibility of the water from one branch line backing up into another because of pressure
differential.
Drain main discharge to the drain collecting tanks shall be via a swing check valve, overflow connection and tank
cutout valve in the order provided. The overflow shall be the same size as the drain pipe and shall contain a return bend
located as high as practicable but not higher than any funnel in the system. The discharge of the overflow shall not impinge
on any equipment and shall be visible to operating personnel. The branch line from each collecting point shall have a funnel
except for drip pans and drains from open pockets of equipment where the leakage is visible.
Drain collecting tanks may be either independently constructed or structural. Access openings, level indicators,
sounding tubes and vents shall be provided. Liquid level sensing systems shall be in accordance with Mil. Spec.
MIL-L-23886 with magnetic float sensing techniques.
534c2. Machinery Waste Water Drain Collecting System
The machinery waste water drain collecting system (dirty drainage system on non-fossil fueled ships) shall collect
non-oily drainage suitable for overboard discharge in coastal waters, and shall discharge to machinery waste water drain
collecting tanks. Waste water from machinery spaces which do not have machinery waste water drain collecting tanks shall
drain to the closest oily waste drain collecting tank.
Machinery waste water drain collecting mains shall be installed through each machinery space and separate from other
systems. The machinery waste water drain collecting system branches from waste water collecting funnels and equipment
shall be connected to the mains. The mains shall be combined whenever practicable to a single tank connection. Except at
equipment connections the minimum size of piping shall be one inch NPS; otherwise, the pipe shall be sized for gravity
drainage.
The following waste water drains are to be collected:
Distilling plant sea and fresh water drains
Distilling plant distillate dump valve (when not discharging directly overboard)
Bonnets of flexible wedge type steam valves
Steam safety and relief valve body drains
Steam safety and relief escape piping drains
Section 534
S9AA0-AB-GOS-010
2004 Edition
Bleed air system drains

Sea and fresh water heat exchanger vents and drains
HVAC condensate drains
Sea and fresh water pump vents and drains
Reverse osmosis desalinization plant desalinated water dump valve (when not discharging directly overboard)
Reverse osmosis desalinization plant sea and fresh water drains
Seawater relief valves when not required to discharge overboard
All other oil free sea and fresh water drain sources
Distilling plant distillate and reverse osmosis desalinated water dump valves located above the limiting draft waterline
shall discharge directly overboard via stop-check valves. Dump valves located on or below the limiting draft waterline shall
discharge to machinery waste water drain collecting tank(s) via funnel(s) and branch piping to the machinery waste water
drain collecting main.
The machinery waste water drain collecting tanks shall have sufficient capacity to collect drains from equipment served
for a period of 24 hours. Machinery waste water drain collecting tanks which collect distilling plant or reverse osmosis
desalinated water drains shall include an additional capacity equal to the discharge of all dump valves served by the tank in
10 minutes. Each MWWDCT shall be provided with an automatically controlled pump. The pumps shall be a sliding shoe
pump, Mil. Spec. MIL-P-19131 Type XI, with a capacity sufficient to unload the contents of the tank in 20 minutes or equal
to the total drainage rate, including desalinated water distillate dump, whichever is higher. The MWWDCT pump shall
discharge overboard via a stop-check valve and overboard discharge connection located above and within 3 feet of the
limiting draft water line.
Each MWWDCT shall be provided with a level sensing system. The system shall actuate low/high level alarm contacts
when fluid volume reaches 10 percent and 90 percent of tank volume. The system shall energize the waste water discharge
pump when fluid volume reaches 80 percent of tank volume and deenergize the pump when fluid volume is 20 percent of
tank volume. The alarms shall be located at the pump and at a continuously manned station.
Fossil Fuel Boiler safety valve drains - Each boiler safety valve shall be fitted with an independent body drain. Drain
lines shall have an "S" bend in the horizontal plane adjacent to the valve, an "S" bend in the vertical run beside the boiler,
and shall terminate in a open funnel to waste water drain system. Drain lines shall not tie together or run into any other line
prior to the funnel. If the "S" bend configuration is impractical to install or not desired, a flexibility analysis in accordance
with Section 505d2 shall be conducted to assure that sufficient flexibility exists in the configuration to accommodate relative
thermal expansion of the boiler and the drain piping.
534c3. Oily Waste Drain Collecting System. (New Installation and Modifications to Existing Systems)
The oily waste drain collecting system shall collect oil drips and oil contaminated water drainage (excluding that
collected in accordance with Section 262 and Section 541) and shall discharge to oily waste drain collecting tanks, waste oil
tanks or oily waste holding tanks.
All drains containing petroleum derivatives shall be collected. Synthetic lube oil and petroleum derivative emulsified
with detergent shall not be collected with this system. Boiler air casings, relief valve discharges contaminated with oil, lube
oil and fuel purifier discharges and drains, fuel separator water discharges and drains shall be collected, see Sections 262,
541 and 542. Lube oil from sumps of diesels and reduction gears are collected independent of the oily waste drain collecting
system. Whenever practical oil drains containing little water shall discharge directly to waste oil tanks.
Oily waste drain collecting mains extending through the machinery spaces and separate from other systems shall be
installed for oily waste and waste oil drains. Branches from oily waste collecting funnels and equipment shall be connected
to the mains. The mains shall be combined whenever practicable to a single tank connection. The minimum pipe size is one
inch NPS; otherwise the pipe shall be sized for gravity drainage. Consideration shall be given to viscosity of the fluid in
sizing the pipe. Unless otherwise specified, oily waste drain collecting tanks shall have sufficient capacity where possible to
collect drains from equipment served for a period of 24 hours. A level sensing system shall be provided for each OWDCT.
The system shall actuate low/high level alarm contacts when the fluid volume is at the 10 percent and 90 percent tank
volume level. The alarm shall be located at the tank and at a continuously manned station.
The oily waste drain collecting tanks shall be emptied by the oily waste transfer system, see Section 529.
Section 534
S9AA0-AB-GOS-010
2004 Edition
Boiler safety valve drains. - Each boiler safety valve shall be fitted with an independent body drain. If existing lines are
connected prior to the funnel or opening, they shall be separated whenever the drain piping is replaced. New drain lines shall
have an "S" bend in the horizontal plane adjacent to the valve, and "S" bend in the vertical plane in the vertical run beside the
boiler, and shall terminate in a open funnel to the oily water drain system. New drain lines shall not tie together or run into
any other line prior to the funnel.
534c4. Heat Exchanger Vents and Drains.
Piping from heat exchanger vent and drain connections shall be installed to provide complete venting and draining.
Piping shall be routed to the appropriate machinery waste water drain or oily waste drain collecting system via open funnels.
No valves shall be installed in tell-tale drains or vents which shall terminate within sight of the associated cooler. All other
vent and drain piping shall be provided with valves located close to the heat exchanger.
All unused vent or drain openings shall be capped or plugged. Plugs which come in contact with sea water shall be
valve bronze or tin bronze, copper nickel or nickel copper. Plugs shall be provided with permanent caps or a locking device
to prevent the plugs from backing out under vibration. The use of a locking compound is not acceptable for this purpose.
534c5. Synthetic Lube Oil Waste and Petroleum Based Oily Waste (Aircraft Carriers, Amphibious Assault Ships)
Synthetic lube oil waste and petroleum based oily waste generated on the flight and hangar decks and the deck drains
from the internal combustion engine shop, shall be led to their respective synthetic lube oil waste collecting tank and oily
waste holding tank. A funnel drain shall be located on the flight and hangar deck near the island for each product. Each
funnel shall have a capacity of 7 gallons and shall be constructed with a strainer at the top with 1/2-inch openings and a
hinged locked cover. The funnels shall discharge via separate piping and a simplex strainer to their respective tanks. The
simplex strainer shall be located just downstream of the funnels. The piping shall be sloped towards the tank with a 1/4 inch
per foot slope minimum to provide gravity drainage.
A bilge oily waste receiving hose connection shall be provided for each LCAC. The hose connection shall consist of
1-1/2 inch NPT connection, cap and chain, ball valve and swing check valve. The hose connection shall be located on the
well deck catwalk and shall drain to the synthetic lube oil waste collecting tank via a common main. Drainage pipe shall be
sloped 1/4 inch per foot minimum.
An instruction plate shall be mounted on each hangar and flight deck hinged cover and adjacent to each LCAC wing
wall drain connection inscribed as follows:
Either "PETROLEUM BASED OILY WASTE ONLY" or "SYNTHETIC WASTE OIL ONLY" where applicable
and "CAUTION-OBTAIN PERMISSION FROM THE ENGINEERING DEPARTMENT BEFORE DISPOSING OF OIL".
A sliding shoe pump in accordance with Mil. Spec. MIL-P-19131 Type XI, shall be installed for each tank to take
suction from the tank and discharge to a shore discharge hose connection. The pump shall have sufficient capacity to unload
the contents of the tank in 30 minutes. Each tank liquid level sensor shall have its primary receiver at the tank and at a
continuously manned station.
Label plates shall be provided at the synthetic waste oil transfer pump, the tank accesses and the weather deck discharge
connections inscribed as follows:
WARNING
HAZARDOUS MATERIAL - WEAR PROTECTIVE CLOTHING WHEN
WORKING WITH SYNTHETIC FLUIDS
ATTENTION
SYNTHETIC LUBE OIL WASTE COLLECTING TANK SHALL BE DISCHARGED
BY AUTHORIZED PERSONNEL FOR DISPOSAL ASHORE ONLY
As a minimum, stowage for two sets of gloves, faceshields and rubber aprons shall be provided in the
vicinity of the transfer pump.
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534d. Steam Drain Collecting Systems (New Installations and Modifications to Existing Systems)
534d1. General
Unless specified otherwise, the requirements herein are applicable for drainage of steam systems supplied by fossil
fueled steam generators.
All steam supply lines where water may accumulate when the ship is at design trim or list, as specified in Section 070,
and where machinery is intended to be operated in standby condition, shall have drain connections. Steam lines to auxiliary
machinery, cross-connect valves, augmenting valves and unloading valves are in this category. (See Section 508 for pipe
insulation requirements).
Drainage pockets shall be provided at the bottom of steam downcomers serving machinery and equipment. Where
steam governors or control valves are installed in downcomers, drains shall be installed above the valve disc to permit
removal of condensate.
All drains from condensers and associated piping subject to condenser vacuum, shall be located to prevent termination
in the bilge area.
Where salinity cell/photo cell and solenoid-operated stop valve installations are utilized, the salinity cell/photo cell shall
be located to assure that the stop valve will operate in time to prevent transmission of the contamination sensed by the
salinity cell. Salinity indicators shall be provided and installed in accordance with Section 255.
A drain orifice assembly shall be installed in each drain from a valve bonnet which collects drainage from adjacent
piping during steam system warm-up.
Drain collecting tanks shall be provided with access openings, level indicators, sounding tubes and vents.
Drain orifices are the preferred method of draining steam systems. Traps shall be used in lieu of drain orifices only
where absolutely required by equipment served.
Drain orifice assembly - A drain orifice assembly shall consist of a Y-type steam strainer and a strainer/gasket, orifice
plate and matching gasket in accordance with Mil. Std. MS18301 installed between a pair of flanges or of a drain strainer
orifice assembly in accordance with drawing, NAVSEA No. 803-5001057. Where the maximum amount of condensate
expected exceeds the capacity of a standard size orifice, multiple parallel installed drain orifice assemblies shall be provided.
Strainer basket perforations shall be 0.020 inch diameter. Strainers serving high pressure steam drains in machinery
spaces shall be provided with valved blowdown lines to a funnel branch of the waste water drain system.
Drain orifice assemblies shall be located close to the piping or equipment being drained in order to eliminate long leads
of drainage branch lines under steam line pressure.
High pressure steam orifice sizes shall be in accordance with Mil. Std. MS18301 and Table III. Low pressure steam
orifice sizes shall be in accordance with Table I.
534d2. High Pressure Steam Drain Collecting System
Low points of steam piping systems and steam equipment that operate at 150 lb/in2 and above shall be drained by
branch lines connected to a high pressure steam drain collection main, except as provided herein. The drain collecting main
shall consist of a single pipe line extending through the machinery spaces and shall be separate from other systems.
The drain collecting main shall be sized adequately for all operating conditions including warm-up and the return of
catapult drains and high pressure drains to the space from which the steam supply originates.
The drain collecting main shall discharge into the deaerating feed tank via a stop-check valve to a connection provided
for this purpose, see Section 255.
If the system can be sectionalized by closing bulkhead cutout valves, a relief valve shall be installed on each section for
protection against excess pressure. A pressure gauge shall be installed on the drain main in the vicinity of each deaerating
feed tank. The system shall be designed and built to prevent vapor lock in the system.
For continuous drainage, branch lines shall have a cutout valve at the point of drainage, a drain orifice assembly and a
stop-check valve in that order, from the point of drainage to the discharge main. These components shall be welded in and
shall not be combined into a manifold.
For warming up purposes an additional branch line discharging to the fresh water drain collecting system on some ships
and the dirty drain system on other ships, shall be connected to each continuous drain branch line between the drainage point
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and the cutout valve. Each warm-up branch line shall have a cutout valve, a throttle valve, a funnel and a check valve at the
fresh water drain collecting main.
Boiler superheater header drain - Boiler superheater drain connections shall be provided with three branch lines:
For warm-up and continuous drainage, one branch line (having a cutout valve, a steam strainer, a drain orifice assembly
and a stop-check valve) shall be connected to the high pressure steam drain collecting main. The drain orifice assembly shall
be similar to high pressure steam drain orifice assemblies, except that the orifice shall be sized based on boiler manufacturer
recommendation for rates of condensation or recommendation of the Naval Ship Systems Engineering Station (NAVSSES)
Philadelphia Division, if recommendations are not available from the boiler manufacturer. If required, parallel orifice
assemblies may be installed, one orifice size for superheater protection drainage and one orifice size for boiler warm-up.
Each assembly shall be provided with isolation cutout valves and shall be identified for the service such as warm-up or
superheated/steam blanket drainage.
For warming up a cold boiler, a branch line discharging to the machinery waste water drain collecting system shall
be provided. Each warming-up branch line shall have a cutout valve and a throttle valve which discharges to a funnel drain
connection.
For warming up a boiler that has had a steam blanket, a branch line (having a cutout valve and a throttle valve)
shall discharge to a funnel branch connected to the fresh water drain collecting system.
Catapult drain systems - A catapult drain main shall be installed for each catapult outside of the machinery spaces to
return drains to the machinery space high pressure steam drain collecting main. The catapult drain mains shall be
cross-connected outside the machinery space, above the main (hangar) deck, so that the catapult drains can be returned to the
propulsion plant from which the steam supply originates. Each catapult drain main shall discharge to the high pressure drain
collecting main via a stop-check valve upstream of the high pressure drain collecting main stop-check valve at the inlet to the
DFT.
A warm-up branch line discharging to the dirty drain system on some ships and to the fresh water drain collecting
system shall be provided upstream of the stop-check valve in the catapult drain mains.
The arrangement of catapult steam drains for continuous and warm-up services shall be as specified herein, except that
catapult steam drain points outside the machinery spaces shall be provided with by-pass around the drain orifice assembly
and its cutout valves in lieu of warm-up branch lines located between the drainage point and the drain orifice assembly. The
by-pass shall consist of a globe or angle valve, and shall be sized to pass the same flow as the drain line.
Cutout valves shall be installed where the catapult drain main penetrates watertight bulkheads, and shall be operable
from both sides of such bulkheads. Connections shall be provided in the local catapult drain mains to the DFT sampling
system, see Section 255, to permit taking catapult drain samples. In addition, a connection shall be provided on the trough
heating drain line for each catapult trough heating system downstream of the flow control valves before the branch to the
service steam drain collecting system to permit taking samples as a means of determining a chloride contamination source.
Each sample connection shall be provided with a drain cooler, Mil. Spec. MIL-C-17557, and associated valves. The cooling
medium shall be supplied from the chilled water system.
Trough heating drainage - Drains from catapult installation trough heating elements shall be led to the associated
catapult drain main and service steam drain collecting main via trough heating drain lines. Each element shall have a drain
cutout valve for isolation. For each catapult installation, the drains from the forward bank of elements shall be combined and
discharged to the catapult drain main and service steam drain collecting main via cutout valves. Drains from the after bank
of elements shall be similarly arranged.
Each bank of trough heating elements shall be provided with two orifice assemblies and a bypass around each of the
orifice assemblies. One of the orifice assemblies shall be located in the drain to the catapult drain main. Orifice size shall be
0.086 inch for 1,200 lb/in2 systems and 0.096 inch for 900 lb/in2 and 600 lb/in2 systems. The other orifice assembly shall be
located in the drain to the service steam drain collecting main. The orifice size shall be 0.0595 inch.
Wet accumulator installation - Branch drains from steam supply piping for each wet accumulator shall discharge to the
associated catapult drain main via a cutout valve, drain orifice assembly and a stop-check valve. Drains from the catapult
launch valves and steam piping to the steam blowdown control valves shall be led to the associated wet accumulator water
blowdown line upstream of the water blowdown control valve cutout valve.
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A connection shall be provided from each catapult drain main to the associated wet accumulator combined overboard
blowdown line for use in discharging catapult drainage in an emergency.
534d3. Service Steam Drain Collecting System
General - The system shall collect drainage from steam piping systems and steam equipment outside the machinery
spaces which operate at pressures below 150 lb/in2.
Branch lines from equipment used intermittently and served by the service steam drain collecting system shall be
grouped into the minimum practicable number of combined branch lines which shall discharge into a service steam drain
collecting main. Branch lines from equipment used constantly and served by the steam service system shall be similarly
grouped and led to the drain main. Branch lines from laundry equipment shall be combined, as shall the branch lines from
tailor and pressing shop steam equipment, and each group shall discharge independently into the drain collecting main. On
aircraft carriers, a laundry steam drain main, separate from the service steam drain collecting main shall be provided. Each
combined branch line shall have a cutout valve close to the drain main.
Contaminated steam drains from utility wool presses shall be discharged overboard above the waterline independent of
all other steam drains.
The branch line from each unit shall have a drain orifice assembly and stop-check valve. A drain orifice steam strainer
is not required if a steam strainer is provided in the steam inlet piping to the unit served and the strainer mesh is 0.020
diameter unless otherwise specified. The size and arrangement of drain piping from ventilation preheaters shall be such as to
prevent coil and drain orifice assembly freeze-up under all operating conditions.
During periods when service steam is being received from shore or another ship, provision shall be made to discharge
the system drainage overboard via the fresh water drain pumps. A hose connection shall be provided on the reserve feed
transfer line for this purpose, unless permanent shore steam return riser is provided. A branch line on the discharge piping of
the fresh water drain collecting tank pump shall enable automatic (level control) discharge of drainage overboard above the
design water line.
Steam turbine driven ships - The service steam drain collecting main shall discharge via a salinity cell and dump valve
directly into a fresh water drain collecting tank with a cutout valve close to the point where the drain main enters the tank.
For two-shaft ships, the service steam drain collecting system shall be arranged so all drainage can be collected by
either or both of two fresh water drain collecting tanks. Piping shall be arranged in two drainage groups so that the drainage
load, under normal operating conditions, can be equally divided between the two fresh water drain collecting tanks insofar as
practicable. Cutout valves shall be provided to facilitate repairs and segregation of systems.
Diesel engine or gas turbine driven ships - The service steam drain collecting main shall discharge to a boiler feed and
drain tank, via a seawater cooled steam drain cooler (if required) in order to prevent flashing of condensate and vapor
binding of the feed pump.
The service steam drains shall be arranged so that the drain lines functionally parallel the steam supply piping to permit
segregated operation of the boilers and the steam drain collecting system. The service steam drain collecting main shall be
provided with cutout valves to permit the drains to be collected by either or both feed and drain tanks for single and split
plant operation.
On the outlet side of the steam drain coolers, a salinity cell and a dump valve shall be installed. Each salinity cell shall
be provided with a remote alarm, indicating high salinity levels. The salinity cell shall energize the dump valve diverting the
contaminated drains to the waste water drain collecting system. A test connection shall be provided for taking drain samples
downstream of the steam drain cooler. This test connection shall discharge to an open funnel with sufficient room over the
funnel to permit taking a sample. The steam drain coolers and dump valves shall be sized to handle the maximum output of
condensate from one boiler.
Whistle drainage - Steam drainage from the whistle steam supply piping and whistle jacket shall be in general
accordance with drawing, NAVSHIPS No. S4810-64486, except that for multi-shaft ships, drains shall be led independently
to the DFT in the same space from which the whistle steam originated. Siren drainage is not required. Existing conditions
shall be corrected as authorized by the Type Commander and/or NAVSEA.
Aircraft carriers - The system shall be arranged so that all service steam discharge can be collected by either or both of
two low pressure steam drain collecting tanks, one located in a forward machinery space and one located in an after
machinery space. Piping shall be arranged in two drainage groups so that the drainage load, under normal operating
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conditions, can be equally divided between the two drain tanks insofar as practicable. Bulkhead cutout valves (capable of
operation from both sides of bulkhead) and valves at inlet to drain tanks shall be provided to facilitate repairs and segregation
of systems.
Contents of low pressure steam drain collecting tanks shall be discharged by pumps to the condensate system. In
addition, each tank shall have gravity drain connections to the fresh water drain collecting tank and one to the waste water
drain collecting tank located in the same space. A cutout valve shall be installed in the drain line to the fresh water drain
collecting tank. An open funnel and a stop-check valve, normally locked closed, shall be installed in the drain line to the
waste water drain collecting tank.
A low pressure steam drain tank air ejector and its associated equipment shall be provided for each drain tank to create
a 15-inch Hg vacuum in the tank to insure proper functioning of the drain system.
Each low pressure steam drain collecting tank shall be designed with a tank volume approximating a 3-minute supply of
total service steam drainage. Each tank shall be served by two drain transfer pumps located outside the tank. One pump
shall accommodate the normal load; two pumps, plus the gravity drain, shall accommodate 150 percent of the ship's total
system drainage load. Pumps shall operate continuously when being used. An orificed recirculating line discharging to the
service steam drain tank shall be provided for each pump discharge upstream of the pump discharge cutout valve. The
orifice shall be sized to prevent the pump from overheating in the event the discharge cutout valve is closed. Pump motor
controls shall be such that starting or stopping of either pump is possible.
The pump motor controller shall be located in the vicinity of the pump. Controls for starting and stopping each pump,
together with pump running lights, shall be provided at a local control panel. A limit switch installed on the pump suction
valve shall be provided to prevent pump operation unless the suction is fully open. Provision shall be made to discharge the
system drainage to an outside source via a topside deck connection during periods when service steam is received from such
source and (by hose connection) to a seawater circulating water system (for use of a sea chest when in drydock) when
receiving shore steam.
534d4. Fresh water Drain Collecting System
General - The system shall extend through main and auxiliary machinery spaces to collect drainage from specified
piping systems and equipment in machinery spaces. Fresh water drain collecting mains shall discharge through a stop-check
valve into each Fresh water Drain Collecting Tank (FWDCT). Except for aircraft carriers, the fresh water drain collecting
main shall consist of a single pipe line extending through the machinery spaces and shall be separate from other systems.
For single-shaft ships, one FWDCT shall be installed in the fireroom. For multi-shaft ships, one FWDCT shall be
installed in each main machinery space. Fresh water drains from each auxiliary machinery space shall be led to the FWDCT
in each adjacent main machinery space. Fresh water drains shall be cross-connected between machinery plants.
Drainage from low points in propulsion and turbogenerator gland seal supply piping shall discharge to the fresh water
drain collecting main. Each branch line shall have a cutout valve, a drain orifice assembly and a stop-check valve, and shall
discharge into a funnel. Drainage from low points in gland exhaust systems shall discharge through loop seals and funnels
directly to the FWDCT.
Drainage from gland exhauster fan casings shall discharge to the fresh water drain collecting main through a loop seal,
via a funnel.
Drainage from low pressure steam (below 150 lb/in2) and exhaust steam piping systems and equipment within
machinery spaces that require continuous drainage while in operation, shall discharge to the fresh water drain collecting
main. Each branch line shall have a cutout valve, a drain orifice assembly and stop-check valve at the unit or pipe being
drained.
Drainage from fresh water piping systems and pumps, condensate and feed systems and similar clean fresh water
services shall discharge to the fresh water drain collecting main. Each branch line shall have a cutout valve and a covered
funnel located near the drainage point.
Each FWDCT shall have a submerged overflow extending from the top of the tank, terminating above the tank top to
prevent syphoning, and discharging through a funnel to the waste water drain collecting system. The overflow shall be
located to be easily visible from the normal working area adjacent to the tank. Each FWDCT shall have a drain plug at the
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bottom of a side of the tank in an accessible location. The bottom of the tank shall slope towards the drain plug at a
15-degree angle. The drain plug shall be drawn up tight and shall be provided with a device to prevent its loosening.
Each FWDCT shall have a vent line which shall be connected to the noncondensing turbine gland exhaust system or the
condensing turbine gland exhaust system or both, as necessary to insure proper venting under all machinery operating
conditions. A valve shall be installed in the vent line for adjusting the rate of vent discharge to prevent overloading the gland
exhaust system. Where auxiliary gland exhaust condensers are not provided, the valved vent line shall terminate in the
vicinity of a ventilation exhaust duct.
A level indicator shall be installed for each FWDCT.
For single-shaft ships which do not have inner bottom reserve feed tanks, the contents of the FWDCT shall be
discharged to the condensate system ahead of the deaerating feed tank by two equally sized FWDCT pumps, each pump
being capable of handling 100 percent of ship's maximum drainage load.
For ships which have inner bottom reserve feed tanks, except aircraft carriers, the contents of each FWDCT shall be
discharged to the condensate system ahead of the DFT by a FWDCT pump and to the main and turbogenerator condensers
via vacuum drag lines. Each pump and vacuum drag line shall be sized to handle 100 percent of the maximum drainage load
associated with a machinery space and shall be located external to the tank. Vacuum drag shall be controlled by a floatless
level control valve. A locked closed valve near the condenser shall be provided and an instruction plate installed stating,
"THE VALVE TO BE OPENED WHEN FWDCT PUMPS ARE INCAPABLE OF MAINTAINING THE TANK LEVEL."
For pump operation, the water level in each FWDCT shall be controlled automatically by a floatless level-actuated
valve in the pump discharge with the pump operating continuously to maintain a level at least 6 inches above centerline of
the first stage impeller of the pump. A recirculating line with an orifice shall be installed in each pump discharge upstream
of the pump discharge valve. The orifice shall permit flow sufficient to prevent overheating the pump when the pump is
operating at shut-off with the discharge valve closed. In no case shall the size be made to permit less than 5 percent of the
flow capacity of the pump.
Aircraft carriers - Two separate fresh water drain collecting mains shall be provided for each propulsion plant, one to
collect cold drains and one to collect hot drains. All orificed drains shall be considered hot. The cold drains shall enter the
FWDCT through a connection low on the tank and the hot drains shall enter via a high connection. Only the hot drains shall
be cross-connected to form a continuous main running from the forward propulsion plant to the after propulsion plant.
One FWDCT shall be installed in each main machinery room and auxiliary machinery room.
Provision shall be made to drain each tank via a portable air driven pump. Tank connections shall be minimized.
Piping connections in the bilge region shall be welded and no flanges or screwed connections to the tank shall be permitted
in the bilge region.
The contents of each FWDCT in each auxiliary and main machinery room shall be returned to the condensate system
via a vacuum drag line from the main condensers or the turbogenerator condensers and, during an emergency, ahead of the
deaerating feed tank via the reserve feed transfer pumps. The vacuum drag line shall have a solenoid operated valve to
shut-off flow upon a signal from the salinity cell in the line. The water level in the fresh water drain collecting tanks shall be
automatically controlled by float-operated or air-pilot activated control valve in the vacuum drag line. When an air-pilot
activated level control valve is used, the solenoid operated shut-off valve actuated by salinity cell signal may be deleted and a
NAVSEA approved solenoid operated air valve actuated by salinity cell signal substituted in the air line of the level control
valve.
534d5. Oil Heating Drain Collecting System
General - Drainage from all oil heating steam services, and similar services where the drainage may become
contaminated with oil, shall be collected by branch lines and discharged to inspection tanks via an oil heating drain collecting
main. The drain collecting main shall consist of a single pipe line extending through the machinery spaces. A cutout valve
shall be installed on the main at the inspection tank.
Inspection tanks shall be constructed in accordance with drawing, NAVSHIPS No. S4802-1385510.
A pressure gage shall be installed on the drain main in the vicinity of each inspection tank or on the tank. The high
pressure drain gauge connection on the inspection tank may be used for this gauge.
A test valve shall be installed in each branch drain line between the unit being drained and the first cutout valve.
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Except for aircraft carriers, a valved connection arranged to discharge to the oily waste drain collecting system via a
funnel shall be installed in the supply line to the inspection tank, so that the oil heating drain collection system can operate
with the tank temporarily cut out. A blowoff connection shall be installed near the top of each tank and shall discharge to the
oily waste drain collecting system. These connections shall have a cutout valve, funnel and check valve.
Relief valves discharging to the waste water drain collecting system via a funnel shall be installed in the discharge to
the inspection tanks and shall be set to protect the tank.
A relief valve shall be installed in each section for protection against steam over-pressure, or the piping shall be
designed for the same pressure as the steam supply system. The relief valve shall discharge to the waste water drain
collecting system.
Each branch line shall have a cutout valve, a drain orifice assembly and stop-check valve located at the drain main.
Steam ships - The inspection tank shall discharge to the DFT and shall be installed in the vicinity of the DFT in a
convenient and accessible location.
The inspection tank discharge line shall have a stop-check valve adjacent to the DFT. A connection to the fresh water
drain collecting system shall be provided ahead of the stop-check valve.
Diesel ships - One inspection tank shall be installed in each main machinery room. The inspection tank shall discharge
clean condensate to the steam drain main and contaminated condensate to the oily waste drain collecting system via a valved
connection and funnel.
534d6. Air Ejector and Auxiliary Gland Exhaust Condenser Drainage.
For steam turbine powered ships: Drainage from distiller air ejector condensers and from after condensers of main and
turbogenerator air ejectors shall discharge to the fresh water drain collecting system via a loop seal.
Distiller air ejector after condenser drainage shall also discharge to the waste water drain collecting system.
For diesel engine powered ships: Drainage from distiller air ejector after condensers shall discharge through a loop seal
to the service steam drain collecting system.
For aircraft carriers: Drainage from distiller air ejector after condensers shall pass through a solenoid valve to the fresh
water drain collecting system. On those ships having a low pressure steam drain system, this drainage shall discharge to the
low pressure steam drain collecting tank in lieu of fresh water drains. A high salinity signal from an upstream salinity cell
shall actuate the three-way solenoid valve diverting the flow to the waste water drain collecting system until the high salinity
condition has been corrected and the solenoid reset. Drainage from after condensers of main and turbogenerator air ejectors
shall discharge to the fresh water drain collecting system.
For all ships: A check valve shall be installed at each branch line connection to their respective drain collecting system.
Intercondenser drains from main, and turbogenerator air ejectors shall be led to the steam space of their respective
condenser, via a loop seal and globe valve. Connections shall be provided for filling intercondenser loop seals from their
respective condensate discharge systems. The loop seal shall be a U-shaped water leg of sufficient vertical height to
compensate for the maximum vacuum pressure differential between the intercondenser and condenser being served. The
intercondenser shall be located not less than 2 feet above the top of the U-shaped water leg, the discharge from which shall
lead horizontally from the condenser shell.
Drains from distiller air ejector intercondensers of flash type distilling units shall discharge to the brine in one of the
distillation unit stages, via a loop seal and a cutout valve.
Auxiliary gland exhaust condenser drainage shall discharge to the fresh water drain collecting system via a loop seal
and to the waste water drain collecting system funnel. Existing conditions will be corrected when authorized by the Type
Commander and/or NAVSEA. Interlocked valves, or a three-way valve shall be provided to direct the drainage to either
system without any flow stoppage of the condenser drainage.
On large combatant ships, such as aircraft carriers, drains from the low pressure steam drain collecting tank air ejector
condensers shall be returned to the low pressure steam drain collecting tanks via loop seals or drain regulator valves as
approved.
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534d7. Steam Turbine Drainage.

Drainage piping shall be installed for all drain connections on steam turbines. For condensing turbines, casing drains
shall be led to the condenser serving the turbine, or be reintroduced in a later stage if permitted by the turbine design. Drain
lines from the casing drains from the main turbine shall be stainless steel downstream of the trap or orifice. Steam traps and
orifice sizes shall be in accordance with the turbine manufacturer's recommendation. Each branch drain shall have a check
valve in the branch leading to the condenser and a locked open cutout valve in the combined drain line at the condenser inlet.
Existing conditions will be corrected when authorized by the Type Commander and/or NAVSEA. To keep the number of
connections to the condenser at a minimum, the drain lines shall be combined where the pressure ranges are compatible
before entering the condenser. Turbine drains other than casing drains, such as turbine steam chest and throttle valve drains,
shall discharge to the high pressure steam drain collecting main or to the waste water drain collecting system, or as specified
by the turbine manufacturer.
Drains from propulsion turbines shall be arranged to preclude any possibility of cross connecting the forward and
reverse elements under any mode of operation. Drains from the high pressure turbine inlet shall be led independently to the
condenser; in like manner, the drain or drains from the astern steam after throttle (if such drain is required) shall also be led
independently to the condenser. Drains from points upstream of the ahead and throttle valve seats shall be in accordance
with the requirements for high pressure steam drains.
Unless otherwise specified for noncondensing turbines, the casing drains shall discharge to the fresh water drain
collecting main, all other turbine drains shall discharge to the waste water or oily waste drain collecting systems as
applicable. Each branch drain to the waste water and oily waste drain collecting systems shall have a valve at the turbine and
shall discharge into a funnel visible from the turbine operating level. Several drain lines may be led to a common funnel. A
check valve shall be installed at the connection to the fresh water drain collecting main. Existing conditions will be corrected
when authorized by the Type Commander and/or NAVSEA.
Turbine drain control valves shall be operable at the associated turbine operating level, extension stems being installed
on the valves where necessary. Handwheels shall be accessible from walking areas, but not located therein. The valves, or
their remote operating gear, shall have indicators which are clearly visible from the point of operation of the valves.
For ships designed for remote operation (bridge control), the drain from the high pressure turbine inlet shall be
controlled automatically.
Trapped drain lines discharging to the high pressure steam drain collecting main shall be installed at locations in the
steam supply line at which condensate can accumulate during operation of the turbine.
534d8. Low Pressure Feed Heater Drainage.
Drainage from the low pressure feed heater drain cooler shall discharge to the main condenser via a drain regulator.
Drainage from the gland exhaust and air heater drain cooler sections of the low pressure feed heater shall discharge to
the fresh water drain collecting system via a loop seal.
534d9. Distilling and Reverse Osmosis Plant Drainage.
Drainage from distilling and reverse osmosis units, see Section 531, shall be discharged to the condensate system, to the
fresh water drain collecting system, to the machinery waste water drain collecting system, or to the dirty drainage system, as
appropriate. A stop-check valve shall be installed at the connection to the condensate system.
534e. Gas Turbine Waste Drain Collecting System (New Installations and Modifications to Existing Systems)
Gas turbine drains containing only fuel shall be led to the oily waste drain collecting system.
Floor drains and drains from the gas turbine modules which may collect either the synthetic lubricating oil used in these
units or the turbine wash water shall be led to a GTWDCT. Gas turbine waste drains shall discharge through funnel
connections to the gas turbine waste drain collecting main. Gas turbine module drains shall be led to the GTWDCT in the
same space.
The minimum capacity of each GTWDCT shall be sufficient to hold the drains from gas turbine washes for a minimum
of 60 days. A GRWDCT shall be located to collect waste by gravity from the gas turbine modules. A level sensing switch
shall be provided on each GTWDCT incorporating an audible and visible high level alarm. The alarms shall be located in
the central control station. The sensing switch shall energize the high level alarm at 90 percent of tank volume. The systems
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shall consist of indicators in accordance with Mil. Spec. MIL-L-23886 using a magnetic float sensing technique. Primary
receivers shall be located at the tanks and secondary receivers shall be located at the pumps which drain the tank.
A gas turbine waste drain pump shall be provided in each space containing a GTWDCT. Each gas turbine waste drain
pump shall be a sliding shoe pump in accordance with Mil. Spec. MIL-P-19131 Type XI, and shall take suction from the
GTWDCT located in the same place. The pumps shall discharge via stop-check valves to a common discharge main leading
to a riser with port and starboard deck discharge connections located in the weather.
The gas turbine waste drain collecting system weather deck discharge connections shall be in accordance with drawing,
Each gas turbine waste drain collecting main discharge to a GTWDCT shall be via a swing check valve, overflow and
tank cutout valve in the order provided. The overflow shall discharge to the bilge prior to any funnel overflowing. The
discharge of this overflow shall not impinge on any equipment and shall be located where it can be readily observed by
operating personnel.
534f. Diesel Jacket Water Collecting System (New Installations and Modifications to Existing Systems)
Diesel engine jacket water systems shall be provided with low point valve drains and high point vent valves to enable
discharge to a container for the off ship disposal.
534g. Repair and Overhaul of Existing Systems
The repair and overhaul of systems, equipment and components is intended to restore items to their original
tolerance. The Supervisors Work Specification shall identify the class of overhaul (i.e., Class B) authorized for the item.
Where applicable, the Supervisors Work Specification will invoke the overhaul of the item to be accomplished in accordance
with an approved Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist or is not
authorized, the overhaul of the item or system shall be in accordance with the applicable drawing or technical manual as
modified by the overhaul criteria paragraphs of other GSO sections herein.
Fuel oil tank heating drain piping systems and components, along with fuel oil service heating systems and
components, may be removed where required due to deteriorated condition of piping and components to enable access to
other areas. Reinstallation of removed items is not required.
Drain orifices shall not be used to replace steam traps without Planning Yard submittal of orifice size and NAVSEA
approval.
If corrosion results in excessive fresh water drain collecting tank maintenance, a new tank (including interior piping)
fabricated of monel may be installed. Tank material shall be monel 400 (QQ-N-218D, Class A, Form 6, as rolled); piping
material shall be nickel-copper (MIL-T-1368C).
The following special requirements shall apply for the installation of fresh water drain collecting tanks (FWDCTs)
fabricated of monel:
Innerbottom plating/FWDCT welded connection shall be isolated from corrosive electrolytes with an inert epoxy
compound, in accordance with DOD-C-24176, for a clear distance of 6 inches at innerbottom interface and entire angle leg
supports up to the bottom of the FWDCT.
All external piping bolted flange connections on the FWDCT shall be sealed with epoxy resin (MIL-R-23461).
The sealant shall cover bolting pads/pipe flanges including ends of studs and outside diameter of pipe for a distance of 3
inches from the flange.
All miscellaneous attachments to the FWDCT (other than nickel-copper material) shall be sealed with epoxy resin
(MIL-R-23461) from the connection at the tank for a distance of 3 inches from interface.
When mixing epoxy coatings and sealants, ten percent by weight of milled glass fibers shall be added to the resin
before adding the curing system.
A label plate shall be installed on monel FWDCTs. The label plate shall be in accordance with MIL-P-15024 and
shall read: CAUTION - ANY TIME AN EXTERNAL BOLTED FLANGE CONNECTION OF THE FWDCT IS
13
Section 534
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UNBOLTED IT MUST BE RESEALED WITH EPOXY RESIN (MIL-R-23461) AFTER IT IS BOLTED BACK IN
PLACE. THE SEALANT MUST COVER THE FWDCT BOLTING PAD/PIPE FLANGE INCLUDING THE ENDS OF
THE STUDS AND OUTSIDE SURFACE OF THE PIPE FOR A DISTANCE OF 3 INCHES.
The structural design and fabrication of replacement monel FWDCTs shall be identical to the shock qualification
of the original tanks, except that increased plating thickness may be used for external shell plating and manhole bolting rings,
to allow utilization of standard thickness of monel plating.
534h. Cleanliness
Repaired or modified drain system piping and components shall be maintained and new installations installed to meet
the degree of cleanliness specified in Section 505.
Drainage systems (excluding waste water drains) shall be flushed per the requirements of NSTM Chapter 505, cleaning
of feed and condensate systems.
Flushing as stated above, or
Blowing down with dry, oil-free air or nitrogen at 100 PSIG or maximum system operating pressure, whichever is
approved by the Supervisor), or
Localized cleaning per Section 505.
534i. Inspection
All Ships. - When required by the overhaul work package, drainage systems inspections shall be performed in
accordance with NSTM Chapter 505.
534k. Shock
All equipment and components of the machinery and piping systems drainage systems for combatant type ships and
selected auxiliary type ships shall meet the following grades of shock resistance:
Grade A
Catapult drain systems
Distilling and reverse osmosis desalinization plant drainage
Fresh water drain collecting system
High pressure steam drain collecting system
Low pressure steam drainage serving the distilling plant
Air ejector and auxiliary gland exhaust condenser drainage
Steam turbine drainage
The drainage and suction piping up to and including the cutout valves on all collecting tanks, oily waste holding
and waste oil tanks, in machinery spaces provided with total or limited collective protective systems
All main watertight transverse bulkhead penetrations including cutout valve and pipe.
Grade B
Heat exchanger and piping vents and drains (downstream of cutout valve)
Gas turbine waste drain collecting system
Oily waste drain collecting system
Oil heating drain collecting system
Synthetic lube oil waste and petroleum based oily waste drainage
Machinery waste water drain collecting system
Section 534
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Tests shall be in accordance with Table II.
TABLE I - TYPICAL SIZES FOR LOW PRESSURE DRAIN OFIFICES
CONDENSATE
CAPACITY
(LB/HR)
0-25
26-50
51-100
101-200
201-400
401-600
601-800
801-1000
1001-1400
1401-1800
NOMINAL SYSTEM PRESSURE

50 PSIG
DIA IN.
.0310
.0310
.0410
.0595
.0820
.1015
.1160
.1300
.1540
.1770
System
High pressure steam drainage system,
to stop-check valve downstream of
orifice/traps and cut-out valve on
warm-up bypasses.
High pressure steam drainage system
from stop-check valve downstream of
orifice/traps to stop-check valve
deaerating feed tank.
Service steam drainage system, to
stop-check valve downstream of
orifices/traps.
Service steam drainage system, from
stop-check valve downstream of
orifice/traps to cut-out valve at the
fresh water drain collecting tank or
service steam system drain collecting
tank.
DRILL SIZE
100 PSIG
DIA. IN.
68
68
59
53
45
38
32
29
23
16
.0310
.0310
.0350
.0520
.0700
.0860
.0995
.1100
.1300
.1495
DRILL SIZE
68
68
65
55
50
44
39
35
29
25
TABLE II - DRAINAGE SYSTEM TESTS

Test Pressure
Character of Test or Test Fluid
To be tested in conjunction with, and
at the same pressure as, the system
drained.
High pressure steam drainage system
relief valve setting.
at the same pressure, as the system
drained.
Operating pressure of the highest
pressure system discharging into the
drain main
15
Saturated steam
Saturated steam
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TABLE II - DRAINAGE SYSTEM TESTS (cont'd)

System
Test Pressure
Character of Test or Test Fluid
Oil heating drainage system, to stopTo be tested in conjunction with, and
check valve downstream of
orifice/traps.
drained.
Oil heating drainage system, from
Oil heating drain system relief valve
Saturated steam
stop-check valve downstream to
setting.
orifice/trap to stop-check valve of
DFT.
Air ejector condenser drainage piping. Operating pressure
Operating condition
Turbine drainage piping, to drain
valves.
at the same pressure as the turbine
drained.
Whistle drainage systems to stopTo be tested in conjunction with, and
check valve at deaerating feed tank
and cut-out valve at freshwater drain
drained.
collecting main.
Waste water and oily water systems.
Fill with water and let stand until
tightness of system has been
demonstrated.
Fresh water drain collecting system.
Fill with water and let stand until
tightness of system has been
demonstrated.
Heat exchanger vents and drains up to To be tested in conjunction with, and
first stop valve.
at the same pressure as, the associated
heat exchanger.
TABLE III - TYPICAL SIZES FOR HIGH PRESSURE DRAIN ORIFICES

Service
Size
High pressure drains
As required by calculation of system drain requirements.
Catapult trough heating drains
.086"
(1200 lb/in2 steam)
.096"
Catapult trough heating drains (900 and 600 lb/in2 steam)
Section 534
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SECTION 541
FUEL SYSTEMS
541a. Scope
This section contains requirements for fuel systems not contained in other GSO sections herein.
541b. Definitions
Fuel - A petroleum product suitable for combustion in main and auxiliary boilers, diesel engines and gas turbine
engines. Unless otherwise specified, fuel refers to diesel fuel marine (DFM), Mil. Spec. MIL-F-16884 and JP-5, Mil. Spec.
MIL-T-5624. These fuels are compatible and may be mixed or interchanged for use in the above units.
Cargo Oil - The fuel transported by fleet oilers and other replenishment ships, exclusive of gasoline and JP-5. Unless
otherwise specified, it refers to diesel fuel marine (DFM) Mil. Spec. MIL-F-16884. For cargo gasoline and JP-5, see Section
542.
Tanks - The following tank nomenclature and function are applicable:
Cargo oil tanks are for stowage of cargo oil only.
Cargo oil or ballast tanks are for selective stowage of either cargo oil or seawater ballast.
Cargo oil or cargo JP-5 tanks are convertible tanks for stowage of cargo oil or cargo JP-5.
Cargo oil, cargo JP-5, or ballast tanks are convertible tanks for selective stowage of either cargo oil, cargo JP-5, or
seawater ballast.
Cargo oil or settling tanks are for the selective stowage of cargo oil or use as a contaminated cargo oil collecting
tank.
Contaminated cargo oil tanks receive cargo oil tank stripping, fuel hose flushing and waste water from cargo oil
tank cleaning.
Fuel tanks stow fuel received from fuel filling and transfer systems.
Fuel or ballast tanks are for selective stowage of fuel received from fuel filling and transfer system, or seawater
ballast from the seawater ballast system.
Fuel overflow tanks receive overflow from fuel tanks that have not been fitted with independent overboard
overflows.
Fuel overflow or ballast tanks receive overflow from fuel tanks or fuel or ballast tanks which have not been fitted
with independent overboard overflows. These tanks may be ballasted with seawater.
Fuel service tanks receive fuel from the fuel transfer system for delivery to the fuel service system.
Auxiliary fuel service tanks receive clean fuel from the auxiliary fuel transfer system for delivery to diesel
generator, auxiliary boilers, and other services requiring the fuel.
Contaminated fuel settling tanks receive strippings from fuel stripping system. The strippings are settled and the
fuel reclaimed.
Gas turbine emergency JP-5 gravity tanks are for stowage of a reserve fuel supply to propulsion gas turbines in the
event of an electrical power interruption.
541c. General
General piping system and component requirements are covered in Section 505.
Requirements for pumps, other associated equipment, and systems are contained in applicable sections of these
specifications.
A minimum of two fuel service tanks shall be installed for each space containing a propulsion boiler, diesel engine or
gas turbine. Auxiliary engines or turbines and heating system boilers located in the same space shall also take fuel supply
from these tanks.
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For combatant type ships, auxiliary engines and heating system boilers, located in separate adjacent auxiliary spaces,
shall be provided with separate service tanks. For auxiliary type ships, auxiliary engines and heating boilers located in an
auxiliary space adjacent to the main machinery space, may be serviced from the service tanks of the main machinery space or
separate service tanks.
One fuel service tank shall be provided in each space which contains an emergency diesel or gas turbine generator.
Each fuel service tank shall stow enough fuel for at least 8-hours operation at full load of all connected units.
A contaminated fuel settling tank shall be provided for each space containing a propulsion boiler, gas turbine or diesel
engine. Total capacity of the tanks shall be approximately 1 percent of the endurance fuel capacity.
Tanks independent of ship structure shall be of welded construction. Material shall be ordinary strength steel (see
Section 100), or other approved material compatible with the ship structure. For service and contaminated fuel settling tanks,
the height shall be the largest dimension.
All systems shall be arranged for maximum protection against impingement on hot surfaces and electrical equipment,
see Section 505. Welded joints in ferrous systems and welded or sil-brazed joints in non-ferrous systems shall be used in the
systems to the maximum extent consistent with maintenance requirements of system components. Where takedown joints
are provided, shields shall be installed in accordance with Section 505.
Fuel service system emergency shutdowns shall be in accordance with drawing, NAVSHIPS No. 803-2145505 or
original design specifications.
Fuel system valved test connections shall be provided with funnel/drip pan drains to the oily waste drainage
system, Section 593. Funnels/drip pan shall be located a minimum of 6 + 1 inches below the test connection terminus.
Suction tailpipes in a tank shall be located as close to each other as practicable. For tabulation of heights of tailpipes
above bottom of tanks, see Section 505.
A tank level indicating system shall be installed for all tanks containing fuel.
An electrical tank liquid level indicating system, in accordance with Mil. Spec. MIL-L-23886 with magnetic float
sensing technique, shall be installed in each tank containing fuel unless otherwise specified herein. Contaminated fuel
settling, contaminated cargo oil collecting, and cargo oil or settling tanks shall each be equipped with two indicating systems;
one to indicate the air/fuel interface and the other to indicate the fuel/water interface. The fuel/water interface indicator shall
be installed to indicate between 0 and 50 percent tank capacity. Overflow tank liquid level indicators shall be clearly labeled
to indicate the tanks from which the overflow tank receives overflows. A high level audible and visual alarm, integral with
the tank liquid level indicator, shall be provided for each tank overflowing overboard. For contaminated tanks the alarm
shall be provided for the air/fuel interface.
The high level alarms shall be set to actuate at a point between 95 and 98 percent of tank capacity. The selected alarm
point shall be based on providing an approximate 2-minute warning before overflow occurs when the tank is being filled at
its design fill rate.
Primary tank liquid level indicators and visual and audible alarms shall be located in a common protected area.
Secondary indicators and alarms shall be located at respective operating stations and other locations when specified in
Sections 202 and 252. For cargo oil systems (fleet oiler type ships), the remote tank liquid level indicators and alarms for all
cargo oil tanks shall be located in the cargo oil pump room or the cargo fuel control center, where provided.
A direct-reading tubular gage glass type indicator may be installed for auxiliary fuel service tanks where the tank
capacity is 500 gallons or less. Where the tank height exceeds 3 feet, multiple gage columns shall be provided so that the
distance between valve centers on the gage column will not exceed 3 feet.
An instruction plate shall be installed on each tank cautioning operating personnel that gage valves are to be closed at
all times except when taking tank reading. Where remote-reading or a high-level data alarm is required, electric type level
indicators shall be provided.
Section 072 herein defines the requirements for shock as they relate to ship overhaul.
performance profiles and not necessarily intended to return overhauled items to the original manufacturing
drawing/tolerances. The Supervisor's Work Specification shall identify the class of overhaul (i.e., class B) authorized for the
item. Where applicable, the Supervisor's Work Specification shall invoke the overhaul of the item to be accomplished in
Section 541
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For corrosion control of ferrous fuel piping and valves contained in tanks, voids, bilge areas, etc., see Section 630.
For removal of steam heating piping, see Section 253.
541e. Installation/Modifications to Existing Installations
Fuel systems for conventional steam powered ships.
All requirements specified herein shall be met when operating with either DFM or JP-5. Filling and transfer piping
shall be designed and equipment selected, to comply with the fueling rates as specified by the ship's original design
specifications. The ship shall be capable of receiving up to 85 percent of full load and off-load at maximum design rate
down to 35 percent of full load.
The systems shall have piping and components sized so the receiving rates specified herein can be attained with a
minimum of 40 lb/in2 pressure at the deck connections. For ships required to transfer fuel to other ships, the system shall be
sized to maintain 100 lb/in2 at the deck connections. For design purposes, pressure drop calculations shall be based on tanks
being half full, and the individual tank filling rate shall be as specified in the original ship's design specifications.
Transfer pumps shall be two-speed, when motor driven, to permit ships internal transfer at reduced rates.
Those portions of the fuel fill and transfer system which can be subjected to replenishment ships cargo pump shutoff
pressures, shall have a minimum system design pressure of 200 lb/in2. This includes all sections of the fill and transfer piping
from the deck fill connection up to and including the tank cutout valves or manifold, and up to and including any branch line
and cutout valves from the fill and transfer main. The system design pressure for the remaining portions of the fuel fill and
transfer system and other fuel systems shall be as defined in Section 505. The design shall permit receipt and discharge rates
to be maintained over the range of fueling with a minimum of internal transfer during fueling operations.
Filling - Pressure filling systems shall be provided with a riser from each deck connection to the fill main or the fill and
transfer main to permit receipt and discharge of fuel. Where separate fill mains and transfer mains are provided, they shall
be cross-connected. Valves shall be installed in the fill main or fill and transfer main to permit segregation of any one
fueling station from the remaining fueling stations during system operation. Deck connections shall be located at the fueling
stations to receive fuel from, and (where required) discharge fuel to, another ship while underway at sea.
Deck connections for 6-inch and 7-inch fuel hose shall terminate in a gate valve in a vertical riser above the deck and a
90-degree elbow, approximately 2 feet above the deck. The outboard end of the elbow shall have an 8-inch flange,
dimensioned and drilled in accordance with ANSI B16.5, 150-pound rating, for connecting to the conventional fueling-at-sea
nipple or probe fueling receiver hose assembly, see Section 571. The elbow shall have a 1/4-inch valved test connection and
a tapped boss with plug for attaching a pressure gage. At stations used to deliver fuel to other ships, the elbow shall have a
3/4-inch stop-check type hose valve for attachment of compressed air hose. The drilling of the inboard flange of the elbow
shall permit facing the elbow forward, aft or athwartship.
In addition, each receiving connection shall be provided with an 8-inch check valve with manual override. The check
valve shall have 8-inch flanges, dimensioned and drilled in accordance with ANSI B16.5 and shall be installed on the
outboard end of the elbow. Deck connection terminals shall be arranged so there will be at least 7 feet of clear working area
between the terminals and the deck edge.
Transfer - The system shall be arranged for transfer of fuel between stowage tanks or tank groups, deck connections,
contaminated fuel settling tanks, and service tanks. All transfer pumps shall connect to the transfer main. The mains shall
connect to manifolds or cutout valves serving the tanks.
Cutout valves shall be provided in mains at principal transverse watertight bulkheads, as required by Section 505, in
mains between cross-connections, in cross-connections at their junction with mains, and in each transfer pump suction and
discharge. A check valve shall be provided in each pump discharge. Where one valve will serve more than one of the
functions, multiple valves shall not be installed.
Section 541
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The filling and transfer tailpipe for fuel or ballast tanks, whose tank tops are above the tailpipe manifold, shall be
served by a double valve manifold. The valve closest to the tanks shall have the capability of being locked closed. A label
plate shall be provided at each manifold inscribed as follows:
CAUTION
VALVES MUST REMAIN LOCKED CLOSED WHEN TANK IS FLOODED WITH SEAWATER
A valved test connection shall be installed between the manifold valves for each tailpipe.
Transfer pumps shall meet capacity and rating requirements when operating with either DFM or JP-5.
A commercial straight-line simplex strainer shall be installed in the fuel fill line to each service tank. Inlet and outlet
cutout valves shall be provided for the strainer. The tank cutout valve may serve as one of these valves. The strainer shall be
fabricated as follows:
1. Material shall be carbon steel either of cast or fabricated construction.
2. Inlet and outlet connections shall be 150 lb/in{ ANSI B16.5 flanges.
3. The strainer shall be sized one nominal pipe size larger than the piping system to which attached.
4. The strainer cover shall be of bolted design and utilize a face sealing "O" ring gasket mounted in a groove in
the body. The cover shall contain an integral spray shield, which extends a minimum of 1 inch below the body cover joint,
oriented to deflect any spray leakage from the joint in a downward direction. A handling fixture for removal and
replacement of the cover shall be mounted on the cover.
5. The strainer basket shall be heavy duty, slotted construction and made of monel. Openings in the basket
shall be 4 mil and capable of withstanding a differential pressure of 150 percent of the system design pressure without
distortion when openings are totally clogged. A spare basket shall be provided for each strainer.
6. The strainer shall be equipped with vent and drain valves.
7. The strainer shall be equipped with a differential pressure gage.
Service - The system shall be arranged so that the fuel service pumps take suction from the fuel service tanks and
discharge to the boilers via duplex strainers, portable flanged spool pieces for trial meter installation and boiler front piping.
These components, their controls, and associated equipment shall be designed to assure an adequate flow of fuel to the boiler
burner supply header at the required design pressure when operating with either DFM or JP-5.
For ships which contain more than one boiler in a space, the fuel service system shall incorporate a complete dual
piping system from the service tanks to the boilers. Valved cross-connections shall be provided at the fuel service pump
suction and discharge piping and at the outlet of the duplex strainers to provide flexibility of operation in the event of
component casualty. Each half of the system (including pump, duplex strainers, controls and associated equipment) shall be
designed to assure an adequate flow of fuel to each boiler burner supply header at the required design pressure when
operating with either DFM or JP-5 from one of the following applicable conditions:
Single shaft ships. - From low in-port steaming to the boiler firing rate equivalent to full power operation of the
ship.
Multiple shaft ships. - From low in-port steaming to 20 percent overload operation, when two boilers are installed
in the space. Where the installation consists of three boilers per space and the third boiler is required only for certain
operating conditions, the 20 percent overload operation shall be based on two boilers.
For multiple shaft ships which contain one boiler per space, a single line system shall be provided from the service
pumps discharge to the burners. The system, including duplex pumps, strainers, controls and associated equipment, shall be
designed to assure an adequate flow of fuel to the burner supply header at the required design pressure from low in-port
steaming to 20 percent overload operation of the boiler when operating with either DFM or JP-5.
Service pumps shall take suction from the service tank through independent tailpipes, cutout valves or manifolds,
suction mains and pump connections. In addition to a manual locally operated tank cutout valve, a quick-closing valve shall
be installed in the fuel service system suction line at the service tank boundary. The system arrangement shall permit quick
change of pump suction from one service tank, or one tank group manifold, to another through piping arranged to minimize
the extent of contamination in the suction system due to suction from a contaminated service tank.
The tank stripping system shall be connected to the service suction mains to permit clearing these mains when they
become contaminated. Stop-check valves shall be used at these connections.
Section 541
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The service suction main common to all pumps in a space shall have a connection to the fuel transfer main through a
stop-check valve normally locked closed.
On aircraft carriers and amphibious warfare ships, a connection shall be provided from the aviation JP-5 transfer main,
via a line blind valve and a locked closed stop-check valve, to the fuel service tanks in each machinery space to permit
burning of JP-5 in an emergency (see Section 542).
Where the main fuel service pumps are motor driven, they shall be two speed.
Provision shall be made for recirculating excess fuel via a back pressure regulating valve from each main fuel service
pump discharge to the service tank from which the pump takes suction when the capacity delivered by the pump exceeds the
system demand. The recirculation line shall lead horizontally into and across the service tank at least 24 inches away from,
and 12 inches below, the fuel service pump suction. This line shall have a number of holes drilled in it facing upward so that
recirculating fuel flows from these holes below the surface of the fuel in the tank. The number of holes shall be such that the
fuel does not jet from the line but enters the tank at a maximum velocity of 4 ft/sec to minimize turbulence. A stop-check
valve shall be provided in the return line to each fuel service tank. A relief valve shall be provided around one of the cutout
valves. The relief valve setting shall not affect the operation of the back pressure regulating valves.
A motor-driven, two-speed, port-use service pump shall be installed, in addition to the main fuel service pumps. The
capacity of the pump shall be based on the "in-port" or "at-anchor" boiler load. The pump shall also be used for cold boiler
lightoff. When the main fuel service pumps are motor driven and an auxiliary boiler is provided, the port use pump is not
required. For ships which do not have an auxiliary boiler, but the low speed rating of the motor-driven main fuel service
pumps is nearly equivalent to the "in-port" boiler load, the port use pump is not required.
Provision shall be made to permit excess fuel in the port-use service pump discharge to be recirculated to the pump
suction, via a back pressure regulating valve, when the capacity delivered by the pump exceeds the system demand.
The back pressure regulating valve in the recirculating line from each main and port-use fuel service pump shall have
an actuating line at the respective pump discharge. The setting of this valve shall prevent pressure in the burner header from
exceeding the maximum required for combustion. The back pressure regulating valve and any attached auxiliary valves shall
fail closed.
A pressure gage and stop-check valve shall be installed in the discharge piping, and a vacuum-pressure gage shall be
installed in the suction piping of each main and port-use fuel service pump. A cutout valve shall be provided in the suction
of each port-use service pump and each main service pump not provided with a suction manifold. Isolation for the other
service pump suctions shall be provided by the service pump suction manifolds.
Duplex strainers shall conform to Mil. Spec. MIL-S-17849 or Std. Drawing 53711-803-5001048.
For strainers in accordance with Std. drawing 53711-803-5001048, vent lines shall discharge to the oily waste drainage
system via a cutout valve and open funnel; drain lines shall discharge to the oily waste drainage system via a cutout valve,
sight flow indicator and swing check valve.
A differential pressure gage shall be provided for each strainer to indicate pressure drop across the strainer.
The boiler front piping for boilers equipped with non-return flow steam atomized or mechanical atomized burners shall
consist of gate valve, quick-closing valve, micrometer valve, thermometer, and pressure gage, installed in that order, in the
supply piping to each boiler manifold.
The micrometer valve shall be used for pressure regulation during manual operation of the boiler. Where automatic
combustion control is required for boilers, an automatic combustion control valve shall be provided in the supply piping to
each boiler burner fuel supply header and the micrometer valve shall be located in a by-pass line around the automatic
combustion control valve. Isolation valves shall be installed for the automatic combustion control valve and the micrometer
valve. Under all conditions, the fuel pressure supplied to the inlet of the pressure regulating valves for either manual
operation or automatic combustion control shall not be less than required by the boilers.
The pressure gage and thermometer at the boiler front shall be read locally and remotely from the enclosed operating
station where provided. Where an enclosed operating station is not provided, the pressure gage and thermometer shall be
read from the boiler front and from the boiler control console.
Shallow drip pans, arranged to catch all drip from burner manifolds and burner connections, shall be installed at each
boiler front. On air-encased boilers, these drip pans shall be installed outside the outer casing. In addition, a small drip pan,
Section 541
S9AA0-AB-GOS-010
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connected to a drain hole in the furnace front wall, shall be installed to prevent drippage of fuel into the air space between
boiler casings. Drains from the drip pans shall discharge to the oily waste drainage system, see Section 593.
Each boiler fuel supply header shall be provided with a valved connection for taking fuel samples and two globe
stop-check valves to permit recirculation to either the fuel service pump suction main or to the contaminated fuel settling
tank, via a clearing line. Valves shall be located so as to be operable from the boiler front. The sampling connection shall
contain two cutout valves and a funnel drain to the oily waste drainage system, see Section 593. Note: Existing 3-way
valves shall not be replaced with globe stop-check valves until replacement becomes necessary. Replacement valves should
be located at boiler front where practical.
The connection to the contaminated fuel settling tank shall be near the top of the tank and arranged to discharge along
the side of the tank to minimize stirring up the fluid in the tank.
Stripping - Stripping capability shall be provided for all fuel tanks as listed in Section 505. Where common manifolds
and tailpipes serve for drainage, ballasting and stripping of fuel or ballast tanks, the stripping system shall be arranged so that
tanks for which ballasting is not required such as fuel and fuel service tanks, can be stripped at the same time that the fuel or
ballast tanks are being ballasted. For ballasting and drainage requirements of fuel or ballast tanks see Section 529. For other
fuel tanks individual tailpipes shall be provided for each tank. The tailpipe shall terminate in the lowest part of the tank. The
stripping main shall take suction from the stripping tailpipes, via the manifolds or cutout valves, and from the fuel service
pump suction headers via locked closed stop-check valves. The stripping pumps shall discharge to the oily waste holding
tank and overboard via the oily waste transfer pump discharge piping and a stop-check valve, see Section 593, to the
contaminated fuel settling tank via a swing-check valve and cutout valve, and to the fuel transfer system via a locked closed
stop-check valve.
The suction piping of each stripping pump shall be provided with a stop-check valve and a vacuum pressure gage. The
vacuum pressure gage shall be located between the stop-check valve and the pump inlet.
The discharge piping from each stripping pump shall be provided with a pressure gage, valved test connection and a
relief valve. The valved test connection shall be provided with a funnel drain to the oily waste drainage system. The relief
valve shall discharge to the pump suctions.
FUEL SYSTEMS FOR DIESEL POWERED SHIPS.
All requirements specified herein shall be met when operating with DFM or JP-5.
Filling and transfer piping shall be designed and equipment selected to comply with fueling rates specified in the
original ship's design specifications. Those portions of the fuel fill and transfer system which can be subjected to
replenishment ship cargo pump shutoff pressures shall have a minimum system design pressure of 200 lb/in2. This includes
all sections of the fill and transfer piping from the deck fill connections up to and including the tank cutout valves or
manifold, and up to and including any branch line cutout valves from the fill and transfer main. The system design pressure
for the remaining portion of the fuel fill and transfer system and the other fuel systems shall be as defined in Section 505.
These systems shall have piping and components sized so that the receiving rates can be attained with a minimum of 40
lb/in2 pressure at the deck connections. For design purposes, pressure drop calculations shall be based on tanks being half
full.
transfer main to permit the receipt and discharge of fuel. Where separate fill mains are provided, they shall be
cross-connected. Valves shall be installed in the filling or transfer main to permit segregation of fueling stations.
nipple or probe fueling receiver hose assembly.
Deck connections for 4-inch or smaller fuel hose shall terminate in a gate valve in the vertical riser above the deck and
a 90-degree elbow, approximately 2 feet above the deck. The outboard end of the elbow shall be provided with a male hose
thread for connecting to a quick-release coupling.
For small ships and craft, in lieu of the gate valve and elbow arrangement for 4-inch and smaller fuel hose, the deck
connection may terminate in a hose valve with male hose thread as specified for the outboard end of the elbow.
Each elbow shall have a 1/4-inch valved test connection and a tapped boss (with plug) for attaching a pressure gage. At
stations used to deliver fuel to other ships, the elbow shall have a 3/4-inch stop-check type hose valve for attachment of
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compressed air hose. The drilling of the inboard flange of the elbow shall permit facing the elbow forward, aft or
athwartship. Deck connection terminals shall be arranged so there will be at least 7 feet of clear working area between the
terminals and the deck edge.
Transfer - The system shall be arranged to permit transfer of fuel between fuel tanks, to contaminated fuel settling
tanks, to service tanks, to other specified services throughout the ship and to the deck connections.
A cross-connection for service tank recirculation, incorporating a stop-check valve, shall be provided between the
transfer system suction header and the fuel stripping pump service tank suction piping to permit the purifier to take suction
from the bottom of the stand by fuel service tank via the stripping tailpipes and discharge back to the tank via service tank fill
piping.
The arrangement shall permit emptying the service and drain tanks into storage tanks.
Fuel transfer pumps and centrifugal purifiers, in accordance with Mil. Spec. MIL-P-20632, shall be installed in the
transfer system.
The purifiers shall be used for transfer from the fuel tanks to the fuel service tanks and other specified services
requiring clean fuel. The transfer pump shall be used for transfer between fuel tanks and the deck connections.
Cutout valves shall be installed in transfer mains at principal transverse watertight bulkheads and in cross-connections
between fore-and-aft mains.
The arrangement shall permit emptying the fuel service tanks into the fuel tanks. The transfer pump and the purifier
suction shall connect to the transfer main. The main shall connect to manifolds or cutout valves serving the tanks. The
purifier discharge to fuel service tanks and other specified services requiring clean fuel shall be independent of the transfer
main. The filling and transfer tailpipe for fuel or ballast tanks whose tank tops are above the tailpipe manifold shall be
served by a double valve manifold. The valve closest to the tanks shall be capable of being locked closed. A label plate shall
be provided at each manifold inscribed as follows:
CAUTION
For fuel transfer systems having only one purifier, a cross-connection shall be provided between the fuel transfer pump
discharge and purifier discharge to permit emergency filling of fuel service tanks. A locked closed valve shall be installed in
the cross-connect piping. Where prefilters and filter separators are installed, vent and drain connections shall be valved and
piped to the oily waste drain collecting system, Section 593, via a funnel or drip pan.
Service - The system shall furnish fuel to the engines, auxiliary boilers or other equipment specified for the ship.
Equipment using the fuel shall take suction from its nearest associated service tank. Excess oil pumped by an attached
engine fuel pump shall be recirculated back to the service tank supplying the engine. The return line internal to the tank,
shall have a 1/4-inch hole at the tank boundary to prevent syphoning of tank liquid. The supply to diesel engines for
emergency service shall be such that manual priming is not required.
Each diesel engine fuel return line shall be provided with a check valve to prevent back flow of fuel to a shutdown unit.
Where two or more fuel service tanks are provided, a tank cutout valve shall be provided in the return line to each fuel
service tank. Relief valve protection shall be provided around one of the tank cutout valves to prevent back
pressure on diesel engine discharge piping or pressure regulating valves in the recirculating line. Pressure setting of the
relief valve shall be such as not to effect the operation of the engines or pressure regulating valves. Discharge shall be into
the tank.
Unless otherwise approved, positive closing valves are not permitted in the return mains from diesel engines. Where
this is unavoidable (such as a bulkhead cutout valve), relief protection shall be provided for the main in case the valve is
inadvertently closed.
A cutout valve and quick closing valve shall be installed in the suction line at each service tank and auxiliary service
tank.
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A cutout valve shall be installed in the suction line at the emergency diesel or gas turbine generator fuel service tank.
The cutout valve shall be operable locally at the valve and remotely from outside of, and adjacent to, the compartment main
access.
tanks for which ballasting is not required, such as fuel and fuel service tanks, can be stripped at the same time that the fuel or
ballast tanks are being ballasted. For ballasting and drainage requirements of fuel or ballast tanks see Section 529. For other
fuel tanks individual tailpipes shall be provided for each tank. The tailpipe shall terminate in the lowest part of the tank. The
stripping mains shall take suction from the stripping tailpipes, via the manifolds or cutout valves.
The stripping pumps shall discharge to the stripping discharge main, via a stop-check valve, to the oily waste holding
tank and overboard, via the oily waste transfer pump discharge piping and a stop-check valve (see Section 593), to the
contaminated fuel settling tank via a swing-check valve and cutout valve, and to the fuel transfer system via a locked closed
stop-check valve.
The suction piping to each stripping pump shall be provided with a stop-check valve and a vacuum pressure gage. The
vacuum pressure gage shall be located between the stop-check valve and the pump inlet.
The discharge piping from each stripping pump shall be provided with a pressure gage, valved test connection, a relief
valve and stop-check valve. The valved test connection shall be provided with a funnel drain to the oily waste drainage
system.
FUEL SYSTEMS FOR GAS-TURBINE PROPULSION SHIPS.
For gas turbine powered ships all requirements specified herein shall be met when operating with DFM or JP-5.
Filling and transfer piping shall be designed and equipment selected, to comply with fueling rates specified in the
original ship's design specifications. Those portions of the fuel fill and transfer system which can be subjected to
replenishment ship cargo pump shut-off pressures shall have a minimum system design pressure of 200 lb/in2. This includes
all sections of the fill and transfer piping from the deck fill connections up to and including the tank cutout valves or
manifold, and up to and including any branch line cutout valves from the fill and transfer main. The system design pressure
for the remaining portion of the fuel fill and transfer system and the other fuel systems shall be as defined in Section 505.
transfer main to permit the receipt and discharge of fuel. Where separate fill mains and transfer mains are provided, they
shall be cross-connected. Valves shall be installed in the filling or transfer main to permit segregation of fueling stations.
These systems shall have piping and components sized so that the receiving rates can be attained with a minimum of 40 lb/in2
pressure at the deck connections. For design purposes, pressure drop calculations shall be based on tanks being half full.
Deck connections shall be located at the fueling stations to receive fuel from and discharge fuel to another ship while
underway at sea (see Section 571).
nipple or probe fueling receiver hose assembly (see Section 571).
Each elbow shall have a 1/4-inch test valve and a tapped boss (with plug) for attaching a pressure gage. At stations
used to deliver fuel to other ships, the elbow shall have a 3/4-inch stop-check type hose valve for attachment
of compressed air hose. The drilling of the inboard flange of the elbow shall permit facing the elbow forward, aft or
athwartship.
Deck connection terminals shall be arranged so there will be at least 7 feet of clear working area between the terminals
and the deck edge.
For small ships and craft, in lieu of the gate valve and elbow arrangement, for 4-inch and smaller fuel hose, the deck
connection may terminate in a hose valve with male hose thread as specified for the outboard end of the elbow.
Transfer - The system shall be arranged to permit transfer of fuel between fuel tanks or fuel tank groups, contaminated
fuel settling tanks, deck connections, fuel service tanks and other specified services throughout the ship.
Fuel pumps, heaters and centrifugal purifiers shall be installed in the fuel transfer system. The transfer pumps shall
connect to the main.
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The main shall connect to manifolds or cutout valves serving the tanks. Cutout valves shall be provided in mains at
principal transverse watertight bulkheads and in cross-connections between fore-and-aft mains. The transfer pumps shall
take suction from the main and discharge directly to the deck connection for defueling and via the heaters and purifiers to the
fuel service tanks and other specified services requiring clean fuel. The arrangement shall permit emptying the fuel service
tanks and contaminated fuel settling tanks into the fuel tanks. A fuel heater, in accordance with Mil. Spec. MIL-H-16313,
type B, C or D, shall be provided for each centrifugal purifier. The heaters shall be located between the transfer pump
discharge and centrifugal purifier inlet. The heaters shall be arranged to permit any transfer pump to discharge through any
heater to any centrifugal purifier. Each heater shall be capable of heating DFM from 30 degrees F to 70 degrees F at a flow
equal to the DFM rated capacity of one centrifugal purifier. A valved bypass shall be provided around each heater for use
when operating with JP-5.
The centrifugal purifiers shall be in accordance with Mil. Spec. MIL-P-22088. A self-cleaning purifier may be
provided subject to NAVSEA approval. The piping connections to and from the centrifugal purifiers shall have sufficient
flexibility to absorb the momentary vibration of the centrifugal purifiers as they pass through their critical speed.
One transfer pump shall supply one centrifugal purifier. Each purifier inlet shall be provided with an orifice sized for
the purifier DFM rated capacity. A valved test connection shall be installed at the discharge end of each purifier for
sampling fuel. Waste discharged from the purifier bowl shall be led to the oily waste drainage system (see Section 534).
The casing drain and bowl drain for each purifier shall be independent of each other. No valves shall be installed in these
lines.
An emergency break-over switch with an alarm shall be provided in each purifier heavy phase outlet line (water
discharge line) for detection of excessive discharge of water or fuel or both.
Hand-operated chain hoists Mil. Spec. MIL-H-904 mounted on monorail tracks shall be provided for removing the disc
assembly from the centrifugal purifier. The rail shall be directly over the bowl. The rail shall extend approximately 8 feet
from the centrifuge and over a galvanized steel work table (approximately 3 feet by 8 feet, designed to handle a load of 1,100
pounds) upon which the disc assembly may be lowered for cleaning and servicing.
A single hoist and monorail assembly may be installed to service two centrifuges. A minimum clear height of 6 feet 3
inches shall be provided from the deck to the hoist hook.
The chain hoist shall have a minimum capacity of 1,500 pounds at a hoisting speed of 8 ft/min. The hoist trolley shall
be manually operated through non-overhauling gearing to provide positive control while traversing.
Discharge piping from each purifier shall be provided with a check valve and a globe valve for regulation of the purifier
discharge pressure.
A cross-connection for service tank recirculation, incorporating a stop-check valve, shall be provided between the
transfer pump suction header and the fuel stripping pump service tank suction piping to permit the transfer pump to take
suction from the bottom of the stand-by fuel service tank via the stripping tailpipes and discharge back to the tank via
purifier and service tank fill piping. The filling and transfer tailpipe for fuel or ballast tanks, whose tank tops are above the
tailpipe manifold, shall be served by a double valve manifold. The valve closest to the tanks shall be capable of being locked
closed. A label plate shall be provided at each manifold inscribed as follows:
CAUTION
Auxiliary transfer system - An auxiliary transfer system shall be provided to permit transfer of fuel from the fuel
service tanks to the auxiliary fuel service tanks and to other specified services throughout the ship. The auxiliary transfer
pump shall take suction from the fuel service tanks and shall discharge to auxiliary fuel service tanks, and to other specified
services throughout the ship.
A valved test connection shall be provided in pump discharge piping. A valved cross-connect shall be provided
between auxiliary transfer pump discharge and transfer system purifier discharge piping to permit filling of auxiliary fuel
service tanks via the transfer system. An emergency JP-5 connection from the aviation JP-5 system shall be provided in the
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auxiliary transfer pump discharge piping for emergency filling of fuel service and auxiliary fuel service tanks with JP-5. A
locked closed stop-check valve and a line blind valve shall be used at this connection.
Service - The system shall furnish fuel to the propulsion gas turbines, auxiliary boilers, gas turbine or diesel generators,
and other equipment specified for the ship.
Equipment using the fuel shall take suction from its nearest associated service tank. The auxiliary boilers, gas turbine
or diesel generators, and other equipment specified for the ship shall receive fuel from auxiliary fuel service tanks provided
within each space containing these equipments.
Excess oil pumped by an attached engine fuel pump shall be recirculated back to the service tank supplying the engine.
The supply to diesel engines or gas turbines for emergency service shall be such that manual priming is not required. For
other engines or turbines, a fuel transfer pump or service pump may be used for engine priming. A hand priming pump or
motor-driven priming pump may also be installed.
For propulsion gas turbines, motor driven fuel service pumps shall be provided. The pumps shall take suction from the
service tanks through independent tailpipes, cutout valves and pump connections; however, system operation shall be
considered as utilizing only one fuel service tank at a time. The pumps shall discharge to the propulsion gas turbines via
heaters, pre-filters and filter-separators. The capacity of each service pump shall be based on supplying the flow rate for all
gas turbine units operating at full power and at a pressure rating based on all system losses, including line and heater losses,
and maximum pre-filter and filter-separator pressure differentials.
For ships which contain two or more gas turbines in a space, the fuel service system shall incorporate a complete dual
piping system from the service tanks to the main propulsion gas turbines. Each half of the dual piping system shall contain a
fuel service pump, heater, pre-filter and filter-separator. Valved cross-connections between each half of the dual piping
system shall be provided at the service pump suction, service pump discharge, heater discharge and propulsion gas turbine
fuel inlet upstream of the shipbuilder furnished cutout valve. Suitable line valving shall be provided to permit isolation of
any pump, heater, pre-filter, filter-separator and propulsion gas turbine. Each half of the dual piping system shall be sized
based on supplying fuel to both propulsion gas turbines operating at their maximum burning rate and at a pressure rating
based on all system losses, including line and heater losses and maximum differentials.
Filter-separators shall be in accordance with original ship's design specifications or Mil. Spec. MIL-F-15618, class 1,
except that the automatic fuel shut-off capability shall not be provided. The capacity of each filter-separator shall be at least
equal to that of each service pump. Pre-filter flow rate (capacity) shall be at least equal to that of each service pump.
Each pre-filter and filter-separator vent and drain shall be valved and piped to the oily water drainage system, see
Section 534. Each filter-separator and pre-filter discharge pipe shall be provided with valved test connections. A heater
shall be provided in each half of the dual piping system. Each heater shall be capable of heating DFM from 40 degrees F to
85 degrees F when operating both propulsion gas turbines at maximum burning rate. Valved bypasses shall be provided
around each fuel heater for use when operating with JP-5.
Provision shall be made for recirculating excess fuel to the service tank from which the pump takes suction via a back
pressure regulating valve, when the capacity delivered by the pump exceeds the system demand. The recirculation line shall
lead horizontally into and across the service tank, at least 24 inches away from and 6 inches below the service pump suction.
The horizontal line shall have a number of holes drilled in it facing upward so that recirculated fuel flows from these holes
below the surface of the fuel in the tank. The number of holes shall be such that the fuel does not jet from the line but enters
the tank at a maximum velocity of 4 ft/sec to minimize turbulence. A fuel return header, for recirculating fuel from
propulsion gas turbine supply piping, shall be combined with the service pump recirculation line.
A check valve shall be provided in the recirculating line at the connection to the fuel return header.
A fuel recirculating line shall be provided from the propulsion gas turbine fuel supply lines to the service tank fuel
return header. Each piping connection between the recirculating line and gas turbine fuel supply line shall be provided with
a globe valve which shall be located adjacent to the gas turbine fuel supply line connection.
Where two or more fuel service tanks are provided, a stop-check tank cutout valve shall be provided in the return lines
to each fuel service tank. Relief valve protection shall be provided around one of the tank cutout valves. Pressure setting of
the relief valve shall be such as not to affect the operation of the pressure regulating valves.
A cutout valve and quick closing valve shall be installed in the suction line at each service and auxiliary service tank.
A cutout valve shall be installed in the suction line at the emergency diesel or gas turbine generator fuel service tank. The
cutout valve shall be operable locally at the valve and remotely from outside of, and adjacent to, the main access to the space.
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A gas turbine emergency JP-5 gravity tank shall be installed in the space containing the propulsion gas turbines. The
tank shall provide emergency service to the propulsion gas turbines. A common suction line with branches to each
propulsion gas turbine fuel supply piping shall be provided from the gas turbine emergency JP-5 tank. A gate valve,
normally open, arranged for operation locally at valve and remote manual closure from outside and adjacent to main access
to space shall be provided in common suction adjacent to the tank boundary. A swing-check valve shall be provided
downstream of the gate valve. A solenoid-operated valve with manual override shall be installed in each branch line to
propulsion gas turbine fuel supply lines. During normal operation, the solenoid shall keep the valve closed. The valve will
open only with complete loss of ships electrical power to solenoid. The solenoid valves shall be provided with time delay to
prevent valve from opening during normal fluctuation of power.
A fill line from the JP-5 transfer pump discharge header shall be provided to the tank. A stop-check valve shall be
installed in fill line adjacent to tank boundary and a cutout valve adjacent to fill line connection to pump discharge header.
A tank drain with cutout valve shall be provided from tank bottom and shall drain to the oily waste drainage system
(see Section 593).
tanks for which ballasting is not required, such as fuel and fuel service tanks, can be stripped at the same time that the fuel or
ballast tanks are being ballasted. For ballasting and drainage requirements of fuel or ballast tanks, see Section 529. For
other fuel tanks individual tailpipes shall be provided for each tank. The stripping pumps shall take suction from the
stripping tailpipe, via the manifolds or cutout valves and from the fuel service pump suction headers via locked closed
stop-check valves. The stripping pumps shall discharge to the oily waste holding tank, and overboard via the oily waste
transfer pump discharge piping and stop-check valve (see Section 593) to the contaminated fuel settling tank via a
swing-check valve and cutout valve, and to the fuel transfer system via a locked closed stop-check valve.
The suction piping to each stripping pump shall be provided with a plate strainer, a steam hose connection with a
stop-check valve, a cutout valve, and a vacuum pressure gage. The strainer shall be provided with a valved drain leading to
the oily waste drainage system via a funnel. The vacuum pressure gage shall be located between the strainer discharge and
the pump inlet.
The discharge piping from each stripping pump shall be provided with a valved test connection. The valved test
connection shall be provided with a funnel drain to the oily waste drain collecting system.
CARGO FUEL SYSTEM (AO, AOE, AOR).
The cargo oil system shall be arranged to receive DFM in bulk from shore or from ships alongside, and for discharging
it through a replenishing hose to other ships alongside.
Piping for cargo oil shall be sized, and equipment selected, so that the fueling rates specified in the original ship's
design specifications can be attained with a minimum of 40 lb/in2 pressure at the deck connections when receiving fuel, and
shall assure a pressure of 40 lb/in2 at the deck connections of the ship being replenished, when discharging fuel.
The cargo oil filling and discharge piping shall consist of separate port and starboard mains and risers from the cargo
oil pump room. Each main shall be provided with separate branches to each cargo oil filling and discharge connection. A
valved drain line shall be provided from the low point of the port and starboard mains to the cargo oil stripping pump
suction.
Each receiving connection shall terminate in a 90-degree elbow, stop valve, quick-closing valve and a swing-check
valve which shall have 8-inch flanges, dimensioned and drilled in accordance with ANSI B16.5, 150-pound rating, for
attaching to the conventional fueling-at-sea nipple or the probe fueling receiving hose assembly. The fueling-at-sea nipple
shall comply with drawing, NAVSHIPS No. S4824-841597. When attaching the fueling-at-sea nipple to the 8-inch flange,
an 8-inch by 6-inch flanged adapter, as shown on drawing, NAVSHIP No. 805-2213794, shall be provided. The minimum
number of adapters supplied shall equal 50 percent or more of the number of installed deck connections. The probe
receiving arrangements shall be in accordance with Section 571. The elbow shall have a 1/4-inch test valve and a tapped
boss with a plug for attaching a pressure gage. The horizontal centerline of the elbow shall be 24 to 30 inches above the
deck. The test connection terminus shall be located a minimum of 12 inches above the deck. The swing-check valve shall
be provided with manual override via an outside lever and weight.
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Each discharge connection shall terminate in a 90-degree elbow, quick-closing valve, throttling valve and a 45-degree
elbow, which shall have 8-inch flanges drilled and dimensioned in accordance with ANSI B16.5, 150-pound rating, for
attaching a 7-inch hose. A 1/4-inch test valve, a tapped boss with plug for attaching a pressure gage, and a 3/4-inch
stop-check type hose valve for attachment of a compressed air hose shall be provided for each discharge connection. The
test connection terminus shall be located a minimum of 12 inches above the deck. The centerline of the 45-degree elbow
shall be 24 to 30 inches above the deck.
Each fueling at sea station shall be provided with a drip pan 36 inches in diameter by one foot deep, with handles on
each side. Material for the drip pan shall be sheet steel, welded and galvanized.
A sludge box with a hinged cover shall be installed on the weather deck in the vertical proximity of the oily waste
holding tank. Piping shall be provided between the sludge box and the oily waste holding tank to allow draining of the
sludge box. The sludge box shall be fitted with a removable basket of 3/4-inch mesh.
Tank piping - The cargo oil piping in the tanks shall consist of tailpipes and mains affording a flexible capability for
filling, discharging, transfer and ballasting and deballasting.
The suction and filling tailpipes for the cargo tanks shall each be designed for a minimum flow of 1500 GPM.
Where runs of fuel piping in JP-5 tanks are unavoidable, take-down joints or expansion couplings shall not be located
in the piping.
The cargo tanks designated as cargo oil or cargo JP-5 shall be capable of alternately carrying cargo JP-5 or cargo oil.
Separate tailpipes from both the cargo oil and cargo JP-5 systems shall be provided for each cargo oil or cargo JP-5 tank.
These tailpipes shall be separated from all other tailpipes and shall be led from each tank directly to the respective cargo
pump room.
The fill and suction tailpipe and stripping tailpipe in the cargo oil or cargo JP-5 tanks shall be flanged to permit removal
of the piping within the tank when the tanks are filled with JP-5. A blank flange shall be provided for attachment to the open
flanged end of each pipe.
In so far as practicable, valves in cargo oil fill and suction tailpipes shall be located in the pump room.
Pump room piping - The cargo oil pumps shall be arranged to take suction from the individual oil tank tailpipes through
valved suction mains and discharge through discharge mains to the port and starboard risers which terminate at the topside
filling and discharge mains. The system shall be arranged to accomplish the following:
Transfer fuel from the cargo oil tanks to the ships fuel transfer system.
Permit any cargo oil pump to take suction from and discharge to any cargo oil tank.
Permit the cargo oil pumps to take suction from the sea and discharge ballast water to any cargo oil or ballast tanks.
Permit the cargo fuel pumps to deballast the cargo oil tanks.
Receive fuel from port or starboard while simultaneously discharging to the opposite side.
During port and starboard simultaneous replenishment of ships alongside, system shall have the capability of
segregating product quantity delivered to port and starboard.
A swing-check valve shall be provided on the discharge side of each cargo oil pump.
A plate strainer and vacuum pressure gage shall be installed in the suction side of each cargo oil pump. The vacuum
pressure gage shall be located between the strainer outlet and pump inlet. Where the cargo oil pumps are provided with
motor drive, the port and starboard cargo oil risers shall each be provided with a recirculating line to the cargo suction and
fill/suction mains to prevent the cargo oil pumps from overheating under conditions of
maximum pump discharge and zero delivery and provide capability to regulate pressure at the fueling-at-sea discharge
connections. Each recirculating line shall be based on one cargo pump operating at rated conditions.
A power operated throttling valve with manual operated override shall be installed in the port and starboard
recirculating lines. The recirculating valve shall be provided with a full range control in any position. Additional power
operated cutout valves shall be installed in the recirculating lines.
These cutout valves shall have full open or full closed operation. A control valve shall be installed in both the port and
starboard recirculating lines to the suction main and a control valve in the port and starboard recirculating lines to the
suction/fill main.
Those cargo pumps which have a nominal operating pressure of 150 lb/in2 or greater shall be provided with an
adjustable pilot operated back pressure regulating valve to limit the cargo pump discharge pressure to 150 lb/in2 under all
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operating conditions. Discharge from the cargo oil pump back pressure regulating valve shall be led to its respective cargo
pump suction.
The pump outlets shall be piped to the discharge mains. These mains shall provide selective discharge to port riser,
starboard riser, seawater overboard discharge, suction main, suction or fill main and to ships fuel transfer system.
A pressure gage and valved test connection shall be installed in each pump discharge. For filling, the pumps shall be
bypassed by connecting the filling and discharge risers with the suction or fill main or suction main.
Each discharge main shall be designed for maximum flow with all cargo oil pumps operating at rated condition.
The suction main and suction/fill main shall each be designed for maximum flow with all cargo oil pumps operating at
rated conditions. Pipe connecting suction and fill tailpipes to the suction main or suction/fill main shall have a designed flow
rate equal to all connected tailpipes.
Bulkhead cutout valves, pump suction and discharge valves, and fill, suction and discharge valves in the cargo oil pump
room shall be arranged for local operation at the valve, and power operation from the cargo fuel control center, where such a
cargo fuel control center is provided. The cargo oil valves at the fueling receiving station shall be operated manually at the
station. Open and closed indication for the valves in the pump room, shall be provided at the cargo fuel control center, if
provided.
The suction seachest valve and the seawater overboard discharge valve shall be operated locally at the valve and
remotely from the main deck. Overboard discharges shall be located outboard of the bilge keel.
Provide 1 1/2-inch nominal pipe size hose valve low point drains as follows:
In each of the cargo oil piping loops or mains in the pump room.
In each cargo oil pump discharge downstream of its check valve.
At each cargo oil pump suction strainer.
Any other portions of the cargo oil piping system in the pump room that have low points under any list or trim
condition.
Cargo oil stripping system - An independent cargo oil stripping system shall be installed consisting of the following:
Stripping tailpipes for each cargo oil tank, cargo oil or cargo JP-5 tank, cargo oil or settling tank, and contaminated
cargo oil collecting tank. Each tailpipe shall be piped to valved manifolds or header in the cargo oil pump room. Each
stripping tailpipe shall be designed for a flow of 400 gal/min. The tailpipe for each wing tank shall terminate at the low point
of the tank near the after bulkhead. The tailpipe in each centerline tank shall terminate in the tank low region near the after
bulkhead, offset from the centerline as much as possible. Athwartship offset, port or starboard, shall be to the same side of
the ship for all centerline tanks. Offset to be to the same side as cargo JP-5 stripping tailpipes.
Two cargo oil stripping pumps, shall be provided in the cargo oil pump room. The pumps shall be connected in parallel
to a common suction header and discharge header. The pumps shall take suction from the tank stripping manifolds. A
capped hose valve shall be provided on pump suction piping to permit attachment of hoses to cargo oil piping low point
drains.
The pumps shall discharge overboard via the seachest, to cargo oil discharge main, cargo oil or settling tank fuel hose
flushing main, fuel reclamation system, the oily waste holding tank and the contaminated cargo oil collecting tank. Suction
piping to each stripping pump shall be provided with a cutout valve, plate strainer, vacuum/pressure gage and a capped hose
valve connection. Vacuum/pressure gage shall be located between strainer discharge and pump inlet. Pump discharge
piping shall be provided with a valved test connection. All valves associated with the cargo oil stripping system shall be
located in the cargo oil pump room and manually operable from above the grating level.
Hose flushing - There shall be a 2 1/2-inch hose flushing connection provided at each cargo fueling-at-sea discharge
station to evacuate water and solid contamination from hoses prior to fueling-at-sea and provide for inport stripping
discharge. Each hose flushing connection shall be provided with a cutout valve and shall be led to a 3-inch flushing main.
The flushing main shall be led to the contaminated cargo oil collecting tank and cargo oil or settling tank. There shall also be
three adapter sets and three 15-foot lengths of 2 1/2-inch hose provided for connecting the replenishment hose to the flushing
connection. Each adapter set shall consist of a 7-inch by 4-inch hose adapter (4-inch male hose thread by 7-inch female split
clamp in accordance with Mil. Spec. MIL-C-24356), and a 4-inch by 2-1/2-inch adapter (4-inch female hose thread by 2
1/2-inch male hose thread in accordance with drawing, NAVSHIPS No. 805-4472663). One end of the adapter set shall be
suitable for connecting to the probe sleeve retractor and one end shall contain a 2 1/2-inch male hose connection. The hose
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shall be in accordance with Mil. Spec. MIL-H-370 and have 2 1/2-inch female hose threads at each end. A label plate with
1/2-inch letters shall be provided at each flushing connection as follows:
CAUTION
THIS CONNECTION IS FOR CARGO OIL HOSE FLUSHING AND
CARGO OIL STRIPPING PUMP DISCHARGE ONLY
Contaminated cargo oil reclamation - A reclamation system shall be provided to remove water and particulate matter
from cargo oil that has been discharged to the contaminated cargo oil collecting tank from the cargo oil stripping system and
fueling-at-sea hose flushing system.
All cargo oil discharged to the contaminated cargo oil collecting tank shall enter the tank through a horizontal
perforated tailpipe located 4 feet above the tank bottom. The perforations shall be 1-inch diameter holes facing the top of the
tank with sufficient quantity such that fuel does not jet from the line but enters the tank at a velocity of 4 ft/sec or less.
The fuel in the contaminated cargo oil collecting tank shall be initially settled until the fuel/water interface is below the
high suction tailpipe (see Section 505) as indicated by the fuel water interface tank level indicator. The fuel/water mixture
above the high suction tailpipe shall be removed from the tank by the stripping pump and discharged to the oily waste
holding tank.
Remaining fuel/water mixture in the contaminated cargo oil collecting tank shall be further settled and separated water
shall be stripped from the tank through the low point tailpipe by the stripping pump and discharged to the oily waste holding
tank. The fuel/water interface tank level indicator shall be used to indicate that the settled water has been removed from the
tank. Remaining settled fuel shall be removed by the stripping pump taking suction through the tailpipe located 18 inches
above the tank bottom (see Section 505) and discharged to a cargo oil tank.
Cargo tank cleaning and gas freeing systems - A cargo tank cleaning system, utilizing rotary tank cleaning machines, shall be
provided for all cargo gasoline, JP-5 and cargo oil tanks. Tank cleaning openings shall be provided for each cargo tank in
sufficient quantity and located to clean the entire tank. The openings shall be flush with the deck.
The system shall be capable of providing the following:
Seawater at 150 lb/in2 and 100 degrees F for cleaning all cargo tanks adjacent to magazines when they contain
ammunition.
Seawater at 150 lb/in2 and 135 degrees F for cargo oil tanks including those adjacent to magazines when they do not
contain ammunition.
Seawater at 150 lb/in2 and 120 degrees F for gasoline tanks that are not adjacent to magazines.
The system shall consist of a motor-driven tank-cleaning seawater booster pump, a seawater heater, drain cooler,
distribution piping, and three rotary nozzle cleaning machines. Equipment shall be located in a tank cleaning equipment
room. The seawater booster pump shall be supplied with seawater from the firemain to boost the pressure, as necessary, to
150 lb/in2 at the seawater booster pump discharge and supply seawater via the seawater heater, and the distribution mains to
hose outlets near the cargo tank openings. The capacity and discharge pressure of the booster pump shall be adequate to
supply two rotary tank washing machines simultaneously at the required rate and pressure. Cargo tank cleaning seawater
booster pump shall be interlocked with ventilating fans of systems serving compartments on bulk oil cargo ships having
access openings less than 8 feet above non-enclosed cargo handling decks to permit butterworthing only while the ventilation
fan motors are operating, unless only explosion-proof electrical equipment is provided in the compartment.
The seawater heater and accompanying drain cooler (drain cooler may be integral with the seawater heater shell or may
be a separate heat exchanger mounted directly below the seawater heater) shall be manufactured in accordance with the class
"C" Mechanical Standards of the Standards of Tabular Manufacturers Association (TEMA) with the following additional
requirements:
The seawater heater shall be capable of heating the rated capacity of the seawater booster pump from 29 degrees F to
135 degrees F when supplied with steam at a pressure of 150 lb/in2 in the upper heat exchanger. The seawater shall flow
through the tubes and the steam shall be supplied to the shell side of the heat exchanger. The steam drains shall be cooled by
the drain cooler (or drain cooler section of the seawater heater). The steam shall be supplied to the heater from the auxiliary
steam system, see Section 534, through a thermostatically operated pressure limiting valve arranged to maintain the outlet
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seawater temperature. The valve shall be manually adjustable to control seawater temperature at the heater outlet from 100
degrees F to 135 degrees F.
A label plate shall be attached to this valve inscribed as follows:
WARNING
DO NOT SET TEMPERATURE ABOVE 100 DEGREES F
WHEN MAGAZINES CONTAIN AMMUNITION
The seawater heater and associated drain cooler shall be constructed of the following material:
Part
Waterboxes
Tubes
Tubesheets
Shell
Flanges
Shell support
Stay rods and stay rod nuts
Spacers
Bolts, studs, nuts, and jack screws
Pipe plugs and adapters
Material
Bronze, sand castings, alloy 905 or 922
Copper-nickel, alloy 706
Copper-nickel, alloy 706
Steel pipe; steel plate, grade C
Steel plate; steel pipe flanges
Steel plate, grade C; steel plate, brass,
copper alloy 260
Steel; brass copper alloy 360
Steel; brass, copper alloy 230
Nickel-copper; copper-nickel; copper-silicon;
Nickel-copper; copper-nickel;
bronze, sand castings, alloy 905 or 922
Applicable Document
ASTM B143
ASTM B171
ASTM B171
ASTM A53 ASTM A285
ASTM A515 ASTM A181
ASTM A285 ASTM A515
ASTM B36
MIL-B-857 ASTM B16
MIL-T-20157 ASTM B111
QQ-N-281 MIL-C-15726
QQ-C-591
QQ-N-281 MIL-C-15726
ASTM B143
The tubes in the seawater heater and accompanying drain cooler shall be 3/4 inch outside diameter, 0.065 inch (number
16 BWG) wall thickness.
The velocity of the seawater entering the water box shall not exceed 7.5 ft/sec. The velocity of seawater through the
tubes shall not exceed 6.0 ft/sec.
A liquid level controller shall be provided to maintain the condensate level in the drain cooler (or drain cooler section
of the seawater heater). A solenoid-operated valve, actuated by a salinity cell located in the condensate line from the drain
cooler (or drain cooler section), shall be installed in the drain cooler condensate line. One outlet port of the valve shall
connect to the freshwater drain collecting system (see Section 534), and the other outlet port shall connect to the waste water
drain system (see Section 534).
Hose valve outlets shall be installed so that one hose valve will serve two adjacent tanks. Tank cleaning hose
supporting devices shall be provided to guide hoses into tank cleaning openings. The size of the flange on the tank cleaning
hose supporting device (saddle) shall be equal to the tank cleaning cover plates to ensure a tight closure when tank cleaning.
A portable split cover, or similar arrangement, shall be provided around the hose at the tank cleaning openings.
Gas freeing of cargo gasoline, JP-5, and oil tanks shall be by portable steam turbine driven blowers which can be
attached to the cargo tank cleaning openings. Blowers shall be stored in the cargo tank cleaning equipment room.
541f. Cleanliness
All Ships - Repaired or modified piping and components shall be maintained and new installations installed to meet the
degree of cleanliness specified in Section 505.
Subsequent to system work, all fuel storage, service, auxiliary service tanks, etc., which have been opened for work
shall be inspected for cleanliness assuring that all sludge, loose and loosely adhered particles, weld beads, etc. have been
removed from tanks. Upon acceptance of tank cleanliness, tank top covers shall be immediately installed. If a fuel tank must
be entered or tank top cover removed after acceptance, tank must be re-inspected prior to closure.
Flushing Requirements
15
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Fuel Service (mandatory flush required after repair or overhaul).

Piping shall be flushed for 24 hours minimum and until the nylon bags show no appreciable contamination
and the magnets show no appreciable metal particles. Following a subsequent 2 hour flush, the system cleanliness is
acceptable if:
1. The total contamination does not exceed the volume of a dime,
2. The contamination contains no hard particles which cannot be crushed between the fingers, and
3. The flushing magnets show no metal particles.
Fuel Transfer
Piping shall be flushed for 24 hours minimum through the fore-and-aft loop with a 5 ft/sec minimum velocity
through the largest line. A portable pump and strainer shall be used. Use of installed system pumps requires Supervisor's
approval. Jumper around purifiers, pumps and heaters during flush.
541g. Inspection
All ships - When authorized by the overhaul work package, fuel systems inspections shall be performed in accordance
with NSTM Chapter 505.
When authorized by the overhaul work package, fuel and fuel/ballast tanks shall be inspected and cleaned in
accordance with NSTM Chapter 541.
Hydrostatic, tightness and operational testing requirements of Section 505 apply.
Section 541
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SECTION 542
GASOLINE AND JP-5 SYSTEMS
542a. Scope
This section contains requirements for overhaul, modification or new installation of systems designed for the stowage and handling
of gasoline and JP-5. Additional safety and other requirements associated with the stowage and handling of gasoline or JP-5 are contained
in other sections.
542b. Definitions
Gasoline refers to automotive gasoline, Mil. Spec. MIL-G-3056.
Gasoline explosive mixture is a gasoline vapor-air mixture which will burn or explode in the presence of a source of ignition. The
explosive range for gasoline explosive mixture is approximately 1.4 to 7.6 percent vapor by volume.
Gasoline hazard areas are those areas in which gasoline or gasoline vapors may be present in quantities sufficient to produce
explosive or ignitable mixtures. Gasoline hazard areas include spaces such as:
Gasoline access trunks
Gasoline motor rooms
Gasoline pump rooms
Gasoline tanks
Gasoline tank cofferdams
Gasoline tank compartments
Jettisonable gasoline stowages
Areas within an open horizontal distance of 15 feet and below 4 feet above the deck of the weather access to pump rooms,
gasoline replenishment stations, gasoline service stations (except service stations which are located in the weather and have open gratings),
jettisonable gasoline stowages, and other similar gasoline hazard areas with access from the weather.
Elevator trunks and pits, and spaces that are open to hangars or other areas in which gasoline fueled aircraft or vehicles are
stowed or fueled.
Areas within 4 feet of the deck of hangars and well decks, on landing ships and docking ships in which gasoline fueled
vehicles are stowed or fueled, and within 4 feet of highest water line in docking wells of docking ships.
Compartments that are contiguous to gasoline tank compartments, packaged gasoline stowage compartments and cofferdams
surrounding gasoline stowage tanks (This does not apply where two cofferdams separate the gasoline stowage from adjacent
compartments).
Compartments having direct access to gasoline hazard areas (unless the doors opening into the spaces are classified X, Y, Z,
Circle X or Circle Y)
Compartments containing ventilation exhaust duct work serving gasoline hazard areas
(Depending on the degree or type of hazard present, certain other areas are subjected to specific safety requirements; see other
sections of these specifications.)
JP-5 refers to a petroleum product conforming to Mil. Spec. MIL-T-5624.
542c. Installation Requirements (New Installations and Modifications to Existing Systems)
Facilities shall be provided for receiving JP-5 in bulk from shore or from ships alongside, for stowing it, and for discharging it.
Facilities shall also be provided for receiving and discharging gasoline from shore.
All bulk stowage systems for gasoline shall operate by hydraulic displacement, where stowed in tanks below the weather deck, so
that seawater displaces gasoline as the latter is drawn off, and gasoline displaces water as the tanks are filled.
All gasoline tanks are surrounded by inerted cofferdams or installed in an inerted tank compartment, as follows:
Rectangular tanks forming part of ship structure-cofferdam all around except in way of shell.
Tanks independent of ship structure (except tanks for P-2 50 pumps) - inerted gasoline tank compartment
Gasoline filter/separator drain tanks shall be provided with inert gas connections.
The gasoline piping and equipment within the ship shall be confined to gasoline spaces such as pump rooms, filter rooms and similar
compartments. Gasoline piping within the ship, but external of gasoline tanks, pump rooms, filter rooms and replenishment or service
stations, shall be double walled and located within trunks.
The operation and routine maintenance of gasoline systems shall not require entrance into the inerted cofferdams or gasoline tank
compartments.
Drums containing gasoline shall be stowed on the weather deck. Gasoline stowage on weather decks shall be near the stern of the
ship, where practicable. Weather deck stowage shall not be in the vicinity of hatches, galleys, heat producing spaces, ventilation weather
openings for such spaces, ready service magazines, gun and missile blast areas, or other hazardous locations. Quick release type racks, in
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accordance with drawing, NAVSEA No. 810-4444641 for fifty-five gallon drums and NAVSHIPS drawing 608-5203130 for collapsible
drums (bladders), shall be used for stowage of gasoline on weather decks, with the racks arranged and located so that the containers may
be readily jettisoned overboard.
Gasoline piping shall be provided with fittings for steaming out by either a pressure or vacuum steaming process. All items of
equipment subject to contact with steam shall be constructed to withstand a temperature of 240 degrees F. without damage.
The number of mechanical or brazed joints in gasoline and JP-5 piping shall be kept to a minimum. Gaskets shall be of the full face
type and be compressed from the original thickness of 0.125 inches to between a minimum gasket thickness compression of 20 percent,
0.100 inches, and a maximum compression of 30 percent, 0.088 inches. Where mechanical joints are provided, shielding may be required.
See Section 505 for shielding requirements.
Coamings around gasoline pumps and hose reels in open and enclosed gasoline service stations shall be provided with drain piping to
drain the spilled gasoline overboard. Coamings and drain piping are not required in fueling stations where deck is perforated.
Means shall be provided for cleaning and gas freeing cargo tanks on fleet oilers and bulk cargo oil tankers. See Section 541.
Filter/separators shall be installed with a valved sump test connection and float control tester.
A label plate shall be installed in a conspicuous place or places near the access to and in gasoline hazard areas and any other area
where gasoline may be stowed or handled, or where gasoline vapors may accumulate. The inscription, in red letters 1 inch high shall be as
follows:
WARNING
GASOLINE HAZARD AREA - SMOKING, USE OF NAKED LIGHTS, MATCHES, OR LIGHTERS, USE OF TOOLS WHICH
MAY PRODUCE SPARKS, WEARING OF CLOTHING OR SHOES WITH EXPOSED METAL ATTACHMENTS, AND ANY
OTHER ACTIONS LEADING TO IGNITION OF GASOLINE VAPORS ARE NOT PERMITTED.
The gasoline tank valve in the pump room shall be located adjacent to the cofferdam, or double walled piping shall be installed
between the tank valve and cofferdam.
542d. Automotive Gasoline Systems (New Installations and Modifications to Existing Systems)
Tanks - A rectangular or cylindrical type tank shall be provided for the bulk stowage of automotive gasoline. The effective volume
of the tank, with the ship on an even keel, shall be the sum of the drawoff tank and the outer tank above the terminus of the seawater
supply tailpipe, with deduction made for the volume occupied by the internal structural members, piping, and tank fittings.
The drawoff tank shall be a vertical tank having a capacity of approximately 10 percent of the effective volume of the gasoline tank,
and shall have a minimum diameter of 3 feet for accessibility for maintenance and repair.
The gasoline piping shall connect to the high point of the drawoff tank.
A liquid level indicating system of the static head design, drawing NAVSEA No. 810-1385847, type III, class A, shall be installed in
the outer gasoline tank.
The gage for this system shall be arranged on a gage board installed in the gasoline pump room. The gage shall indicate the
following:
Empty - Corresponding to the tank unit containing a volume of automotive gasoline equal to 5 percent of its effective volume.
Full - Corresponding to the tank unit containing a volume of automotive gasoline equal to 95 percent of its effective volume.
A static head type liquid level indicator systems, drawing NAVSEA No. 810-1385847, type III, class A, shall be installed in
cofferdams surrounding gasoline tanks or in gasoline tank compartments.
The liquid level gage for the automotive gasoline tank compartment shall be calibrated to indicate the following conditions: empty,
1/4, 1/2, 3/4, full.
Seawater piping - The tailpipe of the seawater supply piping shall terminate in the outer tank at the location which establishes a
maximum effective volume of the tank with the ship permanently listed (see Section 070) and with the ship on an even keel.
The height of the seawater overboard discharge loop shall be such that, at maximum specified gasoline delivery from the pump
room, all of the seawater is supplied to the tank. With the seawater pump operating at full capacity and zero fuel delivery or the seawater
expansion tank full, the combined static and/or dynamic back pressure of the overboard discharge shall be less than the design head of the
tank and as low as practicable. The highest point of the overboard discharge line shall be located near the centerline of the gasoline tank.
Overboard piping from the loop to the shell shall be sloped so that, during the period of maximum roll (see Section 070), the design head
of the tank will not be exceeded. In addition, the sluice pipe and seawater overflow piping shall be sized so that dynamic pipe losses
during maximum filling rate, plus the static head, will not exceed the design head of the tank. The seawater system shall be designed to
provide a minimum pressure of 1 lb/in2 at the inlet to the gasoline pumps when the gasoline system is operating at maximum rated flow.
A vacuum breaker line shall be provided on overflow loops to prevent siphoning of tank liquids overboard. A check valve shall be
installed in this line so as to prevent overflow of the compensating seawater or automotive gasoline through the anti-siphoning vent
connections.
A gage, with a fixed red pointer, shall be connected to the tank top for indicating the maximum allowable tank top pressure. The
setting of the red pointer shall be equal to the difference between the design tank top pressure and height correction, (in PSIG) for the
gasoline being used, from the tank top to the centerline of the gage. A warning plate shall be installed stating, in red letters 1 inch high,
"This maximum allowable tank top pressure shall not be exceeded when fueling the ship."
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The lower terminal of the seawater piping in the automotive gasoline tank shall be a bellmouth and located in a diffuser. The
diffuser openings shall have an area of approximately 500 percent of the cross-sectional area of the pipe. The bellmouth diameter shall be
1 1/2 times the diameter of the sluice pipe and shall be located so that the annular open area above the bottom of the tank is equal to the
area of the bellmouth.
The seawater overflow shall be located and arranged to prevent freezing of seawater in the pipe or heating coils, or other means shall
be provided to prevent freezing. A locked-open damage control cutout valve classified circle "W" and a swing check valve shall be
provided in the seawater overboard discharge line at the shell. A label plate shall be installed at the cutout valve inscribed, in red letters
1-inch high, as follows:
CAUTION
TO PREVENT RUPTURE OF TANKS, DO NOT CLOSE THIS VALVE UNDER ANY SYSTEM OPERATING CONDITION.
CLOSURE SHALL ONLY BE AS DIRECTED BY DAMAGE CONTROL OFFICER.
A flange shall be provided on the outboard shell at the seawater overflow line so that, by use of an adapter, a tight joint can be made
between the overboard discharge and the vacuum steaming equipment during vacuum steaming out. A portable protector ring shall be
provided to protect the flange face and studs from corrosion. A ballistic cover shall be provided for the overflow line, which shall be
hinged in accordance with drawing, NAVSEA S1500-860085 to permit attachment of the vacuum steaming equipment.
Sluice pipes. - A pipe shall be installed between the outer and the drawoff tank. The upper end of the sluice pipe in the outer tank
shall be located at the highest point of the tank and the lower end shall terminate near the bottom of the drawoff tank. The sluice pipe shall
enter the drawoff tank near the top of the drawoff tank. Both ends of the sluice pipe shall have a minimum entrance area around the
periphery equal to 1 1/2 times the cross-sectional area of the pipe. The lower terminal of the sluice pipe in the draw-off tank shall be
bellmouthed and located in a diffuser. The diffuser openings shall have an area of approximately 500 percent of the cross-sectional area of
the pipe.
Seawater expansion tank - A seawater expansion tank shall be provided for hand-operated gasoline systems and, also, for gasoline
systems when compensating seawater pressure is not available.
The capacity of the seawater expansion tank shall be a minimum of 300 gallons. The expansion tank shall be filled from the
firemain system via a valved funnel connection. A locked-closed throttling valve shall be provided on the seawater supply line for control
of expansion tank filling. The expansion tank shall be provided with a manhole, a direct-reading tubular liquid level gage and a low water
level switch, which shall actuate an audible alarm in the automotive gasoline pump room and an audible and visual alarm at Damage
Control Central. The expansion tank shall connect to the automotive gasoline tank overflow loop via a locked open valve. An overflow
line with a locked-open valve shall be provided from the top of the expansion tank to the automotive gasoline tank overboard discharge
line.
Automotive gasoline drawoff tank stripping system - A gasoline stripping system shall be provided for the gasoline drawoff tank.
The tank stripping line shall be 1 1/2 inch ips. A hand-stripping pump, sight glass, valved test connection, swing-check valve and cut-out
valves shall be installed, in that order, downstream from the tank cut-out valve, and shall be located in the gasoline pump room. The
stripping line shall discharge to the outer gasoline tank.
Pumps - The gasoline, seawater and stripping pumps, and associated piping, shall be of non-ferrous construction and installed so that
the pumps will not become airbound. A valved by-pass around the automotive gasoline pumps shall be provided for use when filling the
automotive gasoline tanks.
Large capacity automotive gasoline systems shall be provided with motor-driven gasoline pumps and motor-driven seawater pumps.
The seawater pumps shall take suction from the seachest and shall discharge directly into the automotive gasoline outer tank via the
seawater supply tailpipe.
A recirculating line shall be installed for motor-driven gasoline pumps, sized or provided with an orifice, to bypass 5 percent of the
gasoline pump capacity back to the mid height of the drawoff tank.
Gasoline pump casing vents shall be fitted with valved vent piping connected to the downstream side of the pump discharge cutout
valve.
The electric motors for the pumps shall be installed in an adjacent compartment, separated from the pump room by an airtight
bulkhead. The electric motor shafts, extending through the bulkhead, shall have airtight stuffing boxes installed in the bulkhead.
Start-stop, explosion-proof, pushbutton controls for each of the pump motors shall be installed in the associated motor room with
mechanical linkage control, drawing NAVSEA No. S6202-1449002 for manual operation from the pump room. Mechanical linkage shall
be extended, as necessary, to permit operation of pumps from a location convenient to operating personnel.
A disconnect switch shall be installed in the control circuit of each automotive gasoline and seawater pump. These switches shall be
located at the entrance to the access trunk of the pump room and shall be fitted with an instruction plate inscribed: "GASOLINE AND
SEAWATER PUMP DISCONNECT SWITCH. DE-ENERGIZE AT ALL TIMES WHEN PUMPS ARE NOT IN USE."
An instruction plate shall be provided at the pumps and inscribed: "POWER TO ELECTRIC MOTOR DRIVEN GASOLINE AND
SEAWATER PUMPS SHALL BE SHUT OFF AT ALL TIMES EXCEPT WHEN REQUIRED. WHEN SECURING PLANT,
DE-ENERGIZE GASOLINE AND SEAWATER PUMP DISCONNECT SWITCHES AT THE ENTRANCE TO ACCESS TRUNK TO
GASOLINE PUMP ROOM."
Low capacity automotive gasoline systems shall be provided with hand-operated gasoline pumps.
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Automotive gasoline piping - The gasoline filling system shall be designed to receive automotive gasoline through a 2 1/2 inch or 4
inch hose as applicable. The filling connection shall be located on the main deck in the weather. The deck connection shall terminate in a
hose or gate valve having male hose thread 2 1/2 inch 7 1/2 NH or 4-inch-6NH (SPL), as applicable. A cap and chain shall be provided.
The gasoline riser shall be provided with a filter/separator, Mil. Spec. MIL-F-15618, class 1, for the removal of water and sediment
from the gasoline. The filter/separator shall be installed in the pump room and shall be provided with a valved bypass, a valved vent line
to the filter/separator outlet line, a valved manual sump drain to the seawater overflow and to the gasoline riser, and a pilot operated stop
valve at the filter outlet to prevent delivery of water to the service station. The valved vent line shall be provided with a sight glass.
Where drain tanks are provided to receive drain discharge to the filter sump, the drain tank shall be installed with a vent and
overflow to the weather. An approved level indicator and a valved connection to the gasoline hand stripping pump suction shall also be
provided.
The hose for fueling shall be of the nonmetallic type, Mil. Spec. MIL-H-370. The hose shall be stowed in a protected area near the
gasoline delivery valve. Hose shall be stowed to prevent mechanical injury and entrance of water.
For hose fueling, the hose supplied shall be of sufficient length to reach from the deck delivery valve to the equipment being fueled
in its normal parking area.
For fueling via 5-gallon safety cans, a 1-inch male hose adapter with cap and chain on one end and a female swivel hose adapter, on
the other end, shall be provided. A ten foot length of 1-inch non-collapsible hose and a self-closing type hose nozzle, with flexible spout,
Mil. Spec. MIL-N-52111, shall also be provided.
The watertight enclosure for the deck delivery and filling valve shall be blast proof, if within gun or blast areas. The nozzle and
strainer shall be in accordance with Mil. Spec. MIL-M-26978.
542e. Cargo JP-5 System (#(New Installations and Modifications to Existing Systems)
General - The cargo JP-5 system shall be arranged to receive JP-5, in bulk, from shore or from ships alongside, and for discharging it
through a replenishing hose to other ships alongside.
Piping for cargo JP-5 shall be sized, and pumps and equipment selected, so that the required fueling rates can be attained with a
minimum of 40 lb/in2 pressure at the deck connections, when receiving JP-5, and shall assure a pressure of 40 lb/in2 at the deck
connections of the ship being replenished, when discharging JP-5.
The cargo JP-5 filling and discharge piping shall consist of separate port and starboard mains and risers from the cargo JP-5 pump
room. Each main shall be provided with separate branches to each cargo JP-5 filling and discharge connection. A valved drain line shall
be provided from the low point of the port and starboard mains to the cargo JP-5 stripping pump suction.
Each receiving connection shall terminate in a 90 degree elbow, stop valve, quick closing valve and a swing check valve which shall
have 8-inch flanges, dimensioned and drilled in accordance with ANSI B16.5, 150-pound rating for attaching to the conventional
fueling-at-sea nipple or the probe fueling receiving hose assembly. The fueling-at-sea nipple shall comply with drawing, NAVSEA No.
S4824-841597. When attaching the fueling-at-sea nipple to the 8-inch flange, an 8 inch by 6 inch flanged adapter, as shown on drawing,
NAVSEA No. 805-2213794, shall be provided. The minimum number of adapters supplied shall be no less than 50 percent of the number
of installed deck connections. The probe receiving arrangements shall be in accordance with Section 571. The elbow shall have a 1/4-inch
test valve and a tapped boss with a plug for attaching a pressure gage. The horizontal centerline of the elbow shall be 24 to 30 inches
above the deck. The test connection terminus shall be located a minimum of 12 inches above the deck.
The swing check valve shall be provided with a manual override via an outside lever and weight.
Each discharge connection shall terminate in a 90-degree elbow, quick closing valve, throttling valve and a 45-degree elbow, which
shall have 8-inch flanges, drilled and dimensioned in accordance with ANSI B16.5, 150-pound rating for attaching a 7-inch hose, a
1/4-inch test valve, a tapped boss with plug for attaching a pressure gage and a 3/4-inch stop check type hose valve for attachment of a
compressed air hose. The test connection terminus shall be located a minimum of 12-inches above the deck. The centerline of the
45-degree elbow shall be 24 to 30 inches above the deck.
Token JP-5 connections, suitable for a 2 1/2 inch hose, shall be provided at one of the port and one of the starboard fueling-at sea
stations. The connection shall terminate in a globe valve, elbow with a 2 1/2 inch hose thread and cap and chain. Each connection shall be
provided with a pressure gage, a 3/4-inch stop check valve for attaching a compressed air hose and a valved test connection. The valve test
connection shall terminate a minimum of 12 inches above the deck.
Liquid level indicating system - An electrical liquid level indicating system, in accordance with Mil. Spec. MIL-L-23886, with MF
sensing technique, shall be provided in all contaminated cargo JP-5 collecting, JP-5 cargo or settling, and cargo JP-5 tanks. For cargo oil
or cargo JP-5 tanks, see Section 541. The cargo JP-5 or settling, and the contaminated cargo JP-5 collecting tanks shall each be provided
with two tank level indicators, one to show air/fuel interface and the other to indicate fuel/water interface. The tank level indicators for
fuel/water interface in the cargo JP-5 or settling tanks, and contaminated cargo JP-5 collecting tanks shall be installed to indicate between
0 to 50 percent tank capacity. The gage for this tank level indicator and the gage shall be calibrated and color coded to define the range
above the high suction stripping tailpipe, for water stripping only, and the range below the high suction, when JP-5 can be reclaimed.
A high level alarm, integral with the tank liquid level indicator, shall be provided for all cargo JP-5 tanks, cargo JP-5 or settling
tanks, and contaminated cargo JP-5 collecting tanks. High level alarms shall be set to actuate at approximately 95 percent of tank capacity.
The selected alarm point shall be based on providing an approximate 2 minute warning before overflow occurs when the tank is being
filled at its design fill rate. High level alarms shall be located in the cargo fuel control center.
Tank piping - The cargo JP-5 piping in the tanks shall consist of tailpipes and mains affording a flexible capability for filling,
discharging, transfer, ballasting and deballasting.
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The suction and filling tailpipes for the cargo tanks shall each be designed for a minimum flow of 1,500 gal/min.
Non-vortex bellmouths shall be installed at the inlet ends of all cargo JP-5 tailpipes.
Where runs of JP-5 piping in cargo oil tanks are unavoidable, take-down joints or expansion couplings shall not be located in the
piping.
The cargo tanks designated as cargo oil or cargo JP-5 shall be capable of alternately carrying cargo JP-5 or cargo oil. Separate
tailpipes from both the cargo oil and cargo JP-5 systems shall be provided for each cargo oil or cargo JP-5 tank. These tailpipes shall be
separated from all other tailpipes and shall be led from each tank directly to the respective cargo pump room.
The fill and suction tailpipe and stripping tailpipe in the cargo oil or cargo JP-5 tanks shall be flanged to permit removal of the cargo
JP-5 piping within the tank when the tanks are filled with cargo oil. A blank flange shall be provided for attachment to the open flanged
end of each pipe.
In so far as practicable, valves in cargo JP-5 fill and suction tailpipes shall be located in the pump room.
Pump room piping - The cargo JP-5 pumps shall be arranged to take suction from the individual JP-5 tank tailpipes through valved
suction mains and discharge through discharge mains to the port and starboard risers, which terminate at the topside filling and discharge
mains. The system shall be arranged to accomplish the following:
Permit any cargo JP-5 pump to take suction from and discharge to any cargo JP-5 tank.
Permit the cargo JP-5 pumps to take suction from the sea and discharge ballast water to any cargo JP-5 or ballast tanks.
Permit the cargo JP-5 pumps to deballast the cargo JP-5 tanks.
Receive JP-5 from port or starboard while simultaneously discharging to the opposite side.
During port and starboard simultaneous replenishment of ships alongside, have the capability of segregating product quantity
delivered to port and starboard.
A swing-check valve shall be provided on the discharge side of each cargo JP-5 pump.
A plate strainer and vacuum pressure gage shall be installed in the suction side of each cargo JP-5 pump. The vacuum pressure gage
shall be located between the strainer outlet and pump inlet. Where the cargo JP-5 pumps are provided with motor drive, the port and
starboard cargo JP-5 risers shall each be provided with a recirculating line to the cargo suction and fill/suction mains to prevent the cargo
JP-5 pumps from overheating under conditions of maximum pump discharge and zero delivery, and provide capability to regulate pressure
at the fueling-at-sea discharge connections. Each recirculating line shall be based on one cargo pump operating at rated conditions.
A power operated throttling valve with manual operated override shall be installed in the port and starboard recirculating lines. The
recirculating valve shall be provided with a full range control in any position. Additional power operated cutout valves shall be installed in
the recirculating lines. These cutout valves shall have full open and full closed operating characteristics only. A control valve shall be
installed in both the port and starboard recirculating lines to the suction main and a control valve in the port and starboard recirculating
lines to the suction/fill main.
Those cargo pumps which have a nominal operating pressure of 150 lb/in2 or greater shall be provided with an adjustable
pilot-operated back pressure regulating valve to limit the cargo pump discharge pressure to 150 lb/in2 under all operating conditions.
Discharge from the cargo JP-5 pump back pressure regulating valve shall be led to its respective cargo pump suction.
The pump outlets shall be piped to the discharge mains. Each discharge main shall be designed for maximum flow with all cargo
JP-5 pumps operating at rated condition. These mains shall provide selective discharge to port riser, starboard riser, seawater overboard
discharge, suction main and suction/fill main.
A pressure gage and valved test connection shall be installed in each pump discharge. For filling, the pumps shall be bypassed by
connecting the filling and discharge risers with the suction filling main or suction main.
The suction main and suction/fill main shall each be designed for maximum flow with all cargo JP-5 pumps operating at rated
conditions. Pipe connecting suction and fill tailpipes to the suction main or suction/fill main shall have a designed flow rate equal to all
connected tailpipes.
Bulkhead cutout valves, pump suction and discharge valves, and fill, suction and discharge valves, in the cargo JP-5 pump room,
shall be arranged for local operation at the valve and power operation from the cargo fuel control center, where such a cargo fuel control
center is provided. The cargo JP-5 valves at the fueling receiving station shall be operated manually at the station. Open and closed
indication for the valves in the pump room shall be provided at the cargo fuel control center, if provided.
The suction seachest valve and the seawater overboard discharge valve shall be operated locally at the valve and remotely from the
main deck. These valves shall be provided with a locking device in accordance with Section 505. Overboard discharges shall be located
outboard of the bilge keel.
Provide 1 1/2 inch ips hose valve low point drains as follows:
In each of the cargo JP-5 piping loops or mains in the pump room.
In each cargo JP-5 pump discharge downstream of its check valve.
At each cargo JP-5 pump suction strainer.
Between each cargo tank bulkhead cutout valve and the associated suction main cutout valve.
Between each cargo tank bulkhead cutout valve and the associated suction and fill main cutout valve.
Any other portions of the cargo JP-5 piping system in the pump room that have low points under any list or trim condition.
Cargo JP-5 stripping system - An independent cargo JP-5 stripping system shall be installed consisting of the following:
Stripping tailpipes shall be provided for each cargo JP-5 tank, cargo JP-5 or cargo oil tank, cargo JP-5 or settling tank, and
contaminated cargo JP-5 collecting tank. Each tailpipe shall be piped to valved manifolds or a header in the cargo pump room. Each
stripping tailpipe shall be designed for a flow of 400 gal/min. The tailpipe for each wing tank shall terminate at the low point of tank near
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the after bulkhead. The tailpipe in each centerline tank shall terminate in the tank low region near the after bulkhead, offset from the
centerline as much as possible.
Athwartship offset, port or starboard, shall be to the same side of the ship for all centerline tanks. Offset to be to the same side
as cargo oil stripping tailpipes.
Two cargo stripping pumps shall be provided in the cargo pump room. The pumps shall be connected in parallel to a common
suction header and discharge header. The pumps shall take suction from the tank stripping manifolds and each cargo JP-5 pump casing. A
capped hose valve shall be provided on pump suction piping to permit attachment of hoses to cargo JP-5 piping low point drains.
The pumps shall discharge overboard via the seachest, to cargo JP-5 discharge main, cargo JP-5 or settling tank, cargo JP-5
hose flushing main, cargo JP-5 reclamation system, the oily waste holding tank and the contaminated cargo JP-5 collecting tank. Suction
piping to each stripping pump shall be provided with a cutout valve, plate strainer, vacuum/pressure gage and a capped hose valve
connection. The vacuum/pressure gage shall be located between strainer discharge and pump inlet. Pump discharge piping shall be
provided with a valved test connection. All valves associated with the cargo JP-5 stripping system shall be located in the cargo pump room
and manually operable from above the grating level.
JP-5 pump priming - The cargo JP-5 stripping pumps shall be used to prime the cargo JP-5 pumps. A priming main shall be installed
with a valved connection to the suction chamber of each cargo JP-5 pump. A line from this main will be led to each stripping pump
suction. The priming discharge will be directed into the cargo JP-5 pump discharge main, the cargo JP-5 tank suction and the
contaminated cargo JP-5 collecting tank. Operation of the priming system will be done manually in the pump room.
Hose flushing - There shall be a 2 1/2 inch hose flushing connection provided at each cargo JP-5 fueling-at-sea discharge station to
evacuate water and solid contamination from hoses prior to fueling at sea and to provide for inport stripping pump discharge. Each hose
flushing connection shall be provided with a cutout valve, and shall be led to a 3-inch flushing main. The flushing main shall be led to the
contaminated cargo JP-5 reclamation system, contaminated cargo JP-5 collecting and cargo JP-5 or settling tank. There shall also be three
adapter sets and three 15-foot lengths of 2 1/2 inch hose provided for connecting the replenishment hose to the flushing connection. Each
adapter set shall consist of a 7 inch x 4 inch hose adapter (4 inch male hose thread x 7 inch female split clamp in accordance with Mil.
Spec. MIL-C-24356) and a 4 inch x 2 1/2 inch adapter (4 inch female hose thread x 2 1/2 inch male hose thread in accordance with
drawing, NAVSEA No. 805-4472663). One end of the adapter set shall be suitable for connecting to the probe sleeve retractor and one
end shall contain a 2 1/2 inch male hose connection. The hose shall be in accordance with Mil. Spec. MIL-H-370 and have 2 1/2 inch
female hose threads at each end. A warning plate with 1/2 inch letters shall be provided at each flushing connection as follows:
WARNING:
THIS CONNECTION IS FOR JP-5 HOSE FLUSHING AND FOR JP-5 STRIPPING PUMP DISCHARGE ONLY.
Contaminated cargo JP-5 reclamation system - A reclamation system shall be provided to remove water and particulate matter from
JP-5 that has been discharged to the contaminated cargo JP-5 collecting tank from the JP-5 stripping system and fueling at sea hose
flushing system.
All JP-5 discharged to the contaminated cargo JP-5 collecting tank shall enter the tank through a horizontal perforated tailpipe
located 4 feet above the tank bottom. The perforations shall be 1-inch diameter holes facing the top of the tank with sufficient quantity
such that JP-5 does not jet from the line but enters the tank at a velocity of 4 feet per second or less.
The JP-5 in the contaminated cargo JP-5 collecting tank shall be initially settled until the JP-5/water interface is below the high
suction tailpipe (see Section 505) as indicated by JP-5/water interface tank level indicator. The JP-5/water mixture above the high suction
tailpipe shall be removed from the tank by the stripping pump and discharged through a pre-filter and a filter/separator to a selected cargo
JP-5 tank.
Remaining JP-5/water mixture in the contaminated cargo JP-5 collecting tank shall be further settled and separated. Water shall be
stripped from the tank through the low point tailpipe by the stripping pump and discharged to the oily waste holding tank. The JP-5/water
interface tank level indicator shall be used to indicate that the settled water has been removed from the tank. Remaining settled JP-5 in the
tank shall be removed by the stripping pump taking a suction through the tailpipe located 18 inches above the tank bottom (see Section
505) and discharged through the pre-filter and filter/separator to a JP-5 cargo tank.
A connection from the hose flushing system shall be provided to permit hose flushings through the pre-filter and filter/separator to a
selected JP-5 cargo tank.
542f. Aviation Type and Amphibious Support Ship JP-5 System (New Installations and Modifications to Existing Systems)
The system shall be capable of receiving 180,000 gal/hr through a 7-inch hose at each of the JP-5 fueling-at-sea stations and 120,000
gal/hr at the port shore service connection.
Those portions of the JP-5 fill and transfer system which can be subjected to replenishment ship cargo pump shutoff pressures shall
have a minimum system design pressure of 200 PSIG. This includes all sections of the fill and transfer piping from the deck fill
connection up to and including the tank cutout valves or manifold, and up to and including any branch line and cutout valve from the fill
and transfer main. The system design pressure for the remaining portions of the JP-5 filling and transfer system and other JP-5 systems
shall be in accordance with Section 505 or original ship's design specifications.
Filling - Filling connections shall terminate in a gate valve and a 90-degree elbow. The outboard flange of the elbow shall have a
8-inch flange, dimensioned and drilled in accordance with ANSI B16.5, 150-pound rating, for connecting to the fueling-at-sea nipple and
the probe fueling receiver hose assembly. The elbow shall have a 1/4 inch test valve, and a connection for a pressure gage. At stations
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used to deliver JP-5 to other ships, the elbow shall have a 3/4 inch stop-check type hose valve for attachment of compressed air hose. The
drilling of the inboard flange of the elbow shall permit facing the elbow forward, aft or athwartships. A check valve, in accordance with
Section 571 shall be provided outboard of each elbow for ships that have multiple probe receiving connections. The deck connection
terminals shall be arranged so that there will be at least 7 feet of clear working area between them and the deck edge. Their location shall
permit connection of fueling hose without using a short length of hose. Equipment shall be provided to receive JP-5, while underway, in
Each JP-5 fueling-at-sea station shall be provided with a hose flushing line containing a manually operated globe valve. The
flushing line shall connect to the fill connection outboard of the gate valve. The flushing lines at each fueling-at-sea station shall be routed
to the defueling main. Discharge into each contaminated JP-5 settling tank shall be via separate branches, through the pump rooms, from
the defueling main. Each branch into a contaminated JP-5 settling tank shall terminate approximately 48 inches above the bottom of the
tank with a perforated horizontal run approximately 24 inches long to reduce turbulence.
The JP-5 filling connections shall be connected by pipe branches to a JP-5 filling main, located on the second deck. Valves shall be
provided in the main, between the points of connection of the filling lines, and the main to permit main segregation. Cutout valves shall be
provided at the main, in the filling lines, from the deck connections. The fore-and-aft ends of the main shall terminate in supply risers to
the JP-5 transfer system. The receiving pressure at the deck connection shall not exceed 40 PSIG.
Tank liquid level indicating system - An electrical tank liquid level indicating system, in accordance with Mil. Spec. MIL-L-23886
with MF sensing technique, shall be installed in each JP-5 stowage tank, JP-5 service tank, JP-5 overflow tank, JP-5 defuel tank, JP-5 drain
tank and contaminated JP-5 settling tank. The contaminated JP-5 settling tanks shall be equipped with two indicating systems, one to show
JP-5/air interface and one to show JP-5/water interface. Overflow tank indicators shall be clearly marked to indicate the tanks from which
they receive overflows. A high level audible and visual alarm, integral with the tank liquid level indicator, shall be provided for tanks
overflowing overboard. For contaminated JP-5 settling tanks, the alarm shall be provided only for JP-5/air interface indicator. Tank level
indicators and alarms shall be located at any associated monitoring panel and at the respective tank manifolds or cutout valves.
High level alarms shall be set to actuate at approximately 95 percent of tank capacity. The selected alarm point shall be based on
providing an approximate 2 minute warning before overflow occurs, when the tank is being filled at its design fill rate.
In addition, contaminated JP-5 settling tanks shall have a cleavage type indicating system, in accordance with drawing, NAVSEA
No. S5501-841258.
JP-5 transfer system - A JP-5 transfer system shall consist of JP-5 transfer pumps, centrifugal purifiers and a piping transfer loop in
each JP-5 pump room. The loop shall be arranged to permit the transfer pumps to take suction from stowage tanks in one tank group and
distribute to JP-5 stowage tanks in any other tank group, and to JP-5 service tanks via the centrifugal purifiers. Capability shall be
provided to distribute JP-5 received from the filling system to any combination of stowage tanks and to deliver JP-5 from the stowage
tanks to the deck connections. In addition, the transfer system shall be capable of supplying JP-5 to the ship's fuel service tanks. A
transfer main shall be provided, interconnecting the transfer loops in the pump rooms. A cutout valve shall be provided in the main at the
junction with each loop.
The transfer system in each pump room shall be provided with two 300 gal/min centrifugal purifiers in accordance with Mil. Spec.
MIL-P-22088. The piping connections to and from the purifiers shall have flexibility to absorb the momentary vibration of the centrifugal
purifiers as they pass through their critical speed. The purifier clean fuel discharge line shall be provided with a sight glass to permit ready
determination of he purified JP-5 quality and a low flow switch to shut down the JP-5 transfer pump when actuated. The low flow switch
shall actuate on decreasing flow at 60 percent of the design flow of the purifier. A selector switch shall be provided to permit alignment of
the transfer pump with the low flow switch, and to permit bypassing the low flow switch when transferring between stowage tanks. A
means to delay or override the low flow switch during purifier start up shall be provided. An audio and visual alarm shall be provided in
each pump room to indicate actuation of the low flow switch. A switch shall be provided to silence the audible alarm.
Freshwater piping for centrifugal purifier priming shall be provided from the cold potable water system. The piping shall contain a
cutout valve, a reduced pressure backflow preventer, in accordance with section 532, and flexible connections at each purifier. Each
flexible connection shall be of sufficient length to permit full opening of purifier cover assembly without disconnection. The freshwater
supply shall be connected to a vital (classified "W") service that will be supplied with potable water at all times.
One transfer pump shall supply one centrifugal purifier.
Waste discharge from the purifier bowl shall be led to drain tanks sized to accommodate a minimum of 1200 gallons for each
purifier. Drain tanks shall be equipped with sounding tubes, air escapes to weather, and float switches, located at about 60 percent of the
tank capacity, and wired to sound an audible alarm. The casing drain and bowl drain for each purifier shall be led to these drain tanks
independent of each other. No valves shall be installed in these lines.
Drain tanks shall be provided with piping to permit emptying by the JP-5 stripping pumps and the oily waste transfer system. See
Sections 529 and 593.
Hand-operated chain hoists, in accordance with Mil. Spec. MIL-H-904 mounted on monorail tracks, shall be provided in each JP-5
pump room for removing the disc assembly from each centrifugal purifier. The rail shall pass directly over each purifier bowl. The rail
shall extend from the centrifugal purifier over a galvanized steel work table (approximately 3 feet by 8 feet, including sink, designed to
handle a load of 1100 pounds) upon which the disc assembly may be lowered for cleaning and servicing.
A single hoist and monorail assembly may be installed to service two purifiers. A minimum clear height of 6 feet 3 inches shall be
provided from the deck to the hoist hook.
The chain hoist shall have a minimum capacity of 1,500 pounds at a hoisting speed of 8 ft/min. The hoist trolley shall be manually
operated through non-overhauling gearing to provide positive control while traversing.
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Cross-connections with line blind valves shall be provided between the service pump suction main and the transfer main, and service
pump discharge header and the transfer pump header to permit use of the service pumps for off-loading JP-5.
Cutout valves shall be installed in the transfer lines connected to the JP-5 or ballast tanks, and shall be provided with a lock and a
label plate inscribed:
CAUTION
VALVES MUST BE LOCKED CLOSED WHEN TANK IS FLOODED WITH SEAWATER
Aircraft carrier JP-5 Service System - A JP-5 service system shall consist of JP-5 service pumps, filter/separators, a distribution loop
system and aircraft fueling stations. The service system in each JP-5 pump room shall consist of service pumps taking suction from the
JP-5 service tanks via a suction header and discharging JP-5 via a discharge header to the port and starboard risers to the filter/separators,
located in filter rooms, and the distribution system. The distribution system shall consist, essentially, of a loop formed by cross-connecting
port and starboard supply risers at the discharge of the quadrant filters, so that any service pump can serve any JP-5 aircraft fueling station.
The system shall be arranged so that it can be split into independent systems, each serving a quadrant of the ship.
Emergency drain-back (service pump bypass) piping shall be provided from each quadrant to the service pump suction header to
enable risers to be drained.
The piping system shall be sized so that each riser can convey the specified quantity of JP-5 to the fueling stations in that quadrant of
the ship in which the riser is located. The riser, mains and branches shall be designed for the required delivery capacity per hose with a
pressure of 30 PSIG at the hose nozzle outlet of the most remote fueling station.
For the condition of a service pump serving any station on the opposite side of the midships section of the ship from the pump, a
reduction in fueling capacity, commensurate with the increased system dynamic losses, is acceptable.
The JP-5 service pumps shall be provided with a 5-percent recirculating line with a stop-check valve. A label plate shall be installed
at the valve inscribed:
CAUTION
RECIRCULATION VALVE MUST BE OPEN BEFORE STARTING PUMP
The recirculating line shall connect to the combined transfer and recirculation tailpipe via a recirculation main. A relief valve shall
be installed in the port and starboard side of the recirculation main, and shall discharge into a service tank.
The combined recirculation and transfer (fill) tailpipe shall be led horizontally into and extended across the service tank at a height
of 6 inches below the bottom termination of the suction line (18 inches above the tank bottom) and at the opposite end of the tank from the
suction tailpipe. The horizontal line shall have a number of 1 inch holes drilled in it, facing upward, so that recirculated JP-5 bubbles out
of these holes below the surface of the
JP-5 in the tank. The number of holes shall be such that the JP-5 does not jet from the line but enters the tank at low velocity, to
minimize turbulence.
The pump room port and starboard JP-5 risers are each provided with a filter/separator, Mil. Spec. MIL-F-15618, class 1. The
filter/separator shall be installed with a bypass, vent, manual and automatic sump drain to the drain collecting system, and a pilot-operated
stop valve at the filter outlet to prevent delivery of water to the fueling stations. Facilities shall be provided in the filter rooms for the
removal and lowering of the filter heads, or manhole covers, in order to facilitate replacing filter elements.
Each supply riser from the second deck mains to the aircraft fueling stations shall be provided with a root valve for riser isolation.
JP-5 risers between the second deck distribution main and the aircraft fueling stations shall be run outboard of the hangar bay area.
However, on ships where the hangar bay area extends from shell to shell, the risers shall be run in the hangar bay area in a location hard
against the shell in areas which are considered protected and, where practicable, near the vertical legs of the flight deck bents to protect
piping from mechanical damage. In addition, the risers shall be protected by metal guards of sufficient strength to prevent mechanical
damage to the piping by moving vehicles or aircraft. Guards shall extend above the deck to a height of approximately 10 feet.
An AEL MK III fuel contamination detector kit and an AEL MK I free water detector shall be provided for monitoring of the fuel
delivered to aircraft and service tanks.
Amphibious Support Ship JP-5 Service Systems - The systems shall be similar to aircraft carrier type JP-5 service systems except
that the filter/separators shall be installed in the pump room or at the individual aircraft fueling stations. The filter/separators shall be
provided with capacity to serve a quadrant of the system or a particular aircraft fueling station.
Aircraft fueling stations - Each JP-5 aircraft fueling station shall be provided with one defueling pump, hoses, hose reels, piping and
valves. The defueling pump shall be a motor-driven, constant speed, positive displacement, vane type pump, Mil. Spec. MIL-P-19131.
Aircraft fueling hose, Mil. Spec. MIL-H-17902, stowed in the collapsed condition, and hard hose type aircraft defueling hose, Mil. Spec.
MIL-H-21291 shall be stowed on their respective hose reels, Mil. Spec. MIL-R-15917. Each hose reel shall be provided with 150 feet (3
50-foot lengths) of applicable hose. The supply line to each hose reel shall be provided with a combination of valves, located in a single
body, incorporating the following features:
Pressure regulation to control pressure at the aircraft fueling nozzle connection to 30 PSIG when fueling aircraft.
Solenoid-operated automatic fueling/defueling valve. The fueling/defueling valve shall be operated by a 2-position solenoid. The
solenoid shall be corrosion-resistant and shall have an epoxy resin molded coil. When the solenoid is energized, the valve shall be in the
fueling position. A solenoid control circuit, incorporating a solid state switch, shall be provided so that the valve shall be capable of being
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put in the defueling or evacuating position by breaking the electrical circuit. This shall be accomplished by means of a manual control
switch at the hose nozzle, or by a high resistance ground, or by breaking the ground connection to the aircraft tank being fueled.
A pressure sensing device which shall close the fueling valve when the pressure downstream of the regulation valve exceeds 60
PSIG.
A single, insulated control wire shall be extended through the hose and hose reel from the nozzle switch to the solenoid control. The
control circuit shall be limited to a current of a magnitude that circuit interruption will not involve sufficient energy to ignite JP-5 vapors.
A watertight master control switch or pushbutton shall be provided at a convenient location at each station to start and stop the
defueling pump and to provide power to energize the solenoid operated valve. The controls for each fueling station shall be enclosed in a
corrosion-resistant, watertight enclosure located in an area (insofar as practicable) protected from the weather environment.
A flanged 10-inch face-to-face spool piece shall be provided between the supply riser and its corresponding fuel/defuel valve at each
aircraft fueling station. The spool piece shall be located adjacent to the fuel/defuel valve and may be removed to facilitate inserting a
portable meter. Flanges shall be in accordance with Mil. Spec. MIL-F-20042 or Mil. Spec. MIL-F-24227.
The JP-5 defueling pump shall take suction from the aircraft fueling station supply riser piping adjacent to the hose reel inlet and
shall discharge, via a defueling riser, to the JP-5 defueling main, located on the second deck, which shall be independent of the JP-5
service main. Each defuel return downcomer from the aircraft fueling stations shall be provided with a root valve for downcomer
isolation. JP-5 defuel downcomers between the aircraft fueling stations and the second deck main shall be run outboard of the hangar bay
area, as specified for the supply risers. A vacuum pressure gage shall be installed between the hose reel and the fueling/defueling valve.
The aircraft fueling station defueling pumps shall discharge JP-5 to a slack storage tank via the transfer system. Those tanks
designated as aircraft defueling tanks shall be provided with a tankmanifold located in a pump room. The tank manifold shall be capable
of being isolated from the JP-5 filling and transfer main to permit defueling of aircraft during fueling-at-sea and transfer operations.
The defueling riser shall connect between the transfer main and the manifold. A cutout valve shall be located between the defueling
riser and the transfer main.
The forward and aft defueling riser shall contain a relief valve which discharges directly into one of the contaminated JP-5 settling
tanks.
A line, sized for the rated capacity of the defueling pump and containing a gate valve, shall be provided between the aircraft fueling
station supply riser and the suction side of the defueling pump to permit recirculation of JP-5. A hole shall be drilled in the gate valve,
sized for 5 percent of the defueling pump rated capacity, to cool the defueling pump via recirculation.
All 2 1/2 inch JP-5 hoses shall be provided with quick disconnect couplings, strainers, flanged and threaded nipples, and a 2 1/2 inch
pressure underwing type fueling nozzle. The quick disconnect couplings, strainers, and flanged and threaded nipples shall be in
accordance with Mil. Spec. MIL-C-19179, class 2. The 2 1/2 inch underwing fueling nozzles shall be in accordance with Mil. Spec.
MIL-N-5877 and shall have an approval sampling valve coupler. An approved sampling valve shall be provided for one nozzle at each
aircraft fueling station. Four 1 1/2 inch overwing type fueling nozzles shall be provided for ship's use. The 1 1/2 inch overwing fueling
nozzles shall be in accordance with Mil. Spec. MIL-N-26978 and fitted with strainers. Each aircraft fueling station shall be provided with
a means of flushing out the aircraft fueling hose via the underwing fueling nozzle into the defueling system prior to fueling aircraft. An
adapter, Mil. Spec. MIL-A-25896, for attaching the underwing fueling nozzle shall be installed down-stream of the defueling pump cutout
valve. The adapter shall be provided with a cap and chain, Mil. Spec. MIL-C-8605. An instruction plate shall be installed at each fueling
station indicating that aircraft fueling hoses shall be flushed via the underwing nozzle and adapter for a period of 2 minutes prior to fueling
aircraft.
Prior to placing aircraft fueling hoses onboard or in service, one end shall be capped and the other end elevated and filled with JP-5
and allowed to stand for 7 days, then drained and flushed; this procedure (filling, draining and flushing) shall be repeated daily until the
JP-5 is not discolored. The hose is ready for use when the discoloration of the JP-5 is no longer observed. Bulkhead brackets shall be
provided on aircraft carriers for stowage of 50-foot lengths of the hose in a horizontal position during this process, as required by Section
671.
Jet Engine Test Facility JP-5 System - A separate JP-5 service system shall be provided for the jet engine test facility.
The jet engine test facility service pump shall be located in a pump room and shall take suction from the aviation JP-5 service pump
suction header. The pump shall discharge to a supply riser which shall deliver JP-5 to the service cabinet of the jet engine test facility via a
filter/separator, Mil. Spec. MIL-F-15618, class I. The filter/separator shall be installed with a valved bypass, vent, manual and automatic
sump drain to the drain collecting system, and a pilot-operated stop valve at the filter/separator outlet to prevent delivery of water.
Facilities shall be provided for the removal and lowering of the filter/separator heads or manhole covers in order to facilitate replacing
filter/separator elements.
A separate JP-5 return line to the recirculation header of the aviation JP-5 service pump shall be provided from the service cabinet of
the jet engine test facility. An unloading valve shall be installed between the supply and return lines. The unloading valve shall be
installed at the service cabinet and shall maintain a pressure of approximately 50 lbs/in2, at the service cabinet inlet connection, under all
conditions of flow. A solenoid-operated quick-closing valve shall be provided in the supply line, upstream of the service cabinet.
A manually operated quick closing cutout valve shall be installed immediately upstream of the JP-5 supply inlet to the service
cabinet.
A cross-connection with a locked-closed valve shall be provided in the pump room, between the discharge of the jet engine test
facility service pump and the aviation JP-5 service pump discharge header, to permit emergency use of an aviation JP-5 service pump for
supply of JP-5 to the jet engine test facility.
A valved drain line with a check valve shall be provided to enable the filter/separator to be drained via the return line.
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JP-5 tank stripping system - A hand pump stripping system shall be provided in the JP-5 pump room for the JP-5 service tanks. The
system shall consist of a stripping line for each service tank containing a cut-out valve, which shall terminate in a tailpipe in accordance
with Section 505. The lines from each set of service tanks shall be combined. A hand stripping pump, sight glass, test connection, a check
valve, and cutout valve shall be installed in that order, downstream from the JP-5 service tank cutout valves in the JP-5 pump room. The
stripping line shall discharge overboard outboard of the bilge keel, with a check valve at the overboard connection, to the oily waste
transfer system, and to the contaminated JP-5 settling tank.
A stripping system shall be provided for all stowage tanks containing JP-5, and shall consist of motor driven stripping pumps,
located in each JP-5 pump room, taking suction from the main in each tank group, from the stripping tailpipe of the contaminated JP-5
settling tank, and discharging through a stop-check valve to the discharge tailpipe connection of the contaminated JP-5 settling tank, to an
overboard connection, and to the oily waste transfer system. The JP-5 or ballast tanks shall be stripped through the drainage system
tailpipes and their respective manifolds, and the JP-5 stowage tank stripping main. The JP-5 tanks not requiring ballasting shall be stripped
through stripping tailpipes, manifolds and the JP-5 stripping main.
The stripping pump discharge main shall be provided with a sight glass and a test connection.
The stripping systems in the forward and after JP-5 pump rooms shall not be cross-connected. Each stripping system discharge
main, forward and aft, shall be connected, via a locked-closed valve, to the JP-5 transfer main for consolidation of JP-5 remaining in JP-5
stowage tanks beneath the suction tail pipes. Stripping connections shall be provided to each stowage tank and service tank. The stripping
lines to the JP-5 service tanks shall be provided with line blind valves.
A cross-connection with a locked closed valve shall be provided between the JP-5 stowage tank stripping main and JP-5 service tank
hand pump stripping main to permit rapid stripping of the JP-5 service tanks.
The stowage tank stripping connections shall terminate in tailpipes in accordance with Section 505.
JP-5 Reclamation System - A reclamation system shall be provided in each JP-5 pump room to remove water and particulate matter
from JP-5 that has been discharged to the contaminated JP-5 settling tanks from the JP-5 stripping system, aircraft fueling stations and
fueling-at-sea hose flushing connections. Each system shall be arranged to permit the JP-5 transfer pumps to take suction from the
contaminated JP-5 settling tanks via the high suction tailpipe and discharge via a JP-5 reclamation pre-filter and JP-5 reclamation
filter/separator, in that order, to JP-5 storage tank manifolds or back to the contaminated JP-5 settling tank from which it takes suction.
The JP-5 reclamation filter/separator shall be in accordance with Mil. Spec. MIL-F-15618, class I. The JP-5 reclamation pre-filter
materials shall be in accordance with Mil. Spec. MIL-F-15618. Inlet and outlet connections shall be in accordance with Mil. Spec.
MIL-F-20042. A valved sampling connection shall be provided at the JP-5 pre-filter outlet.
Pumps - JP-5 pumps and associated piping shall be non-ferrous construction and installed so that the pumps will not become
airbound. When required, JP-5 service pumps in each pump room shall be primed by a central priming system consisting of a vacuum tank
with a priming valve for each pump. Floats in priming valves shall be capable of withstanding shut-off pressure of the service pumps.
Vacuum shall be maintained in the tank by two motor-driven vacuum pumps (one for use as a standby) controlled by pressure switches.
542g. Auxiliary JP-5 Systems for Aircraft Carriers (New Installations and Modifications to Existing Systems)
Transfer - The system shall be arranged to permit distribution of JP-5 from the aviation JP-5 service tanks, via auxiliary JP-5 pumps,
to service tanks for diesel-driven generators, to small boat deck service connections, and to tractor fueling stations. The distribution main
shall be located on the second deck. Test connections shall be installed at the discharge of transfer pumps for sampling the fuel.
The boat fueling stations shall be provided with hose to fuel boats when secured to the respective boom.
Service - Service tanks for emergency diesel generator sets shall be sized to stow enough fuel for at least 8 hours operation at full
load.
The supply from the auxiliary JP-5 service tank to the diesel engines shall be arranged so that manual priming of the engine is not
required.
A cutout valve shall be installed in the engine suction line at the service tank. The cutout valve shall be operable locally at the valve,
and remotely from outside, and adjacent to the compartment access.
Excess oil pumped by an attached engine fuel pump shall be recirculated back to the service tank supplying the engine. The return
line internal to the tank, shall have a 1/4-inch hole at the tank boundary to prevent syphoning of tank liquid.
542h. JP-5 System for Air-capable Type Ships (New Installations and Modifications to Existing Systems)
General - The JP-5 fill, transfer and service systems shall serve the helicopters, small boats, emergency diesel generators, emergency
gas turbine generators and auxiliary boilers, as applicable.
Tanks independent of ship structure shall be of welded construction. Material shall be steel, Mil. Spec. MIL-S-22698. For service
tanks, height shall be the largest dimension.
An electrical tank liquid level indicating system, in accordance with Mil. Spec. MIL-L-23886 with MF sensing technique, shall be
installed in each JP-5 stowage tank and JP-5 service tank. Overflow tank indicators shall be clearly marked to indicate the tanks from
which they receive overflows. A high level audible and visual alarm, integral with the tank liquid level indicator, shall be provided for
tanks overflowing overboard. Tank level indicators and alarms shall be located at respective tank manifolds or cutout valves.
High level alarms shall be set to actuate at approximately 95 percent of tank capacity. The selected alarm point shall be based on
providing an approximate 2-minute warning before overflow occurs when the tank is being filled at its design fill rate.
Where the oily water drain collecting system is not readily accessible, a 50-gallon JP-5 drain tank shall be installed.
Section 542
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Filter/separator vent and drain lines shall be valved and led, via a funnel, to the oily water drain collecting system or to the JP-5 drain
tank, as applicable.
Filter/separator sumps shall be provided with a valved test connection.
JP-5 system test connections within the ship shall be provided with funnel drains to the oily water drain collecting system or JP-5
drain tank, as applicable. The funnel shall be located 12 inches below test connection terminus.
JP-5 filling system - A pressure system for filling storage tanks shall be provided. The system shall be designed such that piping and
components are sized to obtain the required receiving rates with a minimum of 40 PSIG pressure at the deck filling connection. The filling
line shall connect to the transfer main serving the storage tanks. The deck connections shall be located at the fueling-at-sea stations to
accommodate receipt of JP-5 in bulk from shore facilities and accommodate specified fueling-at-sea arrangements.
Those portions of the JP-5 fill and transfer system which can be subjected to fleet oiler pump shutoff pressure shall have a system
design pressure of 200 PSIG. This includes all sections of the fill and transfer piping between the deck fill connection and the stowage
tank cutout valves and up to any branch line cutout valve from the fill and transfer main. The design pressure for the remaining JP-5
systems shall be as defined in Section 505 or the original ship's design specifications.
Replenishment deck connections for 4-inch and smaller fuel hose shall terminate in a gate valve in the vertical riser above the deck
and a 90-degree elbow, approximately 2 feet above the deck. The outboard end of the elbow shall have a male hose thread, Mil. Spec.
MIL-F-19488, for connecting to the quick-release coupling. A cap with chain shall be provided for the exclusion of contaminants.
The elbows shall have a 1/4-inch test valve and a tapped boss with a plug for attaching a pressure gage. At stations used to deliver
JP-5 to other ships, the elbow shall have a 3/4-inch stop-check type hose valve for attachment of compressed air hose. The drilling of the
inboard flange of the elbow shall permit facing the elbow forward, aft or athwartship. Deck connection terminals shall be arranged so
there will be at least 7 feet of clear working area between the terminals and the deck edge. Their location shall permit connection of the
fueling hose when using the quick-release coupling without the use of a short length of hose (fairlead).
JP-5 transfer - The transfer system consists of a 50 gal/min transfer pump and a 75 gal/min filter/separator, Mil. Spec. MIL-F-15618,
class 1. The system shall be arranged to permit transfer of JP-5 between storage tanks to deck filling connections and distribution of
filtered JP-5 to the deck connections for small boat filling and to the JP-5 service tanks.
The transfer system shall be based on a flow rate of 50 gal/min.
Small boat fueling stations shall be provided, port and starboard, at locations which will permit fueling of boats in their stowed
positions and afloat alongside. One-inch fueling hose, Mil. Spec. MIL-H-370 and a 1-inch nozzle, Mil. Spec. MIL-N-52110 shall be
provided. Hose and nozzle stowage shall be on a rack in a boat gear locker.
JP-5 service - Two JP-5 service tanks for helicopter service shall be installed. Each tank shall have sufficient capacity to support
maximum flight operation for 6 hours of the largest helicopter to be supported.
The JP-5 service system for servicing helicopters consists of a 100 gal/min service pump, a 100 gal/min filter/separator, Mil. Spec.
MIL-F-15618, class 1. The service pump shall take suction from either JP-5 service tank and discharge through the filter/separator to the
helicopter fueling station.
To permit helicopter fueling in the landing area or in flight, the helicopter fueling station shall be provided with:
One NATO High Capacity (NHC) configuration containing:
The on-deck assembly - 100 feet 2 inch non-collapsible hose from hose reel outlet to deck tie-down.
HIFR assemblies - the deck tie-down to helicopter, 100 feet 2 inch collapsible hose, 10 feet 2 inch HIFR rig hose with break away
coupling.
Adapters - D-1 nozzle adapter, sampling adapter.
Fueling nozzles - Closed Circuit Refueling (CCR) nozzle with 45 lb/in2 regulator, overwing fueling nozzle, recirculation nozzle, a
2-1/2 inch type D-1 underwing pressure fueling nozzle, Mil. Spec. MIL-N-5877 except that the nozzle shall be provided with a hose end
pressure control valve (HEPCV) to limit the pressure to a maximum of 55 lb/in2 with an approved nozzle sampling valve coupler and a
sampling valve.
A hose reel, Mil. Spec. MIL-R-15917, for stowage of non collapsible hose of the NHC configuration except that the electrical
circuit is not required, and the outlet connection shall be modified to accommodate a female 2 inch- 11-1/2 NPT fitting.
A locker for stowage of the HIFR rig, HIFR collapsible hose, nozzles, and fittings shall be provided near the helicopter fueling
station. The location of the hose reel shall not interfere with weapons and missile handling operations.
A cutout valve shall be provided in the helicopter fueling station in the JP-5 supply to the hose reel. A pressure gage shall be
provided downstream of the station cutout valve.
A helicopter deck tie down and a hook/keeper in accordance with drawing, NAVSEA No. 804-5184191 shall be provided for
securing the HIFR hose assembly fitting to the deck near the "H" (HIFR pick-up spot).
A flushing riser connected to the JP-5 storage tanks fill piping shall be provided for flushing out the helicopter fueling hoses, the
pressure nozzles and the HIFR rig. The flushing riser shall terminate near the helicopter fueling station with a valved test connection and
cutout valve, and an adapter in accordance with Mil. Spec. MIL-A-25896, for attaching the underwing nozzle. The adapter shall be
provided with a cap and chain in accordance with Mil. Spec. MIL-C-8605.
A warning plate shall be provided at the helicopter fueling station stating that the hose used for fueling shall be flushed prior to
fueling via the pressure nozzle and flushing connection until a clear and bright visual sample is obtained.
11
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Stowage facilities shall be provided for an AEL MK-III Fuel Contamination Detector Kit and an AEL MK-I Free Water Detector.
The JP-5 service pump shall be provided with a recirculating line with hydraulically operated diaphragm actuated adjustable
pressure regulating valve to permit excess JP-5 in the discharge from the pump to be recirculated to the tank from which the pump takes
suction when the capacity delivered exceeds the system demand. The regulating valve shall sense the pressure downstream of the JP-5
service filter separator. The valve shall maintain a minimum pressure of 30 lb/in2 at the helicopter fueling connection with a maximum
pressure of 100 lb/in2 at the sensing point of the pressure regulating valve when fueling a helicopter in the HIFR mode utilizing the
following 2-inch hose diamter hose components: 100 feet of non-collapsible hose (hose reel outlet to deck tie-down); 100 feet of
collapsible hose (deck tie-down to to HIFR saddle); 10 feet of non-collapsible hose (HIFR saddle to pressure nozzle) and adapters and
pressure nozzles (CCR nozzle and alternately with the D-1 nozzle with the HEPCV).
On deck fueling shall utilize the following 2-inch diamter hose components: 100 feet on non-collapsible hose (hose reel outlet to
pressure nozzle) and adapters and pressure nozzle (d-1 nozzle with the HEPCV).
The recirculating line from the service pump shall be led horizontally into and extending across the service tank at a height of about
6 inches below the bottom termination of the suction line and at the opposite end of the tank from the suction line. The horizontal line
shall have a number of 1 inch holes drilled in it facing upward, so that the
recirculated fuel bubbles out of these holes below the surface of the JP-5 in the tank. The number of holes shall be such that the fuel does
not jet from the line but enters the tank at a low velocity, thus minimizing turbulence.
A label plate shall be installed at the JP-5 pumps inscribed as follows:
CAUTION
POWER TO THE ELECTRIC MOTOR-DRIVEN JP-5 PUMP SHALL BE SHUT OFF AT ALL TIMES, EXCEPT WHEN
REQUIRED
A label plate at the JP-5 service pump shall be inscribed additionally as follows:
CAUTION
VALVES IN THE RECIRCULATING LINE SHALL BE OPEN PRIOR TO STARTING PUMP
An emergency shut-off switch shall be provided at the helicopter fueling station for stopping the JP-5 service pump motor.
JP-5 stripping system - The JP-5 storage, JP-5 service and JP-5 drain tanks shall each be provided with a 1 1/2 inch size stripping
tailpipe. Each stripping tailpipe shall contain a stop-check valve and be led to a stripping main. The stripping main shall contain a bronze
hand pump or a 25 gal/min motor-driven stripping pump, a sight glass, a valved test connection and a cutout valve, installed in that order.
The stripping pump shall discharge to the oily waste holding tank or contaminated oil settling tank (Section 541) via a stop-check valve.
Helicopter defueling system - Ships having aircraft maintenance facilities shall be provided with a 25 gal/min portable, air-driven
defueling pump for defueling the helicopters in the helicopter service area. The defueling pump shall take suction from the helicopter
fueling connection. The suction hose shall be 1 1/2 inches, in accordance with Mil. Spec. MIL-H-370, and shall be provided with a 1 1/2
by 2 1/2-inch adapter for attaching to the 2 1/2-inch underwing pressure fueling nozzle. The length of the suction hose shall be a minimum
of 10 feet. Hose and adapters shall be provided to permit the defueling pump to discharge to the fueling hose flushing line and to permit
disposal of contaminated JP-5 from a helicopter to the oily waste deck connections. A caution plate shall be provided at the hose flushing
line stating that the connection is for defueling of helicopter JP-5 clean fuel only and that contaminated helicopter fuel shall be discharged
to the oily waste transfer system deck connections.
The helicopter defueling pump and air motor shall be assembled as a portable unit with a lightweight pump foundation. Separate
racks are to be provided for stowage of fuel and air hoses. Caps shall be provided to preclude entrance of contaminants into the hose pump
and air motor. Defueling equipment stowage shall be provided in or near the helicopter fueling station.
542i. Repair and Overhaul of Existing Systems
542j. Shock
Section 542
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General - Section 505 provides strength, tightness and operational test requirements for piping systems and components. Section 192
provides tank test requirements.
NSTM Chapter 542 provides the testing and flushing requirements for gasoline, and JP-5 tanks, and piping systems
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Section 542
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SECTION 551
COMPRESSED AIR SYSTEMS
551a. Scope
This section contains requirements for all compressed air systems not contained in other sections herein.
551b. Definitions
Air Bank - An installation of two or more air flasks to provide a reservoir of compressed air for a specific service
Air Flask - A pressure vessel for storing compressed air above 600 lb/in2
Air Receiver - A pressure vessel for storing compressed air at 600 lb/in2 and below
Impulse Flask - A reservoir for storing compressed air used for torpedo ejection
Relay Tank - A small capacity compressed air receiver which minimizes the effect of pressure pulsations
Low Pressure Air Compressor - One having a discharge pressure of 150 lb/in2 or below
Medium Pressure Air Compressor - One having a discharge pressure from 151 lb/in2 to 1,000 lb/in2
High Pressure Air Compressor - One having a discharge pressure above 1,000 lb/in2
Vital Service Main - That portion of the ships service air system which serves equipment whose continued operation is
essential for safety, maintaining ship control, propulsion, communications, seaworthiness, and combat capability
Non-Vital Service Main - That portion of the ship's service air system which supplies services not covered by the
definition of vital services main
551c. General (New Installations and Modifications to Existing Systems)
Air Flasks - Air flasks shall be in accordance with Mil. Spec. MIL-F-22606 service A, type GF, class 3,000 or 5,000 as
appropriate. Label plates shall be installed on air flasks to indicate hydrostatic test pressure and date on which flasks were
tested. Air flasks shall not be mounted directly on bulkheads nor rest against deck beams or bulkhead stiffeners. They shall
be installed in a vertical or near vertical position. The near vertical position is defined as any position from the true vertical
which will permit complete drainage, with the ship on an even keel, without extending the drain line into the flask. (+ 20o
from vertical is acceptable).
The air inlet and outlet connection shall be at the top of each flask and the drain connection at the bottom of each flask.
These connections shall be located in an accessible location and shall be standard union connections in accordance with
drawing NAVSEA NO. 810-1385943 for class 3,000 air flasks and drawing NAVSEA No. 810-1385884 for class 5,000 air
flasks. These unions, if located in an inaccessible location, shall be drilled and wired to prevent backing off. No part of the
drilled hole shall be located inward past a diameter equal to the hex flat dimension. Other methods to prevent nut loosening
shall be approved by the Supervisor. Plugs for all flasks shall be in accordance with Mil. Spec. MIL-F-22606 except as
noted below. The drain end of the flask shall be fitted with 1/4-inch nominal pipe size drain. Drain lines from flasks in an
air bank may be combined. Each drain shall contain a cutout valve and a throttle (needle) valve. Where drain lines are
combined, only one throttle valve located in the common line downstream of the flask cutout valves shall be used. Extension
rods shall be provided if necessary for operating the drain valves.
Each air bank shall be provided with a pressure gage and each flask with cutout valves to permit isolating a leaking
flask or removing it for repair.
Air Receivers - Receivers shall be in accordance with Mil. Spec. MIL-T-15301. Where considered advantageous,
manholes and hand holes of a stud pad design may be utilized on the receiver (in lieu of the design specified in
MIL-T-15301).
Cutout valves in the inlet and outlet connections and a bypass with a valve shall be provided for each receiver.
Section 551
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Receivers shall be provided with pressure gages and relief valves. The relief valve shall be installed as close as
practicable to its connection on the receiver shell without intervening valves.
A drainage connection shall be provided on each receiver at the lowest point. If the receiver is installed in a vertical
position, the bottom shall be convex to ensure complete drainage. The receiver shall be equipped with manual and automatic
drainage.
If the size of the receiver permits, an 11-by 15-inch oval manhole shall be provided for access for cleaning of the
interior; otherwise, a sufficient number of hand holes shall be provided to permit complete cleaning of the interior.
When replacing air compressors such that total compressor capacity has increased over that existing, an analysis shall
be made to determine if existing air flask or air receiver capacity is adequate to prevent excessive compressor cycling.
Piping - Each system shall be complete in all respects with gages, valves (stop, check, relief, reducing), drainage
arrangements, pressure controls, flasks, receivers, strainers, filters, and separators. Piping shall be arranged to eliminate
pockets where moisture may collect. Where pockets or low points are unavoidable, drains shall be provided at the pockets.
Dead end piping shall be kept to a minimum. Means shall be provided to prevent excessive temperature rise due to rapid
compression. Where practicable, all air piping, particularly that which supplies vital services, shall be located to take
advantage of ballistic protection and the underwater side protective system. Otherwise the piping shall be located to take
advantage of all the protection which may be available, such as bulkheads, trunks, and other structure.
The mains of loop systems shall be separated from one another to reduce the extent to which the system can be put out
of service by local damage. Valves shall be installed to permit isolation of damaged portions of the systems and to provide
maximum flexibility in operation. Cutout valves shall be provided in the mains at the most forward and after ends of the
loop, on each side of the junction with cross-connections, and in each cross-connection at their junction with the mains.
Air systems shall be provided with means for bleeding down for repair purposes. Gage lines shall be provided with a
bleed-off plug on the cutout valve or between the gage cutout valve and the gage. The bleed-off plug shall be provided with
means for slowly releasing the air which may be trapped between the gage and the gage valve, without completely removing
the plug.
Air piping, except where air banks are provided, shall be capable of delivery rates equivalent to the combined discharge
rates of the compressors. Where air banks are provided, the air delivery rates shall meet the demands of the equipment
served.
Drain line terminals on moisture separators, flasks and receivers shall be located so that the discharge is clearly visible
to the operator of the drainage valve. Provisions shall be incorporated to ensure ease of inspection and cleaning of piping air
flasks and other components.
Unless otherwise specified herein, relief valves in piping systems shall be set in accordance with the criteria delineated
in Section 505. Discharge piping from relief valves shall be directed so as not to damage machinery or equipment, or
endanger personnel.
Pressure reducing stations shall be in accordance with Section 505 and this section.
Filters for high and low pressure air system reducing stations shall meet the filtration requirements specified in Mil.
Spec. MIL-V-24272 unless otherwise specified herein.
Automatic Cutout Valves - Automatic stop valves, in accordance with Mil. Spec. MIL-V-24394, shall be installed
immediately upstream of each hose outlet which supplies air at a constant pressure above 150 lb/in2 and at installations as
specified herein. Automatic stop valves are not required in applications where there would be large variations in the
downstream service pressure, such as when charging an air flask, but appropriate, conspicuous warning signs, telling
personnel to exercise caution and to stand off during charging, shall be provided. Automatic stop valves shall not be
exposed to the weather and shall be accessible for resetting, testing and overhauling. Valves or flow restrictions shall not be
installed between the automatic stop valve and hose connection. A test connection teed off the line between the automatic
cutout valve and the hose connection shall be installed for testing the automatic cutout valve. This connection shall
discharge to the atmosphere, arranged so as not to endanger personnel. The size of the test connection shall be the same as
that of the piping in which the automatic valve is installed. The test connection shall be arranged so that an orifice disc,
calibrated to give the maximum delivery of air required by the service, can be installed to test the automatic valve for normal
functioning as well as to test the automatic shut-off feature.
Section 551
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2004 Edition
551d. High Pressure Air System (New Installations and Modifications to Existing Systems)
General - This system shall provide air at 3000, 4500, or 5000 lb/in2, as specified, for charging air banks and for
supplying services at required pressures as specified herein. See paragraph 551n for Oxygen - Nitrogen producer air
systems.
The high pressure air system shall consist of a high pressure compressed air plant, a high pressure air main, and
branches to subsystems and equipment.
High pressure compressed air plants shall consist of oil-free compressors, 0.5-cubic foot moisture separator flasks, air
dehydrators, and plant storage air flasks, in that order. A check valve shall be provided between the moisture separator flask
and the dehydrator. Plant storage flask capacity in cubic feet shall be a minimum of 50 percent of compressor capacity in
cubic feet per hour for ships with two compressors and 25 percent for three or more compressors. For dual pressure range
compressors (such as ship service/O2N2 service), the compressor capacity utilized for determining storage flask capacity shall
be that associated with the nominal ship service operating pressure.
The moisture separator flask shall be in accordance with Mil. Spec. MIL-F-22606 service A, type SF and shall be
installed as close as practicable to the compressor. The drain end of each separator flask shall be fitted with a 1/4-inch
nominal pipe size drain. Each drain shall contain a cutout valve and a throttle (needle) valve. A relief valve and pressure
gage shall be installed upstream of the moisture separator flask if these components have not been provided with the
compressor.
A replaceable desiccant cartridge type dehydrator capable of providing air at a dew point of minus 60 degrees F for a
minimum of four hours shall be installed in a bypass around each plant dehydrator. Isolating valves shall be installed for the
plant dehydrator and the bypass cartridge dehydrator.
An automatic pressure switch control line for the compressor shall be connected directly downstream of the plant
storage air flask. An additional pressure switch shall be installed in the compressor discharge header upstream of the first
cutout valve to protect the compressor against overpressurization in the manual and automatic operating modes. The switch
shall have a manual reset. A locked open cutout valve shall be installed in the control line for all pressure switches.
If more than one high pressure compressed air plant is located in the same compartment, the plant storage air flasks
shall be grouped and discharged from a common header to the high pressure air main.
For aircraft carriers, the high pressure air main shall consist of a vertical loop with the lower portion of the loop running
through the machinery spaces to include services low in the ship and the compressed air plants supplying the system, and the
upper portion of the loop beneath the flight deck with extensions fore and aft as necessary supplying the required services
higher in the ship. The upper and lower portions of the loop shall be connected by risers, one located in the forward most
machinery room, and one located in the after most machinery room.
For combatant and auxiliary ships, the high pressure air main shall consist of a single main running beneath the main
deck and extending to include the services and the compressed air plants serving the system.
For other ships with a wide breadth and numerous services, such as tenders, the high pressure air main may consist of a
horizontal loop with two mains, one port and one starboard,running beneath the main deck and extending fore and aft as
necessary supplying the required services. The port and starboard mains of the loop shall be cross-connected at the forward
and the afterward extensions of the mains.
Each branch from the high pressure air main to an air bank shall be provided with a cutout valve and a check valve
(allowing air to flow only into the bank) in that order. A reverse flow by-pass with a normally closed valve shall be installed
around the cutout valve and check valve.
The high pressure air system shall be cross-connected with the vital service air main of the ship service air system
through a reducing manifold set at 80 PSIG outlet pressure. The relief valve setting for this manifold shall be set at the same
pressure as used for the relief valve on the ships service system receiver.
Air banks shall be provided as required to provide the services as specified in this section.
High pressure reducing stations shall be of a manifolded construction in accordance with MIL-V-24272, when
availability permits.
Services - The high pressure air system shall supply air at required pressures for services and equipment including, but
not limited to:
Section 551
S9AA0-AB-GOS-010
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Air for Torpedoes - An outlet from the high pressure air system for charging torpedo tube breech mechanisms
(flasks) shall be installed within 10 feet of the breech of each torpedo tube installation.
At each charging station, the following components shall be provided downstream of the air bank: A stop valve,
50-micrometer nominal size filter, a throttling valve, a valved bleed connection, a pressure gage, a relief valve and a threaded
charging connection with cap and stay chain suitable for use with the hose furnished with the torpedo tube. The charging
connection shall be conveniently located for charging torpedo tube breech mechanisms (flasks) when they are on the tubes or
removed and stowed in the breech mechanism holding rack.
Torpedo workshops shall be provided with compressed air as follows:
A 3,000 lb/in2 outlet via a stop valve, cartridge type oil filter, gage, and bleeder-type stop valve with cap, and
stay chain for the air charging line.
A 500 lb/in2 test outlet from the 3,000 lb/in2 system through fittings in the following order:
A stop valve, strainer, separator, 3,000/500 lb/in2 reducing valve, a relief valve, pressure gage, and a
bleeder-type stop valve similar to that at the high pressure outlet. On tender or other ships which may be required to service
a large number of torpedoes, the air service outlets required above shall be provided at workbenches and at torpedo
overhaul-and-test stands.
The stop valves listed above are in addition to the branch cutout valves at the main.
Air for GMLS Magazine Missile Water Injection System - An outlet from the high pressure air system for
charging the GMLS magazine water injection compression tank shall be installed adjacent to the tank. The outlet shall be
provided with fittings in the following order: A throttling valve, pressure gage, relief valve, automatic stop valve, test
connection with an orifice for testing the automatic stop valve, hose connection with cap and stay chain, and a portable
charging hose. A hose rack shall be provided adjacent to the charging station for stowing the hose when not in use.
Air for GMLS Missile Services - Air flasks shall be installed to store air to be used for missile strikedown. A
reducing manifold shall be installed so that the flask air will be delivered to the air motors at 100 lb/in2. The outlets shall be
protected or shielded from blast.
Emergency Pneumatic System for Air Motor Operated Valves - An air flask charged form the high pressure air system
shall be provided to supply air via a reducing station to valve air motors for emergency closure of pneumatically operated
machinery plant valves when the ship service air system is inoperative or inadequate. The flask shall have sufficient volume
to fully close each valve which it supplies at least once.
551e. Gas Ejection and Counter-Recoil Systems (New Installations and Modifications to Existing Systems)
General - An air bank and reducing station shall be installed in the high pressure air system to provide air to the gun
mounts for gas ejection, and for emergency and maintenance operation of the gun barrel training and elevating motors.
The air bank shall be sized such that replenishment of air to the bank will not be necessary during firing of all allotted
ammunition. Downstream of the reducing station, the following components shall be installed in this order: An automatic
stop valve, test connection with an orifice for testing the automatic stop valve, pressure gage, and a relay tank with locked
open cutout valve.
The gas-ejecting air supply from relay tanks in handling rooms of gun mounts shall be provided through the central
column pedestal and the base casting respectively and shall be rigidly connected thereto. This connection shall consist of a
swivel joint or flexible tubing where conditions prevent the use of fixed piping and a swivel joint. All piping and fittings up
to this connection shall be provided. Cutout valves for branches shall be installed in accessible locations.
A branch shall be tapped off the gas ejection line and reduced to required pressures for supplying air for emergency and
maintenance operations of the training and elevating systems.
An outlet shall be provided upstream of the gas ejection air bank for an emergency supply to charge counter-recoil
cylinders.
Relay Tanks - The relay tanks shall be installed as close to the gun or guns they serve as practicable. The capacity of
the tanks shall be in accordance with the following table:
Section 551
Size of Gun
3 inch
5 inch
8 inch
16 inch
S9AA0-AB-GOS-010
2004 Edition
Cubic Fee of Free Air

Per Barrel
2
2
7 1/2
26
The relay tanks shall be cylindrical with dished heads. The bottom heads of vertically mounted tanks shall be convex to
permit complete drainage. Hand holes with bolted covers shall be installed near the bottom of the tanks for cleaning
purposes.
Pressure Gages - Pressure gages for the gas ejecting systems shall be installed so as to be easily observed by the gun
crews, one gage for each gun mount.
551f. Air Helicopter Services (New Installations and Modifications to Existing Systems)
For ships that require compressed air in lieu of nitrogen for helicopter air services, air shall be provided from the high
pressure air system and shall meet the requirements specified in Section 552. In addition, see NAEC Publication 91122,
"Helicopter Facilities Bulletins".
551g. Starting Air Systems (New Installations and Modifications to Existing Systems)
General - For diesel and gas turbine engines that require compressed air for starting, air shall be provided from the high
pressure air system or by separate air compressors via starting air flasks and a reducing manifold. If practicable, starting air
flasks shall be installed in the same compartment with the engine.
Air piping between the starting air flasks and the engine shall have sufficient flexibility to withstand vibrations resulting
from normal operation of the unit.
Ship Service Diesel Generator Engines and Emergency Diesel Generator Engines - An air bank and reducing manifold
shall be installed for each diesel generator engine served. Each air bank shall be sized to provide a minimum of ten
consecutive starts, consisting of one cold start and nine hot starts as defined in Mil. Spec. MIL-E-23457. A locked-open
valve shall be provided at each flask discharge. The reducing manifold shall be installed downstream of the air bank for each
diesel generator engine. The reducing manifold shall be set at the required air starting pressure of the engine served. To
indicate when all manually operated valves are set up for automatic operation, all cutout valves, except the bypass valve
around the reducing valve, shall be installed with a switch connected to a green indicator light on the switchboard associated
with the diesel generator and on the electric plant section of the main control console indicating that the valves are in the
open position.
An additional air bank, sized to provide a minimum of ten consecutive starts, as defined above, shall be installed for
each compartment which contains one or more diesel generators, to provide for stowage of a backup supply of starting air to
be used in case of starting mode malfunctions that deplete the normal starting air flasks. The discharge from the backup air
bank shall be connected to each starting air supply main upstream of the reducing manifold. The backup flasks shall be
isolated from each starting air supply main by a normally-closed cutout valve. The inlet to the backup starting air bank shall
be provided with a pressure gage. An information plate shall be installed adjacent to the flasks requiring the flasks to be
fully charged, the inlet cutout valve closed and the inlet pressure gage monitored at least once a watch. To indicate that
backup starting air is reserved for emergency use, the backup air flasks inlet cutout valve shall activate a green indicator light
on the associated diesel generator switchboard to indicate the valve is closed.
The discharge from the pressure reducing station shall be provided with a manual starting air valve and an automatic
starting air valve installed in parallel. The automatic starting air valve shall be actuated by one or more solenoid valves as
necessary. The solenoid valves shall be arranged to open the automatic air starting valve on low voltage of the ships service
supply to the emergency switchboard and to close on normal voltage when the generator switchboard is aligned for
automatic backup starting. The common activating line to the solenoid valves shall be provided with a filter.
Section 551
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To indicate when all manually operated valves are set up for automatic operation, all cutout valves, except the by-pass
valve around the reducing valve, shall be installed with a switch connected to a green indicator light on the switchboard
associated with the diesel generator and on the electric plant section of the main control console indicating that the valves are
in the open position.
The ship service diesel generator engine starting systems shall enable any ship service generator to be designated as the
generator with automatic starting as specified above.
A control valve shall be installed in the compressed air starting system to preclude the initiation of the automatic
starting sequence when the engine is running. The control valve may be activated by engine fuel, lubricating oil, or cooling
water pressure. The control system shall be designed to preclude closing of the valve until the engine reaches normal idling
speed. The control system shall be automatically reactivated after engine shut-down to permit any subsequent automatic start
sequence that may be required.
Propulsion Diesel Engines - The starting air installations shall be similar to that of the ship service diesel generator
engines and emergency diesel generator engines except that the automatic air starting valve, solenoid valves and the
indicating light for automatic operation shall be omitted.
Where remote propulsion diesel engine starting capability is required, a solenoid operated starting air valve shall also
be installed.
Propulsion and Generator Gas Turbine Engines - An air bank shall be installed for each compartment which contains
one or more gas turbine engines, to provide a supply of starting air for initial starting of any gas turbine engine in that
compartment. Air flasks shall be sized to provide a minimum of three consecutive starts for each engine served. A locked
open valve shall be provided at each flask discharge.
A reducing manifold shall be installed downstream of the air bank. The reducing manifold shall be set at the required
air starting pressure of the engine or engines served.
Where bleed air from another gas turbine in operation is provided for subsequent starting of additional engines, a check
valve and pressure gage, in that order, shall be installed downstream of the reducing manifold. The bleed air supply line
shall be connected to the compressed air starting system downstream of this check valve and pressure gage. In addition, the
bleed air supply line shall be provided with a check valve and isolation valve at its connection to the compressed air starting
system.
The starting air supply piping downstream of the reducing manifold shall be provided with a cutout valve and control
valve. For ships having two or more gas turbines that are started via a common reducing manifold, the starting air supply
piping downstream of the reducing manifold shall branch into separate lines for each engine served and each air supply line
shall be provided with a cutout valve and control valve. The control valve shall function to allow air flow to the turbine
starter on command, secure starter air flow when the starter reaches cutout speed, and to preclude an inadvertent admittance
of starting air to the starter during engine operation.
551h. Ship Service Air System (New Installations and Modifications to Existing Systems)
General - The ship service air system shall provide low pressure compressed air at 125 lb/in2 via low pressure
compressed air plants, a vital service air main, a non-vital service air main and branches from each main to air user services.
For aircraft carriers, each low pressure compressed air plant shall consist of a 1,250-standard cubic ft/min centrifugal
compressor. For other ships, each low pressure compressed air plant shall consist of a 100 or 200 standard cubic ft/min
oil-free reciprocating compressor, a type I dehydrator of equal capacity, and an air receiver, in that order. The minimum
capacity of the air receiver in cubic feet shall be at least 20 percent of the compressor capacity in standard cubic ft/min.
Each low pressure compressed air plant shall discharge to a vital service air main that extends the length of the main
machinery spaces and shall provide ship service air to all vital demands and the non-vital air main.
The non-vital air main shall be supplied by the vital service air main via pressure regulating (priority) valves. These
valves shall be in accordance with Mil. Spec. MIL-V-24384, type III, with a set point of 85 lb/in2 and a capacity dependent
on the size of the low pressure air compressors, the number of priority valves, and the total non-vital air demand. An
isolation valve and a pressure gage shall be installed in the line upstream and downstream of each priority valve so that
periodic maintenance may be accomplished.
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For aircraft carriers and ships with a wide breadth and numerous services, such as tenders, the ship service non-vital
system shall consist of a loop. For other ships, the ship service non-vital air system shall consist of a single main.
The pressure drop from the receivers to the most distant point served by the ship service air system shall not exceed 10
lb/in2 for the vital services and 15 lb/in2 for the non-vital services when air is flowing at the maximum rate demanded by the
service at the designed conditions. However, this may be exceeded if the ultimate end-use pressure is compatible with the
equipment served. The discharge lines between compressors and receivers shall be as short and as free from bends as
practicable. Wherever moisture free air is required in excess of the characteristics of the dehydrator forming part of the low
pressure compressed air plant, a moisture separator shall be provided.
An emergency source of air shall be provided to the vital service air main from the high pressure air system via a
reducing manifold set at 80 psig outlet.
Destroyers, cruisers, frigates and carriers shall have vital/dry air systems governed by the following configuration
control drawings:
Ship Class
AGFF 1
CG 16
CG 26
CGN 9
CGN 35
CV59, 63, 67
DD 931
DD 933
DD 945
DD 948
DD 963
DDG 2
DDG 31
DDG 35
DDG 37
FF 1040
FF 1052
FFG 1
FFG 7
Control Drawing No.

845-4347250
845-4347242
845-4347240
845-4355376
845-4355375
513-5293677
845-4347251
845-4347252
845-4347253
845-4347254
845-5182305
845-4347243
845-4347244
845-4347245
845-4347241
845-4347247
845-4347246
845-4347249
845-5182304
Vital Service Air - The vital service air main shall supply air for vital systems and equipment, including, but not limited
to:
Aircraft elevator locks
Catapult steam accumulator fill and blowdown, and trough heating control valves, via a 125/100 lb/in2 reducing
manifold
Catapult waterbrake system
Catapult control air charging panel
Arresting gear anchor damper system valves
Catapult steam riser air-operated quick closing cutout valves
Barricade tensioning air motor hose valve stations
Air supply for HARPOON vent dampers, with air receiver of sufficient volume to cycle vent dampers through a
specified number of cycles, with a bottled nitrogen back-up to the receiver.
Air conditioning plant control, via a pressure reducing manifold and moisture separator.
Air operated valves and controls associated with the propulsion plant, except where valve operation requires
the use of high pressure air.
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Combustion and feedwater control air via a moisture separator as either the normal source or stand-by source.
Air operated hoists and bridge cranes for weapons, via a filter/regulator/oiler assembly in accordance with Mil.
Spec. MIL-O-82042 equipped with metal bowl guards and union end fittings in accordance with Mil. Spec. MIL-F-1183.
Electronic dry air system to supply waveguides, transmission cables and other equipment requiring clean
dehydrated air via type II dehydrators.
Sonar dome pressurization system
Emergency air supply to low pressure O2N2 plants
Tank level indicating systems
Pneumatic message tubes
Low pressure emergency air breathing system
Air operated valves and controls for air deballasting system
Air operated valves and control for PRAIRIE and MASKER air systems
For operation of the pneumatic tube system, air shall be supplied at 5 lb/in2 pressure to the tube terminals through
a reducing valve and an air receiver. For additional requirements see Section 435.
Sonar dome air pressurization system shall be provided to supply pressurization air to the sonar dome system.
The piping installation shall meet the requirements of the applicable technical manuals governing the sonar dome installation
and certification.
Electronics Dry Air - A dry air system shall be provided to supply radar wave guides and other electronic equipment
with clean, dry air as required. The supply for the electronic dry air system shall be taken from the vital service air main via
type II or membrane type air dehydrators.
The number and capacity of dehydrators shall be determined from the service requirements and shall provide for 100
percent standby. Air dehydrators shall be installed in parallel so that one serves as a standby for the other. Piping shall be
arranged so that dry air may be supplied to the electronic equipment from any air dehydrator or combination of air
dehydrators. Where pockets or low points in the piping are unavoidable, drain lines shall be installed at low points.
The electronic dry air system shall provide dry air direct to electronic equipment and transmission systems through air
control panels in accordance with drawing, NAVSHIPS No. 803-1385925.
The dehydrator dew point GO/NO-GO indicator shall actuate visible and audible alarms in the CIC and manned
electronic equipment spaces as well as locally when the dew point of the effluent air rises above -20o F at 80 PSIG.
Non-Vital Service Air - The non-vital service air main shall supply air at required pressures for non-vital systems and
equipment including, but not limited to:
Operation of pneumatic tools, with hose outlets in propulsion plant spaces, auxiliary plant spaces, on weather
decks, in all shops and in other locations where pneumatic service is required. All pneumatic tool air outlets shall be
supplied at a maximum pressure of 90 lb/in2 from a filter/regulator/oiler assembly, Mil. Spec. MIL-O-82042, equipped with
metal bowl guards, and union end fittings in accordance with Mil. Spec. MIL-F-1183.
Ventilation of torpedoes, with outlets located in the torpedo workshop provided with, in the order given, a stop
valve, strainer, separator, reducing valve (having an adjustable low pressure setting from 25 to 50 lb/in2), relief valve,
pressure gage, and a male hose outlet with cap and stay chain, suitable for 5/8-inch pneumatic hose. The assembly shall
include metal bowl guards in accordance with Mil. Spec. MIL-O-82042.
Cleaning electric machinery, instruments, and electric appliance controls, with hose outlets in propulsion plant
spaces, auxiliary plant spaces, electrical plant spaces, and other spaces where electric machinery is installed. A cutout valve
and moisture separator shall be installed for each outlet or group of outlets. Each outlet shall be provided with a hose and
blow gun. The blow gun shall be fitted with an orifice designed for a discharge pressure of 25 lb/in2.
Blowing out pitot-tube type rodmeters for log nulling system and sea cock for remote draft indicator system with
outlets convenient to the rodmeter and sea cock installation.
Cleaning fixed carbon dioxide indicator systems.
Drying rocket launchers, after wetting down dud rockets, with outlets adjacent to such apparatus.
Charging pump air chambers, hydraulic cylinders, and chilled and hot water expansion tanks through stop-check
hose valves. Air chuck charging may be utilized for these services.
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Air supply for dental operating room, prosthetic laboratory, and eye, ear, nose, and throat treatment room, via a
stop-check valve, 1-1/2 cubic foot receiver, cutout valve, air reducing valve (100/50/5 lb/in2), relief valve, filter, and branch
lines to each chair and outlets in these spaces.
Blowing out sea chests if a steam line is not available. Outlets shall be centrally located so each can serve as
many sea chests as practicable. The following shall be installed in the order enumerated at each outlet: Needle valve,
stop-check valve, gage, relief valve set at 40 lb/in2, bleed-off connection, and capped hose connection.
Charging pilot house window-washing supply tank.
Blow back of fueling hose (DFM and JP-5) with hose outlets at fueling stations on fleet oilers and other ships
which supply escorts with oil. A cutout valve, gage, bleed-off connection, and capped hose connection shall be installed in
that order.
Blowing out dry piping of sprinkling systems.
Laundry equipment air reduced to 80 lb/in2 as required for the various services.
Hose outlets in the filter cleaning shop air at 50 lb/in2.
Nitrogen booster pump supply (see Section 552).
Supply for sewage holding tank aeration (as applicable, see Section 551o.).
Helicopter aircraft services and maintenance (100 lb/in2 for hoist and 50 lb/in2 for helo shops). (See Section
551f.)
MK12, Mod 5 torpedo tubes, a service supply line to the torpedo tube magazine.
All air operated hoists shall be supplied from a filter/regulator/oiler assembly Mil. Spec. MIL-O-82042 equipped
with metal bowl guards, and union end fittings in accordance with Mil. Spec. MIL-F-1183.
Air supply to ship's air whistle.
Compartment air testing, with outlets in number and location so that every air test fitting can be reached with a
100-foot length of hose.
551i. Control Air System (New Installations and Modifications to Existing Systems)
General - The control air system shall provide low pressure compressed air for air operated valves and controls
associated with each propulsion plant via a control air main that extends the length of the propulsion plant spaces and
branches from the main to air user services.
The air supply for the control air main shall be via a separate branch from the vital air main of the ship service air
system or by dedicated control air compressor plants. Each space served by the control air main shall have a separate air
supply line or dedicated control air compressor plants. A low pressure alarm switch shall be provided in the system to
indicate if the pressure falls within 5 lb/in2 of the minimum required pressure (See configuration control drawing). Low
pressures shall activate an audible and visual alarm locally, and remotely as specified by the configuration control drawing.
Where the supply is provided from the vital air main of the ship service air system and moisture free air is required in
excess of the characteristics of the dehydrator forming part of the low pressure compressor plant serving the ship service air
system, a Type I dehydrator shall be provided in each supply line serving the propulsion control air main. Each dehydrator
shall be sized to provide the air requirement of each space served.
Where the supply is provided from a dedicated control air compressor, the plant shall consist of a 100 or 200 standard ft
cubic/min oil-free reciprocating compressor, a Type I dehydrator of equal capacity and an air receiver, in that order. The
minimum capacity of the air receiver in cubic feet shall be at least 20 percent of the compressor capacity in cubic feet per
minute.
Where multiple control air compressor plants are located in the same compartment, the discharge piping shall be
connected to the propulsion control air main via a common header.
Isolation valves shall be provided in the propulsion control air main on both sides of bulkhead penetrations, and in each
air supply line at their junction with the main.
Control air shall be supplied as required for all pneumatic controls and equipment associated with the propulsion plant
including, but not limited to: Combustion and feedwater controls, engine room and pilot house control stations, clutch and
speed control, maneuvering valves, engine room cut-off valves, governor actuators, shaft brakes, turning gear, and pitch
systems.
Section 551
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551j. Emergency Breathing Air System (New Installations and Modifications to Existing Systems)
The high pressure air system and the vital service portion of the ship service air system shall provide emergency
breathing air via Emergency Air Breathing (EAB) stations located in specified pump, main and auxiliary machinery rooms,
emergency generator rooms and other designated watch stations and spaces. Any air system employing a membrane type
dehydrator that depletes the oxygen content of the process air stream shall not be used to directly, or indirectly, supply
emergency breathing air. Breathing air from each EAB station shall meet the minimum air purity requirements specified in
ANSI Publication Z-86.1, 1973 (CGA Spec. G-7.1) for Type 1, Grade D breathing air. When membrane dehydrators are
used in high pressure air systems that supply air to emergency air breathing stations, provisions shall be made to recycle any
oxygen removed from the air stream back into the air stream. This may be accomplishid by routing purge air to the
compressor inlet.
Each EAB station shall be provided with a hose manifold. The number of hose outlets in each space shall be based
upon Condition 1 manning requirements.
Each EAB station shall consist of the following equipment in the same quantities as outlets:
Twenty-five-foot hose assemblies or 50-foot hose assemblies of sufficient length to reach most remote locations in
space.
Air Line Masks
Stowage bags, NAVSEA dwg no. 803-6397317, for use with masks.
High Pressure Emergency Air Breathing System - A globe valve, lift check valve, globe valve, air flasks, pressure gage,
reducing station, and emergency air breathing stations shall be installed in that order. The valve downstream of the lift check
valve shall be normally closed and readily accessible. All valves between flasks and hose manifold cutout valves shall be
classified "W".
Hose manifold cutout valves shall be accessible and visible for ease of opening in an emergency.
Flask sizing shall be based on high pressure air in the flask to supply one standard cubic ft/min/connected air line mask
for a minimum of 4 hours. A flask may supply more than one emergency breathing station in the same area.
Flask and reducing stations shall be located in the same spaces as are the associated emergency air breathing stations or
adjacent passageways, providing they are within the same watertight subdivision. Piping between flasks and stations shall
not pierce watertight structure. Pressure gages shall be clearly visible.
Low Pressure Emergency Air Breathing System - A globe valve and emergency air breathing station shall be installed
in that order. Hose manifold cutout valves shall be accessible and visible for ease of opening in an emergency. The root
valve from the L.P. air branch line shall be classified "W."
551k. Divers Air Systems.
The Divers air and gas systems shall be installed and modified in accordance with the design characteristics and
requirements as specified in Section 592.
551l. Air Deballasting System (New Installations and Modifications to Existing Systems)
Ships requiring a deballasting system using compressed air to displace sea water from ballast tanks shall be provided
with an independent air deballasting compressed air system.
The air deballasting system shall consist of a minimum of two compressors, a closed loop air main with
cross-connections forward, amidship and aft, and branches from the air mains delivering compressed air to each ballasted
tank. Cutout valves shall be provided in the closed loop main on each side of the junction with cross-connections and in
cross-connections at their junction with the closed loop main. The diameter of the cross-connections shall be equal to that of
the closed loop main.
Each compressor shall discharge to the ballast air main via a threeway diverging control valve (hereafter referred to as
the diverter valve), a check valve, and an isolation valve in that order.
If more than one deballast air compressor is located in the same compartment, the discharge piping shall be connected
to the deballast air main via a common header.
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The diverter valve shall be a pneumatic diaphragm operated two-position valve sized to deliver full flow with minimum
pressure drop to the deballasting air main for deballasting or diverting full compressor flow via a blowoff line to a weather
opening port to permit starting the compressor without load or to permit placing the compressor onto the deballast air main
and removing it from service.
Each diverter valve shall be provided with local control in the deballast compressor room and remote control from the
ballast control room. A manual override by means of a handwheel shall be provided. Position indicators shall be provided
for each diverter valve at the associated compressor starting switch station and the ballast control room. Spring force shall
hold the valve in the blowoff position when the pneumatic diaphragm is not pressurized, and air pressure on the diaphragm
shall shift the valve and hold it in the deballasting position. The time required to shift the diverter valve from blowoff to
deballasting position shall be as specified.
An electric interlock with the deballast compressor starting circuit shall activate and deactivate the diverter valve
control circuit to permit valve position shifting only after the compressor has been placed into operation and during
compressor operation. The diverter valve shall automatically shift to the blowoff position on compressor shutdown and shall
remain in that position when the compressor is not operating. A holding mechanism within the diaphragm activating air
supply shall trap the diaphragm air and hold the control valve in the deballasting position on failure of actuation air;
however, the diverter valve shall shift to the blowoff position on shutdown of the compressor and by manual operator action.
Each diverter valve blowoff line shall terminate in a separate atmospheric blowoff port via a muffler, for each
compressor.
The discharge line from each deballasting air compressor relief valve shall be connected to the diverter valve blowoff
pipe for the same compressor.
A pilot operated air unloading control valve shall be provided for each deballast air main. Each control valve shall be
installed in a branch teed off the air main and shall discharge to a weather opening blowoff port via a muffler.Each valve
shall be sized to pass the combined full capacity of the deballast air compressors when the compressors are operating at the
maximum design discharge pressure and at the specified ship operating conditions.
Branches from the deballast air main shall supply compressed air to each ballast tank via individual air blow lines and
blow valves. Each air blow line and blow valve serving a specific ballast tank shall be provided with a companion air vent
line and vent valve.
Blow and vent valves shall be provided with electric motor or hydraulic operators for remote control from the ballast
control room. These valves shall also be provided with a local manual override by means of a handwheel or lever device.
The blow valves shall be mechanically interlocked with their companion vent valves serving the same ballast tank. The
blow valve/vent valve interlocks shall preclude opening of the blow valve unless the companion vent valve is closed and
shall preclude opening of the vent valve unless the companion blow valve is closed.
Multiple pairs of blow and vent valves serving one ballast tank shall have the controls of their valve operators
interlocked so that approximately simultaneous valve positioning is achieved for deballasting or for flooding of the specific
ballast tank.
Blow line terminals to the ballast tanks shall be protected by suitable baffles within the ballast tanks to minimize water
sloshing into the blow lines when not deballasting.
Air vent lines and vent valves shall be sized and designed to permit the ship to be ballasted in accordance with Section
529. Actuating supply air for all control valves in the air deballasting system shall be provided from the vital air main of the
ship service air system.
The atmospheric blowoffs for the compressor discharge diverter valve and for the air main unloading control valves
shall be located and designed to minimize noise, to ensure that hot discharge air cannot injure personnel, and to prevent the
entrance of water under all conditions of sea service. Blowoffs shall be protected with permanently open covers and baffles
which prevent the entrance of water into the terminal air lines from any direction.
551m. PRAIRIE and MASKER Air System (New Installations and Modifications to Existing Systems)
General - The air supply for the PRAIRIE and MASKER air systems shall be provided by dedicated air compressors or
bleed air from propulsion or ship service generator gas turbines or both. The PRAIRIE and MASKER air systems may be
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Section 551
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separate independent systems or may be a combined system via a common discharge manifold with individual branches to
each system.
Each system shall be provided with individual control and monitoring devices from a local and a remote PRAIRIE and
MASKER control panel.
If compressors are provided, the discharge piping from each compressor shall be provided with a pressure gage, relief
valve, flowmeter with differential pressure indicator, and stop-check valve, in that order.
PRAIRIE Air System - PRAIRIE air shall be provided at a maximum temperature of 150 degrees F. via a
seawater-cooled aftercooler in accordance with Mil. Spec. MIL-C-15730. A high temperature switch, set to alarm at
150 degrees F. shall be provided downstream of the aftercooler. High temperatures shall actuate an audible and a visual
alarm at the local control panel and at remote operating stations.
Supply piping downstream of the high temperature switch shall be provided with valves, controls, and instruments to
isolate, balance, and monitor the air pressure and the air flow in the system. For ships having two or more propulsion shafts,
the PRAIRIE air supply line shall branch into separate lines downstream of the high temperature switch and each line shall
be provided with individual control and monitoring devices.
PRAIRIE air shall be supplied to the propeller emitters via piping run through passages in the reduction gear (bull gear)
shaft and propulsion shafting to an automatic check valve in the propeller cap.
The supply piping shall attach to the reduction gear via a flexible hose connection and a rotary union and check valve
assembly in accordance with drawings, NAVSEA Nos. 551-5517537 and 551-5469867. The check valve shall be provided
with open and close position indicator lights as specified in Sect. 437.
Control valves for throttling and balancing of the air flow shall be provided with remote operators at the local control
panel.
OFF/ON control and status monitoring of pressure and flow readings shall be provided at the local and the remote
control panels.
The PRAIRIE air system shall be designed to supply air to the propeller emitters with a pressure differential of 5lb/in2
above sea pressure at the lower position of the propeller tips.
MASKER Air System - The MASKER air system shall be designed to supply air to use emitter belts with a pressure
differential of 5 lb/in2 above sea pressure at the lowest point. MASKER air shall be supplied to each port and starboard hull
emitter belt via an individual branch line and an isolation valve. Each MASKER air supply line shall incorporate control and
monitoring devices similar to those specified for the PRAIRIE air system.
If the MASKER air system is supplied by gas turbine bleed air, each bleed air supply line to the MASKER air system
shall be provided with an in-line aftercooler in accordance with Mil. Spec. Mil-C-15730. Each aftercooler shall be capable
of delivering air to the system at a maximum temperature of 190 degrees F and shall be provided with a high temperature
switch and alarms similar to those specified for the PRAIRIE air system.
Each emitter belt branch line shall also be provided with a stop-check valve and a steaming-out connection near the
emitter belt air inlet connections.
The MASKER air system shall operate over a nominal hull speed range of zero knots to a maximum speed as specified.
Hull Emitter Belts - Hull emitter belts shall be provided and attached to the hull at frames forward of engine rooms, fire
rooms, and machinery rooms as specified.
Each emitter belt shall consist of two half-belts with drilled holes, one located on each side of the ship, extending from
opposite-hand design waterlines downward around the hull and continuing 12 inches beyond the keel. The starboard or port
side half-belt shall be located 12 inches forward of the other half-belt, to permit the overlap resulting from extension beyond
the keel. The emitter belts shall be extended above the water line to near the main deck or weather deck for accessibility and
provided with a cleanout plug to provide a means for cleaning the belts with a rotating wire brush. Emitter holes shall not be
provided in the extended length. Provisions shall be made for blowing out emitters with steam or fresh water from within the
ship to remove marine growth, or alternatively, to use a rotating wire brush to clean the interior of the emitter. In addition, a
clean-out plug shall be provided at the bottom of each half-belt. This plug shall be capable of being removed, mechanically
retained (to prevent loss of plug) and replaced by a diver while waterborne. For drydocked ships, cleaning procedure for
masker emitter belts shall be in accordance with Naval Ship Systems Engineering Station (NAVSSES) Drawing No.
A-89256-6603 (Masker Emitter Belt Cleaning Procedure for Drydocked Ships). Each emitter belt shall be welded to a
Section 551
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backing plate, welded in turn, to the outside of the ship's plating. To improve stream flow past emitters when underway,
emitters shall be faired to the hull. The fairings shall be adequately strong to prevent damage to the emitters when alongside
a pier. Suitable guards shall be provided to prevent damage to the emitters and associated piping while the ship is berthed at
a pier. Voids formed by fairing plates shall be watertight and capable of being inspected, tested, and preserved.
Propeller and Hull Emitter Orifice Pattern - Each emitter shall be drilled with a pattern of 3/64-inch diameter holes,
with hole spacing varying along the emitter to compensate for differing hydrostatic pressure at varying depths. Orifice size
and arrangements shall be in accordance with CASDAC 242032-MTAX PRAIRIE and MASKER design procedures.
Control Panel - A control and monitoring panel shall be provided locally in the space from which the systems are
supplied. Remote control and monitoring instrumentation shall be provided in the Enclosed Operating Station (EOS) or
Central Control Station (CCS) on ships so fitted. Each control panel shall contain the following, except as noted:
Air flow controls for the air supply to the propellers and hull emitters (local panel only).
Pressure and flow indicators for the air supply to the propellers and hull emitters.
Pressure and flow indicators for the air discharge from the PRAIRIE and MASKER, compressors or gas turbine
bleed air supply.
Audible and visible high temperature alarm for air discharge from PRAIRIE and MASKER air cooler, if not
provided.
OPEN/CLOSED position indicators (lights) for the reduction gear integral automatic check valves.
Flowmeters, sensors, indicators and transmitters shall be in accordance with Sect. 504. Alarms and indicating circuits
shall be in accordance with Sects. 436 and 437.
Instruction plates for operation of the PRAIRIE and MASKER systems shall be provided at each control valve for
specified PRAIRIE and MASKER air flow capacities and varying ship speeds.
551n. Oxygen-Nitrogen Producer Air Supply (New Installations and Modifications to Existing System)
Low Pressure Plants - A dedicated low pressure air compressor shall be provided to supply compressed air for each
L.P. 02N2 producer. The piping system between the compressor and the L.P. O2N2 producer shall be in accordance with Mil.
Spec. MIL-P-24344.
An emergency air supply shall be provided to each L.P. 02N2 producer from the vital air main of the ship service air
system. Piping shall be arranged to permit the L.P. 02N2 plant air compressor to discharge into the ship service air system for
emergency use.
If more than one L.P. 02N2 producer plant is installed, the compressor discharges shall be cross-connected and the
emergency air supply for each 02N2 producer shall be connected to the cross-connection Isolation valves shall be provided in
the cross-connection on each side of the junction with each emergency air supply line, and in each emergency air supply line
at their junction with the cross-connection.
High Pressure Plants - Dedicated high pressure air compressors shall be provided to supply compressed air for each
high pressure 02N2 producer. The discharge from each compressor shall consist of a moisture separator, compressor pressure
switch connection, a stop-check valve, a ships service high pressure air cross connection branch, and globe valve in that
order. Downstream of each compressor's globe valve, the piping shall be tied together into a common header. This header
shall feed filters (number required to be based on maximum total compressor capacity to be fed to one 02N2 plant). This
filter bank shall contain one additional back-up filter to allow cleaning of service filters one at a time. The outlet of the
filters shall feed the applicable 02N2 plant producer.
The 02N2 plant/ship service high pressure air cross-connect connection from each compressor discharge (described
above) shall contain a globe valve. The discharge from each of these globe valves shall tie into a common header, which
shall feed the 02N2 plant cross-connect (through a locked-shut globe valve) and the ship service high pressure air system
(through a globe valve, air filter, and a stop-check valve, in that order). A locked-shut globe valve shall be installed in a
bypass around the filter and valves just described.
551o. Air for Sewage Collecting, Holding and Transfer and (CHT) Tanks (New Installations and Modifications to
Existing Systems)
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Collection, holding and transfer (CHT) systems be installed using Naval Sea Systems Command letter 5341/JRJ
9505/593.12 Ser. 138, General Design Guidance for Sewage Collection, Holding and Transfer (CHT) Systems. Air
requirements are provided therein. The study required to ensure that sufficient ships service low pressure (SSLP) air is
available for CHT aeration shall utilize service usage factors in the determination of available SSLP capacity.
551p. Aviation and Weapons Handling Service for Aircraft Carriers (New Installations and Modifications to Existing
Systems)
High Pressure Air System - In addition to the requirements specified in paragraph 551d for high pressure air systems,
the systems shall supply air at required pressures for the following services: (NOTE: 4,500 or 5,000 PSIG
air, if the normal ship's supply pressure, may be used to supply those reducing valves specified as 3,000 PSIG inlet. In this
case, where specific flask capacities are given below, those capacities may be reduced such that the same mass of air is being
stored in the reduced size flask.)
Charging catapult hydraulic system, via air supplied at 3,000 lb/in2 to each catapult air charging panel.
Emergency air supply to each catapult air charging panel, via air flasks and a 3,000/125 lb/in2 reducing manifold.
Flasks shall be sized to support approximately 60 launches.
Emergency air supply to catapult steam accumulator air control system, via a 4-cubic foot flask and 3,000/100 lb/in2
reducing manifold.
Charging control panels for arresting gear and barricade engines and arresting gear auxiliary air flasks, air supply at
3,000 lb/in2
Damper sheave charging panels, air supply at 3,000 lb/in2
Barricade stanchion control panel, air supply via a 3,000/1,500 lb/in2 reducing manifold.
Automatic lubrication system for arresting gear engines, air supply via air flasks and a 3,000/125 lb/in2 reducing
manifold. The flasks shall have sufficient capacity for recovery of approximately 60 aircraft.
Deck pendant operating cylinders, air supply via a 10-cubic foot flask and a 3,000/200 lb/in2 reducing manifold.
Aircraft elevator hydraulic accumulator pressure flasks, air supply at 3,000 lb/in2 for charging.
Hydraulic plants for upper and lower weapons elevators, air supply at 3,000 lb/in2 for charging.
Catapult services, including air supply to strip tensioner, bridle control valve, bridle arresting console, and accumulator.
551q. Air Compressors (New Installations and Modifications to Existing Systems)
General - The arrangement for the air supply to the high pressure and the low pressure air compressors shall be such as
to preclude entry into the compressor of combustible vapors, smoke, dirt, grit, water or other contaminants, or air at 90oF or
over for centrifugal compressors and air at 120oF or over for other types of compressors.
The air supply shall be taken from the weather, or from the compressor compartment as appropriate to conform to the
For centrifugal compressors, the intake air supply shall be taken from the weather unless the temperature limitation and
purity requirements for the air supply can otherwise be assured. The intake air supply for diving air compressors shall be
taken from the weather. If the air supply requirements for the compressors in a compartment exceeds 3 percent of the
ventilation supply, the air supply shall be taken from the weather.
If taken from the weather, the air shall be supplied from an airlift through duct work through one or more plenum
chambers. The plenum chamber shall be provided with a drain to prevent entry of water into the air compressor suction
lines. The plenum chamber and all intake piping shall be so designed that the loss in pressure to the compressor is not more
than 3.5 inches of water under any operating conditions. The airlift and duct work shall be designed in accordance with
Design Data Sheets, DDS512-1 and DDS512-2.
If the compressor intake air is taken from the space in which the compressor is located, the compressor intake air
terminal shall be located within 18 inches, but no closer than 6 inches, of a ventilation supply terminal and so oriented to
ensure that the air supply is free of water and other contaminants and is less than the maximum allowable temperature. The
ventilation system design (see Section 512), in such case, shall take into consideration the air supply requirements for the
compressor.
Section 551
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Piping connections to resiliently mounted air compressors shall contain flexible connections in accordance with
Sections 073 and 505.
For cooling requirements for seawater cooled compressors, see Section 256.
Pressure switches for automatically controlling air compressors shall be actuated by the discharge pressure of the
compressor. If a low or medium pressure air compressor supplies one receiver, the control line to the pressure switch shall
be taken off downstream of the receiver bypass and receiver discharge valve. If more than one receiver is installed close to
the compressor, the control line shall be taken off downstream of the most remotely located receiver bypass and receiver
discharge valve. If the receiver is remotely located from the compressor (i.e., in another compartment) the control line shall
be connected to the compressor discharge at least 20 feet downstream of the compressor cutout valve. In those cases where
pressure switch control is required downstream of a remotely-located receiver, the control line shall be adequately sized to
quickly transmit pressure to the attached pressure switch. A locked-open cutout valve shall be installed in the control line to
the pressure switch. See the configuration control drawing for additional pressure switch requirements.
High Pressure Air Compressors - High pressure air compressors shall be in accordance with Mil Spec MIL-C-23961 for
aircraft carriers and tenders, and Mil. Spec. MIL-C-18419 for other ships.
Low Pressure Air Compressors (Reciprocating) - Reciprocating low pressure air compressors shall be in accordance
with Mil. Spec. MIL-C-19113, Class S.
Low Pressure Air Compressors (Centrifugal) - The compressor shall be an electric motor-driven, 3-stage centrifugal air
compressor. The air compressor shall include a check valve for the main air discharge pipe, an air intake filter/silencer, pipe
expansion joints for the air discharge and the unloading pipe, two low-oil level switches, two crankcase oil heaters, two
intercoolers (one between 1st and 2nd stages, and one between 2nd and 3rd stages), and an electro-pneumatic control system.
All components except filter-silencers, check valve, expansion joints, and the electrical controllers for the drive motor, the
auxiliary lube oil pump motor, and for the lube oil heaters shall be mounted on the compressor baseplate. Airflow capacity
of the compressor shall be not less than 1,250-inlet cubic ft/min at 125 lb/in2 when the compressor inlet air conditions
(measured at the compressor inlet flange) are at the worst condition within the following ranges:
(a) 30 to 100 percent relative humidity
(b) 40 to 90 degrees F.
(c) 14.5 to 14.9 lb/in2 absolute
Compressor shall be capable of operating continuously without surging and operating for 5,000 hours without
significant change in capacity. The compressor shall not add any oil to the process air.
The air compressor lubricating system shall include the following:
Oil distribution piping system to meet compressor demands
Main oil pump driven from compressor gear shaft without the use of belts
Auxiliary oil pump mounted on the base, driven by an electric motor
Oil mist eliminator
Oil reservoir built into base
Oil cooler
A dipstick oil level indicator
Two replaceable filters sized to fully protect the compressor and controls
The compressor and auxiliary oil pump motors shall be sized to be non-overload in accordance with Mil. Spec.
MIL-M-17060 and the following:
Service A
440 volts, three phase, 60 cycles
Totally enclosed, fan cooled
Continuous duty
50 degree C. ambient
Class B, F or H insulation
Class B temperature rise - 55 degrees C for windings, 45 degrees for bearings
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The compressor and auxiliary oil pump motor AC magnetic controllers shall be in accordance with Mil. Spec.
MIL-C-2212 and shall be fully compatible with the associated motor. Overload protection and low voltage release shall be
provided.
The following protective features shall be part of the lubricating system:
An automatic oil pressure switch to start auxiliary oil pump, stop compressor and energize an alarm on low oil
pressure.
Automatic oil temperature switch to stop compressor and energize an alarm on high oil temperature.
Oil level indicators for the oil reservoir to energize an alarm on low level.
Immersion electric oil heaters electrically interlocked into the control system to prevent the compressor from
starting when the oil temperature is below 70 degrees F (21 degrees C.).
A device to secure the compressor motor in case the discharge air temperature exceeds 300 degrees F (149 degrees
C.).
Oil reservoir and pump intakes shall be located such that the intakes are submerged under all ship operating conditions.
Inside surface of the oil reservoir shall not be painted or otherwise coated.
Compressors shall include an electro-pneumatic control system which can be used to operate the compressor in the
base-load mode. An automatic device shall be provided which will secure the compressor motor in case the compressor is
used in a manner which would cause it to surge repeatedly. Both inlet butterfly valve and compressor unloading control
valve shall be equipped with pneumatically powered operators and be part of the control system. The electro-pneumatic
control system shall be so designed that the pneumatically powered valves can each be set in the fully opened and fully
closed position.
Oxygen-nitrogen (O2N2) Plant Air Compressors - The low pressure O2N2 plant air compressors shall be similar to that
of the centrifugal low pressure air compressors except that the airflow capacity of the compressor shall be not less than
1,750-inlet cubic ft/min at 90 lb/in2. For high pressure O2N2 plants, compressors shall be the same as those specified for high
pressure air service.
Sewage Aeration Air Compressors - See paragraph 551o.
Diesel Engine Air Starting Air Compressors - Air compressors shall be in accordance with Mil. Spec. MIL-C-16445.
Deballast Air Compressors - Deballast air compressors shall be single stage, rotary spiral lobe compressors designed for
continuous operation at specified discharge pressures when supplied with standard air at the weather inlet. The compressors
shall be of a shock resistant and previously Navy approved design that has demonstrated reliable deballasting performance in
a marine environment.
The compressor shall be provided with inlet air and discharge air silencers of a design recommended by the compressor
manufacturer and shall meet the noise level requirements in Section 073. The compressor inlet and discharge piping shall
incorporate expansion joints.
An air intake filter shall be provided for each compressor. The filter element shall be removable from its housing,
cleanable and replaceable, and shall have sufficient depth and face area to permit a specified number of hours of compressor
operation in a marine environment without requiring cleaning. The effectiveness and efficiency of the filter shall be the
minimum recommended by the compressor manufacturer. If the intake filter is incorporated in the intake silencer, the filter
element shall be conveniently removable without requiring disassembly of the silencer or disconnection or moving of the
silencer from air connections, mounting brackets or foundations. A vacuum type indicator or vacuum gage of adequate
range and sensitivity to indicate small variations in compressor suction pressure associated with a clogged or open inlet filter
shall be installed in the compressor air inlet piping to indicate when filter cleaning or filter replacement is necessary.
Each deballast air compressor shall be protected from excess discharge pressure by a relief valve and a high air pressure
shutdown switch. The relief valve inlet piping and the pressure switch pressure sensing line shall originate downstream of
the discharge silencer. The pressure switch shall incorporate an external switch position indicator.
PRAIRIE and MASKER Air Compressors - PRAIRIE and MASKER compressors shall be steam turbine or motor
driven multistage centrifugal compressors and have their specified rated capacity (SCFM) when operating at a discharge
pressure of 35 lb/in2, an inlet temperature of 90 degrees F, a cooling water supply temperature of 85 degrees F and an
ambient temperature of 122 degrees F. The compressor shall be capable of reliable performance throughout an inlet air
temperature range of 40 to 122 degrees F.
Section 551
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Compressor intake air shall be provided directly from the weather.

Compressor starting and stopping shall be by manual means locally, except that automatic shutdown shall occur on
lubricating pressure failure, high temperature from each stage, and as otherwise required for reliable and fail-safe operation.
Indicating lights shall identify the cause of automatic shutdown at the local operating station.
Each compressor shall be provided with an automatic blowoff system as necessary to facilitate compressor starting and
to protect against compressor surge; suitable silencing shall be provided for the blowoff operation. The blowoff air shall be
discharged without detriment to the safety and environment of ship personnel. The discharge piping from each compressor
shall be provided with a pressure gage, relief valve, flowmeter and stop-check valve in that order.
Adequate provisions shall be incorporated to prevent windmilling of a secured compressor as a result of backflow from
operating units.
551r. Air Dehydrators (New Installations and Modifications to Existing Systems)
Dehydrators shall be installed in locations free from water spray or drippage. Also, dehydrators, especially desiccant
type, should be located in areas with a maximum ambient temperature of 120 F. Where this is not practicable due to ship
configuration or water spray considerations, a ventilation air supply shall be provided to the immediate area of the
dehydrators in order to locally reduce the ambient temperature.
High pressure compressed air plant dehydrators - Air dehydrators forming part of the high pressure compressed air
plant shall be in accordance with Mil. Spec. MIL-D-17847, class 1, sized to match the compressor capacity, pressure, and the
capability to operate satisfactorily at the compressor effluent air temperature.
Low Pressure Compressed Air Plant Dehydrators - Air dehydrators forming part of the low pressure compressed air
plant with a reciprocating compressor shall be in accordance with Mil. Spec. MIL-D-23523, type I or a chilled water
condenser filter approved by NAVSEA. Chilled water flow to be controlled by a constant flow control fitting. Sea water
supply to Type I dehydrators shall be provided in accordance with Sect 256.
Electronic Dry Air System Dehydrators - Air dehydrators serving the electronic dry air system shall be in accordance
with Mil. Spec. MIL-D-23523, type II.
Membrane type dehydrators which deplete the oxygen content of the process air stream shall not be installed in any air
system that directly, or indrectly, supplies emergency breathing air due to potential personnel safety hazards.
551s. Lubricants
Lubricants for seals and threads required for assembly shall be in accordance with NSTM Chapter 262.
Compressor lubrication shall be in accordance with manufacturer's technical manual instructions and NSTM Chapter
551.
551t. Repair and Overhaul of Existing Systems
Air flask and receiver recertification are to be in accordance with NSTM Chapter 551. Recertification shall include the
cleaning, inspection, repair, testing and preservation procedures specified in that chapter.
551u. Shock
Section 072 defines the requirements for shock as they relate to ships overhaul.
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551v. Technical Documentation

551w. Cleanliness
General - Section 505 specifies cleanliness grades for air systems which apply to new installations, modified portions of
existing installations and to existing installations and to existing air piping systems where inspections have revealed the need
for cleaning.
Whenever possible for new, modified or existing piping installations, shipboard cleaning shall be minimized or
eliminated by component and subassembly cleaning after fabrication and before installation on the ship. All such precleaned
items shall be sealed until installation and the cleanliness of existing connecting piping or equipments maintained at all times.
The following special cleaning specifications apply (new, modifications or repairs):
Divers Air Systems - Divers air systems in excess of 1000 lb in.2 - cleaning to be in accordance with NAVSEA
Industrial Support Office (NISO) publication, SK-STD-592-2036118.
Divers air systems 1000 lb/in2 or less - cleaning to be in accordance with MIL-STD-1622 with following exceptions:
Methyl chloroform shall not be permitted as a cleaning agent.
Samples of the nitrogen purge shall be analyzed for cleaning solvent content. The quantity of cleaning compound shall
not exceed 5 ppm by volume.
Emergency Air Breathing - Both high and low pressure Emergency Air Breathing System cleaning requirements are to
be in accordance with MIL-STD-1622. Gas samples shall be taken from the Emergency Air Breathing portion of the high
and low pressure air systems after cleaning, and analyzed for cleaning solvent content. Solvent content shall not exceed 10
ppm by volume.
Where existing system cleanliness has been lost as revealed by inspections as defined in NSTM Chapter 551 or when
directed by Supervisor Work Specifications, the following cleaning methods apply:
High and medium pressure air systems that operate above 250 lb/in2 - Cleaning to be in accordance with
MIL-STD-1622.
Electronic Dry Air Systems and vital air systems - Either MIL-STD-1622 cleaning procedure or the following
shall be used for flushing the air systems after installation:
Before system cleaning, disconnect compressors, dehydrators, filters or any other component subject to damage
from cleaning fluids. Where possible, install temporary jumpers around the equipment and connect dead ends to provide for
continuous circulation of fluids.
Cleaning of the piping system shall be accomplished by the following methods: Circulation of hot cleaning
solution, filling and soaking dead end portions where circulation is not feasible, or by separate scrubbing or soaking, or both,
of small component or components which cannot be cleaned by flushing.
Circulate the hot (180 degrees F) solution for at least one hour after the pipe walls are heated to a constant
temperature. The minimum flow rate shall be as required to ensure fully turbulent flow in the largest pipe of the portion of
the system being flushed (flushing rate in gal/min shall be at least six times the internal diameter of the pipe in inches).
Use the following proportions for making the cleaning solution:
Trisodium phosphate, Technical Grade, Anhydrous Federal Spec. 0-S-642, Type I (7 to 10 ounces to one gallon of
clean freshwater)
Trisodium phosphate, Technical Grade, Dodecahydrate Federal Spec. 0-S-642, Type II (16 ounces to one gallon
of clean freshwater).
After rinsing and thorough draining, the piping shall be dried out by blowing with clean, dry, oil-free nitrogen
Fed. Spec. BB-N-411, type I, class 1, grade A or B, or air meeting the same outlet requirements as the rated outlet conditions
of the system dehydrators. The blowdown gas may be warmed to speed up drying.
Dryness shall be assured by testing with cobalt chloride paper, or other similar indicator such as a dewpoint meter.
Acceptable dewpoint is 10oF below ambient. Upon completion, the piping shall be immediately reconnected taking care to
maintain cleanliness.
Section 551
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551x. Inspections
NSTM Chapter 551 provides inspection methods for air systems and components.
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551y. Testing Requirements

General - Section 505 provides general strength, tightness and operational test requirements for systems and
components. For testing of flasks and receivers, see NSTM chapter 551. As an alternative to hydrostatic testing where the
test pressure is 75 PSIG or below, air or nitrogen may be used in lieu of water as the strength test medium. Affected joints
shall be checked for tightness with a soapy solution during this alternate test.
Special Test Specifications:
Hydrostatic Tests - Where shipboard hydrostatic tests are required, equipment such as dehydrators and compressors
which could be damaged by water shall be excluded.
Piping which is part of an indicating system, but which is external to a particular instrument, switch, or other device and
which requires shipboard assembly, shall be included in the hydrostatic test.
Hydrostatic testing of Prairie-Masker air piping shall include the complete distribution system from the discharge of the
Prairie-Masker air compressor or the discharge of the bleed air control valve on the main propulsion gas turbine to the
reduction gear inlet valve and to the girth emitter cutout valve.
Tightness Tests - After the satisfactory completion of the strength tests as specified herein, tightness testing per NSTM
Chapter 551 shall be conducted. For Prairie-Masker air systems, a 10 percent drop in test pressure over a six-hour period,
corrected for temperature changes, is allowed. During this test, the propeller and emitters shall be isolated.
As an alternative to the above tightness testing, the affected (modified or new) portions of the air system may be tested
as follows:
Charge the system to normal operating pressure with air. Apply soapy solution to all new or modified joints, and hold
pressure long enough to examine these joints for leakage. No leakage is allowed during this test.
Operational Tests - Upon completion of the tightness tests as specified herein and in addition to the general operational
test requirements of Section 505, the following special operational test requirements apply:
Sonar dome air pressurization system operational test shall be in accordance with applicable system technical manual
with all modes of operation checked.
Dry air systems for electronic or other equipment shall be tested to demonstrate that dehydrators provide the quality
(dewpoint) of air required by the equipment served.
Breathing air from EAB stations shall be certified to show compliance with the air purity requirements specified in
ANSI Publication Z-86.1, 1973 (CGA SPEC. G-7.1) for Type 1, Grade D breathing air.
Prairie-Masker air systems shall receive an unobstructed flow test by pumping clean fresh water to check for free flow
through the propeller and masker emitters. During the unobstructed flow test, visual checks for leaks shall also be made and
leaks eliminated.
New or overhauled air compressors shall be tested prior to shipboard installation in the shop, if possible, for eight hours
at rated discharge pressure. All possible pressures, temperatures, control switches, auxiliary equipment, and capacity (if
possible) shall be checked and/or demonstrated to ensure proper operation. Record data at 30 minute intervals throughout
the test duration. After installation, new or overhauled compressors shall undergo functional tests including compressor
response to control switch action, and parallel operation, where applicable. Safety devices and automatic shutdown and
control devices shall be demonstrated to be operable and effective in performing the intended function repeatedly without
excessive drift. All temperatures and pressures for which instruments are provided shall be recorded at 30-minute intervals
throughout the test duration. Each compressor shall be shipboard operated for a minimum of four hours. If practicable, a
receiver "pump-up" capacity check shall be performed in accordance with NSTM Chapter 551.
After completion of both the shop or shipboard compressor tests, the lube oil filters for each compressor shall be
inspected for the presence of foreign material and excessive wear particles. If abnormal quantities of particles are present
(over 10 mg), the lubricating system shall be cleaned and the test shall be repeated. As an alternative to filter inspection, a
sample from the oil sump may be obtained and analyzed. Maximum contamination to be 4mg/100ml. Prior to restarting the
compressors, ensure that the lube oil sumps are filled to the proper level.
Section 551
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SECTION 552
COMPRESSED GAS SYSTEMS
552a. Scope
This section contains general requirements for oxygen, helium and helium/oxygen systems and inert gas systems which include
nitrogen, conditioned exhaust gas and carbon dioxide. Also, see Section 551, Compressed Air Systems, Section 592, Divers Life Support
Systems and Section 555 for fire fighting uses of carbon dioxide and Halon.
552b. General
Characteristics of industrial gases as well as instructions in their generation, handling and storage onboard naval ships is provided in
NSTM Chapter 550.
552c. Oxygen and Nitrogen Producer Plants (New Installations and Modifications to Existing Systems)
General - Oxygen-nitrogen systems shall consist of an oxygen-nitrogen producer, stowage arrangements and separate distribution
piping systems for supplying either oxygen or nitrogen gases. An oxygen-nitrogen producer shall consist essentially of the following:
A high or low pressure oxygen-nitrogen producer. Low pressure producers to be in accordance with MIL-P-24344.
High pressure air compressors, or a low pressure air compressor with an after cooler for oxygen-nitrogen service.
A liquid oxygen and a liquid nitrogen storage, pumping and vaporizing system, in accordance with Mil. Spec. MIL-S-23639.
Cylinders, Mil. Spec. MIL-F-22606, type GF, service B, 10 cubic foot capacity, for stowing nitrogen at 3000 lb/in2.
One cylinder, Mil. Spec. MIL-F-22606, type GF, service B, 10 cubic foot capacity, suitable for gaseous oxygen stowage
(considered cleaned for oxygen service, provided seals of all outlets are intact when received from the manufacturer).
Necessary instruments for satisfactory operation of the plant.
Oxygen and nitrogen gases shall be piped from their stowage cylinders to their respective pressure reducing and control panels. On
these panels shall be mounted the reducing and relief valves, gages, and control valves necessary to reduce from stowage pressure to the
pressures required by the various services.
Detailed requirements - The oxygen-nitrogen producing plant and the liquid storage, pumping and vaporizing systems shall be
arranged to ensure safe operation and performance of their intended functions.
General access requirements around equipment are provided in Section 070. Access space is to be a minimum 8 inches (preferably
12 inches or greater) for "housekeeping" accessibility along equipment sides where no operation or maintenance access is otherwise
required.
Operation and maintenance access space can be shared commonly by two or more of the equipment/functions listed below except:
Lox cart charging is not to infringe on liquid nitrogen storage and charging unit access.
No other equipment's/function's operation or maintenance space is to infringe on operation access to front panel of plant's air
separator.
For purposes of the above criteria the "equipment/functions" are considered to be:
Air separator
LOX storage and charging unit
LIN storage and charging unit
LOX cart charging
LIN mobile container filling
LOX and LIN Dewar Filling
Maintain optimum efficiency of O2N2 production by keeping distance between liquid oxygen (LOX) and liquid nitrogen (LIN)
storage tanks and air separator minimal. Keep distance between the refrigeration unit and the air separator unit minimal, so that there is
less than 50 feet of interconnecting refrigerant pipe length.
In all installations there is to be a direct access route between the cast filling station and lox storage tank, and between the air
separator and refrigeration unit. Bulkhead accesses shall be provided if there are intervening bulkheads. Likewise, access routes between
air separator and air compressors should be as direct as practical for each specific arrangement. The O2N2 plant producer room and
compressor room shall be equipped with an alternate bulkhead access or escape scuttle to serve as an emergency escape route.
Concrete and diamond plate aluminum deck covering and coamings shall be installed in O2N2 plant compartments where cryogenic
fluid spills are possible such as O2N2 producer, storage tank, pump (where separate from the tanks) and fill rooms. This requirement does
not apply to the refrigeration unit and air compressor rooms when this machinery is installed in rooms which are separated from producer,
tank, pump and fill rooms by coamed sills or to existing O2N2 plant compartments which have ceramic deck covering which serves the
same function. The deck covering and coamings shall prevent spilled cryogenic fluid from contacting ship's structure and equipment
foundations. Coamings shall be installed where necessary to protect hatch openings, equipment foundations, duct, pipe or other deck
penetrations.
Deck covering and coamings, material and installation, shall be as specified in Section 634.
Section 552
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A cabinet/locker with a portable oxygen analyzer (Beckman model 715 or equal) is to be located within the O2N2 space and
adjacent to the main access route to the space producer and stowage tank compartment(s). This analyzer shall monitor oxygen content in
the space for safety precautions.
Master electrical switches for all O2N2 production and pumping equipment to be located directly outside the main access to the
O2N2 space to allow rapid shutdown of the equipment from a single control point in the event of an emergency.
LOX cart charging stations shall be separate from all non-O2N2 machinery spaces and aircraft maintenance spaces and all
non-O2N2 thoroughfares. The cart filling space and separation from these other spaces and thoroughfares shall be airtight. The filling
station shall be located in either an individual compartment or in an area in the lox production/stowage compartment. The lox filling
station shall be separate from air compressors.
Cart charging area dimensions shall allow the cart to be drawn in completely and the double doors shut during filling operation.
Considerations shall be given to providing room for the cart draw bar, hose handling and cart charging personnel.
Charging area shall have airtight double latchable doors with sill for cart entry. Doors are to be oriented so that there is direct access
to the hangar bay or there is indirect access to the hangar bay via a passage that has no impediment to cart travel.
Doors to O2N2 space compartments are to be single levered, quick-acting type including doors from other spaces into O2N2 space,
as well as doors between O2N2 plant compartments within the overall O2N2 spaces. This provision does not include the double-doored
LOX cart entrance.
Portable aluminum ramp(s), and stowage provisions, therefore, shall be provided for rolling the lox carts over the sill of the double
doors.
Deck drains for O2N2 spaces shall be sealed to the deck covering and thermally isolated from the ship's deck to prevent cracking.
Deck drains shall be provided for the emergency overboard disposal of liquid oxygen and liquid nitrogen from the storage tanks and
for lox cart draining. Liquid oxygen and liquid nitrogen emergency overboard piping from the storage tanks may be combined before
being led overboard, but check valves shall be installed in the overboard line from each tank.
The ship's hull shall be protected to prevent low temperature embrittlement where it may come in contact with the disposal liquids.
Separation of drains is required to preclude possible back flow through deck drains in the event of an emergency tank/cart drain down. A
split drain duct, attached to the outside of the shell plating, may be used to protect the shell and to provide the required separation. When
this design is utilized, tank/cart drains and deck drains shall be routed to opposite sides of the split duct.
For the air separator unit, there shall be a drain accumulator having a minimum volume of 4.7 cubic feet. There shall be a liquid
cryogenic drain line and appropriate valves so that the cryogenic fluid from the air separator can be either drained directly overboard via
the accumulator or held in the accumulator and allowed to vent overboard. Insulated bulkhead and shell sleeves on all gaseous vent piping
and drain piping from the air separator and its accumulator shall be provided.
Relief valves shall be installed in high pressure air supply lines to O2N2 plants, where necessary, to protect from overpressurization.
This is applicable to ships whose O2N2 plant air supply is cross-connected to higher pressure ship service high pressure air mains. These
relief valves shall discharge overboard or shall be equipped with diffusers for personnel protection. All plant relief valves and vents which
can discharge hazardous gases shall be routed overboard.
Vents from safety relief valves in liquid oxygen and liquid nitrogen piping shall be piped to an overboard vent line through an
insulated bulkhead shell penetration. Vacuum pump vent piping shall discharge overboard separately through locked open valves. A 1/4
inch valved test connection shall be installed in the vacuum pump discharge line upstream of the locked valve. On low pressure producers,
the vent line from the turbo-expander sump may be combined with the vacuum pump vent piping.
Liquid O2N2 piping - All liquid cryogenic piping shall be protected by means of a relief valve and manual bypass vent valve if the
piping is isolated by stop valves. All liquid oxygen and liquid nitrogen piping shall be arranged to allow for expansion and contraction
caused by temperature change.
Liquid oxygen and nitrogen product piping from the air separator to the storage tank fill connection shall be double-wall constructed
with "Santocel-A" or "Pearlite" powder insulation in the annulus similar to that shown in NAVSEA drawing AS33-504-1906909. Provide
a 5 lb/in2 (maximum) dry oil-free nitrogen charge to the annular space regulated from the ship's service nitrogen system. All other liquid
oxygen and liquid nitrogen piping shall be of the single wall design (e.g., tank-to-liquid pump and tank-to-fill station piping) unless the
length of pipe run requires double-wall insulation in order to minimize product vaporization.
Single wall liquid oxygen and liquid nitrogen piping and transition zones at double-wall product pipe separator and tank connections
are to be insulated with multiple wrapped layers of fiberglass batts (1/2 to 1 inch thick) and aluminum foil, each layer sealed as a vapor
barrier, and shall have an outer cover of fiberglass cloth coated with fire resistant vapor barrier coating Mil. Spec. MIL-C-19565 type II.
For the outermost insulation layer beneath the cloth covering, formed cellular-glass may be used instead of fiberglass batts. Liquid
cryogenic drains are to be uninsulated, except as necessary for personnel protection, so that vaporization of drained liquid is promoted by
the bare piping.
552d. Oxygen Systems (New Installations and Modifications to Existing Systems)
Oxygen produced or procured shall meet the requirements of MIL-O-27210.
NAVSEA 0948-LP-045-7010, Volume I provides MIC LEVEL I material requirements for oxygen piping systems.
Oxygen cylinders shall be stowed so that their neck fittings, including discharge valves and connections, will be entirely free from
oil or grease in service. If oil lines containing valves, fittings or flanges are located over oxygen cylinders, a shield shall be fitted to
prevent oil from getting on the head, the valves, or the cylinder itself.
Section 552
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The system shall supply oxygen for charging aviators' oxygen cylinders in aircraft, cylinders on oxygen carts and cylinders for other
shipboard usage.
Gaseous oxygen charging stations - High pressure oxygen outlets (3000 psig), each provided with a 50 foot length of hose for cart
charging and other shipboard usages shall be provided. Oxygen hose shall be in accordance with Mil. Spec. MIL-H-26633, except that end
fittings shall be of nickel-copper. Oxygen outlets shall be located in lockers large enough to accommodate the hose, in order that hoses
need not be disconnected when not in use. Automatic cutout valves shall be installed in risers and set to close at flow rates 10 percent in
excess of maximum demand. Oxygen regulating valves shall have built in relief valves when availability permits. Each regulating valve
shall have bypass valve and isolation valves and upstream and downstream pressure gages. All piping shall be suitable for 3000 lb/in2.
Liquid oxygen charging stations - Lox cart filling shall consist of a cart hose connection fitting with valved piping to lox tank liquid
draw-off line. Piping between the fill station and liquid oxygen tank shall be protected with a manually valved vent line, relief device
(pressure rated to suit piping design). Heated nitrogen at 50 psig shall be provided for lox cart purging. Heaters (Hex Industries, series
SEB, model 002L1 or equal) shall be installed to provide assurance that contaminated liquid oxygen is removed and is not a source of
contamination for aircraft use.
552e. Nitrogen Systems (New Installations and Modifications to Existing Systems)
General - Nitrogen produced or procured shall meet the requirements of Fed. Spec. BB-N-411, type I for gas, type II, for liquid,
class 1, grade B except that the minimum purity requirement for shipboard produced nitrogen is 99% vice 99.5%. Refer to the Nuclear
Supplement for an exception to this requirement.
The nitrogen system shall supply nitrogen for purging and charging gasoline system piping, aircraft elevator accumulators and low
make up accumulators on catapults not containing fire-resistant hydraulic fluids, for servicing gun and guided missile installations, for
servicing helicopters, for displacement of cleaning fluid and purging of the system, inerting cleaning fluid and gasoline tank compartments,
and for inerting cofferdams surrounding gasoline stowage tanks and the annular space of double-walled gasoline, liquid oxygen and liquid
nitrogen piping.
For ships for which nitrogen is supplied from cylinders, the nitrogen gas shall be in accordance with Fed. Spec. BB-N-411 type I,
grade B, with a filling pressure of 1800 lb/in2 at 70 degrees F and shall be provided and stowed in cylinders, Fed. Spec. RR-C-901. Relief
valves shall be installed to protect the systems against excessive pressure. Relief valves shall discharge to the weather where necessary for
personnel protection. Fittings shall be provided for emergency connection to carbon dioxide cylinders. Internal drain lines and plugs, in
accordance with drawings NAVSEA Nos. S4902-431270 and S4902-851576, shall be provided for the cylinders.
Each reduced pressure outlet shall be regulated by a pressure reducing relief type loading valve with inlet and outlet pressure gages.
Adjustment over the full range of outlet pressure shall not require disassembly of the regulator or replacement of parts. The regulator shall
have convenient manual adjustment of set points.
Automatic cutout valves designed to automatically close upon rupture of the hose shall be provided in accordance with Mil. Spec.
MIL-V-24394 for each hose outlet supplying nitrogen, subject to limitations of Section 6.1 of Mil. Spec. MIL-V-24394. Automatic cutout
valves shall be accessible for resetting, testing, and overhauling. A key-operated plug cock shall be installed beyond each automatic cutout
valve for testing the valve. The size of the plug cock shall be the same as that of the piping in which the automatic valve is installed.
Nitrogen system, detailed requirements - The distribution shall be complete and the installation shall include: piping, valves,
stowage of cylinders and caps, operating gear, gages, label plates and other fittings, instruments and appurtenances required for reliable
performance of the design functions, efficient operation and maintenance, and for the protection of personnel and equipment.
For surface ships other than aircraft carriers and submarine tenders, a dry, oil-free nitrogen system shall be provided from cylinders
with distribution piping to supply nitrogen for serving gun and guided missile installations, helicopters and other services as required.
A nitrogen system consisting of nitrogen cylinders, manifolded together, shall be provided for gun and guided missile service such as
charging recuperators and accumulators. Nitrogen booster pumps shall be provided if required for higher pressures. Air for air operated
booster pumps shall be from the ship service air system (see Section 551). The air driven booster pump shall be of a design which will
ensure positive separation of the driving and driven fluids. The nitrogen system shall be provided with pressure regulators and pressure
gages, as required.
Helicopter service - Unless otherwise specified five nitrogen cylinders shall be provided, three of which shall serve as spares
reserved for helicopter services and stowed in the compressed gas cylinder storeroom. The installation shall consist of a two cylinder bank
in the hangar with cutout valves in the header and two parallel branches, one for high pressure and one for low pressure, with the following
outlets:
Two outlets located in the hangar (one high pressure and one low pressure).
Two outlets located in a watertight deck box in the landing area (one high pressure and one low pressure).
The low pressure branch for the hangar and watertight deck box shall consist of a pressure regulator and a hose outlet valve in
the hangar and a similar installation in the watertight box. Hoses shall be suitable for 1800 lb/in2 service.
The high pressure branch for the hangar and watertight deck box shall consist of a nitrogen booster pump for 3000 lb/in2
service located near the cylinder bank, a pressure regulator, and hose valve outlet in the hangar. A pressure regulator and hose valve outlet
shall be installed in the watertight deck box. Hoses shall be suitable for 3000 lb/in2 service.
Sufficient lengths of 3/8 inch hose shall be provided for servicing the helicopter in the hangar and on the landing platform.
Hoses for servicing the helicopter in any section of the landing area shall be stowed in the deck box. Hoses for servicing the helicopter in
the hangar shall be stowed in the hangar. The charging ends of the hoses shall be fitted with valved fittings suitable for attachment to
connections on the helicopter, as required. Adapters shall also be provided to mate the hoses with a 1/4 inch female pipe thread.
Section 552
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Watertight deck boxes shall be located clear of designated helicopter landing area and replenishment-at-sea deck handling
areas.
On ships where a helicopter hangar is not required, the nitrogen supply to the landing area shall be provided to two outlets in
the landing area watertight deck box, as above.
Nitrogen flask charging connection - A charging connection shall be provided from the O2N2 plant or nitrogen storage source to a
convenient location (on the hangar deck, if applicable) via a reducing station consisting of a filter, reducing valve, relief valve and pressure
gage, installed in that order. The line shall terminate in a bleeder type stop valve and 10 feet of 3/8 inch hose. Hose shall be in accordance
with Mil. Spec. MIL-H-17666 and shall be equipped with adapters as shown on drawing, NAVSEA No. S4923-1385765.
Nitrogen for propulsion or auxiliary boiler layup - A nitrogen supply shall be provided via a 50/5 lb/in2 pressure reducing station for
blanketing the boiler steam drum during wet layup. The reducing station shall consist of individual valves and fittings in lieu of a
manifold. The reducing station output shall be connected to the boiler steam drum vent system with isolation cut-out and check valves
installed at the boiler. Warning plates shall be installed on the steam and water drums, inscribed as follows:
WARNING
DO NOT ENTER DRUMS WITHOUT THOROUGHLY VENTING
AFTER NITROGEN BLANKET HAS BEEN APPLIED.
552f. Helium Systems (New Installation and Modifications to Existing Systems)
Helium shall meet the requirements of MIL-P-27407. Respirable helium shall be in accordance with Mil. Spec. MIL-P-27407, type
I, grade B, with gas samples analyzed to ensure that halogenated compounds (e.g., trichloroethylene, carbon tetrachloride) do not exceed
0.1 ppm. Freon levels up to 1.0 ppm are allowed.
Divers air and gas systems shall be installed and modified in accordance with the design characteristics and requirements, as
552g. Exhaust Gas Systems (New Installations and Modifications to Existing Systems)
The system shall consist of an exhaust gas generator, stowage, and transfer systems. The exhaust gas plant shall supply exhaust for
purging and charging gasoline system piping, inerting of gasoline tank compartments, inerting of cofferdams surrounding gasoline tanks
and the annular space of double-walled gasoline piping, and for flooding the exhaust gas producer room.
The gas generating plant shall consist of an internal combustion engine, a fuel tank, gas coolers, scrubbers, a compressor (driven by
the engine), washers, separators, purifiers, including carbon monoxide eliminators, carbon monoxide indicator and alarm, and the
accumulators from which the service system is supplied. Accumulators shall consist of five, 10 cubic foot capacity cylinders designed to
stow gas at 300 lb/in2.
The internal combustion engine shall be automatically controlled to ensure the purity of the gas by the action of a gas analyzer at the
engine. The gas produced shall have the following properties:
Gas
Percentage by Volume
Carbon Monoxide
Carbon dioxide
Oxygen
Nitrogen
100 parts per million (maximum)

12 percent to 14 percent
2 percent (maximum)
Remainder
Fittings shall be provided for emergency connection to carbon dioxide cylinders.

552h. Carbon Dioxide Inerting Systems (New Installations and Modifications to Existing Systems)
A carbon dioxide inerting system, consisting of stowage arrangements and transfer piping, shall be provided on ships which have
bulk stowage of gasoline but which do not have an exhaust gas plant or an oxygen and nitrogen producer. Arrangements shall be provided,
as required, for inerting cofferdams, purging and charging gasoline system piping, and for blow-back of cargo gasoline hose.
552i. Services (New Installation and Modifications to Existing Systems)
General - Inert gas, except for carbon dioxide, shall be provided by either the O2N2 producers or the exhaust gas plant.
Inerting of cofferdams - Inert gas lines to cofferdams shall be provided with manually controlled cutout valves at the cofferdam
boundaries. Piping to and within the cofferdams shall be arranged for properly diffusing the gas. The piping in cofferdams shall have an
adequate number of branches terminating in baffle type diffusing heads located about 1/3 the height of the space above the bottom.
A steaming-out connection shall be provided on the inert gas supply line to facilitate gas-freeing the cofferdams. A check valve shall
be provided in the inert gas line to prevent steam from backing up into the inert gas system.
Vent connections shall be provided at the top of cofferdams in locations most suitable for purging with the minimum loss of inert
gas. When purging with inert gas produced by exhaust plant or nitrogen, the purging shall be carried to the point where a reading of 50
percent inertness is recorded by the inertness analyzer before the vents are closed and the cofferdams placed under a pressure of 8 ounces
with additional inert gas.
Section 552
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2004 Edition
On aircraft carriers, cofferdam vents shall be led through the same spaces as the aviation fuel piping. They shall be provided with
cutout valves with a relief valve bypass at the cofferdam boundaries and flame-proof screens at their terminals. Pressure gage and
inertness analyzer connections shall be provided on the cofferdam side of the vent cutout valve. Thegage shall be located at the control
station and shall have a red hand or mark at the 8 ounce mark. Means shall be provided for relieving pressure in the charging lines when
the system is secured.
Relief valves in the inert gas piping and in vents from inert gas filled compartments shall discharge to the weather. The relief valves
shall be set at 4 lb/in2.
For ships that use carbon dioxide for inerting cofferdams, the normal procedure will be to charge the cofferdams with carbon dioxide
while the ship is in a shipyard, or at some other activity where carbon dioxide is available, to the point where a reading of 35 percent
inertness is recorded by an inertness analyzer and then, with the vents closed, the cofferdam shall be placed under a pressure of 8 ounces,
with additional carbon dioxide. The number of carbon dioxide cylinders installed shall be based on the number required to raise the
pressure in the cofferdam to 8 ounces after the 35 percent inertness concentration has been obtained. Enough spare cylinders shall be
provided to repeat this operation seven times. Means shall be provided for periodic weighing of cylinders. Carbon dioxide cylinders for
this system shall be in accordance with Fed. Spec. RR-C-901/2, (3/4 inch NGT tap). These cylinders shall be fitted with handwheel
operated valves Mil. Spec. MIL-V-2/15. Internal siphon tubes shall not be installed.
The carbon dioxide cylinders shall be manifolded to discharge through a 2000/300 lb/in2 reducing valve to an expansion tank of one
cubic foot volume. The tank shall be designed for a working pressure of 300 lb/in2 and shall be fitted with a relief valve set to relieve at
330 lb/in2. The expansion tank shall discharge through a 300/15 lb/in2 reducing valve to a distribution manifold which shall discharge
through tail pipes to the cofferdam. The low pressure side of the 300/15 lb/in2 reducing valve shall be fitted with a relief valve set to
relieve at 20 lb/in2. One pressure gage shall be provided on the high pressure side of the 2000/300 lb/in2 reducing valve, one on the
expansion tank, and one on the low pressure side of the 300/15 lb/in2 reducing valve. Bypasses around the reducing valves shall not be
provided.
Portable inertness analyzers and connection fittings shall be provided to indicate the percentage of nitrogen, inert gas or carbon
dioxide in aviation fuel cofferdams.
On fleet oilers the cofferdam vent relief valve shall discharge to the atmosphere through the cargo gasoline tank vent riser, up the
mast. Gas sampling connections for carbon dioxide inerted cofferdams on fleet oilers shall be provided for taking samples from the bottom
and top of the cofferdams. The gas sampling connections shall be located on the main deck and shall be fitted with try cocks suitable for
attaching hose from an inertness analyzer.
Inerting of gasoline tank compartments - Inert gas lines to gasoline tank compartments shall be provided with manually controlled
cutout valves at the compartment boundary. Piping in the compartment shall be provided with branches terminating in baffle type
diffusing heads located about 1/3 the height of the compartment above the deck. A vent discharging to the weather and terminating in a
flame-proof screen shall be provided for the compartment. A cutout valve with a relief valve bypass shall be provided in the vent. The
relief valve shall be set at 4 lb/in2. A pressure gage with a red hand or mark at the 8 ounce mark and inertness analyzer connections shall
be provided on the tank side of the vent cutout valve. A portable inertness analyzer shall be provided unless one has been provided for
cofferdam spaces.
Doublewall aviation fuel piping charging system - Inert gas at 10 lb/in2 shall be supplied through a reducing valve to the annular
space of double-walled aviation fuel piping. Purging for the annular space of the double-walled fuel piping shall be carried to 50 percent
inertness when using nitrogen or inert gas produced by exhaust gas plant and 35 percent inertness when using carbon dioxide. A pressure
gage and cutout valve shall be installed on the low pressure side of the reducing valve. A relief valve shall be installed to protect the
double-walled piping and shall discharge to the cofferdam vent piping.
Aviation fuel main purging and charging system - The inert gas supply for purging and charging aviation fuel delivery lines shall
connect to a point immediately above the lowest valve in the aviation fuel suction piping, to a point between the aviation fuel filter
discharge and the filter automatic shutoff valve, and to the bypass line around the filter, and shall be arranged to charge the aviation fuel
system with inert gas at 10 lb/in2. A valved bypass line shall be provided around the reducing valve for emergency use. Relief valves set
at 15 lb/in2 shall be provided to limit the pressure applied to the gasoline piping. The inert gas delivery line shall be fitted with a check
valve to prevent the entrance of aviation fuel by inadvertent operation of the cutout valve at the aviation fuel main. Enough cylinders shall
be provided to purge and charge the aviation fuel piping twelve times.
If carbon dioxide is used for purging, the carbon dioxide cylinders for this system shall not be fitted with internal siphon tubes. The
cylinders shall be manifolded to discharge through a single 2000/10 lb/in2 reducing valve, and a valved bypass line shall be provided
around the reducing valve for emergency use. The piping shall be similar to the inert gas distribution system, described above, for this
service.
Carbon dioxide blow-back for cargo gasoline hose on fleet oilers - A carbon dioxide system shall be provided for fleet oiler cargo
gasoline node blow-back at a pressure of 100 lb/in2. The carbon dioxide cylinders for this system shall not be fitted with internal siphon
tubes. The cylinders shall be manifolded to discharge through a single 2000/100 lb/in2 reducing valve and a valved bypass line shall be
provided around the reducing valve for emergency use. A relief valve set at 110 lb/in2 shall be provided to limit the pressure applied. The
Section 552
S9AA0-AB-GOS-010
2004 Edition
carbon dioxide supply piping for node blow-back shall connect to the gasoline piping at a point between the double valves at the ends of
each gasoline discharge header and shall be fitted, at this point, with a globe cutout valve and a ball check valve to prevent the entrance of
gasoline into the carbon dioxide line as a result of inadvertent operation of the cutout valve.
The number of carbon dioxide cylinders required for a fleet oiler shall be determined from the following formula:
C1
NH
Number of cylinders = C2 X 0.66Q
Where:
C1 =
Capacity of fleet oiler in gallons.
C2 =
Capacity of smallest receiving ship in gallons.
H
=
Carbon dioxide required per hose (102 cubic feet is required for one blow-back of a standard 4 inch rig and 252
cubic feet is required for one blow-back of a standard 6 inch rig).
N
=
Number of hoses used during a fueling operation.
Q
=
Free gas capacity of carbon dioxide cylinder. (450 cubic feet for a 50-pound cylinder).
The same number of cylinders required for the hose blow-back system shall be provided as spares.
Exhaust gas generator room flooding system - The system shall be supplied direct from the accumulators, and controlled by a valve
operated from a hinged type box located outside the compartment. A pressure operated switch, for cutting off ventilation, and instruction
plates describing the operation of the system shall be provided similar to the requirements for carbon dioxide flooding systems, see Section
555.
552j. Lubricants
Lubricants for seals and threads required for assembly shall be in accordance with NSTM Chapter 262.
Compressor or other component lubrication shall be in accordance with manufacturers technical manual instructions.
All oxygen equipment shall be entirely free from grease and oil.
552k. Repair and Overhaul of Existing Systems
shall identify the class of overhaul (i.e., class B) authorized for the item. Where applicable,the Supervisor's Work Specification shall
552l. Shock
552m. Technical Documentation
552n. Cleanliness
Whenever possible for new, modified or existing piping installations, shipboard cleaning shall be minimized or eliminated by
component and subassembly cleaning after fabrication, and before installation on the ship. All such precleaned items shall be sealed until
installation and the cleanliness of existing connecting piping or equipment maintained at all times.
Oxygen and nitrogen plants (liquid producers, storage tanks, pumps, vaporizers and associated auxiliaries). New installations:
The producers, tanks, pumps, vaporizers and piping of the assemblies are considered dry and cleaned for oxygen and oil-free
nitrogen service, provided seals of all outlets are intact and a positive pressure exists within the tank, and the producers process piping
vessels when received from the manufacturer. If a new producer or tank is not maintained under positive pressure prior to installation, a
vacuum test must be performed to verify pressure integrity. After installation, the equipment shall be cleaned, as necessary, to remove
contamination introduced during installation and due to lost seals or positive pressure.
Oxygen and nitrogen plants and systems:
The cleaning of oxygen and high purity nitrogen systems and oxygen-nitrogen plants shall be in accordance with
MIL-STD-1330 and procedures of NSTM Chapter 550. High pressure air system cleanliness standards and methods specified in Section
Section 552
S9AA0-AB-GOS-010
2004 Edition
551 may be applied to non-high purity nitrogen services. Oil-free nitrogen gas piping used for purging of oxygen systems, life support
systems or other services requiring oil-free nitrogen shall be cleaned in accordance with MIL-STD-1330.
Helium and helium/oxygen systems:
Cleaning requirements shall be in accordance with a NAVSEA approved procedure.
552o. Inspections
Flask, oxygen-nitrogen producer and piping inspections shall be in accordance with NSTM Chapter 550.
552p. Testing Requirements
Oxygen and nitrogen plants (liquid producers, storage tanks, pumps, vaporizers and associated auxiliaries) - If the producer or tank is
not maintained under positive pressure prior to installation, a vacuum test must be performed on the tank's annular space, and a pressure
test performed on the producer piping and tank inner container to verify pressure integrity.
The equipment need not be pressure tested after installation unless damage has occurred or repairs/alterations have been made.
Interconnecting piping installed in conjunction with the plant shall be cleaned and tested.
After installations are complete, the plants and their auxiliaries shall be operated to check the proper performance of all functions of
each unit. The liquid overboard discharge lines shall not be operated unless at sea.
Piping systems - Hydrostatic, tightness and operational testing shall be in accordance with Section 505. Exceptions/additions are as
follows:
The gaseous nitrogen storage and distribution systems shall be tested in accordance with MIL-STD-1330.
The gaseous oxygen system shall be tested in accordance with MIL-STD-1330.
Oxygen and nitrogen systems shall be given an operational test upon completion of the piping test to ensure that pressure reducing
valves, automatic stop valves and relief valves operate satisfactorily.
The oxygen-nitrogen plant auxiliary piping systems test requirements are provided in Section 505 herein.
Exhaust-gas system - After installation of a new exhaust-gas generating plant, the unit shall be tested to determine compliance with
the specifications of the purchase order, especially as regards quantity, pressure control, and quality of the gas produced, and safe
operating temperatures of the component parts of the plant. Similar tests shall be conducted subsequent to overhaul or repair. After all
controls and regulators are properly adjusted, the plant shall be given a 2-day operating test of not less than 6 hours each day, during which
the composition of the gas shall remain within the following limits:
Carbon dioxide
Oxygen
Carbon monoxide
Nitrogen
11 to 13 percent
0.4 to 1.5 percent
100 parts per million (maximum)
Remainder
The piping on the discharge side of the cutout valve, such as at the aviation fuel cofferdams, shall be tested in conjunction with and
at the same pressure as the test of the space or system involved.
Carbon dioxide system - Carbon dioxide piping systems shall be tested similar to the inert gas piping systems.
Miscellaneous - Subject to Supervisor approval, alternative tightness test procedures may be utilized rather than pressure drop
criteria provided herein. Such alternative methods may include the tightness tests of Section 505 augmented by soap testing of each joint.
Section 552
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2004 Edition
Section 552
S9AA0-AB-GOS-010
2004 Edition

SECTION 555
FIRE EXTINGUISHING SYSTEMS
Section
555a.
555b.
555b1.
555b2.
555b3.
555c.
555c1.
555c2.
555d.
555e.
555e1.
555e2.
555e3.
555e4.
555e5.
555e6.
555e7.
555f.
555g.
555h.
555i.
555j
555k.
555l.
555m.
555n.
555n1.
555n2.
555n3.
555n4.
555n5.
555n6.
INDEX
Title
General
Carbon Dioxide Extinguishers and Systems
Portable 15 pound CO2 Extinguishers
Hose Reel Installation
Carbon Dioxide Fixed Flooding Systems
HALON Fire Extinguishing
HALON 1301 Fire Extinguishing Systems
Portable HALON 1211 Extinguishers
Dry Chemical Extinguishers
Aqueous Film-Foaming Foam (AFFF)
General
AFFF Systems
AFFF Reserve and Transfer Systems
AFFF Concentrate Spare Supply
AFFF Services
AFFF System Controls
Operating Instructions, Label Plates
Deep Fat and Doughnut Fryer Fire Extinguishing System
Steam Smothering System
Freshwater Hose Reels
Boiler Burner Area Fire fighting System
Protective Devices
Shock
Carbon Dioxide Systems
HALON 1301 Total Flooding Systems
AFFF Systems
Deep Fat and Doughnut Fryer Systems
Steam Smothering Systems
Boiler Burner Area Fire Extinguishing Systems
Page
1
1
2
2
2
3
3
3
4
4
4
4
4
5
5
7
8
8
8
9
9
9
9
9
9
9
9
10
10
12
12
12
555a. General
This section contains requirements for CO2 fire extinguishing systems, portable CO2, and dry chemical fire extinguishers, HALON
1301 fixed flooding systems, Aqueous Film Forming Foam (AFFF) systems, deep fat and doughnut fryer fire suppression systems, fresh
water hose reels, and steam smothering systems not contained elsewhere in these specifications. For fire extinguishing systems which
employ seawater only, see Section 521. For alarms, see Section 436. For photoluminescent marking requirements, see Section 602.
555b. Carbon Dioxide Extinguishers and Systems (New Installations and Modifications to Existing Systems)
General - Carbon dioxide shall be provided for extinguishing flammable liquid fires and fires in electrical equipment by smothering.
Application shall be by means of portable extinguishers, permanently installed hose reel systems or fixed flooding systems.
New systems shall not be installed without prior approval of NAVSEA.
The size of carbon dioxide cylinders is expressed as their capacity in weight of carbon dioxide. Portable extinguisher cylinders shall
be 15 pound capacity. Unless otherwise specified, cylinders for hose reels and flooding systems shall be 50 pound capacity.
To facilitate inspection, removal and periodic weighing, 50 pound cylinders shall be secured by individual bolted flat steel
straps.
Fixed carbon dioxide equipment, hose reel and fixed flooding, installed in any one ship shall be furnished by one manufacturer to
insure interchangeability of parts.
Complete fully charged spare cylinders/flood valve assemblies shall be provided as required by MIL-E-2185 and MIL-E-2186 for
hose reels and fixed flooding systems. Charged 50-lb CO2 cylinder/flood valve assemblies of systems meeting the requirements of
Section 555
S9AA0-AB-GOS-010
2004 Edition
MIL-E-2185 and MIL-E-2186 are interchangeable between those systems regardless of supplier; in-service interchanging of such
assemblies is permitted.
Fifty pound carbon dioxide cylinders (active or spare) shall not be installed or stowed in living spaces.
A weight record card, NAVSEC 9930/1, shall be furnished with each cylinder and shall normally be attached to the cylinder. If a
group of cylinders is installed for a single system, a record card holder shall be provided at the group.
555b1. Portable 15 pound C02 extinguishers
Portable extinguishers and mounting brackets shall be in accordance with Mil. Spec. MIL-E-24269.
Locations - Locations of carbon dioxide units shall be in accordance with the following:
Portable extinguishers shall be provided in spaces that contain major electrical equipment such as generators, electrical boilers,
motors, switchboards, static conversion power supplies and storage batteries. Examples of spaces to which this requirement applies are
CIC, radar room, sonar room communication center, computer room, main and auxiliary machinery rooms, switchgear rooms, machinery
rooms, motor generator rooms, and shops with electrical motors or significant amounts of electrical equipment.
On air capable and amphibious assault aviation ships, at least one CO2 estinguisher shall be provided at each AFFF hose reel
on flight decks and gallery walkways, hangars and on helicopter platforms. A minimum of two CO2 extinguishers shall be provided in
each vertical replenishment area and each designated hovering area. At least one extinguisher installed at one AFFF hose reel serving each
landing area shall be fitted with an extension tube of approximately five feet in length.
Two portable extinguishers shall be provided in each aircraft and helicopter crash and rescue locker.
Portable extinguishers shall be provided in passageways or other readily accessible spaces to protect against fires in electrical
equipment located outside rooms containing major electrical equipment. Examples of equipment to be protected by these general area
coverage extinguishers are motor controllers, distribution panels, connection boxes, transformers and bus transfer devices. The
extinguisher shall be within travel distance of 30 feet of the protected equipment and shall be within the same transverse watertight, fire
zone and CPS zone boundaries as the protected equipment.
555b2. Hose Reel Installation
Hose reels shall comply with Mil. Spec. MIL-E-2185.
Hose reels shall be installed in engine rooms and motor rooms of electric-driven surface ships.
Hose reels shall be installed in sufficient quantity so that all areas of the space may be reached by at least one hose. The maximum
length of hose on any one reel shall be 50 feet. Each hose reel system shall include two 50-pound CO2 cylinders.
One hose reel system shall be installed as near to the access of the protected compartment as approved. If space limitations do not
permit installation of the cylinders and hose reel near the access, the cylinders may be located elsewhere within the space but the hose reel
shall be located as near the access as practicable. If the cylinders are separated by a distance in excess of 10 feet from the hose reel, a
remote pull cable operator within a hinged cover pull box shall be installed next to the hose reel at a distance not to exceed 5 feet and in a
position of unobstructed view from the hose reel unit. To prevent accidental release of carbon dioxide, operating cables shall be run in a
pipe or conduit, and expanded metal screens shall be installed to protect cylinder release valve levers and exposed cable at the cylinders.
A portion of the cable, projecting approximately 3 inches from each pull box after the handle has been pulled to maximum travel, shall be
painted bright red.
555b3. Carbon dioxide fixed flooding systems
These systems comply with Mil. Spec. MIL-E-2186 and are installed for protection of the following spaces:
Enclosed gasoline service stations.
Packaged gasoline stowage compartments.
Paint and flammable liquid storerooms.
Paint mixing and issue rooms.
Aviation storeroom (flammable).
Enclosed spaces containing permanently installed gasoline engines.
Gasoline pump, motor and filter rooms, and gasoline pump room access trunks.
The following quantities are used in the design of carbon dioxide fixed flooding systems.
For spaces smaller than 1,600 cubic feet, the following quantities apply:
50 pounds of gas for spaces of up to 800 cubic feet volume.
100 pounds of gas for spaces between 800 and 1,600 cubic feet volume.
For spaces larger than 1,600 cubic feet the following quantities apply:
One pound of gas per 18 cubic feet up to 4,500 cubic feet volume.
One pound of gas per 20 cubic feet between 4,500 and 50,000 cubic feet volume.
One pound of gas per 22 cubic feet when over 50,000 cubic feet volume.
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In calculating the net volume of the space to be protected, allowances may be made only for permanent impermeable machinery and
structures.
Cylinders and operating mechanisms shall be protected from mechanical damage.
Distribution piping shall be run to avoid pockets. Discharge nozzles shall be arranged to give a uniform gas discharge in all parts of
the protected compartment. In general, nozzles shall be located about 1/3 of the height of the compartment above the deck. The discharge
piping and nozzles shall permit the discharge of all cylinders in not more than 2 minutes.
Where a system consists of one or two cylinders, one cylinder (referred to as a pilot cylinder) shall be fitted with a discharge head
operated manually by a pull cable. Where a system consists of three or more cylinders, two cylinders (referred to as pilot cylinders) shall
be fitted with discharge heads operated manually by pull cable. Kidde systems with two pilot cylinders shall have a cable nipple, Kidde
P/N 33157, installed between each control head. Cylinders without manually operated discharge heads are referred to as slave cylinders.
The discharge piping shall be arranged so that the pressure of the released carbon dioxide will open the valves of the slave cylinders. For
Kidde systems, local operating levers shall not be installed on the control heads.
Operation of the system shall be accomplished by operating either the local or remote pull box. A multiple pull mechanism shall be
installed connecting the local and remote pull box cables with the cable from the lever operated discharge head/control head. Pull boxes
shall be located outside of the compartment protected, one adjacent to the access (local) and one along the route of egress from the space
which will remain tenable with a fire in the compartment (remote). The distance between the pull boxes shall be a minimum of 10 feet.
Where the means of egress from the space is through a trunk (with a vertical ladder), one pull box shall be located at the top of the access
trunk on the damage control deck and the other pull box shall be along the route of egress from the access.
The local and remote pull boxes shall be of watertight construction with break glass of such size that the pull handle may be readily
operated after the glass is broken. A quick opening cover shall protect the break glass during normal operating conditions.
A portion of the cable, projected 3 inches from each pull box after the handle has been pulled to maximum level, shall be painted red.
The pull cables shall be protected from accidental operation by being run through conduit.
A time delay device shall be installed in all CO2 fixed flooding systems. The time delay device shall be either 30-second or 60second type depending the observed egress time. Egress time shall be based on the time it takes two persons to walk from the most remote
location inside the space to a point just outside the access. For egress times up to 25 seconds, a 30-second time delay shall be installed.
For egress times between 25 and 55 seconds, a 60 second time delay shall be installed. The time delay device shall be installed
downstream of the alarm and ventilation pressure switches. The time delay shall not be installed downstream of more that five CO2
cylinders. For egress times greater than 55 seconds, a 60-second time delay and a stop valve shall be installed. The stop valve shall be
installed downstream of the time delay and shall be fitted with a control head which is manually operated by a pull cable connected
through a multiple pull mechanism to a local and remote pull box. The local pull box for the stop valve shall be collocated next to the
local pull box for the system. The remove pull box for the stop valve shall be collocated next to the remote pull box for the system. Prior
approval by NAVSEA is required for a stop valve installation.
To prevent accidental releases, a protective cage shall be fabricated from carbon steel expanded metal, inch 20 gauge.
Protective cage shall be installed to cover exposed operating levers and exposed cable between the valve head and cable conduit.
Protective cages are not required on slave cylinders. The design and installation of the protective cage shall support ready access to the
cylinders. The front face of the protective cage shall be either hinged or shall be designed to lift off. The lift off type shall be designed to
support the weight of the cage when the bolts are removed. Bolts shall be installed for both the hinged type and lift off type to ensure face
of cage is secured to the frame. The outside of the protective cage shall be painted red.
For systems with lever operated discharge heads (Ansul), the protective cage shall meet the following clearance requirements:
The top of the cage shall be a minimum of 4 inches and a maximum of 6 inches above the actuation lever and exposed cable.
The front face of the cage shall be a minimum of 4 inches and a maximum of 8 inches from the actuation lever and exposed
cable.
The front face shall extend a minimum of 6 inches and a maximum of 10 inches horizontally beyond exposed cable and
actuation lever.
The lower edge of the front face shall be within one inch of the elevation of the bottom of the discharge head nut.
For systems with cable operated control heads (Kidde), the protective cage shall meet the following clearance requirements:
The top of the cage shall be a minimum of 6 inches and a maximum of 10 inches above the top of the discharge head.
The front face of the cage shall be a minimum of 3 inches and a maximum of 5 inches from the control head.
The front face of the cage shall extend a minimum of 6 inches and a maximum of 10 inches horizontally beyond the edge of
the control head.
The front face shall extend vertically a minimum of 3 inches and a maximum of 5 inches below the control head and conduit.
Refer to NAVSEA S9555-D3-MMO-010 for protective cage illustration.
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One manual reset pressure switch that will shutdown ventilating fans to the space protected, and a similar switch that will activate
visible and audible alarms when carbon dioxide is released, shall be installed outside the protected space. The pressure switch piping shall
connect to the CO2 discharge piping upstream of the time delay. See section 436.
See section 512 for requirements for ventilation alarms and flame arrestors. See section 506 for space air escapes and vents.
An operating instruction plate shall be installed at all carbon dioxide pull box locations and shall read as follows:
1.
3.
OPERATING INSTRUCTION
CO2 FIXED FLOODING SYSTEM
IN THE EVENT OF A FIRE:
ENSURE ALL PERSONNEL HAVE VACATED THE PROTECTED SPACE.
2. SECURE DOOR/HATCH TO PROTECTED SPACE.
ACTIVATE CO2 SYSTEM BY BREAKING GLASS AND PULLING CABLE
WARNING:
DO NOT ENTER WITHOUT RESPIRATORY PROTECTION OR
UNTIL COMPARTMENT HAS BEEN VENTILATED AT LEAST
15 MINUTES AND IS CERTIFIED GAS FREE.
Install NAVSEA approved Danger signs inside the protected space next to each alarm bell. Install additional Danger signs to ensure
visibility throughout the protected space.
Install NAVSEA approved Danger signs outside the protected space next to each access.
Install NAVSEA approved Warning sign at each pull box.
Install NAVSEA approved Warning sign at each stop vale pull box.
Install NAVSEA approved Warning sign on front face of protective cage.
Label plates indicating the location of switches for restarting the ventilation fans shall be installed on the bulkhead adjacent to
the pressure operated shutdown switch.
For spaces with inward doors, an automatic door latch assembly shall be manufactured and installed in accordance with NAVSEA
STD DWG 803-6983467.
CO2 cylinder mounting brackets, in accordance with the manufacturers design, shall be installed and securely fastened for each
cylinder in the system.
555c. HALON Fire Extinguishing
555c1. HALON 1301 Fire Extinguishing Systems. (Modifications to Existing Systems)
Existing HALON 1301 systems with individual HALON cylinders connected to separate discharge piping shall be in accordance
with drawing NAVSEA No. 803-5773930. HALON 1301 systems with cylinders manifolded together to common distribution piping shall
be in accordance with NAVSEA drawing No. 803-5959326.
HALON distribution piping shall be modified only when approved by NAVSEA.
General - (Installations of New Systems.) HALON 1301 fixed flooding fire extinguishing systems shall consist of components in
accordance with Mil. Spec. MIL-E-24572. Time delays, pressure switches, actuation (1/4 inch) check valves, discharge (1 1/2 inch) check
valves, and CO2 actuation cylinders installed in HALON 1301 total flooding systems for each ship shall be of the same make and type as
in existing systems.
Unless otherwise approved, HALON 1301 shall be installed in accordance with drawing NAVSEA No. 803-5773930, Type I, except
as noted herein to protect the following spaces:
Main machinery rooms
Auxiliary machinery rooms in which fuel pumps or fossil fuel powered equipment is installed
Engine rooms
Fire rooms
Auxiliary fossil-fuel boiler rooms
Flammable liquid cargo holds
Fuel pump rooms (DFM, fuel oil, JP-5, LCAC, or MOGAS)
Ship service or emergency generator rooms
TACTAS handling rooms
RAST machinery spaces
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If adjacent compartments have a common non-tight bulkhead, a single HALON system shall be installed which simultaneously
floods both spaces.
HALON space volume calculations shall be prepared and submitted to NAVSEA for approval. Emergency lighting shall
be installed at each HALON actuation station on new installations and modifications to existing systems.
555d. Dry Chemical Extinguishers (New Installations and Modifications to Existing Systems)
Portable dry chemical (PKP) extinguishers are provided to extinguish flammable liquid fires. Portable extinguishers and mounting
brackets shall be in accordance with Mil. Spec. MIL-E-24091.
General - The size of portable dry chemical extinguishers is expressed as their capacity in weight of dry chemical. Extinguishers
shall be 18-pound capacity except as noted herein.
A weight record card, NAVSEC 9930/2, shall be furnished with each cylinder and shall normally be attached to the cylinder.
Spare cartridges and dry chemical shall be provided for at least 50 percent of the installed extinguishers. The cartridges shall be in
accordance with Mil. Spec. MIL-C-24224 and the dry chemical shall be in accordance with Fed. Spec. O-D-1407.
Locations - Locations for portable extinguishers within a space, unless specified otherwise, are those near the area normally occupied
by personnel on watch or in the vicinity of accesses.
Locations shall be in accordance with the following:
Portable extinguishers shall be provided in spaces where flammable liquids are used or dispensed. Examples of such spaces
are the supply department storeroom (flammable liquids), supply department storeroom (aviation flammable liquids), paint mixing and
issue room, painting and refinishing room, near the deep fat fryers and doughnut fryers, TACTAS hoist room, O2N2 compressor rooms,
JP-5 pump rooms, JP-5 filter rooms, fuel pump rooms, and diesel and gas turbine generator rooms.
Portable extinguishers shall be provided in propulsion spaces and auxiliary machinery spaces containing propulsion auxiliary
equipment.
Portable extinguishers shall be provided in stowage spaces for fueled vehicles, or boats.
Portable extinguishers shall be provided within 30 feet of fueling stations.
One 27-pound extinguisher shall be provided at each AFFF hose reel in propulsion spaces, and auxiliary machinery spaces
containing propulsion auxiliary equipment.
One 27-pound extinguisher shall be provided in front of the boiler casing of each fossil-fuel fired boiler.
555e. Aqueous Film-Forming Foam (AFFF) (New Installations and Modifications to Existing Systems)
555e1. General - AFFF systems shall be installed to protect machinery spaces, helicopter hangars and landing platforms, refueling
stations, aviation ship flight decks and hangar bays, fuel pump rooms, and other spaces where there is sufficient risk of flammable liquid
fire. AFFF shall be produced by mixing AFFF concentrate (MIL-F-24385, Type 6) with seawater. The resulting solution shall be
dispensed by AFFF hose nozzles and fixed AFFF sprinkler heads/nozzles.
Piping shall be sized to provide the required discharge pressure at the most remote nozzle/head rated flow.
Clear, concise, and specific operating instructions shall be provided at all AFFF stations and control locations.
AFFF concentrate service and reserve tanks shall be located in spaces which remain between 34 and 110 degrees F. The service
tanks shall be located inside the AFFF station and shall be in accordance with drawing NAVSEA 803-5959273. Where 55 gallon drums
are to be used to fill from a flush-deck fill connection, a funnel compatible with drawing NAVSHIP 810-1385848 shall be provided at each
fill connection.
Solenoid-operated pilot valves (SOPV) shall be in accordance with drawing NAVSEA 803-5959218 or CLA-VAL Model
CSM5M-3A. They shall be installed in accordance with drawing NAVSEA 803-5959273.
AFFF system control valves shall be of the diaphragm-actuated globe type, as required by the applicable system standard drawing
and the installation requirements contained in drawing NAVSEA 803-5959273.
Tanks shall be in accordance with drawing NAVSEA 803-5959273.
Valves shall be located in unlocked spaces and readily accessible for operation.
The firemain supply to AFFF proportioner stations shall be from dedicated service connections.
Adequate space shall be provided to permit ease of operation and maintenance of all system components.
Modification to existing systems and installation of new systems shall not be accomplished without prior approval of NAVSEA.
555e2. AFFF Systems
Existing AFFF systems shall be configured in accordance with the applicable drawings as follows:
FP-180 - drawing NAVSHIPS 803-2145520
FP-1000 - drawing NAVSHIPS 810-1385878
Low capacity injection (12-gpm pump) - drawing NAVSEA 803-5184186
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Two-speed injection - drawing NAVSEA 803-5001029

Balanced pressure proportioner - drawing NAVSEA 803-5959273
The balanced pressure proportioner (Fireboss) installed on DD 963/DDG 993 and LHA classes and single-speed injections systems
shall be in accordance with the applicable system technical manuals.
An exception to the above is that the PKP side of the Twin Agent Unit (TAU) has been, or will be, removed and shall be deleted
from the requirements.
555e3. AFFF Reserve and Transfer Systems
General - An AFFF reserve and transfer system is required where service tanks cannot be provided with sufficient capacity to meet
the design operating time for the maximum concurrent demand.
A minimum of two reserve tanks and a maximum number equal to the number of AFFF stations shall be provided. The tanks shall
be located in spaces which are not protected by AFFF.
Transfer system operating instructions and diagram are required at each AFFF station.
Local and remote tank level indications shall be provided.
The capability to monitor the pressure in each main shall be provided in D.C. Central.
Tank vents shall be installed such that overflow will not impinge on the tank top.
Transfer mains shall be located on the damage control deck. Piping shall be run as close as possible to AFFF stations.
555e4. AFFF Concentrate Spare Supply
General - Spare concentrate is carried for various reasons, not all applicable to every ship, but dependent on the type of ship and
AFFF system, as well as the recentness of the installation. On many older ships, with small capacity proportioners and tanks, spare AFFF
is needed to "Fill-on-the-fly", as well as for the common reasons of topping off tanks and refilling depleted or contaminated supplies. In
more recent installations, the larger tank sizes reduce or eliminate the requirement to "fill-on-the-fly" and enables ships to carry more
concentrate ready to use and less as actual spare. The actual allowance is addressed by the ships' COSAL.
AFFF Concentrate Spare Supply - The amount of spare AFFF concentrate provided varies depending on the type of ship and AFFF
system. Generally, on ships which have FP-180/1000 proportioners, the spare allowance is addressed by the applicable standard drawing.
For ships with injection pump systems, the allowance in most cases is for 100 percent of the total service tank capacity. For CV/CVN
class ships, the spare is entirely contained within the reserve tanks. For ships having balanced pressure proportioners, the service tanks
have been sized to meet the design operating time at the maximum concurrent demand so the amount of spare concentrate is based on the
following:
For ships with two to six AFFF stations, an amount equal to the capacity of the largest service tank.
For ships with seven or more AFFF stations, an amount equal to the capacity of the two largest service tanks.
AFFF Concentrate Spare Supply - The above requirements for ships with balanced pressure proportioners applies.
The concentrate shall be provided in five-gallon cans stowed in racks in the vicinity of each tank fill connections, as far as
practicable. In ship classes which have the capability for handling 55 gallon drums of concentrate, 80 percent of the spare may be
provided in drums. The drums shall be stowed in an area accessible to the tank fill connections, preferably on the same deck. A hand
pump shall be provided and stowed near each fill connection for use in transferring concentrate from the drums to the tanks.
555e5. AFFF Services
AFFF Hose Reels/Outlets
General - Areas with a primary function of storing or operating fueled vehicles, boats or aircraft; designated weapons staging areas
on a weather deck; large, open areas susceptible to a fuel spill from a flight deck, helicopter landing platform, VERTREP area, cargo oil
tank overflow, or from cargo oil transfer hose failure; and propulsion and auxiliary machinery rooms shall be protected by AFFF hoses.
Typical areas to be protected are machinery rooms, fuel pump rooms, generator rooms, flight decks, hangar decks, helicopter landing
platforms, well decks, vehicle stowage spaces and associated ramps, cargo weapons elevators, fleet oiler fueling decks, VERTREP areas,
in-flight refueling areas, and aviation deck fantail areas.
Hose reels shall be used, except where space constraints make this impracticable. In those cases, soft hose outlets may be used
instead. Equipment for hose reels/outlets shall be in accordance with Table I.
Hose reel shall be located such that the position of the rewind crank is perpendicular to the expected direction of travel. Where this
is not possible, roller guides shall be used to prevent binding.
Hose reels shall be located such that the position of the rewind crank is suitable for use by an operator standing on the deck. The
operator shall have at least two inches oh hand clearance while using the hand crank. A universal rewinding bracket and pinion bearing
mounting bracket to allow positioning of the rewind crank at any point in a 180-degree arc shall be added if necessary. The rewind crank
shall be stowed near the hose reel using suitable stowage clips.
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A manually-operated valve shall be installed in the AFFF supply piping immediately adjacent to the hose reel and reachable while
standing on deck. This shall be normally-closed 2-way ball valve in accordance with drawing, NAVSEA NO. 803-5001003, material code
G or N, without a latching feature.
Covered areas susceptible to fuel spills, which are normally specified for overhead AFFF sprinklers, may have AFFF hose reel
coverage instead if an evaluation of the fire hazard and fire fighting tactics approved by NAVSEA indicates that satisfactory protection
would result. Hoses protecting covered areas susceptible to fuel spills shall be located outside the area or space to be protected.
Piping to hoses shall be sized to provide a minimum of 70 lb/in2 at the nozzle when only the hose is in operation.
Soft hose shall be stowed on saddle-type racks.
Hose reels shall be oriented and installed in accordance with drawing NAVSEA No. 803-5959273.
All hose reel cutout valves shall be ball valves in accordance with drawing NAVSEA No. 803-5001003.
Hose reels shall be located to touch any point of the protected space or area with the nozzle of at least one hose (single hose
coverage). Hose lengths shall not exceed 150 feet unless specifically approved by NAVSEA, except as required below for wider parts of
the flight deck. Additional requirements for specific areas are described below.
Flight Decks - Hose reels/outlets combined into stations, as described below, shall be located along the port and starboard catwalks
in sufficient numbers to enable touching of any point on the flight deck with the nozzles of at least two stations (two hose coverage). Each
outlet shall be equipped in accordance with Table I. Hose lengths shall be 150 feet, except in way of the wider sections of the flight deck,
where hose length may be extended to 200 feet to meet the coverage requirement. A MIL-R-24414 hose reel designed for 200 feet of hose
is the only acceptable manner of meeting this length for a reel.
Flight deck hose stations shall consist of two outlets. One outlet shall consist of a 2 1/2-inch normally-closed globe hose valve, 2
1/2-inch soft hose, and a nozzle. The other outlet shall consist of a 1 1/2-inch normally-open ball or gate valve, a hose reel,
non-collapsible hose, and a nozzle.
Helicopter Landing Platforms/VERTREP/In-flight Refueling Areas - Hose reels shall be located on both the port and starboard sides
of the protected area, separated by at least one-half of the area width (deck-edge to deck-edge) apart. Hose reels shall be located forward
of the protected areas on the after part of the ship and aft of the protected areas on the forward part of the ship.
Hose reels shall not be located in places which would be vulnerable in the event of a crash or fuel spill. Troughs, coamings, or ship's
structure shall be provided to protect hose reels from spilled fuel. If reels are located within the deckhouse, four-inch diameter, fixed-light
viewing ports, in accordance with drawing NAVSHIPS No. 805-1400056, shall be provided in the doors between the reel and the area it
protects. A positive means of securing the door in the open position shall be provided. Hoses shall not be required to pass through hatches
or scuttles to reach the protected area.
Hose length shall be a minimum of 125 feet. Length shall be sufficient to ensure two-hose coverage of all landing/hover areas to the
deck edges and deckhouse.
Propulsion and Auxiliary Machinery Spaces - Hose reels shall be provided within all main propulsion machinery spaces. Auxiliary
machinery spaces to which the requirement applies are those containing propulsion equipment (except shafting) and fossil-fuel-powered
generators and auxiliary boilers.
AFFF hose reels shall be located within the spaces as follows:
In the vicinity of the access door to the Enclosed Operating Station (EOS) or near a normally-manned location on the upper
level, such as a watchstander's station.
In the vicinity of the lower level access to the escape trunk farthest from the EOS.
If the accesses to the EOS and the lower level escape trunk are on the same side of the space, an additional reel shall be located
on the lower level so as to provide port and starboard coverage.
In addition to the above location requirements, sufficient hose reels shall be provided and located to ensure that all areas of the space
meet the single hose coverage requirement above. Obstructions in the space and expected paths of travel shall be considered in
determining hose reach. Hose lengths shall be a minimum of 50 feet and a maximum of 75 feet.
Re-Entry Hose Reels/Outlets General - AFFF hose reels/outlets shall be provided on the damage control deck near main accesses, outside the entry to the space
served, for re-entry of certain vital spaces. Spaces with main accesses on the same side of the ship within the same watertight boundaries
may be served by a common hose. Propulsion and auxiliary spaces, as defined above shall be considered vital spaces.
Re-entry hoses shall be of sufficient length to touch the nozzle to all points of the protected space. Minimum length shall be 125
feet; re-entry hose reels on aircraft carriers shall incorporate 175 feet of hose.
AFFF Sprinkler Systems - Fixed AFFF sprinkler systems shall be installed to combat large flammable liquid fires.
General - Piping shall be sized and heads/nozzles installed to provide a minimum sprinkling rate of 0.16 gal/min/ft2 of overhead area
or bilge surface area in machinery spaces and 0.06 gal/min/ft2 for flight decks and helicopter landing/hover areas.
Each protected space or area shall have independent sprinkler protection. Individual sprinkler group size shall be limited to the
capacity of the supplying AFFF station. Where a space or area requires more than one sprinkler group, the sprinkler system shall be
arranged in groups of uniform size to permit selective sprinkling.
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Piping shall be run so as to avoid creating pockets, as well as interferences with handling or stowage of protected equipment.
Except as noted below, each group shall have a dedicated control valve, in accordance with MIL-V-17501, with test fitting, located
within or adjacent to the supplying AFFF station.
For new installations, control of each group shall be in accordance with drawing NAVSEA 803-5959273.
AFFF system capacities:
FP 180
FP-1000
Low capacity injection
(12-gpm pump)
Two-speed injection
(low)
Two-speed injection
(high)
Balanced pressure
proportioner (Type II)
Balanced pressure
proportioner (Type III and
Fire Boss)
Up to 200 gal/min
Up to 1000 gal/min
Up to 200 gal/min
Up to 250 gal/min
(flight deck), up to
450 gal/min (other)
Greater than 250
gal/min (flight deck),
greater than 450
gal/min (other)
Up to 500 gal/min
Up to 1000 gal/min
Overhead Sprinkler Systems - Sprinkler heads shall be in accordance with MIL-H-24146. Each shall be installed in the pendant
position and positioned sufficiently below obstructions to permit full development of the spray cone and to allow adequate air supply to the
head.
Piping shall be sized as described above and to produce at least 28 lb/in2 and 15 gal/min at the most remote head.
Typical spaces requiring overhead sprinklers are aircraft carrier hangar bays, well decks, helicopter hangars, fueled vehicle stowage
compartments, fuel pump rooms, package gasoline stowage areas, and gasoline pump and filter rooms.
Special requirements:
Gasoline pump and filter rooms require sprinklers only if the normal access is through a vertical trunk.
Fuel (other than gasoline) pump rooms protected by overhead sprinklers shall incorporate a standpipe configuration. The
piping from the supplying AFFF station shall terminate in a globe hose valve with cap (attached with chain). The hose connection and
standpipe shall be located outside the protected space on the damage control deck near the access. A jumper hose of suitable length, a rack
for stowage, and a spanner wrench shall be provided.
Weapons and Cargo elevator sprinklers - AFFF sprinklers shall be provided in weapons and cargo elevator trunks accessing the flight
deck, hanger bay, helicopter landing platform, vehicle decks, and where the opening would be susceptive to entry of fuel from a cargo
transfer hose failure, cargo tank overflow, or fuel released from vehicles, aircraft, boats or fueling operations.
The sprinkler system shall consist of two nozzles inclined downward at an angle of 45 degrees, located one each along the narrow
ends of the trunk, immediately under the elevator platform structure when the platform is at the highest level served. The nozzles shall be
2-1/2 inch pipe size, full cone, 120 degree spray pattern Bete Fog Nozzle Inc. Model SCF70W or equal. Material to be brass IAW ASTM
B124 alloy 464. Minimum design flow rate at each nozzle is 200 gpm.
In elevator trunks having an intermediate hatch, one or more 30 degree fan pattern 3/4 inch pipe nozzles IAW NAVSEA DWG. 8031385828 shall be provided near the bottom of the trunk under the lowest service level of the platform structure. These nozzles shall be
mounted horizontally to spray lengthwise across the trunk with a minimum sprinkling rate of 0.16 gpm per square foot of trunk deck area.
For elevator trunks having an overhead one or more sprinklers shall be provided to cover the elevator platform, when at highest
service level, with a minimum sprinkling rate of 0.16 gpm per square foot of platform surface area. Nozzles shall be Bete Fog Inc. model
TF29-180-24, Globe Fire Sprinkler Corp. Model J325293-24, or equal and directed to provide a uniform distribution of AFFF onto the
platform and its contents.
Bilge AFFF sprinkler system - AFFF bilge sprinkling shall be provided in the following types of spaces if bilges are installed:
propulsion spaces, spaces which contain flammable liquid pumps, filters or strainers; and spaces with a primary function of storing or
issuing packaged flammable liquids such as cargo holds or storerooms. Bilge areas to be sprinkled are those underneath the lowest plating
or grating level. Typical spaces to be protected by bilge sprinkling are propulsion and auxiliary machinery rooms, diesel generator rooms,
auxiliary fossil-fueled boiler rooms and fuel pump rooms. Installation requirements (application rate, control) specified for overhead
sprinkling shall apply to bilge sprinkling with the following additions or exceptions. The area used to calculate sprinkling demand shall be
the bilge surface area. Bilge system sprinklers shall be MIL-S-24660 (new installations) or MIL-H-19387/MIL-H-24146 to match
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existing, installed as high as possible under the lowest deck plating of the space to be protected and located to ensure coverage of all bilge
pockets. The same type of head shall be used throughout the space.
Flight-deck Sprinkler Systems - AFFF sprinklers shall be provided for the flight deck, deck edge, fantail and helicopter landing
platform WDCM seawater zone piping for fighting large scale fires. The riser delivery piping from the AFFF station shall be connected
immediately downstream of the WDCM zone control valve.
Flight decks, aircraft elevators, deck edge and gallery walkways are divided into washdown/fire fighting zones of approximately
1000 GPM each.
AFFF flush-deck nozzles shall be Type SB in accordance with drawing, NAVSHIPS No. 803-1385828. Piping shall be sized and
nozzles installed to provide a uniform nominal sprinkling rate of .06 gal/min/ft2 of deck area, less the area of the aircraft elevators and
weapons staging area, with a pressure and flow of a minimum 30 lb/in2 and 28 gal/min at the most remote nozzle. Aircraft elevator
coverage nozzles are to be Bete model INF40080X, straight stream, located on forward and aft corners of elevator. Two nozzles will be
provided at each position angled 10 degrees above the horizontal and at 30 degrees and 60 degrees off of deck edge. Deck edge nozzles
shall discharge through the port and starboard parking curb elevated at 10 degrees above the horizontal, and on the island structure at one
level above the flight deck aimed down 30 degrees from the horizontal along the port and aft sides. The nozzles shall be alternately
straight stream (Bete 3/4 NF30080X) and 30 degree spray (Bete 3/4 NF30030) and spaced on 12 foot centers.
AFFF gallery walkway sprinklers shall be Type G in accordance with drawing, NAVSHIPS No 803-1385828. Piping shall be sized
and sprinklers installed to provide a nominal sprinkling rate of .06 gal/min/ft2 of walkway deck area with a pressure and flow of
approximately 20 lb/in2 and 15 gal/min at the most remote nozzle sprinklers.
Weapons Staging Area Sprinkler Systems - AFFF deck-edge nozzles for the weather deck weapons staging area shall be 30 degree
fan pattern and 80 degree box pattern installed alternately. Two nozzles shall be installed every eight feet along one edge of the staging
area spaced about five feet and three feet apart. The nozzles shall be mounted in a horizontal position a maximum of 1 inch above the
surface of the flight deck (measured from the flight deck to the underside of the nozzle). The front face of each nozzle shall be flush with
the front edge of a protective coaming or bulwark (plus or minus 1/4 inch) and shall discharge through holes in the coaming or bulwark
without interference. Fan pattern nozzles shall be installed with the pattern parallel to the deck. Piping for weapons staging area nozzles
shall be sized to provide a minimum of 40 lb/in2 and 30 gal/min at the most remote nozzle head. For weapons staging areas located
outboard of the island, nozzles shall be at the deck edge and shall be located from 16 feet forward of and to 8 feet aft of the weapons
staging area.
Aircraft Carrier Fantail Sprinkler Systems - The main deck fantail zone shall be sprinkled from a piping grid suspended from the
flight deck overhang and shall be a single zone by itself (existing and new installations) or together with the after most flight deck zone.
Application rate, nozzle design and nozzle installation criteria shall be as specified for overhead sprinkler systems.
Gas Turbine Module AFFF Flooding System - This is an AFFF sprinkling system inside the module. Nozzle and piping components
for inside the module including installation drawings and specifications shall be provided via NAVSEA stocked GTM AFFF retrofit kit.
The module piping will have an external pipe connection to which the AFFF supply piping shall be connected. The AFFF supply piping
shall consist of a 1 1/2 inch female swivel hose connection (NPSH) and a ball valve immediately downstream. The supply piping shall
branch into two lines, one supplying two nozzles in the engine area and the other supplying two nozzles at the exhaust uptake. A second
ball valve downstream of the first shall be installed in the line supplying the two engine area flooding nozzles. Minimum linear distance
between ball valves and module wall shall be 5 feet. This concept provides a two step procedure; step one allows AFFF flow to be
directed onto the uptake sides and the module deck, step two allows flow into the engine area.
The system is operated by connecting an inspace hose (nozzle removed) which is supplied by an installed AFFF station to the female
hose connection of the supply piping and activating the AFFF system.
If no AFFF hose reel or soft hose is installed inside the space, provide an inline eductor preconnected to an in-space seawater fire
plug. Provide two 5 gallon cans of AFFF in a rack or other suitable restraint adjacent to the eductor.
555e6. AFFF System Controls
Controls for actuation of AFFF system services shall be provided generally as described in the applicable standard drawing for the
system type.
Hose reel/outlet Controls - Controls for actuating AFFF hose reels/outlets shall be provided immediately adjacent to reels/outlets.
Overhead Sprinkler Controls - Controls for actuating overhead sprinkler systems shall be provided, as a minimum, immediately
adjacent to the main access, within the space. For large spaces which have more than one sprinkler group, such as hangar bays, controls
shall be provided in the vicinity of the applicable group, near an access, and on both sides of the space.
Bilge Sprinkler Controls - Controls for actuating bilge sprinklers shall be provided alongside the HALON actuation stations, if
installed, and as follows:
Inside the space within the EOS. If there is no EOS, at the bottom of each main access to the space or at a normally-manned
watchstander's station on the upper level.
Immediately outside the main access to the space on the damage control deck.
Section 555
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For new installations, adjacent to the access to the lower level escape trunk.
Hangar Bay Sprinkling - Hangar bay AFFF sprinkler group controls shall be located in the conflagration station. The conflagration
station shall be fitted with a control panel incorporating AFFF sprinkler controls for the AFFF sprinkler groups in its respective bay and for
adjacent bays.
Fantails (Aircraft Carriers) - Control shall be provided in the Flight Control Station, Pilot House and jet engine test stand control
cubicle.
Weapons Staging Area - Controls shall be provided on the Flight Control Station and Pilot House flight deck sprinkling mimic
panels, in flight deck control and on the outside of forward and after ends of the island.
Helicopter landing platform - Controls shall be in accordance with drawing, NAVSEA 803-5959273.
Well deck and vehicle stowage deck controls - Controls shall be located out of the potential fire area and from which the protected
areas are visible. Mimic panels shall be provided.
Helicopter hangars, aviation facility ships - Controls shall be provided inside the hangar at the after door and outside the hangar at
the forward door.
Weapons and cargo elevators - Controls shall be provided in conflagration station panels and on the hangar deck near the Emergency
Stow pushbutton for elevators terminating on the hangar deck, in the gallery walkway near the Emergency Stow pushbuttons for elevators
terminating on the flight deck and in the cargo fuel transfer stations for elevators terminating on the cargo fueling deck. The controls shall
be located out of the potential fire areas and where the elevator opening is visible.
555e7. Operating Instructions, Label Plates
Operating instructions and label plates shall be in accordance with applicable standard drawings.
555f. Deep Fat and Doughnut Fryer Fire Extinguishing System (New Installations and Modifications to Existing Systems)
Existing fixed fire extinguishing system in accordance with Mil. Spec. MIL-E-24416 are provided for each existing deep fat and
doughnut fryer installation to extinguish fires. The cylinder shall be located approximately 5 to 10 feet from the fryers. The remote
actuating pull box shall be located at the compartment main access, along a normal route of egress. An instruction plate shall be provided
at each actuating station.
New system Installations - Deep fat and doughnut fryer fire suppression systems with components in accordance with Mil. Spec.
MIL-E-24416 shall be installed for each deep fat and doughnut fryer, installation System design and installation shall in accordance with
NAVSEA drawing No. 803-6397385.
Recharging - A nitrogen cylinder shall be provided for recharging the system cylinders. The nitrogen cylinders shall be sized to
provide for three complete refills of each system cylinder. Suitable recharge fittings shall be provided.
555g. Steam Smothering Systems (New Installations and Modifications to Existing Systems)
A steam smothering system shall be permanently installed in the bottom air space of each encased boiler, and on aircraft carriers in
each catapult trough and in each catapult launch valve enclosure. Steam for the systems shall be supplied from a source which will be
under pressure during all operating conditions. Piping materials and valves shall be in accordance with the requirements of MIL-STD-777
for 150 lb/in2 steam service. For source of supply, see Section 253.
The control valve for each boiler air casing smothering system shall be readily accessible at the front of the boiler. The root and
control valves shall be globe type valves. Where an Enclosed Operating Station (EOS) or Central Control Station (CCS) is provided,
control shall be from the station and at the front of the boiler. A 1/4-inch NPS test valve, locked open, shall be installed in the steam
supply line between the control valve and the boiler casing.
The piping arrangement for catapult trough steam smothering systems shall incorporate a locked open root valve, an air-actuated
control valve, Mil. Spec. MIL-V-18030, and a by-pass with a stop valve. The by-pass and stop valves shall be located in the associated
catapult control console room and the air actuated valve shall be operable from the associated catapult or integrated catapult control
station.
The piping arrangement for launch valve enclosures shall incorporate a root valve and a manually operated control valve located
outside the enclosure adjacent to the access.
The control valve for each system shall be clearly marked with a label plate describing its use and operation. In addition, a warning
plate shall be installed at the control valve for the boiler casing and shall state that the valves must be wired shut before personnel enter the
air casing or boiler. A similar warning plate shall be installed for the control valve which serves the catapult trough and the valve which
serves the launch valve enclosure stating that the root valve must be wired shut before engaging in any maintenance work.
The required steam supply shall be based on 8 pounds of steam per minute for each 100 cubic feet of volume of the enclosure. The
boiler air casing smothering pipe length, number of parallel pipes and arrangement shall be such that steam is provided to all portions of
the casing area.
Section 555
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The boiler air casing distribution pipe shall be sized so that the inside diameter is the next standard size larger than that given by the
following formula; except that 3/4-inch pipe shall be used when the calculated pipe inside diameter is less than the inside diameter of a
nominal 3/4-inch pipe.
Dp = 1.82 (W/[NB(P+15.0)])1/2
Where,
Dp =
pipe inside diameter, inches
W =
the required steam flow rate, lb/min
NB =
number of distribution pipes operating in parallel
P
=
steam supply pressure at inlet to distribution piping, psig
To ensure adequate steam flow under all operating conditions, the minimum expected steam supply pressure at the inlet to
distribution piping should be used in the above formula.
Distribution piping for the boiler air casing shall be perforated with two rows of holes equally spaced in the horizontal plane through
the center line. The ends of the line shall be plugged. The plugs shall be approximately 1 1/2 inches long and loosely fitted into the ends
of the piping with a hole drilled through the pipe and plug for retention with a cotter pin. The outer end of the plugs shall be squared to
facilitate removal.
Hole diameter shall be 1/8-inch. The number of holes in each distribution pipe shall be based on the following formula:
where,
NH =
NH =
Dp =
32 Dp2
number of holes
calculated distribution pipe inside diameter, inches.
Distribution piping for catapult troughs shall be a single line through the center of the trough. The line shall be provided with
opposing rows of 1/8-inch diameter holes in the horizontal plane through the centerline. The ends of the line shall be plugged similar to
the boiler air casing line. The line shall be 2-inch NPS and the steam distribution holes shall be spaced in accordance with Table II.
Distribution piping in the catapult trough shall be CRES 304 material. Pipe couplings shall be located downstream a minimum of 6 inches
from pipe support clamps. A 0.003 to 0.015-inch clearance between the steam smothering pipe and its support clamps shall be provided
through the use of washers or shims or both.
Distribution piping shall be provided with 3/32-inch diameter holes at intervals of 8 feet in the bottom of the piping at low points to
drain away all condensed steam.
Launch valve enclosure steam smothering piping shall be open-ended and shall terminate about 24 inches above the deck. Piping
shall be arranged within the space so as to provide distribution of steam throughout the entire space. Provision shall be made to prevent the
launch valve enclosure from being over-pressurized in the event that the ventilation system is overloaded or damaged. A globe stop valve
shall be located outside of and adjacent to the viewing window to the launch valve enclosure and manually operated locally without the use
of reach rods or pneumatic controls.
555h. Freshwater Hose Reels (Modifications to Existing Systems)
Modifications to existing hose reels shall not be accomplished without prior NAVSEA approval. Freshwater hose reels shall be in
accordance with Mil. Spec. MIL-R-24414, Group A, Type III. Freshwater hose reels shall be installed adjacent to each access to vital
electronic complexes such as CIC, IOIC, and NTDS serving CIC, VAST spaces, the central control station or damage control central, and
in the vicinity of each catapult launch valve. Each hose reel shall be equipped with 50 feet of 3/4-inch hose and a nozzle. Supply to the
hose reels shall be from a dedicated booster pump. See Section 532. Freshwater hose reel nozzles shall be in accordance with Mil. Spec.
MIL-N-24408, Type III.
555i. Boiler Burner Area Firefighting System (Modifications to Existing Systems)
A remotely actuated, quick response, fixed PKP fire extinguishing system shall be provided in the boiler burner area for each boiler.
Equipment shall be Ansul Co. A101 Model 20 pneumatic extinguishing package, or equal. Fixed PKP extinguishers shall be located so as
not to restrict access to burners and boiler front. The PKP flooding nozzles shall be located and directed toward the center of the boiler
burner area. Access to handholes shall not be restricted. The system actuator unit shall be on the boiler control console. New systems
shall not be installed without prior NAVSEA approval.
555j. Protective Devices (New Installations and Modifications to Existing Systems)
Protective devices of the non-locking type shall be provided on the following valves:
11
Section 555
S9AA0-AB-GOS-010
2004 Edition
Valves where accidental opening or closing would prevent automatic, remote or local actuation of a firefighting service in a
fire emergency.
Valves where accidental opening would cause a fire fighting system to be activated inadvertently.
Where valves in the above categories are fitted for remote control, the remote operating control shall be similarly protected.
Protective devices for valve handwheels shall comply with Section 505.
A locking device shall be installed on each local and remote actuator in AFFF systems.
All non-locking protective devices on fire fighting systems shall have lead and wire seals attached to serve as an indicator that the
protective device may have been removed and the valve position altered. In instances where non-locking protective devices are not
suitable, wire and lead seals shall be installed. Where PMS maintenance requirement cards call for valve to be "locked open" or "locked
closed," only non-locking protective devices with lead and wire seals shall be installed.
Locking devices for remote HALON actuators shall be in accordance with drawing, NAVSEA 804-5773930 or 803-5959326.
555k. Shock
555l. Technical Documentation
555m. Repair and overhaul of Existing Systems
and not necessarily intended to return overhauled items to the original manufacturer's drawing/tolerances. The Supervisor's Work
Specification shall identify the class of overhaul (i.e., class B) authorized for the item. Where applicable, the Supervisor's Work
accordance with applicable drawings, or technical manuals as modified by the overhaul criteria paragraphs of other GSO sections herein.
General requirements for shipboard tests and trials are specified in sections 092 and 094. Hydrostatic, tightness and operational tests
shall be in accordance with Section 505. Additional tests or special conditions are as follows:
555n1. Carbon dioxide systems
Before connecting the cylinders, piping shall be blown out with compressed air at not more than 100 PSIG to determine unobstructed
flow. All CO2 systems shall be tested to 2565 psig with fresh water and then blown dry with air or nitrogen. The hydrostatic test pressure
shall be held for 10 minutes.
Operational tests shall be performed to demonstrate the following system features:
Local alarm sand vent fan interlock
Control cable (disconnect from cylinder valves) freedom of movement
Safety precautions for arming and disarming CO2 fixed flooding systems shall be in accordance with NSTM 555 and current
Maintenance Requirement Card (MRC) for inspecting and weighing CO2 cylinders.
555n2. HALON 1301 total flooding systems
Water used for hydrostatic testing of Halon 1301 distribution and CO2 actuating piping shall be equal to or better than potable water.
Upon completion of the piping installation, and before the flexible discharge hoses are connected, the Halon 1301 distribution piping shall
be hydrostatically tested to 1600 lb/in2. Upon completion of the piping installation, and before the flexible actuation hoses or Cu-Ni
tubing assemblies are connected, CO2 actuating piping shall be flushed and hydrostatically tested to 280.0 lb/in2. Hydrostatic testing of
flexible hoses and Cu-Ni tubing assemblies by the installing activity is not required. After satisfactory completion of the hydrostatic tests,
and before the flexible hoses or Cu-Ni tubing assemblies are connected, piping shall be blown out clean and dry with nitrogen or dry
compressed air (dew point to 40 degrees F or less) at 100 lb/in2 Dew point and unobstructed flow verification are required.
After satisfactory completion of the low-pressure blow-down, CO2 actuating piping shall be blown out with CO2 in accordance with
the current version of Maintenance Index Page (MIP) 5553/26 Maintenance Requirement Card (MRC) 8GZP N or, for FFG-7 class ships,
MIP 5553/25 MRC 8JLS N. After satisfactory completion of the CO2 actuating piping shall be dehydrated with a vacuum pump. Vacuum
shall be pulled to 0.2 in. Hg absolute or less in ambient temperature of 40 degrees F or greater. After satisfactory vacuum is pulled, the
Section 555
12
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vacuum pump shall be shut down and the vacuum indicator observed for 30 minutes. Loss of vacuum shall not exceed 0.05 in. Hg in 30
minutes.
After satisfactory completion of piping blow-down and dehydration, and after connecting flexible hoses, actuating systems shall be
operationally tested. For operational testing, pneumatic valve actuators shall be removed from HALON cylinder valves. The CO2
actuating cylinder shall be operated and proper operation of each component in the actuating system shall be verified. The delay time
observed shall be recorded. Each pneumatic valve actuator shall operate. Ventilation shall shut down and ventilation closures shall close.
Audible and visual alarms and indicators shall operate. Operation of check valves shall be determined. Each CO2 actuating cylinder shall
be operated for a separate operational test. Upon completion of each operational test, the CO2 pressure shall be vented off completely, but
for not less than 30 minutes. The pressure switches shall be reset after each operational test, after the CO2 pressure has vented off.
Pneumatic valve actuators shall be reset and reassembled to HALON cylinder valves after completion of all operational tests of each
system.
After installation each HALON cylinder shall be tested for leaks by means of an electronic halide leak detector. Cylinders leaking in
excess of 1/2 ounce per year shall be replaced. After installation each HALON cylinder shall be weighed on a scale which has an accuracy
of at least plus or minus 1/2 lb, and the observed weight recorded. Cylinders for which the net weight of the charge is less than 90 percent
of the stamped net weight shall be replaced before discharge tests are conducted. A table listing each HALON cylinder serial number,
location of the HALON cylinder and observed weight, shall be prepared and provided to the ship's Damage Control Assistant.
HALON 1301 Discharge test (New Installations) - Each HALON system shall be tested using Sulfur Hexafluoride (SF6). Prior to
the discharge test, all other testing for the HALON system shall be satisfactorily completed. Spaces shall be clean and free of debris which
may become airborne due to high gas velocities experienced during discharge. Normal openings or penetrations shall not be sealed for the
tests. Temporary penetrations such as openings for compressed air lines or electrical power cables, which are used for services during
construction, may be temporarily sealed during the tests.
The HALON system ventilation shutdown circuit, ventilation closure operating circuit, and the ventilation system, shall be
operational at the time of the concentration test in each compartment. Each ventilation shutdown and closure operating circuit shall be test
operated, and ventilation shutdown and closure operation verified, prior to and on the same day as the concentration test. This ventilation
shutdown test and verification will be witnessed by the Supervisor. Prior written or verbal confirmation that the ventilation shutdown
circuits and ventilation circuits are operational shall not be acceptable in lieu of this test.
Gas concentration shall be monitored from different locations distributed evenly at two heights on each level of the compartment.
The two heights shall be 3 to 5 feet above the deck and 1 to 18 inches below the overhead deck beams. The two heights at which
minimum gas concentration monitors are located shall be at least 3 feet apart. The minimum quantity of gas concentration monitoring
locations at each height on each level shall be:
2 locations, for level(s) less than 6,500 ft3 in volume
4 locations, for level(s) between 6,500 and 13,000 ft3 in volume
5 locations, for level(s) between 13,000 and 26,000 ft3 in volume
6 locations, for level(s) greater than 26,000 ft3 in volume.
As a minimum, direct readout of gas concentrations shall be permanently recorded every 5 seconds for 30 minutes following
initiation of discharge. Total discharge of SF6 shall be achieved within 10 seconds following initiation of discharge from the nozzles. The
arithmetic average of the SF6 concentration at all sensors shall be between five and seven percent, by volume, both initially and 15
minutes after initiation of SF6 discharge. No sensor shall indicate SF6 concentration of less than four percent, by volume, for 15 minutes
after initiation of SF6 discharge. If test results indicate that the system does not operate as specified or perform satisfactorily, the system
shall be modified and retested. Design modifications shall be approved by NAVSEA before retesting.
555n3. AFFF systems
Washdown countermeasure sprinkling piping shall be tested per Section 521.
Hydrostatic tests - Piping from the firemain to the AFFF station, AFFF distribution main, or loop, and service branches and sprinkler
piping downstream of control valves shall be hydrostatically tested to 135 percent of the firemain design pressure.
Balanced pressure proportioner piping - Piping from the firemain to the AFFF station cutout valve (including the proportioning
assembly), AFFF distribution main or loop and service branches up to sprinkler control valves and hose reel cutout valves shall be
hydrostatically tested to 135 percent of the firemain system design pressure.
Piping from the AFFF concentrate pump discharge to the backpressure control valve and powercheck valve shall be hydrostatically
tested to 135 percent of the pump relief valve nominal setting.
Piping between the AFFF concentrate tank and pump and between the tank and backpressure control valve shall be hydrostatically
tested at 50 PSIG.
Tanks - AFFF concentrate tanks shall be tested for strength and tightness by applying water pressure equivalent to the design head
for the tank. Vent and tank fill piping tightness shall be accomplished as required for the tank.
13
Section 555
S9AA0-AB-GOS-010
2004 Edition
Water contamination of AFFF concentrate - Piping and tanks shall be drained and blown out with air. Accomplishment of this shall
be verified before concentrate is placed in the tanks.
Operational tests - For operational testing of AFFF systems controls, indicators, pumps, and service outlets when AFFF
concentration is not being checked, the station shall be operated in the recirculation mode.
Local and remote actuation controls shall be individually tested for proper AFFF station lightoff, mode control, and/or shut-down.
Local and remote indicator lights and alarms shall be tested for proper operation.
When testing AFFF pumps with water (in lieu of AFFF) a capacity reduction is allowable. Capacity reduction shall be as specified
by pump manufacturer. Belt tension, relief valve set pressure, seal or packing leakage, pump direction of rotation, pump speed, ability to
draw a suction side vacuum, and ability to develop rated discharge pressure shall be tested and verified to meet the applicable pump
technical manual requirements.
Service outlets and sprinkling piping shall be checked for unobstructed flow. Compressed air at not more than 100 psig may be
utilized to prove unobstructed flow. Flow tests of AFFF sprinkler groups upstream of control valves shall be conducted via use of the
control valve test casting and fire hose. See Section 521 for operational tests of washdown countermeasure systems.
AFFF stations shall be checked for proper AFFF concentration. The following samples shall be taken after the actuated station has
stabilized:
AFFF sample
AFFF concentrate sample (tank)
Seawater sample (from a running fire pump vent connection)
Utilize the following percentage formula:
RS-RW
Percentage = RT-RW X 100
Where:
RS =
RW =
RT =
Refractive index reading of AFFF sample

Refractive index reading of seawater sample
Refractive index reading of AFFF concentrate sample.
Each AFFF station serving hose reels or outlets shall be given an operational test for foam making ability. Each AFFF station shall
discharge through a single 125 or 95 gal/min nozzle from which a sample shall be taken. In addition, for each balanced pressure
proportioning unit, a test at sea of the helicopter platform or other demand greater than 200 gal/min shall be performed in which samples
are taken from at least two locations.
Concentrate tests utilizing hose outlets should be conducted with only the normal amount of hose existing at the outlet. If extra hose
lengths must be installed to facilitate testing, the reduced flow rate shall be measured to ensure that:
Flow through proportioner stations (FP-180, FP-1000, balanced-pressure and fire boss) is within usable operating limits. Excessive
flow reduction (less than 60 gpm) will render test results invalid.
The acceptance criteria for non-proportioning stations (twelve GPM machinery space pump, two-speed high capacity pump) is
adjusted upwards. The following formula shall be used to determine the acceptable concentration under the reduced flow conditions:
Where:
RP =
Acceptable percentage when extra hose lengths are employed.
NP =
Acceptable percentage when the normal hose length is employed.
NF =
Normal flow @ 100 psig nozzle pressure (to be determined from nozzle K factor)
RF = Reduced flow caused by the extra hose lengths (to be determined from nozzle K factor and the actual delivered pressure to
the nozzle under test conditions)
The acceptance criteria for the percentage concentration for various AFFF systems during particular modes of operational testing
shall be as follows:
FP-180 machinery space AFFF station - Operating via one hose reel (set at 95 GPM), minimum concentration shall be 4
percent for a new installation or 3.5 percent for an existing installation.
Single-speed injection pump machinery space station - Operating via one hose reel (set at 95 GPM); minimum concentration
shall be 12.5 percent.
FP-1000 high-capacity AFFF station (with no booster pump) - Operating via one 2 1/2 inch hose reel (with 300 GPM nozzle)
or two 1 1/2 inch hose reels (with 125 GPM nozzle) minimum concentration shall be 4 percent.
NF
RP = NP RF
Section 555
14
S9AA0-AB-GOS-010
2004 Edition
FP-1000 high-capacity AFFF station (with a booster pump) - Operating via one 1 1/2 inch hose reel (with 125 GPM nozzle);
minimum concentration shall be 4 percent.
"Fire Boss" Type proportioning station - Operating via one 1 1/2 inch hose reel (with 125 GPM nozzle); minimum
concentration shall be 6 percent maximum concentration shall be 10 percent. (Adjust as necessary).
Two-speed injection pump high capacity AFFF station - Operating via one 1 1/2 inch hose (with 125 GPM nozzle); minimum
concentration shall be 20 percent with pump at low speed.
Injection pump station for flush deck and/or deck edge nozzles - Operated via the designated group of nozzles; minimum
concentration shall be 3.5 percent (at several sampling areas, at the extreme of each group of nozzles).
Balanced pressure proportioner - Operating via one 1 1/2 inch hose reel (with 95 or 125 GPM nozzle); minimum concentration
shall be 5 percent and maximum concentration shall be 13 percent. Operating above 200 GPM; minimum concentration shall be 5 percent
and maximum concentration shall be 7 percent.
AFFF systems shall be drained down after tests where presence of fluid would damage piping or equipment in the area protected.
ABT testing - While the proportioning pump is in recirculation mode, manually trip the normal supply breaker. The pump should
stop and re-start, without circuit breaker trippage, when the ABT transfers to an alternate source. Re-close the normal supply breaker. The
ABT should re-transfer to normal supply and the pump should restart without trippage.
555n4. Deep Fat and Doughnut Fryer Systems
The nitrogen pressurization piping of the galley extinguishing system shall be tested for strength and tightness at 135 percent of
system design pressure. The nozzles and related piping shall also be tested for tightness at 135 percent of system design pressure. All
APC switches shall be operated by reduction of pressure to verify activation of cut-off of fryer element power. Verification of
unobstructed flow through piping and nozzles shall be performed using compressed air at no more than 100 lb/in2. Activation of the APC
system by both remote manual and fusible link mechanical means shall be demonstrated using a dummy charge of air.
555n5. Steam smothering systems
The distribution piping shall be blown out with compressed air at not more than 100 lb/in2 to determine unobstructed flow and an
equitable distribution through the holes.
555n6. Boiler burner area fire extinguishing systems
Hydrostatically test the pneumatic actuation piping at 315 lb/in2 while isolating the relief valve, PKP extinguisher and actuator.
Blow out distribution piping to assure unobstructed flow at a maximum pressure of 100 lb/in2.
TABLE I - EQUIPMENT FOR AFFF OUTLETS

Machinery
Well tank, vehicle
space-machinery
deck and helicopter
Hangar
space Re-entry
landing platform
Flight deck
deck
outlets
outlet
outlet
outlet
1
1
1
1
1
1-1/2-inch nozzle
2-1/2-inch nozzle
2-1/2-inch hose
(50 foot length)
Spanner wrench
3
(Note 1)
2
Specification or
Dwg. No.
MIL-R-24414
type II
MIL-N-24408,
type I, 125 GPM
MIL-N-24408,
type I, 95 GPM
MIL-N-24408,
type I, 250 GPM
MIL-N-24606
810-4444647
Item
1-1/2 inch hose
reel, with hose
1-1/2-inch nozzle
NOTE: 1. Four lengths of hose shall be attached to each outlet in way of maximum beam.
15
Section 555
S9AA0-AB-GOS-010
2004 Edition
Type of
Catapult
C-13 and
C-7
C-11-1
C-13-1
and
C-13-2
Section 555
TABLE II - SPACING OF CATAPULT TROUGH STEAM SMOTHERING HOLES

length of interval starting from source (ft)
40
40
30
34-1/2
50
40
40
34 1/4
40
26 3/4
50
35 1/4
Spacing of holes (ins)

40
40
26 3/4
22 7/8
40
40
22 7/8
19 1/4
50
50
27 1/4
24
16
40
19 1/4
62
12
50
20
54
12
64
12
S9AA0-AB-GOS-010
2004 Edition

SECTION 556
HYDRAULIC POWER TRANSMISSION SYSTEM
556a. Scope
This section contains practices and procedures for overhaul of existing hydraulic power transmission systems together
with practices and procedures applicable to the modification/overhaul or to the installation of new hydraulic power
transmission systems.
556b. Design: New and Modified Systems
Hydraulic Fluid - The system shall be designed to use the selected fluid, with consideration given to the effects of
viscosity changes within the range of operating temperatures.
Hydraulic fluid, for systems not accumulator-loaded or for accumulator-loaded systems with pressures less than 600
lb/in2, shall be petroleum base of a type or grade selected from Mil. Spec. MIL-L-17672. For accumulator-loaded systems
(except catapults, jet blast deflectors, and arresting gear) with pressures that exceed 600 lb/in2 with an operating temperature
range from 30 degrees F to 180 degrees F, the hydraulic fluid shall be fire-resistant phosphate ester base in accordance with
Mil. Spec. MIL-H-19457. For accumulator-loaded systems with pressures higher than 600 lb/in2, and operating temperatures
outside the noted range, the selection of a suitable fluid shall be referred to NAVSEA. Hydraulic fluid for catapults, jet blast
deflectors and weapons elevators on aircraft carriers shall be specified in Mil. Spec. MIL-H-22072. Hydraulic fluid for
arresting gear shall be as specified in Mil. Spec. MIL-H-5559.
Hydraulic components shall be designed and installed so that systems using fire-resistant hydraulic fluids will not be
contaminated by petroleum base fluids.
Pressure (New and Modified Systems) - Hydraulic systems shall be designed for an operating pressure not in excess of
3,000 lb/in2 and total pressures under hydraulic shock not exceeding 4,500 lb/in2 unless otherwise specified in applicable
The maximum system pressure for piping, valves and fittings in return lines shall be based on fluid supply tank pressure
plus expected pressure drop between operating equipment and the fluid supply tank.
Piping Design (New and Modified Systems) - The design and materials for hydraulic systems piping, pipe fittings, and
seals shall be in accordance with Section 505 unless otherwise specified in this section.
Return piping between a component and its cutout valve shall withstand supply pressure. If restrictors are placed in
return lines, the piping upstream of the restrictors shall also withstand supply pressure.
All components, piping, and fittings shall be designed to withstand hydraulic shock.
For purposes of design, the increase in pressure due to hydraulic shock shall be calculated using the following formula:
Ps = C(V-15)
Where:
Ps = pressure increase due to hydraulic shock, lb/in2
V = maximum velocity of fluid flow in pipe, feet per second
C = 60 for petroleum base fluid
C = 70 for water glycol fluid
C = 90 for phosphate ester fluid
The increase in pressure due to hydraulic shock, Ps, shall be added to the operating pressure and when this total
pressure is in excess of maximum system pressure, the total pressure shall be used to determine the proper diameter and
thickness of piping in accordance with Section 505.
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Fluid Velocity - (New and Modified Systems) - High pressure piping shall be of sufficient diameter to limit velocity of
the hydraulic fluid to 20 ft/sec.
The fluid velocity in pump suction lines having no positive head shall be limited to 4 ft/sec.
To prevent cavitation in pumps the suction line from or in the supply tank shall be of adequate size and the system shall
be arranged to ensure that the pump inlet vacuum is not greater than specified by the pump manufacturer with consideration
given to system fluid viscosity.
System Arrangements (New and Modified Systems) - The use of piping and pipe connections shall be held to a
minimum by manifolding valves with related functions.
The temperature of hydraulic fluid in power transmission systems shall be maintained below 160 degrees F, preferably
without the use of fluid coolers, by design of the system and choice of components.
Threaded fastenings shall be as required by Section 075. The use of set screws shall be avoided.
Hydraulic systems shall have the necessary pressure gages and means for bleeding, draining, venting and replenishing.
Vents and replenishing connections to system components shall be located as high as practicable to avoid air pockets.
If a stop valve is installed in the replenishing and vent line, protection shall be provided against the inadvertent
application of destructive pressure when the stop valve is closed.
Means shall be provided for access to, and cleaning of, fluid supply tanks and for drawing off water which may be
present in the tanks. A connection shall be fitted to permit venting air-loaded supply tanks while filling.
Ship systems, except for steering gear and controllable pitch propellers, shall be arranged so that the pump starts
without load.
The preferred material for gaskets in hydraulic components shall be fluorocarbon rubber in accordance with Mil.
Spec. MIL-R-83248 except as noted in NAVSEA S9086-CM-STM-010, NSTM Chapter 078, table 078-3-4. As an
alternate, seals per NAS 1613 may be used with phosphate ester (MIL-H-19457) fluids. For detailed gasket packing and seal
information refer to NAVSEA S9086-CM-STM-010, NSTM Chapter 078.
Any proposed use of cast iron or nodular iron in hydraulic systems, except that permitted in Mil. Spec. MIL-P-17869,
shall be submitted to NAVSEA for approval.
Cadmium plating shall not be applied to any part of hydraulic equipment which may be in contact with hydraulic fluid.
Cadmium plating or zinc coating shall not be applied to surfaces of internal parts which are in moving-wearing contact
during operation.
Systems components shall be painted only, where necessary, for preservation. Paint hydraulic system components,
including phosphate ester hydraulic systems, with a three coat epoxy system in accordance with Mil. Spec. MIL-P-23236,
class 1, 2 or 4.
556c. Components
performance profiles and not necessarily intended to return overhauled items to the original manufacturer's drawing/technical
manual tolerances. The Supervisor's Work Specification shall identify the class of overhaul authorized for the item. Where
applicable, the Supervisor's Work Specification shall invoke Technical Repair Standard (TRS). Where an approved
Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system shall be in accordance with
applicable drawings, or technical manuals as modified by the overhaul criteria specified herein.
Pumps and Hydraulic Motors (New and Modified Systems) - Hydraulic pumps and hydraulic motors shall comply with
Mil. Spec. MIL-P-17869 and shall be installed in accordance with applicable drawings. Hydraulic pumps for power
transmission systems shall be piston , screw, or vane type only.
Pumps and Hydraulic Motors (Overhauled) - When overhaul is required, hydraulic pumps and motors shall be
overhauled in accordance with applicable TRS, or Class B overhauled as defined in Section 042 and in accordance with
applicable drawings and technical manuals. After overhaul, pumps and hydraulic motors shall be tested at maximum system
pressure and rated flow for satisfactory performance.
Rams and Hydraulic Cylinders (New and Modified Systems) - These devices shall be designed to be as simple as
possible, consistent with the function for which they are intended. Moving members of rams and cylinders shall be
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sufficiently wear resistant to ensure long service life, and shall be of such design, application and material that corrosion of
the exposed surfaces will not occur. Pistons and rods that slide in and out of cylinders shall be fitted with a wiper. Leakage,
drain and air bleeder connections shall be included as necessary. Where necessary, cylinder design shall include internal
buffers or dashpots as an aid in decelerating parts attached to the piston rod or ram.
Seals shall become more effective with an increase in pressure. Piston rings shall not be used as a primary seal.
Rams and Hydraulic Cylinders (Overhauled) - When overhaul is required, hydraulic cylinders and rams shall be
overhauled in accordance with applicable TRS, or class B overhauled as defined in Section 042 and in accordance with
applicable drawings and technical manuals. After overhaul, rams and hydraulic cylinders shall be checked for any external
leakage and tested at maximum system pressure for satisfactory performance. Internal seals shall be tested at maximum
system pressure to ensure satisfactory repairs; leakage rate shall be determined based on piston seal design and configuration,
as applicable.
Accumulators (New and Modified Systems) - Accumulators shall be used where necessary to reduce peak power
requirements and to control hydraulic pump operation. Accumulators, except aircraft elevator hydraulic system
accumulators, shall be of a piston, bag, or diaphragm type designed to withstand five times the operating pressure of the
hydraulic system. See Section 588 for requirements for aircraft elevator hydraulic system accumulators (high pressure tanks).
Accumulators may be charged with air or nitrogen, except for bag-type accumulators subjected to pressure higher than 600
lb/in2, in which case NAVSEA approval shall be obtained. Provision shall be made to prevent extrusion of the bag or
diaphragm through the fluid pressure connection.
Accumulators (Overhauled) - When overhaul is required, system accumulators shall be overhauled in accordance with
applicable TRS, or Class B overhauled as defined in Section 042 and in accordance with applicable drawings and technical
manuals. After overhaul, accumulators shall be checked for external leakage and tested at design pressure for satisfactory
performance. Accumulators with internal piston seals shall be tested at maximum system pressure to ensure satisfactory
repairs to piston, seals and accumulator bore. Leakage rate shall be commensurate with piston seal type and design.
Tanks (New and Modified Systems) - Pressure tanks and fluid reservoirs shall be of copper, copper base alloy, steel, or
stainless steel construction. The inside of steel pressure tanks and steel fluid reservoirs shall be coated in accordance with
Mil. Spec. MIL-P-24441 or MIL-P-23236. Galvanized tanks shall not be painted. All weld spatter and welding flux shall be
removed before the coating process. When it is necessary to stress-relieve welded tanks, this heat treatment shall be
accomplished prior to cleaning (see Section 074).
Hydraulic fill lines shall be designed so that foreign matter will not collect around the sealing cover, thereby preventing
the entrance of foreign matter into the opening when the cover is removed.
New reservoirs shall be capable of withstanding, without leakage, an internal pressure of 8 lb/in2.
Capacity of reservoirs shall be limited to 125-percent of the total volume of fluid contained in the whole system.
Reservoirs shall be designed and constructed to prevent the entrance of any foreign matter. Filling and breathing pipes on
reservoirs shall be arranged to prevent fluid spillage under roll and pitch conditions specified in Section 070.
Breathing pipes shall be sized in accordance with Section 506. Breathing pipes shall be terminated near exhaust
ventilation terminals, if practicable. Reservoirs shall be provided with reliable means for determining the fluid level
continuously over the designed operating range, arrangements for cleaning and draining, and with baffle plates to minimize
aeration and cavitation.
Tanks (Overhauled Systems) - Fluid reservoirs (sump tank) shall be opened and inspected for cleanliness during system
overhaul. Tank surfaces examined with the unaided eye shall be free from flux, scale, dirt, loose particles and other
contamination foreign to the base metal. Water residue and light superficial rust on carbon steel surfaces are permitted.
Reservoirs that are contaminated shall be cleaned in accordance with MIL-STD-419. Coated carbon steel reservoirs
requiring new coating shall be coated with coatings conforming to Mil. Spec. MIL-P-24441 or MIL-P-23236. Fluid
reservoir suction strainers shall be inspected and cleaned or replaced, as required, in accordance with Naval Ship's Technical
Manual S9086-S4-STM-010, Chapter 556.
Filters (New and Modified Systems) - Filters shall be provided for hydraulic systems as specified for the equipment of
which the system is a part. Filters shall be readily accessible and all filter elements shall be removable for service and
inspection without disconnecting the attached pipe or dismounting the filter housing. Frequency of servicing shall be
indicated on a label plate attached to the filter. Filters employing earths or clays shall not be used. Filter elements shall
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comply with Mil. Spec. MIL-F-24402, MIL-F-8815, or MIL-F-5504 and shall be capable of removing all particles 15
microns or greater in size. New filter assemblies shall be equipped with differential pressure indicators.
Filler pipes for tanks and liquid reservoirs shall include a removable filter screen of 180 mesh or finer. Breathing pipe
caps shall have removable air filter screens.
Filters, Closed Loop Type System (New and Modified Systems) - A full flow filter shall be installed in the discharge
line and a strainer in the suction line of each replenishing pump. Filter cases shall have built-in bypass valves, set to open
when the pressure drop across the filter element is from 8 to 10 lb/in2. The bypass valves shall be capable of handling the
entire replenishing pump capacity.
Filters, other than Closed Loop Systems (New and Modified Systems) - A filter shall be installed in the discharge line
and a strainer in the suction line of each pump. Filters shall be full flow where the volume of flow allows a reasonable size
filter, but where an excessively large filter would be required, NAVSEA will consider use of a partial flow type. Provision
shall be made to allow full flow bypass of the filters when the pressure drop across the filter elements become 3 to 4 percent
of operating pressure.
Filters (Overhauled Systems) - All disposable type filter elements shall be replaced. Cleanable elements shall be
cleaned to their original condition or replaced. Filter differential pressure gages shall be restored to a satisfactory condition
or replaced and shall be calibrated as specified for "Gages" in this section.
When authorized in the Contract, filter housings with internal components such as check valves, bypass valves and
pop-up indicators shall be Class B overhauled as defined in Section 042 and tested for tightness at maximum system
pressure.
Replacement filter elements shall comply with Mil. Spec. MIL-F-5504, MIL-F-8815, or MIL-F-24402, if available, for
installation in existing system filter housings.
Valves (New and Modified Systems) - Directional, volume control, check, pilot and servo valves shall be designed for
minimum resistance to flow when in the operating position.
Valves may be pilot-operated to maintain operating devices such as solenoids, cams and levers at a minimum size.
Provision shall be made for locking adjustable valves at service adjustment to prevent tampering. No valve shall operate
improperly because of back pressure or surges. Valve operation shall be such as to prevent detrimental surges in the
hydraulic system.
Valves shall be permanently marked to indicate proper connection in the system, and directional arrows shall be used,
as appropriate. The force to operate control valves manually shall not exceed 15 pounds applied to the rim of the operating
wheel or the end of the operating lever. Valves shall be adequately supported (see Section 505). Valves shall be mounted
using cap screws or bolts extending through or into the valve body. Lug mounting of valves is not permissible.
Bypass or unloading valves shall be designed to operate without exceeding 25 lb/in2 pressure drop across the valve.
Throttling shall be minimized.
Pressure control valves (including relief, unloading, back pressure, and sequence valves) and check valves shall be
dampened to eliminate hydraulic squeal and chatter at all rates of flow up to the maximum design rate. Unless otherwise
specified, relief valves shall be adjustable and shall be set to begin opening at 110 percent of operating pressure. Relief
valves shall be accurate within 9 percent of setting and shall reseat at not less than 85 percent of setting.
High pressure valves on the air side of accumulators shall be of a type capable of preventing a shock wave from being
produced when opened rapidly.
Cams for steering rams or operating cylinder deceleration valves shall be designed to provide positive motion of the
valve in both directions.
In general, passages through cutout valves shall be equivalent in area to the connected piping.
Valves (Overhauled Systems) - When authorized in the Contract, valves shall be overhauled in accordance with
applicable TRS or in accordance with applicable drawings and technical manuals. After overhaul, globe, gate and ball valves
are to be tested for seat tightness in accordance with Section 505. Directional, flow control, pressure control and servo
valves shall be tested for leakage in accordance with Section 505 and satisfactory operation in accordance with drawing or
technical manual, as applicable.
Heat Exchangers (New and Modified Systems) - Supplemental cooling, if provided, shall be designed to maintain the
hydraulic fluid temperature below 140 degrees F. at the discharge flanges of the pumps.
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A cooling unit shall consist of one or more heat exchangers. Heat exchangers shall conform to Mil. Spec.
MIL-C-15730.
Provision shall be made for automatically impeding the flow of coolant when the hydraulic fluid temperature drops
below the manufacturer's recommendations for most efficient operation of the pump, motor, and other devices in the system.
Arrangements shall be provided for preventing excessive pressure drops in the event that the exchanger becomes clogged.
Valves and piping arrangements shall permit isolating heat exchangers and bypassing hydraulic fluid. The design shall
include easy access for servicing and repair. Thermometers shall be provided for determining inlet and outlet hydraulic fluid
temperatures.
Heat Exchangers (Overhauled Systems) - When authorized in the Contract, heat exchangers shall be overhauled in
accordance with applicable drawing and technical manual. After overhaul and major repairs, heat exchangers shall be shop
tested at maximum system pressure. During the above test, heat exchangers are to be checked for any internal or external
leaks.
Rotary Actuators (New and Modified Systems) - Rotary actuators shall comply with Mil. Spec. MIL-A-24533.
Rotary Actuators (Overhauled Systems) - When authorized in the Contract, rotary actuators shall be overhauled in
accordance with applicable TRS or Class B overhauled as defined in Section 042 and in accordance with applicable drawings
and technical manuals. After overhaul, rotary actuators shall be tested for satisfactory operation.
Hoses (Overhauled Systems) - Hoses that have exceeded service life as specified in NAVSEA S6430-AE-TED010/Volume 1, shall be replaced during regular system overhaul.
Gages, Indicators, Thermometers (New and Modified Systems) - Instrumentation shall be in accordance with Section
504. Hydraulic system gages shall be oil-filled or equipped with pulsation dampeners.
Gages (Overhauled Systems) - Hydraulic system gages shall be in calibration as specified in Naval Ship's Technical
Manual, NAVSEA S9086-RJ-STM-000, Chapter 504.
556d. Hydraulic System Cleanliness: Overhauled Systems
Fluid System Contamination Limits (Overhaul) - Degree of fluid system cleanliness shall be determined by fluid
sampling and analysis as specified in Naval Ship's Technical Manual S9086-S4-STM-010, Chapter 556.
System Cleaning (Overhaul) - Contaminated fluid systems shall be cleaned to acceptable limits by circulating the fluid
through system filters, oil flush, or shop cleaning in accordance with MIL-STD-419 and Naval Ship's Technical Manual
S9086-S4-STM-010, Chapter 556. Particle count shall be in accordance with ISO 4406 code 18/15 (table 556-28, NAVSEA
S9086-S4-STM-010, Chapter 556, Table 556-8-2).
556e. Storage and Installation (Overhauled, New and Modified Systems)
System cleanliness shall be maintained by a Navy approved method, in general accordance with MIL-STD-419.
All hydraulic system components shall be held in covered storage and preferably in storage where sudden changes in
temperature and humidity do not occur.
The installation of hydraulic system components shall ensure an accurately aligned, tight and dirt-free installation.
Subassemblies shall be used to the maximum practical extent.
Where necessary to locate piping, valves, or other hydraulic system components in way of equipment which may be
removed for overhaul or repair, the piping shall be provided with union or flange fittings to permit removal and reinstallation
of the component without cutting or brazing.
Where hydraulic power transmission system piping passes through a tank where leakage would cause contamination of
one medium by the other, all joints shall be welded. All fittings or other devices are prohibited unless approved by the
Supervisor.
Where necessary, hydraulic auxiliaries shall be provided with drip pans fitted with means for draining the pan.
Unless required for access for inspection and maintenance or other design considerations, hydraulic piping shall not be
installed in a location exposed to the weather. If necessary to install such piping exposed to the weather, it shall be shielded
to reduce the possibility of accidental damage and to facilitate decontamination wash down procedures.
Cleaning by mechanical means, followed by dry air blast, shall be used where cleaning of pumps, motors, rams, valves,
and other accessories becomes necessary.
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The immediate vicinity of a hydraulic system installation shall be clean. No welding, chipping, cutting, grinding or
burning work shall be accomplished in the same space concurrent with the installation of hydraulic equipment.
Before placing hydraulic fluid in a system, the fluid shall be mechanically filtered to the same degree of cleanliness as
may be obtained by the filters at the system pumps.
556f. Warning and Instruction Plates: (New and Overhauled Systems)
Warning plates shall be installed adjacent to and readily visible at each fluid filling opening of each system. Each plate
shall specify the type of fluid the system uses and shall caution against use of any substitute.
Instruction plates shall be provided in the compartments containing hydraulic power plants. These instruction plates
shall show the hydraulic, electrical and mechanical operational data of the power plants.
Hydrostatic tests (New and Modified) - The tests specified herein shall be conducted prior to the tests for the equipment
of which they form a part.
New, modified, and repaired hydraulic piping shall be tested in accordance with Section 505 unless otherwise specified
in this section. Welded and brazed piping systems shall be tested in accordance with Section505. If elevated NDT
requirements in accordance with Section 505 are met, system pressure test shall include increasing system pressure
momentarily to maximum system relief valve pressure, then running for 30 minutes at normal system pressure.
Hydraulic fluid tanks which are not subject to pressure shall be proven tight by filling them with a fluid under a
pressure of 8 lb/in2 , or maximum tank design pressure if less than 8 lb/in2, to demonstrate fluid tightness. The test fluid shall
be completely removed from the tanks upon completion of the test if it is other than the operating fluid. If test fluid is not
chemically compatible with the normal system fluid, the system must be purged prior to system fluid introduction.
Prior to shipboard tests, the fluid filters in the hydraulic system shall be cleaned and filter elements renewed.
Rams, cylinders, and accumulators shall be hydrostatically tested after installation for tightness and strength, maximum
system pressure, except in the case where overhauling loads are aided by system pressure, in which case, the test pressure
shall be the summation of the overhauling pressure and the maximum system pressure.
Test pressures shall be developed by means other than the system pumps if the required pressure is greater than the
maximum pressure rating of the pumps.
No Load Test (New and Modified) - During testing, the hydraulic fluid temperature at the pump discharge shall not
exceed 70 degrees F over the ambient temperature at the end of a 4-hour no load test. This test shall be conducted when the
ambient temperature is between 40 degrees F and 90 degrees F.
Component Operational Test (Overhauled) - Overhauled system components shall be operationally shop tested as
specified in paragraph 556c for overhaul of individual system components unless otherwise approved by the supervisor.
Hydrostatic Test (Overhauled System) - All overhauled rams, cylinders, accumulators, valves, fittings and pressure
tanks used in hydraulic systems shall be hydrostatically tested before installation to maximum system pressure. All
components shall withstand these pressures without external leakage.
Fluid reservoirs and sump tanks which are not subject to pressure shall be proven tight by filling with fluid under a
pressure of 8 lb/in2 or maximum tank design pressure if less than 8 lb/in2 to demonstrate fluid tightness. Hydrostatic test of
fluid reservoirs will not be required unless reservoir has been repaired or damaged.
Shipboard System Test (Overhauled System) - After shipboard installation, hydraulic system components, pipe fittings
and joints, and piping shall be tested for tightness under maximum system operating pressure to demonstrate that there is no
leakage. A section of piping reinstalled by mechanical joints, shall be proven tight at maximum system pressure.
Overhauled systems shall be operationally tested at system operating pressure to demonstrate satisfactory operation of
all system components in accordance with applicable technical manuals and drawings.
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Hydraulic system filters and suction strainers shall be inspected to verify that filter elements and suction strainers are
installed prior to starting system testing. After completion of testing, filters and strainers shall be inspected for contaminates
caused by other than normal break-in wear.
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Section 556
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SECTION 558
SPECIAL PIPING SYSTEMS
558a. Scope
This section contains general requirements for special piping systems not contained elsewhere in these specifications.
Special piping systems shall be installed complete, including tanks, piping, valves, operating gear, motors, controllers, gages, label
plates, and other fittings, instruments, appurtenances, and auxiliary systems required for reliable performance of the design functions,
efficient operation and maintenance, and protection of personnel and equipment.
The physical and chemical properties of the fluid and its vapors, including any toxic, corrosive, solvent, flammable, oxidizing, and
chemical instability characteristics shall be considered in the design, selection of materials, and installation of the systems. Tanks, piping,
pumps and other components of the systems shall be located to minimize danger to personnel and damage to other facilities, equipment,
machinery and structural members, in case of leakage or rupture.
558c. Photo Chemical Distribution System (New Installations and Modifications to Existing Systems)
A piping system shall be installed in the photographic processing spaces for transfer of photo-chemicals as follows:
From chemical mixers to chemical storage tanks and film processing machines.
From chemical stowage tanks to film processing machines.
Independent piping shall be provided for transfer of fixing and developing solutions. Where common piping is unavoidable,
provision shall be made for flushing out such common piping. The arrangement shall also permit flushing out the mixers. Provision shall
be made for drainage of stowage tanks, chemical mixers and film processing machines.
558d. Dry Cleaning Fluid System - Dry Cleaning Plant (New Installations and Modifications to Existing Systems)
Dry cleaning fluid systems shall be designed for use with tetrachloroethylene (perchloroethylene) in accordance with ASTM D4081.
One stowage tank, sized on the basis of the volume to be handled, shall be installed near the dry cleaning plant. The installation
shall include a direct-reading level gage, a clean-out plate, a capped nipple drain and a discharge line. A discharge line with a stop valve at
the stowage tank shall be hard piped into each dry cleaning unit fluid tank, with a cutout valve just prior to entering the unit fluid tank.
Cutout valves shall be located for easy access and the ability to monitor the unit liquid tank level while operating the cutout valve. An air
escape for the stowage tank shall terminate in the weather approximately 12 feet above the deck in such a location so as not to endanger
personnel or equipment. A fixed-filling line shall be located on a weather deck or hangar deck to permit gravity flow replenishment from
55-gallon drums. The funnel used for gravity flow replenishment shall be in accordance with drawing, NAVSHIPS No. 804-6397312. A
portable rack or other facility shall be provided with means for constraining the 55-gallon drum on deck and for providing controlled
discharge when filling the stowage tank.
drawings or technical manuals as modified by the overhaul criteria paragraphs of other GSO sections herein.
Requirements and definitions of class overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standard (TRS) are
558f. Shock
Section 072 herein defines shock requirements as they relate to ship overhaul.
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Hydrostatic testing shall be in accordance with the requirements of Section 505.
In addition, photochemical or dry cleaning fluid systems shall be tested to nominal operating pressure using an air-freon mixture
(similar to Section 542). Test for leakage using a halide torch or electronic leak detector. No leakage is allowed.
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SECTION 561
STEERING GEAR
561a. Scope
This section contains general requirements for new and modified systems, overhauled systems and test requirements for
new, modified and overhauled systems.
561b. General (New, Modified and Overhauled Systems)
Electro-hydraulic steering gears shall be in accordance with Mil. Spec. MIL-S-17803.
In electro-hydraulic steering systems, movement of the rudder is usually obtained from hydraulic rams and ram
cylinders operated by hydraulic fluid under pressure supplied by variable delivery pumps. The pumps are driven by
continuously running electric motors. The direction and rate of rudder travel are controlled by changing the position (angle)
of the titling block in the hydraulic pump.
561c. Installation Requirements (New and Modified Systems)
The steering gear shall be capable of moving, stopping, and holding the rudder at any angle, with the ship going ahead
at full power.
If there are steering gear limitations for astern operations, suitable warning plates shall be installed in the Pilot House
and at the steering gear.
Mechanical features (New and Modified) - No part of the steering gear shall be attached to ballistic plating. All parts of
the machinery shall be kept at least 12 inches from the outboard bulkheads of the steering gear room and 12 inches from the
deck overhead.
Stuffing boxes for shafting passing through watertight bulkheads shall be of the self-alining type and the shafting shall
be fitted with pressure lubricated needle bearing universal joints or disc type universal joints and slip couplings, as necessary,
to ensure continued operation in the event of damage to the bulkhead. Universal joints shall be installed in pairs to obtain
uniform action and the angle between the connected shafts shall be kept to a minimum.
Eyebolts shall be provided for handling crossheads and tillers if handling by wire straps is not feasible.
The control equipment for each motor and electric transmission system shall be mounted on separate panels; the control
panels may be in separate cabinets or in one cabinet, whichever type best lends itself to the arrangement of the equipment in
the steering gear room. If combined, the respective control panels shall be separated by barriers and shall have individual
access openings. The controllers shall be so constructed and installed that the panels can be readily serviced from the front.
Charts and Diagrams (New and Modified Systems) - Charts and diagrams shall be of laminated plastic material (see
Section 602) or metal photographic type H of Mil. Spec. MIL-P-15024. Charts shall be 15 inches high and not more than 36
inches long.
A diagram of the steering gear electric wiring shall be mounted in the steering gear room, adjacent to the main motor
controls. The diagram shall include the control transmission system wiring and a separate elementary schematic wiring
diagram, together with complete description of operation.
A separate operating chart for the complete steering gear installation shall be installed in the steering gear room. The
chart shall show clearly the functioning of the equipment.
A lubrication chart in the steering gear room shall show the equipment diagrammatically and shall contain complete
instructions for its care and lubrication, including designation (Navy symbol) of the lubricants required and the frequency of
lubrication.
Shock - Section 072 herein defines the requirements for shock as it relates to ship overhaul.
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Control transmission system (New and Modified) - The electric control circuits from the steering station selector to the
steering gear room shall be in duplicate and shall be run in separate wireways, one on each side of the ship, as widely
separated as practicable. In ships having ballistic protection, these control leads shall be led below ballistic plating.
Station and cable selector switches and connecting cables shall be provided. The steering gear room selector switches
shall be mounted adjacent to the trick wheels. In ships having a Central Control Station and a secondary remote steering
station, the station and cable selector switches shall be located in the Central Control Station. In other ships, they shall be
located in the steering control console.
The helm angle indicator shall be illuminated and pilotlights provided to indicate when the transmitters are energized.
Control transmission systems shall receive alternating current power from the ship power supply at the distribution
voltage and frequency in such a manner that the system will be energized whenever power is available at the steering motor
controllers.
Telemotor piping shall be copper tubing with brass or copper fittings, securely installed as straight as practicable,
always sloping up from aft to forward, and avoiding sharp bends, dips, and air pockets. The piping shall be located so as to
obtain a nearly uniform temperature of the hydraulic liquid.
When both telemotor and electric steering control are provided, an interlock switch shall be furnished as part of the
telemotor, and arranged to prevent operation of the electric control until the bypass valve is opened.
For rudder and helm angle indicators see Section 430.
561d. Pre-Overhaul Test and Inspections
General - Steering gear systems shall be tested within three months of the regular overhaul to identify equipment and
components that must be repaired to ensure satisfactory system post-overhaul testing and reliable operation between regular
overhauls. Steering gear shall be operated from the bridge control, secondary control stations and trickwheel during testing.
Pre-overhaul test shall be to the same level of testing as post-overhaul testing.
Cleanliness - Fluid samples shall be taken before regular overhaul to determine requirement for cleaning of hydraulic
piping and components, as specified in Section 556.
Operating Instruction Label Plates - Inspection shall be made to determine that all operating instructions exist, are
legible, and are up-to-date.
Gages - Gages shall be inspected for physical damage and to determine requirement for calibration.
561e. System and Component Overhaul
Repair and overhaul of existing systems - The repair and overhaul of systems, equipment and components is intended to
restore items to their original performance profiles and not necessarily intended to return overhauled items to the original
manufacturers drawing or technical manual tolerances. The Supervisor's Work Specification shall identify the class of
overhaul authorized for the item. Where applicable, the Supervisor's Work Specification shall invoke the overhaul of the
item to be accomplished in accordance with an approved Technical Repair Standard (TRS). Where an approved Technical
Repair Standard does not exist, is not authorized, the overhaul of the item or system (i.e., valve, pump, motor) shall be in
accordance with applicable drawings, or technical manuals as modified by the overhaul criteria specified herein.
Hydraulic Components (Overhaul) - Pumps, rams, cylinders, valves, filters and other hydraulic components requiring
overhaul shall be overhauled and tested in accordance with Section 556.
Control Linkage (Overhaul) - All control linkage that is worn or has lost motion shall be class "B" overhauled as
defined in Section 042 and in accordance with applicable drawings and technical manuals.
Hydraulic System Cleanliness (Overhaul) - Contaminated hydraulic system piping and components shall be cleaned to
acceptable standards as specified in Section 556.
Gages (Overhaul) - All damaged and inoperative system gages shall be repaired or replaced during the regular
overhaul. Existing and new system gages that are out-of-calibration are to be calibrated, as specified in Naval Ship's
Technical Manual NAVSEA S9086-RJ-STM-000, Chapter 504.
Operating Instruction Label Plates (Overhaul) - Label plates that are missing, are not legible or have been superseded or
revised shall be replaced in accordance with applicable technical manuals and drawings.
Section 561
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Electric Motors, Controllers and Equipment (Overhaul) - Electrical components that require overhaul are to be repaired
in accordance with Section 302.
Control Transmission System (Overhaul) - Overhaul of control transmission systems shall be in accordance with
paragraph 561c for new and modified systems. Faulty synchro transmitters and receivers shall be replaced rather than
overhauled.
Rudder angle and helm angle indicators for control transmission systems shall meet the requirements of Section 430.
The requirements for technical documentation relating to the shipalt development process are specified in Section 085.
New Systems - Hydrostatic, no load and cleanliness tests shall be in accordance with Section 556.
Electric insulation tests shall be in accordance with Section 300.
Tests during which any bearing or journal shows indication of temperatures over 200 degrees F shall not be accepted.
In testing, steering gear foundations and holding-down bolts and nuts shall be inspected to detect signs of inadequacy,
such as slipping of the auxiliary on the foundation, and loosening of the nuts.
Prior to dock test, the operating liquid in the hydraulic system shall be filtered, fluid filters cleaned and filter elements
renewed. For compliance with rudder rate requirements, the rudder rate shall be measured from the initial position to a point,
5 degrees before the terminal position is reached.
Dock test (New Systems) - With the ship afloat at the dock, the steering gear shall be operated using each main power
unit to move the rudder from 5 degrees before hardover on one side to 5 degrees before hardover on the opposite side
continuously for 2 hours at a rate of not less than 20 complete cycles per hour. The steering gear shall be operated from each
steering station enough times to demonstrate specified operation. The time required to shift from each steering station to
another shall be recorded. The time required to shift to each alternate means of operation of the steering gear shall also be
recorded.
The number of turns of the steering wheels, crank or knob from hardover to hardover and the force required to turn the
steering wheels shall be recorded.
The following shall be verified:
Graduations of the mechanical helm and rudder angle indicators on the mechanical steering stands as compared to
graduations on the ram or rudder stock shall have a comparative error of not more than plus or minus 1/4 degree from 0 to 5
degrees of rudder angle and plus or minus 1/2 degree from 5 to 35 degrees of rudder angle.
Orientation of the rudder angle indicator dials shall be so that when the rudder moves to right rudder, the indicator
moves to indicate right rudder.
Agreement of rudder movement with direction of movement of steering wheels, crank or knob (e.g., clockwise
wheel rotation for order angle produces right rudder) for all means of control.
Position of stops for control transmission system and steering equipment.
Changing power units of the steering gear shall be demonstrated. With one power unit operating the rudder and
the other power unit running in stand-by condition, stop the active power unit.
Record the time required for the stand-by power unit to assume control of the rudder. Determine that the
distributor valves are fully shifted when making the transfer. This test shall be run on, both, the controls in the Pilot House
and in after steering.
A test shall be performed on the emergency steering gear to ensure specified operation prior to trials.
The following data shall be recorded during the steering gear dock test:
1. Full details of any abnormal conditions and specification violations of the entire steering system that
occurred during the dock tests.
2. The following information shall be provided for the steering gear operation:
a. Force to turn the steering wheel, crank or knob measured at the rim of the wheel:
(1) Pilot House
Section 561
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(2) Trick Wheels

Number of turns required to move the wheel, crank or knob from hardover to hardover:
(1) Pilot House
(2) Trick Wheels
c. Give the comparative errors between the graduations of the mechanical helm and the rudder angle
indications on the mechanical differential to the graduations on the ram or rudder stock for each of the following movements:
(1) From left 10 degrees to right 10 degrees. (10 degrees L, 5 degrees L, zero, 5 degrees R, and 10
degrees R)
(2) From left 10 degrees to hard left in 5 degree increments (for example, 15 degrees L, 20 degrees L,
25 degrees L, 30 degrees L, and 35 degrees L)
(3) From right 10 degrees to hard right in 5 degree increments (for example, 15 degrees R, 20 degrees
R, 25 degrees R, 30 degrees R, and 35 degrees R)
Sea Trial (New System)
General - Tests underway shall be conducted. The tests shall be conducted on each power unit of the steering gear.
Steering tests shall be conducted at full power ahead and at reduced power astern. The astern shaft speed shall be
limited to that where ram pressures indicate design rudder torque is being developed.
The astern r/min shall be increased gradually during steering tests to determine the safe maximum sustained astern
r/min which provides unrestricted rudder control. Design full power astern shall not be exceeded. Compliance with the
rudder rate required herein shall be demonstrated. Each time the rudder stops, after each portion of the tests, the position
shall be held for sufficient time to allow the collection of data and in no case less than 10 seconds.
Ahead steering tests (New System) - The ahead steering tests shall be conducted as follows:
Starting from amidships, bring the rudder to left 25 degrees
Bring rudder to right 30 degrees
Bring rudder to hard left
Bring rudder to hard right
Bring rudder amidships
Turn helm rapidly from amidships to hard left and when the rudder passes 25 degrees, cut off power to the
steering motor. When rudder stops, start motor and bring rudder hard left.
Turn helm rapidly from hard left to amidships and when the rudder passes 25 degrees, cut off power. When
rudder stops, start motor and bring rudder to hard right.
Turn helm rapidly from hard right to amidships and when the rudder passes 25 degrees, cut off power. When
rudder stops, start motor and bring rudder amidships.
Astern steering tests (New System) - For astern operation, excessive ship speed may cause the rudder to go hardover
and make the ship's course temporarily uncontrollable. Tests shall begin with low speed and ample sea room. Increments of
shaft speed shall be tried until limiting conditions are obtained. The limiting condition shall be the sustained astern speed
which permits full rudder movements, even if the ship astern operation is unstable.
The astern tests shall be conducted as follows:
Bring rudder to right 30 degrees
Bring rudder amidships
Turn helm rapidly from amidships to right 30 degrees and as the rudder passes 20 degrees, cut off power to the
steering gear motor. When rudder stops, start the motor and bring rudder to amidships.
Turn rudder rapidly from amidships to left 30 degrees and when rudder passes 20 degrees, cut off power. When
rudder stops, start the motor and bring the rudder to hard left.
Turn helm rapidly from hard left to amidships and when the rudder passes 25 degrees, cut off power. When
rudder stops, start the motor and bring rudder amidships.
b.
Section 561
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During the above tests, each steering gear pump motor shall be started once with its pump on full stroke. At all other
times during the tests, the helm and rudder angles shall be synchronized before starting the motor, so that the pump will be
on zero stroke.
One of the astern power failure tests of each power unit shall be conducted as a simulated motor overload failure.
The following ahead test shall be run on the non-follow-up-system (Pilot House) at 2/3 ship speed only:
Bring rudder to amidships
Test on automatic control from the Pilot House ship control console. The automatic steering test shall be conducted at
increasing increments of speed up to full power ahead. The weather and rudder ratio adjustments shall be set to the optimum
as indicated by the controls vendor.
With the ship speed of 2/3 ahead make a ship heading order change of 45 degrees, 90 degrees and 180 degrees in each
direction and record the required data.
Emergency steering test (New System) - The emergency steering system shall be tested to determine the limiting ahead
speed. The limiting condition shall be the sustained ahead speed which permits rudder movements of 10 degrees right to 10
degrees left at emergency design pressure. The force required on the emergency pump handle shall be recorded at
emergency design pressure.
The steering gear at sea test procedure shall provide for recording the following data:
1. Ship speed at the moment rudder movement begins.
2. Direction and the degrees of rudder movement ordered.
3. Time required to attain the ordered angle and time required to attain the transfer of power units.
4. Maximum hydraulic pressure in both high and low pressure rams.
5. Rudder angle where maximum hydraulic pressure occurs.
6. Maximum motor current for each rudder movement.
7. Hydraulic fluid temperature at the point of maximum heat, as determined by taking fluid temperature at
various points around the system.
8. Motor speed. Record maximum speed for tests where power is interrupted. (Note: For those portions of the
tests where power will be cut off to test the ability of the steering gear to properly control the rudder, the motor speed shall
be recorded on strip charts using a suitable electric tachometer and electrical recorder combination. The strip charts shall be
annotated to show the start of the test, the point of power interruption, the maximum speed the motor attains, and the elapsed
time between power interruption and when the rudder stops moving).
9. Full details and explanation of any abnormal operation.
10. The following data shall be recorded for each change in ship heading during the automatic steering test:
a. The time to obtain the heading change.
b. The amount of heading overshoot (if any).
c. The settings of the weather and rudder ratio adjustments.
d. The estimated sea state and relative direction.
e. The approximate rudder movements per minute for a given heading (head sea).
Hydraulic Components (Overhauled) - Overhauled hydraulic system components are to be tested prior to shipboard
installation as specified in Section 556.
Tightness Test (Overhauled System) - Steering gear hydraulic systems and components shall be tested for tightness
after reassembly aboard ship in accordance with Section 556.
Operational Test (Overhauled System) - For overhauled steering gear systems, graduations of mechanical helm and
rudder angle indicators as compared to graduations on the ram or rudder stock shall have a comparative error of not more
than plus or minus one (1) degree from 0 to 35 degrees of rudder angle or maximum rudder angle.
Main, servo and replenishing system relief valves and emergency steering relief valve settings shall be checked and
adjusted, as required to pressure settings as specified in applicable technical manuals and drawings.
Section 561
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Main relief valves and torque limiters can be checked and adjusted aboard ship dockside by installing temporary crush
block protectors at the port and starboard tie-rod ends.
Overhauled steering gear systems shall be operationally tested to prove satisfactory performance. Operation and
control of the steering gear is to be demonstrated from the bridge control, secondary control stations, trickwheel box and
with emergency steering pumps. Steering gear test procedures shall be prepared in accordance with applicable technical
manuals and drawings. Underway steering tests are not required for overhauled systems.
Section 561
S9AA0-AB-GOS-010
2004 Edition

SECTION 562
RUDDERS
562a. Scope
This section contains the general requirements for new and modified Rudder Systems, overhauled Rudder Systems, and
test requirements for new, modified and overhauled Rudder Systems.
562b. Seals (New, Modified)
The hull seals shall be separate and independent from the lower bearing seals, and a means for draining seawater
leakage shall be provided between the hull seals and the lower bearing seals. The hull seals shall be renewable without
drydocking the ship and without removing rudder, crosshead or tiller. Seals and packings exposed to seawater shall be of a
NAVSEA-approved type with corrosion-resistant material and design suitable for easy repair in service. Sea water leakage
shall not exceed 1 pint per day static and 1 gallon per day dynamic for mechanical face-type seals and for spring-loaded
radial positive contact seals, and 8 fluid oz/min maximum for flax packing seals. All seals that seal oil shall have no leakage
allowed. The inboard hull seal shall be similar to either the bearing seals or the outboard hull seal. The outboard hull seal
shall be a positive contact radial or axial face seal. Axial face seals shall be approved by NAVSEA.
Bearing seals shall be spring-loaded radial positive-contact seals. Where compression type packings are used, all
glands shall be readily accessible from inside the ship to take up on follower nuts.
All seals shall be designed to accommodate rudderstock radial deflections plus the maximum diametric bearing
clearance for all operating conditions or for shock conditions, whichever is greater. Maximum diametric bearing clearance
may be found in ship's detailed drawings, or in NAVSEA drawing 803-5001104, or in NAVSEA S9086-HN-STM-010
NSTM Chapter 244, for sliding contact bearings and manufacturer's specifications for rolling contact bearings
Seals shall be installed solid (unsplit); however, solid seals that are split and bonded at the time of installation may be
used for renewal. A fixture which will fit through the access and retain the split seal during bonding shall be provided.
Packing of seals with grease and use of RTV (Room Temperature Vulcanizing) to seal static interfaces is permitted. One
complete set of hull seals, sufficient for each rudderstock, and a seal fixture shall be provided as on-board repair parts.
562c. Seal Housing and Fasteners (New and Modified Systems)
The seal housing shall be designed for renewing the seals without removing the rudder, crosshead, tiller or rudderstock.
Where the ferrous casting of the rudderstock watertight seal housings is below the light load waterline of the ship, the
seal housings' surface contacting with the seal material shall be of clad welding in accordance with MIL-STD-278 with
MIL-1N12, class 1 material of Mil. Spec. MIL-E-22200/3. There shall be a minimum of two layers of clad welds. After final
machining, the clad thickness shall be 1/4-inch minimum. The surface material of the machined clad area shall contain a
maximum of 12 percent iron, and 8 percent molybdenum. The test method to determine maximum percentage iron and
molybdenum content shall be by chemical analysis of the last machine shavings.
Studs and nuts in a seawater environment for packing gland and seal retainers shall be in accordance with Fed. Spec.
QQ-N-286, composition A, annealed and age-hardened.
562d. Shock
562e. Rudder Coatings (Overhaul)

Rudder coatings applied during overhaul shall be in accordance with Section 631.
Section 562
2004 Edition
562f. Rudder (Overhaul)

During regular overhaul drydocking, rudders shall be inspected for water content. If more than 2 gallons of water for
ships up to 600 feet in length and 5 gallons for ships over 600 feet is drained from the rudder, a leak is indicated. The source
of the leak must be identified and the rudder shall be made watertight in accordance with Section 192, as required.
Rudders shall be visually inspected for deterioration and structural defects. Inspection, acceptance criteria and repair
procedure for rudder structures shall meet the requirements of Section 100 for hull structure. If the visual inspection of the
rudders reveals no structural repairs required, retesting and recoating of the internal portion of the rudder is not required.
Rudder plating meeting the acceptance criteria of Section 100, thereby requiring no structural repairs, but exhibiting minor
random pitting shall be faired with a suitable fairing compound and ground smooth to contour requirements.
562g. Seals (Overhaul)
Upper and lower bearing and hull seals shall be inspected and renewed as required during regular dry-docking
overhauls. Solid seals may be split for installation, however, the ends must be bonded at time of installation using a fixture
designed for the particular seal style. Packing of seals with grease and use of RTV (Room Temperature Vulcanizing) to seal
static interfaces is permitted.
562h. Bearings (Overhaul)
Upper, lower and carrier bearing clearances shall be measured during regular overhaul drydocking to determine need
for bearing replacement. Radial sliding surface bearings shall be replaced if clearance exceeds maximum allowable as
specified in NAVSEA S9086-HN-STM-010 NSTM Chapter 244, Table 244-5-1 or NAVSEA drawing 803-5001104, Table
3, and CVN 68 Class Depot Level MRC 562-01. Renewed bearing inside diameters shall be in accordance with ships
detailed drawings, Table 244-5-1, or Table 3.. Radial and sliding surface bearing clearances can be checked without
unshipping the rudder by jacking the rudder as described in NAVSEA S9086-HM-STM-010 NSTM Chapter 244, paragraph
244-5.4 or CVN 68 Class Depot Level MRC 562-01. Rudder bearing clearances shall be recorded, as required, in NAVSEA
S9086-7G-STM Chapter 997.
Sliding surface carrier bearing thickness shall be measured for wear and visually inspected for damage. Carrier bearing
ring wear limits shall be determined based on individual bearing design. Rolling contact radial and carrier bearings shall be
inspected in accordance with NAVSEA S9086-HN-STM-010 NSTM Chapter 244.
All rudder bearings shall be lubricated with grease in accordance with Mil. Spec. MIL-G-24139 or Termaline II, CID
A-A-50433 unless otherwise specified on ship's drawing or technical manual.
562i. Rudder Stock (Overhaul)
Rudder/rudder stock nut or key shall be sounded to ensure satisfactory rudder/rudder stock fit.
Rudders with unsatisfactory soundings or other indications of unsatisfactory fit shall be removed for repairs and rudder stock
taper fitting. After removal/repair, rudder/rudder stock taper fit shall be blue-checked to verify that a minimum of 60 percent
contact has been obtained.
562j. Rudder Stocks (New and Modified)
Rudder stocks shall be steel, Mil. Spec. MIL-S-23284, class 1, modified as follows:
Charpy V-notch impact.
Thirty foot-pounds at plus 10 degrees F plus or minus 3 degrees F.
A complete history of these stock forgings shall be prepared and submitted to NAVSEA and shall include such
information as chemical analysis of all heats, forging sizes at time of heat treatment (general, not for each forging unless
varied), and results of mechanical tests performed on each forging.
Fittings shall be provided for handling the control surface stocks.
Sleeve shrink-fitted on the rudder stock, shall be copper-alloy centrifugal casting, in accordance with ASTM B271,
alloy C90300, ASTM B369, alloy C96400, with weldability test, or ASTM A494, composition M-30C, with weldability
test.
Section 562
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562l. Test Requirements (Overhaul)
Completion Test (Overhauled System)
After repairs, rudders shall be air tested as prescribed for watertight compartments in Section 192.
Swing Test (Overhauled System)
After repairs swing rudder full travel (port to starboard) while ship is drydocked to verify that rudder movement is not
obstructed.
Section 562
2004 Edition
Section 562
S9AA0-AB-GOS-010
2004 Edition

SECTION 570
GENERAL REQUIREMENTS FOR REPLENISHMENT SYSTEMS
570a. Scope (New/Modified/Repaired Systems)
This section contains general requirements applicable to replenishment systems and equipment. These systems are
replenishment-at-sea, stores handling, and cargo handling. Particular requirements for these systems are contained in
Sections 571, 572 and 573, respectively.
Systems noted herein should be installed/repaired in accordance with approved drawings, NAVSHIPS Technical
Manuals, Equipment Technical Manuals and Manufacturer's Instruction Manuals.
570b. Design Requirements (New/Modified)
Environmental considerations - Replenishment systems and associated equipment shall be designed for 20
satisfactory operation, for the specified duty cycles, under the range of weather and temperature conditions to which the
equipment is expected to be exposed as specified in Section 070. Equipment and fittings provided shall be of a type suitable
for use in an at-sea environment.
Mass - Components of the replenishment systems, especially portable equipment, shall be designed for the minimum
mass consistent with service required.
Strength - Kingposts, equipment, structure, attachment points and fittings of replenishment system shall be designed to
withstand the following loads and forces:
1. The combination of loads and angles within the operating range which produce the maximum load in each
component and in each individual part.
2. Loads imposed by static, dynamic, speed and endurance tests.
3. Forces induced by mass of components and gear, impact loading, sheave friction, and stress in wire rope due to
bending over sheaves.
4. Wind loading, snow and ice loading, wave slap, and effects of roll and pitch (see Section 070).
5. Working forces and loads.
Unless otherwise specified, running rigging and boom preventers shall be designed to a minimum factor of safety of 5
based on the nominal breaking strength of the wire rope.
The factors of safety and the method for determining the size of wire rope shall be in accordance with publication,
NAVSEA 0900-LP-008-2010 (Technical Bulletin No. 5), unless otherwise specified. In calculating factors of safety, the
total stress acting shall include forces produced by ships motion acting on the supported load in addition to the stresses
described in the publication.
Unless otherwise specified, the combined stresses in kingposts, structure, attachment points and fittings shall not exceed
70 percent of the yield strength of the material used when subjected to the static test load. Yield strength of aluminum alloys
are given in NAVSEA 0900-LP-029-9010.
When operating with rated load and subjected to maximum ship actions resulting from Sea State 3, the combined stress
in any part and in any component of equipment, machinery and foundations shall not exceed 35 percent of the yield strength
of the materials used, unless otherwise specified. During maximum braking and overload conditions, the combined stress in
any part of the equipment, machinery and foundations shall not exceed 70 percent of the yield strength of the materials used.
Each installed stores handling and cargo handling equipment shall be capable of maintaining its static position while
carrying its rated load when subjected to maximum ship motions during moderate sea conditions (Sea State 5). Under these
conditions, structural and mechanical components of the equipment shall be designed so that the maximum combined
stresses in any part shall not exceed 70 percent of the yield strength of the material used.
In stress calculations, the following strength relationship shall be assumed to exist:
Section 570
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Design strength
Direct shear
Torsional shear
Compression (bearing)
Other values may be used is substantiated by tests and approved.
Percent of tensile
yield strength
60
65
160
Wire Rope Systems - Drums, sheaves and wire rope rigging shall be in accordance with publication, NAVSEA
0900-LP-008-2010, unless otherwise specified.
Sheaves shall be arranged to minimize reverse bends and other conditions in the system which will cause undue wear or
a decrease in wire rope service life.
Sheaves shall be provided with the following:
1. Anti-friction bearings with seals and pressure lubricating grease fittings.
2. A fully machined groove.
3. Shrouds to prevent the wire rope from becoming wedged between the sheave and its support structure.
Single and multiple-purchase blocks for wire rope shall be designed in accordance with American Bureau of Shipping
(ABS) requirements for cargo gear. Material shall be cast or forged steel. Sheaves shall be designed with a minimum tread
diameter of 20 times the wire rope diameter used in the application, unless otherwise specified. Swivel fittings shall be
equipped with a pressure lubricating fitting. Metal surfaces of blocks, except bearing surfaces, shall be hot dip galvanized or
inorganic zinc coated. Coating shall be done prior to assembly of component parts.
Wire rope shall be 6 by 37 IWRC construction in accordance with Fed. Spec. RR-W-410, unless otherwise specified.
Interlocks and controls - Replenishment equipment shall be provided with controls and interlocks, as applicable, to
ensure safe operation of the equipment at all times and to prevent damage to the equipment and the load in any handling
sequence or series of motions. Indicator lights shall be provided, where required, to indicate proper functioning of the
equipment and to provide essential operating information to the operator. Controls shall provide means for smooth
acceleration and deceleration of the load and handling equipment between travel limits. Limit switches or stops, or both,
shall be installed at extreme positions of travel.
Interlocks and controls essential for proper and safe operation of the equipment shall be provided.
Control stations - Control stations shall be located to permit operators to have clear visibility of the working area and to
see as much of the handling operation and equipment as possible. Control stations shall be arranged to keep operator's
fatigue to a minimum. Controls which are sequentially related, which control a particular function, or which are operated
together shall be grouped together with their associated displays. The arrangement of functionally similar or identical
controls shall be consistent from control station to control station throughout the handling systems. Controls shall be
designed and located to prevent accidental actuation.
Provisions shall be made to prevent direct or reflected sunlight from making indicators appear illuminated when they
are not illuminated or to appear extinguished when they are illuminated. The brightness of indicator lights shall not exceed
452 foot lamberts for white illumination and 2.0 foot lamberts for red or blue illumination. When displays will be used
under varied ambient illumination, a variable dimmer control circuit and switch shall be provided. The range of the variable
control shall permit the displays to be legible under all expected ambient illumination.
Maintenance considerations - Replenishment systems shall be designed to facilitate all maintenance required to be
performed on these systems.
The systems shall be equipped with ladders, rungs, walkways, service platforms and safety rails with removable chains,
as required, for the safe and efficient performance of servicing and rigging functions.
Padeyes, eyebolts, sheaves, blocks and other fittings required for maintenance and overhaul of system components shall
be provided.
Means shall be provided for lubrication of bearings and other working parts of equipment. Lubrication fittings shall be
readily accessible, except for removal of housing covers for internal lubrication points. A separate grease fitting shall be
provided for each bearing and, where necessary, fittings shall be extended with tubing for accessibility.
Section 570
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Protective devices - Systems and equipment shall be designed to prevent personnel injury and damage to loads,
equipment and ship under all operating conditions. Obstacles shall not project into the handling path. There shall be no gaps
or projections in deck surfaces that make operation of mobile handling equipment difficult.
Guard rails shall be installed throughout the ship to preclude damage to installed equipment adjacent to mobile handling
equipment operating areas. Guard rails shall be installed on the deck similar to the installations shown on drawings,
NAVSHIPS Nos. AE32-600-4375670 and AE32-600-4375671.
Protective guards shall be provided around deck-mounted and bulkhead-mounted equipment in maneuvering areas of
mobile handling equipment where guard rails do not provide adequate protection for the installed equipment.
Portable gear - Portable gear shall be constructed to facilitate installation and removal, if required. Portable gear shall
be clearly marked with permanently installed label plates that identify the gear and indicate its usage.
Stowage - Stowage facilities and fittings shall be provided for portable equipment, mobile handling equipment, tools,
and accessories of the replenishment systems in locations convenient for their use. Stowage shall be out of the weather.
Flush type deck fittings and wire rope tie-downs - Flush type deck fittings and wire rope tie-downs shall be provided
for securing forklift trucks and battery-powered pallet trucks (see Section 573) when stowed in the battery charging station.
The deck fittings shall be type I in accordance with drawing, NAVSHIPS No. 805-1916300, unless otherwise specified on
approved ship's installation drawing. The wire rope tie-downs shall be suitable for use with the trucks and the deck fittings.
Stowage facilities and equipment shall be capable of preventing damage to or movement of stowed items during ship
motions specified in Section 070.
570c. Charts (New/Modified Systems)
An instruction chart and a lubrication chart, in accordance with Section 602, shall be provided for each installed
equipment of the replenishment systems. Charts shall be mounted on the equipment or in a convenient location visible from
the equipment. The instruction chart shall indicate operating procedures, the functions of the equipment and safety
precautions. The lubrication chart shall show the equipment diagrammatically and shall contain instructions for its care and
lubrication, including designation of the lubricants (specification with military symbol or type and grade) and frequency of
lubrication.
570d. Label Plates
Label plates, in accordance with Section 602, shall be installed on or near each installed replenishment equipment, pad,
padeye and fitting that requires testing.
570e. Repairs and Overhaul
See Sections 571, 572 and 573 for system overhaul and repair specifications.
570f. Shock Requirements
General - No periodic testing of replenishment systems is required. Testing shall be accomplished to prove satisfactory
operation of newly installed, repaired or overhauled components. The replenishment systems shall be complete and
functional in all respects prior to the testing specified in Sections 571, 572 and 573. Systems shall be tested with the
specified static test loads for a period of 10 minutes to demonstrate structural adequacy. No part of the equipment, fittings,
and structure shall take a permanent set nor shall degradation of any operating or control function occur as a result of this
test. When a static test load is applied to a piece of equipment or system in which wire rope is subjected to operating loads,
the wire rope shall be reeved through all the fairleads and fittings normally used to fairlead the wire rope to ensure that the
Section 570
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fairleads, fittings and winch drum are subjected to loading due to the test load. The test apparatus shall be rigged in such a
manner as to avoid tightlining (loads induced in the system in excess of the specified test loads) that could result during
water borne movement of ship and/or test apparatus. The equipment or system to be tested shall not be used to lift the total
static test load. Static load tests shall be completed prior to performance of operation tests. Where static test loads exceed
40% of rope breaking strength, the ship's rope is not to be used for the static test.
During operation tests, all replenishment systems shall demonstrate freedom of movement and response to control
signals through all required working ranges; and control, interlocks, indicating devices and safety devices shall demonstrate
specified operation.
Wire rope systems - Each single and multiple-purchase block of wire rope systems shall be tested to twice the
maximum resultant (axial) safe working load (see MIL-B-24141 for additional information), except as noted in Sections 571
and 573.
Section 570
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SECTION 571
REPLENISHMENT-AT-SEA SYSTEMS
571a. Scope (New/Upgraded Systems)
This section contains requirements for replenishment-at-sea systems and equipment used for the transfer of fuel, water,
weapons, cargo, stores, provisions, mail, and personnel between ships underway. This section also contains requirements for
replenishment systems when components of these systems are used for transfer of the above items between the ship and
piers, barges and lighters.
These requirements are in addition to applicable general requirements in Section 570.
VERTREP and CONREP stations shall be provided in accordance with approved drawings and as specified herein, in
quantities as required, to comprise the replenishment-at-sea systems for the ship.
Communication and lighting systems shall be provided for use at replenishment stations, as required herein.
NAVAL WARFARE PUBLICATION, NWP 14, shall be used for guidance in determining basic operational
procedures and for developing rigging arrangements.
571b. Definitions
Replenishment-at-sea Systems - Replenishment-at-sea systems are systems that provide a means of transferring cargo
from one ship to another while underway. The systems are Vertical Replenishment (VERTREP) and Connected
Replenishment (CONREP).
Vertical Replenishment System - VERTREP system is a replenishment-at-sea system which utilizes helicopters to
transfer solid cargo between ships underway.
Connected Replenishment System - CONREP system is a replenishment-at-sea system which utilizes rigging connected
between two ships to transfer cargo between the ships while underway.
Replenishment station - A replenishment station is the combination of a deck area and associated equipment which
provides a ship with the capability to deliver or receive solid cargo or fuel while underway.
Solid cargo station - A solid cargo station is a CONREP station used for delivering or receiving solid cargo, mail, and
personnel.
Fueling-at-sea station - A Fueling-At-Sea (FAS) station is a CONREP station used for delivering or receiving fuel by
means of hoses suspended from the rigging.
Conventional transfer rig - A conventional transfer rig is one which is utilized for transferring cargo by lines connected
between two ships underway wherein the tensions in the lines are manually controlled by a winch operator.
STREAM transfer rig - A Standard Tensioned Replenishment Alongside Method (STREAM) transfer rig is one which
is utilized for transferring cargo by lines connected between two ships underway where the highline and spanwire whips are
automatically maintained within a constant tension range.
Mobile Logistic Support Force - A Mobile Logistic Support Force (MLSF) consists of ships whose primary mission is
to replenish other ships at sea.
571c. Vertical Replenishment (New/Upgraded System)
A VERTREP station shall be in accordance with approved Naval Air Engineering Center guidance drawings, consisting
of the VERTREP deck area, the clearance zone and helicopter control station. The type, level and class of VERTREP
stations and types of helicopters to be employed shall be as specified in Section 588. Access shall be provided to
accommodate cargo flow to and from each VERTREP area.
Stowage shall be provided for the portable VERTREP handling equipment, such as slings and nets, listed in the weapon
equipment list (see Section 702). This stowage shall be located convenient to the VERTREP area where the equipment is
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used. A safe handling area, clear of VERTREP operations and cargo flow, shall be provided for sorting and recycling the
portable materials handling equipment.
571d. Connected Replenishment (New/Upgraded System)
General - Equipment shall be installed in accordance with approved drawings so that STREAM can be employed as the
primary method for replenishment. Equipment shall also be arranged so that specified alternative replenishment transfer rigs
can be used.
Each solid cargo station and FAS station shall be provided with equipment arranged to permit the rigging and safe use
of transfer rigs specified for that station.
Materials, accessories, loose hardware, and portable equipment required to set up, rig, operate, retrieve and stow the
specified rigs shall be provided.
Wire rope used for running rigging shall be type I, class 3, construction 6, IWRC, improved plow steel (1/2-inch lines
shall be extra improved plow steel) in accordance with Fed. Spec. RR-W-410.
Long links for solid cargo stations shall be the standard NATO long link as shown on drawing, NAVSEA No.
803-5184101.
Deck edge lifeline stanchions in the vicinity of the stations shall be hinged or portable to facilitate the rigging and
operation of the station.
Ladders with climber's safety device rails, rungs, safety support rings, hand grabs, padeyes, platforms with life rails,
and any other means required for safely rigging the station and for servicing and maintaining equipment, blocks, and fittings
shall be provided.
Two-horn cleats shall be installed at the forward limit of each CONREP station for attaching sound powered telephone
tail lines. Two-horn cleats shall also be installed, port and starboard, for attaching tail lines for bridge-to-bridge sound
powered telephone lines.
Fairlead padeyes shall be permanently mounted except in locations where the padeyes would interfere with deck traffic
or present a safety hazard. Where there is an interference or safety hazard, reversible deck bolts and sockets in accordance
with drawing, NAVSHIPS No. 805-1639000 shall be provided.
A clear deck handling area of at least 3 feet square shall be provided for each line handler, with the line handlers
remaining at least 6 feet from fairlead blocks. A clear deck area of at least 5 feet by 6 feet shall be provided at the free end of
each line for tending the line free for running.
Design criteria - Components associated with rigging such as padeyes, fittings, blocks, sheaves, equipment,
foundations, securing bolts, and supporting structure of each CONREP station shall withstand the combination of the design
loads applied at the angles within the working or holding range that result in the most severe stresses. The design loads
specified are the tensions in the lines as rigged for station operation. The combined stresses in components shall not exceed
35 percent of the yield strength of the material under rated load and subject to maximum ship actions resulting from Sea
State 5 (moderate seas). The combined stresses in components shall not exceed 70 percent of the yield strength of the
material under static test load. Under tightline conditions occurring with CONREP, design load is the wire rope breaking
load, the factor of safety shall not be less than 2.25 based on the ultimate strength of the material used.
Unless otherwise specified, solid cargo stations shall be capable of handling all load forms which are specified to be
delivered from or received at the stations over the following ranges:
Horizontal working range - A minimum of 15 inches clearance shall be provided between the various load forms
and the superstructure, fittings and ship installations to permit safe handling, landing and transfer of loads throughout the
working range. The working range is defined as the inclusive area with the hauling lines and load-bearing rigging tending
30 degrees forward to 30 degrees aft of a plane perpendicular to the ship's centerline through the centerline of the outermost
load bearing padeye.
Horizontal holding range - A minimum of 15 inches clearance shall be provided between all connected rigging
and the superstructure, fittings and ship installations throughout the holding range. The holding range is defined as the
inclusive area with the hauling lines and load bearing rigging tending 45 degrees forward to 45 degrees aft of a plane
perpendicular to the ship's centerline through the centerline of the outermost load bearing padeye.
Vertical working range - Load forms and all connected rigging shall remain clear of ship's structure or other
obstructions with the load bearing rigging tending within the specified angles above or below a plane parallel to the ship's
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design water plane through the outermost load bearing padeye of the rigging. The vertical working range for delivery
stations is from 15 degrees above to 30 degrees below the plane. For receiving stations, the vertical working range is from
30 degrees above to 15 degrees below the plane.
Unless otherwise specified, the ranges and clearances for FAS stations shall be as follows:
Horizontal working range - The hose and all connected rigging shall clear ship's structure and all obstructions by a
minimum of 15 inches with the rigging tending 45 degrees forward to 45 degrees aft of a plane perpendicular to the ship's
centerline through the centerline of the outermost attachment point of the rigging.
Vertical working range - The hose and all connected rigging shall remain clear of the ship's structure and all
obstructions with the rigging tending within the specified working angles above or below a plane parallel to the design water
plane of the ship through the outermost attachment point of the rigging. The vertical working range for delivery stations is
from 0 degrees to 30 degrees below the plane. For receiving stations, the working range is from 30 degrees above to 15
degrees below the plane.
571e. Solid Cargo Delivery Stations (New/Upgraded System)
All solid cargo delivery stations shall be installed in accordance with approved drawings and as specified herein.
STREAM stations - Each solid cargo STREAM delivery station shall be provided with fittings, padeyes, and equipment
necessary to rig, unrig, control, support and transfer solid cargo loads by STREAM, burton, heavy burton, housefall,
modified housefall, and fiber rope (formerly manila) highline rigs. These stations shall also be capable of receiving solid
cargo loads by the above rigs.
Each station, when rigged for STREAM, shall be capable of transferring a load of up to 9,000 pounds at up to 120-feet
ship separation (outermost hull appendage to outermost hull appendage). For separations up to 150 feet, the system shall be
capable of transferring a load of up to 6,000 pounds.
Each station shall be equipped with a kingpost with outriggers, sliding block, sliding block drive, transfer head, ram
tensioner, automatic ram control, control station, highline winch, hauling winch or winches and anti-slack devices. Highline
and outhaul whips shall be provided with anti-slack devices.
The base of the control station shall be a minimum of 8 feet above the load landing area. Unless otherwise specified,
the control station shall be located approximately 35 feet forward of the kingpost centerline at the outboard face of the
kingpost. The control station shall be oriented 30 degrees aft of abeam.
Unless otherwise specified, the outboard face of the kingpost shall be located 16 feet to 25 feet from the deck edge.
The design load for the highline padeyes, highline fairlead padeyes, burton and housefall fairlead padeyes, fittings,
winch foundations and associated equipment shall be 50,000 pounds. The design load for fiber rope fairlead padeyes and
fittings shall be 30,000 pounds. The kingpost, supporting structure, and outriggers shall be designed to support the design
loads of the housefall inhaul and outhaul whips applied simultaneously in a housefall rig configuration.
Conventional stations - Unless otherwise specified, each conventional delivery station for solid cargo shall be provided
with fittings, padeyes, and equipment necessary to rig, unrig, control, support, and transfer cargo loads by any of the
conventional transfer rigs listed below and specified for use at the station. These stations shall also be capable of receiving
solid cargo by any of the rigs listed. The design loads shall be as specified for STREAM stations.
Each station shall be capable of using the rigs listed below, when specified for use at the station, and shall be capable of
the safe transfer of the load weights listed. The load includes the weight of the associated pallet, dolly, container, strongback
and trolley.
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Conventional Transfer Rig

Burton
Heavy Burton
Housefall
Modified Housefall
Fiber Rope Highline
Load
(Pounds)
6,000
12,000
2,500
3,500
600
Each station on MLSF ships shall be provided with a kingpost with outriggers, winches, and control station. The
kingpost and control station shall be located and arranged as specified for STREAM stations.
Conventional delivery stations on ships other than MLSF ships shall have rigging fixtures, fittings, and padeyes
installed at suitable locations on the superstructure, hull structure, or deck to suit the transfer rigs specified. The outermost
load bearing padeye shall be a minimum of 12 feet and a maximum of 25 feet inboard of the deck edge. The minimum
padeye height above the landing area shall be 17 feet. Where station location results in the padeye located more than 12 feet
inboard of the deck edge, the height shall be increased to maintain the equivalent clearance of the load at the deck edge. To
determine the height of the padeye, the line shall be considered to tend 20 degrees down from the padeye with the ship on an
even keel.
Stations shall be in accordance with the following:
Burton - The burton rig requires that the delivery ship and receiving ship each provide a powered whip to support
and transfer the load. Each burton station shall be provided with a winch and an overhead fairlead block attached to either a
kingpost outrigger, boom or ship's structure. As a minimum, burton whips shall be 600 feet long and 3/4 inch diameter wire
rope.
Heavy burton - Each heavy burton station shall be provided with two winches. An overhead fairlead block attached to
either a kingpost outrigger, boom or ship's structure shall be provided for each winch. A minimum of 1,000 feet of 3/4 inch
diameter wire rope or 800 feet of 7/8 inch or 1 inch diameter wire rope shall be provided for each heavy burton rig.
Housefall and modified housefall - Each housefall and modified housefall delivery station shall be provided with
two winches to support and move the load between the ships. An overhead fairlead block attached to either a kingpost
outrigger, boom or ship's structure shall be provided for each winch. A minimum of 600 feet of 3/4 inch diameter wire rope
shall be provided for each winch.
Fiber rope transfer stations - Facilities shall be provided on designated surface ships for the transfer of personnel
and light freight employing a fiber rope highline, inhaul and outhaul. Unless limited by the ship arrangement, fiber rope
highline stations shall be capable of both delivering and receiving.
Each fiber rope transfer station shall be equipped with a highline padeye, an inhaul-outhaul padeye and a messenger
padeye. The design load for the highline padeye shall be 30,000 pounds. The design load for the inhaul-outhaul and
messenger padeyes shall be 30,000 pounds each, where the lines can be led to powered equipment, and 9,000 pounds each,
where the lines can only be hand tended. The highline padeye shall be located a minimum of 10 feet inboard of the deck
edge and a minimum of 14 feet above the deck on which the person or load will be landed. Where ship arrangement permits,
the highline padeye shall be located 17 feet above the deck and 12 feet inboard of the deck edge. If the deck edge distance is
greater than the minimum distance specified above, the highline padeye height above the deck shall be increased to provide
equivalent clearance of the load over the deck edge. The highline, inhaul-outhaul and messenger padeyes shall be aligned
vertically with the hauling line padeye located 9 to 12 inches below the highline padeye, and the messenger padeye located
18 to 24 inches above the highline padeye.
Highline and messenger-hauling line fairlead padeyes shall be provided to lead lines to areas where they can be handled
by a minimum of 25 persons and 8 persons, respectively. If the station is limited to a receiving capability only, highline
fairlead padeyes and the highline handling area are not required.
STREAM and conventional stations, where provided, shall be utilized for fiber rope stations. Fairlead padeyes required
for the fiber rope stations shall be provided, as specified above.
Highlines shall be 4-inch circumference double-braided, synthetic rope in accordance with Mil. Spec. MIL-R-24536.
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571f. Solid Cargo Receiving Stations (New/Upgraded System)

All solid cargo receiving stations shall be installed in accordance with approved drawings and as specified herein.
STREAM stations - Each solid cargo STREAM receiving station shall be provided with a highline padeye with long
link, a messenger padeye and an outhaul padeye aligned vertically and located on supporting structure. Unless otherwise
specified herein, each station shall be arranged so that in the operating position the highline padeye is a minimum of 12 feet
inboard of the deck edge and a minimum of 15 feet above the deck on which the load will be landed. If the deck edge
distance is greater than the minimum distance specified above, the highline padeye height above the deck shall be increased
to provide equivalent clearance of the load over the deck edge. To determine the height of the padeye, the highline shall be
considered to tend 20 degrees down from the padeye with the ship on an even keel.
Messenger - Outhaul fairlead padeyes shall be provided at each station to lead the messenger and outhaul lines to areas
where they can be handled by 15 persons and 8 persons, respectively, or to suitable powered equipment. Fittings shall be
provided at each station for installing an easing-out line through the highline pelican hook when unrigging.
The design load for a solid cargo STREAM receiving station shall be 50,000 pounds on the highline long link. Design
loads for the messenger and outhaul padeyes shall be 30,000 pounds each where the lines can be led to powered equipment
and 9,000 pounds each where the lines can only be hand tended.
Solid cargo STREAM receiving stations are categorized by whether the highline padeye is fixed or sliding. Unless
otherwise specified, sliding padeyes shall be installed at stations used for receiving missiles and nuclear weapons.
Fixed highline padeye stations - Fixed highline padeye stations shall be in accordance with drawing, NAVSHIPS No.
805-2580276 and the following:
Fixed padeye on bulkhead - Each station shall be provided with a rigging platform. The platform shall be attached
to the bulkhead below and forward of the highline padeye at a height convenient for rigging the station. The rigging
platform shall be provided with life rails at the outboard and aft sides of the platform. Each station shall be equipped with a
vertical ladder to provide access from the deck on which the load will be landed to the rigging platform. The ladder shall be
located adjacent to and forward of the platform.
Fixed padeye on kingpost - Each station shall be provided with either a fixed, hinged or portable kingpost as
required. Two tubular metal backstays shall be provided to support the kingpost. If the kingpost is hinged or portable, the
backstays shall be detachable and portable. Stowage for both the kingpost and backstays shall be provided in a location
convenient to where they are used.
A vertical ladder shall be attached to the forward side of the kingpost to provide access from the base of the
kingpost to the padeyes during rigging and unrigging operations. A safety support ring shall be attached to the kingpost at a
height convenient for a man to rig the station while standing on the ladder. The ring shall provide a 24-inch diameter clear
opening.
Fittings and equipment shall be provided to facilitate transporting, erecting and stowage of portable or hinged
kingposts and backstays.
Fixed padeye on outrigger - Each station shall be mounted on a transverse bulkhead with the highline padeye with
long link located in the same horizontal plane as the outrigger's main structural components.
The outrigger shall be either fixed in the operating position or hinged to rotate into the operating position. The
outrigger shall consist of supporting structure for the padeyes and shall have backstays as required. If the outrigger is
hinged, the backstays shall be pin connected to the outrigger. Means shall be provided on the outrigger to restrain the
backstays when the outrigger is being returned to the stowed position. Hinged outriggers shall be capable of being secured
when stowed.
A rigging platform shall be installed on the outrigger on the same side as the highline padeye. The platform shall
be fixed to the outrigger and located approximately 3 feet below the highline padeye. It shall provide sufficient personnel
access to the padeyes so that the station can be easily rigged. The platform shall be equipped with life rails extending over
the entire length of the platform. A vertical ladder shall be attached to the bulkhead in an area that will provide easy access
from the deck on which the load will be landed to the rigging platform when the outrigger is in the stowed position.
Pendant - Each station shall be in accordance with drawing, NAVSHIPS No. 805-2580277. A 1 1/8-inch wire
rope pendant, with a long link at each end, shall be secured to the deck at one end, and the other end led over a supporting
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saddle for use as the highline attachment point. The saddle shall be located at the proper height by an overhead-mounted
STREAM support leg or by a deck-mounted kingpost. A padeye shall be provided on the deck athwartship of the pendant
support saddle for securing the lower end of the pendant by means of a shackle and pelican hook. A rigging padeye shall be
located near the pendant securing padeye to permit rigging and unrigging the station by means of jigger tackle.
The STREAM support leg shall be in accordance with drawing, NAVSHIPS No. 805-4476478. Messenger and
outhaul fairlead padeyes shall be provided on ship structure and arranged for proper operation of station.
Kingpost requirements shall be in accordance with those specified above for "fixed padeye on kingpost." A messenger
rigging padeye shall be located 6 feet to 8 feet above the deck on which the load will be landed.
Sliding padeye stations - Sliding padeye (SPE) stations shall include an electrically powered SPE and padeyes for
fairleading of messenger and outhaul lines. The vertical working range angles shall be measured with the highline
attachment point at its raised position. The SPE shall be in accordance with one of the following drawings: NAVSHIPS
Nos. 4563562 (MODEL D-9), 4563563 (MODEL D-12), 4563574 (MODEL C-12), or 4524693 (MODEL B-9), as
determined from the ship arrangement. The kingpost height and the travel of the SPE highline attachment point shall meet
the requirements for minimum padeye height at the raised position and shall have sufficient travel to lower the vertical center
of the padeye eye to a point no higher than 7 feet above the deck being used as a landing area. The design loads for
installation of the SPE shall be considered as acting over the full range of travel of the highline attachment point and at all
angles within the working ranges specified. The motor controller shall be installed out of the weather. The portable hand
control shall be stowed out of the weather.
Sliding padeye stations shall be configured as follows:
Fixed sliding padeye - Each SPE shall be pin mounted to a bulkhead, other supporting structure or the deck on
which the load will be landed. The deck-mounted unit shall be provided with two tubular backstays.
Retractable sliding padeye - Each SPE shall be installed to stow in a vertical watertight trunk when not in use. It
shall be capable of being raised from and lowered into the trunk by the SPE drive. An auxiliary means of raising and
lowering the unit shall be provided in the event the SPE motor fails. When in the operating position, the SPE structure shall
be locked in place and supported by two tubular backstays. The portable hand control shall be stowed in the trunk.
Hinged sliding padeye - Each SPE shall be installed with its upper end hinge connected to suitable overhead
structure. The lower end of the SPE shall be provided with attachments to positively secure the unit in a vertical operating
position. The attachments shall be of sufficient strength so that the SPE in the operating position can withstand the design
loads. The unit shall be capable of being swung up, to stow in the overhead, in the athwartships direction. An independent
powered system with manual backup shall be provided to stow and unstow the unit. Means shall be provided to positively
secure the unit in the stowed position. Power for the SPE shall be routed from the overhead.
Conventional stations - Each conventional receiving station for solid cargo shall be provided with fittings, padeyes and
equipment necessary to rig, unrig, control, support and receive cargo loads by any or all of the following rigs, as specified for
use at that station:
Burton
Heavy Burton
Housefall
Modified Housefall
Fiber Rope Highline
The attachment padeyes for load bearing rigging shall be located at a sufficient height so that load forms to be received
will clear the deck edge. The design load for these padeyes shall be 50,000 pounds, except for the fiber rope highline
padeye, which shall be as specified herein. Design loads for the messenger and outhaul padeyes shall be as specified for
STREAM receiving stations.
Stations shall be in accordance with the following:
Burton and heavy burton - Each burton and heavy burton receiving station shall be as specified under solid cargo
delivery stations.
Housefall - Each housefall and modified housefall receiving station shall be equipped with padeyes located as
specified for fixed highline padeye solid cargo STREAM receiving station except that the outhaul padeye is not required.
A solid cargo STREAM receiving station, as specified herein, is suitable in all respects for use as a housefall and
modified housefall receiving station.
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Fiber rope highline - Each fiber rope highline receiving station shall be as specified under solid cargo delivery
stations.
571g. FAS Delivery Stations (New/Upgraded System)
All FAS delivery stations shall be installed in accordance with approved drawings, NAVSHIPS technical manual,
equipment technical manuals, manufacturer's instruction manuals and as specified herein.
STREAM stations - Each fuel STREAM delivery station shall consist of a hose or hoses suspended from a constant
tension spanwire connected between the delivering and receiving ship. Each station shall be provided with padeyes, fittings
and equipment necessary to rig, support, control and retrieve the fuel hoses. STREAM stations shall also be capable of being
used for fuel delivery by spanwire and close-in rigs.
Fuel STREAM stations are specified either as single-hose stations or as double-hose stations.
As required by ship arrangement, hose rigging and miscellaneous gear shall be provided for 7-inch single-hose rigs and
7-inch double-hose rigs in accordance with drawings, NAVSHIPS Nos. 803-2556891 and 803-2556875, respectively, with
the following:
Hose saddles shall be supported from the trollies in accordance with detail 28-F of drawing, NAVSHIPS No.
803-2556891, for single-hose rigs, and detail 28-G of drawing, NAVSHIPS No. 803-2556875, for double-hose rigs.
Spanwire and saddle whip padeyes, saddle pendants and saddle preventers shall be arranged to prevent chafing of wire
rope and hose, to allow the saddle trollies to run freely when delivering and retrieving the rig throughout the working range,
and to allow hose saddles to hang free when in the stowed position. Padeyes for the retrieving line fairlead block shall be
located aft of the spanwire and saddle whip padeyes.
Padeyes and fittings shall be located at a height adequate to permit the hose rigs to clear the deck during stowage,
retrieving, delivering and transfer conditions.
Means shall be provided to minimize chafing of the fueling hose against deck coaming and other sharp edges when the
hose is being rigged, retrieved or tended at any angle within the working range.
Each station shall be provided with life rails, lifelines and a hose tie rack arranged in accordance with drawings,
NAVSHIPS Nos. 803-2252857 and 804-2256885.
The sections of hose between the retrieving line saddle and the nearest riding line fitting shall be of a length that will
allow the probe to swing clear of the deck when the retrieving line saddle is two-blocked.
Fittings shall be provided for securing each bight of hose between saddles when in the stowed position.
The design load for the structure and fittings shall be such as to satisfy test loads shown on NAVSEA STD
805-2556888.
Wire rope for fuel STREAM station rigs shall be provided in the following sizes and lengths:
Single hose spanwire
800 ft. long
Double hose spanwire
800 ft. long
Saddle whip
600 ft. long
3/4 inch
7/8 inch
1/2 inch
Unless otherwise specified, spare hose rigs complete with fittings shall be provided equal to 50 percent of each type,
single and double, provided for use at the ship's stations. Where the ship is equipped with only one single or one double
hose rig, one spare hose rig, as applicable, complete with fittings shall be provided. Where the ship is equipped with one
single and one double hose rig, one single and one double spare hose rig complete with fittings shall be provided. Hose
stowage racks shall be provided for the spare hose sections in locations convenient to the FAS stations. Weather protection
covers in accordance with Section 613 shall be provided for hose stowed on the weather decks.
Fuel STREAM delivery stations shall be as follows:
Single-hose Delivery Stations - Each fuel STREAM single-hose delivery station shall include suitable structure,
padeyes, cleats, rigging, hose, hose connections, fittings, spanwire tensioning device (either ram tensioner or tension
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spanwire winch), control station, winches and spanwire anti-slack device. On MLSF ships, padeyes shall be provided on a
kingpost with an outrigger. On other ships, padeyes shall be located on ship structure.
Each single-hose fuel STREAM delivery station shall be capable of delivering fuel through 7-inch diameter,
240-foot or 300-foot, fuel STREAM single-hose rigs employing the following types of end connections: single-probe, North
Atlantic Treaty Organization breakable spool, Robb coupling and 4-inch pigtail. The hose rigs shall be equipped in
accordance with the list of material for the specified rig shown on drawing, NAVSHIPS No. 805-4316751.
Unless otherwise specified, each single probe delivery station shall be provided with a probe stowage block and a
spanwire stowage padeye in accordance with drawing, NAVSHIPS No. 803-2257840. Where use of probe stowage block is
prevented by ship arrangement, each single-probe delivery station shall be provided with a probe stowage rack in accordance
with drawing, NAVSHIPS No. 528-2227928. Spanwire stowage padeyes shall also be provided at these stations. The
padeyes shall be located in line with the stowage rack and the most outboard spanwire fairlead to permit stowage of the
probe and spanwire as a unit.
Double-hose Delivery Stations - Each fuel STREAM double-hose delivery station shall include a kingpost with
outrigger, padeyes, rigging, hose, hose connections, fittings, ram tensioner, control station, winches and ancillary equipment
such as automatic ram control and anti-slack device.
Each station shall be capable of delivering the specified fuel products through 7-inch diameter, 300-foot, fuel
STREAM heavy-weather double-hose rigs, employing the following types of end connections: probes, NATO breakable
spools, Robb couplings and 4-inch pigtail. The hose rigs shall be equipped in accordance with the list of material for the
specified rig shown on drawing, NAVSHIPS No. 805-4316751.
Each double-probe delivery station shall be provided with a double-probe stowage block and spanwire stowage
padeye in accordance with drawing, NAVSHIPS No. 803-2252870. The stowage block for each station shall be located so
that the probes are centered beneath the outrigger in the forward and aft direction and so that the center of the outboard probe
is positioned about 26 inches from the deck edge when stowed. Padeyes, staples and cleats for securing the double-probe
assemblies in the stowed position shall be provided as shown on drawing, NAVSHIPS No. 803-2252857.
Conventional stations - Conventional stations shall be as follows:
Spanwire Stations - Each spanwire delivery station shall be provided with padeyes, fittings, and equipment necessary to
rig, support, control and retrieve a fuel hose which is suspended from a spanwire connected between the delivering and
receiving ship.
Equipment, fittings and rigging for 7-inch spanwire rigs shall be the same as specified for single-hose fuel STREAM,
except that a tensioning device shall not be provided for the spanwire. Where stations are provided for intermittent use,
padeyes for spanwire and saddle whip blocks may be arranged on booms, on solid cargo station kingpost outriggers or at
other points on the structure of the ship.
Spanwire stations, for the transfer of fuel through hoses, employing 4-inch pigtails shall be provided with rigging and
miscellaneous gear in accordance with drawing, NAVSHIPS No. 805-4316751.
Spanwire stations shall have the capability to deliver fuel by means of the close-in rig specified below.
Close-in rig stations - Each close-in rig delivery station shall be provided with padeyes, fittings and equipment
necessary to rig, support, control and retrieve a fuel hose. The fuel hose shall be supported by whips leading from kingpost
outrigger, boom or other supporting structure high on the ship. The design load for individual saddle whip padeyes shall be
10,000 pounds applied to the rigged saddle whip.
Wire rope sizes and minimum lengths for the close-in rig shall be provided as follows:
No. 1 (outboard) saddle whip, 450 feet of 3/4 inch wire rope
No. 2 and No. 3 saddle whips, 450 feet of 3/4 inch or 1/2 inch wire rope
Retrieving line, 450 feet of 3 1/2-inch synthetic rope.
Astern rig stations - Specified ships shall be capable of delivering fuel at sea through a 2 1/2-inch hose by the astern
fueling rig. The ships shall be equipped with fuel hose, support line, clamps, and fittings to stream the hose astern to deliver
fuel. Hose, rigging and miscellaneous gear shall be provided in accordance with drawing, NAVSHIPS No. 805-2252862.
Astern fueling arrangements shall be such that the support line can be led to a winch, capstan, or other power equipment for
recovery of the rig.
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2 1/2-inch hose rig stations - Each MLSF ship shall be provided with 2 1/2-inch hose rigs in accordance with drawings,
NAVSHIPS Nos. 803-2260815, 803-2260816 and 803-2260817, for delivering small amounts of fuel and freshwater.
Where specified, non-MLSF ships shall be provided with 2 1/2-inch hose rigs, in accordance with the above drawings.
571h. FAS Receiving Stations (New/Upgraded System)
All FAS receiving stations shall be installed in accordance with approved drawings and as specified herein.
General - Each fuel receiving station shall be equipped with deck connections and valves, installed rigging fittings such
as cleats, padeyes, staples, links and the required running rigging and tackle to ensure satisfactory operation of the station.
Manila rope, in accordance with Fed. Spec. T-R-605, shall be provided for use as riding lines and jigger tackle.
Each station shall be provided with fairlead padeyes for fairleading the messenger and inhaul lines to areas suitable for
handling by 10 persons or to a winch, capstan or gypsy head. Unless otherwise specified, the design loads shall be as
follows, with spanwire and riding line loads considered as acting simultaneously:
Spanwire padeye - 36,000 pounds applied to the probe receiver pelican hook with the probe receiver swivel arm
rigged as in service, or 36,000 pounds applied to the spanwire padeye and attachment link, where probe is not installed.
Messenger padeyes - 8,000 pounds tension in the messenger when it is rigged in the operating configuration
through blocks attached to the messenger padeye and through blocks attached to fairlead padeyes.
Riding line and jigger tackle padeyes and cleats - Riding line and jigger tackle padeyes and cleats - 15,000 pounds
tension in the riding line in the rigged condition.
STREAM stations - Fuel STREAM receiving stations are categorized as single-hose or double-hose stations and,
further, as single-probe or double-probe stations. Stations shall be configured as follows:
Single-hose receiving stations - Each single-hose, single-probe fuel STREAM station shall be provided with a
probe receiver, swivel joint assembly, inhaul padeye, easing out padeye, easing out staple, hose assembly and 8-inch flanged
deck connection installed, generally, as shown on drawing, NAVSHIPS No. 804-2227933, except that a check valve capable
of being secured in the open position shall be provided and the flange of the check valve that connects to the receiver hose
assembly shall be positioned on the locating curve. A kingpost, outrigger or other suitable structure shall be provided for
mounting the receiver, swivel joint assembly, padeyes and staple. The spanwire padeye shall be located no less than 6 feet
and no more than 6 feet 6 inches above the working level, and no less than 5 feet from the deck edge.
A hinged stowage cover in accordance with drawing, NAVSHIPS No. 805-2217230, shall be installed to provide
support for the probe receiver, when stowed, and to preclude entry of foreign matter into the receiver. Unless otherwise
specified, the stowage cover shall be located so that the probe receiver faces aft in the stowed position.
Unless otherwise specified, adapters and fittings shall be provided at each station for connecting either 6-inch or
7-inch hoses by NATO breakable spool or Robb coupling. Unless otherwise specified, riding line padeyes, jigger tackle
padeyes and three-horn cleats shall be installed for double riding lines, arranged generally as shown on drawing, NAVSHIPS
No. 804-2227933.
Each single-hose fuel STREAM station for which probe is not installed shall be identical to a station for which
probe is specified except for the following: the swivel joint assembly and swivel arm shall be replaced with a spanwire link
and adapter, and check valves are not required.
Double-hose receiving stations - Double-hose, double-probe stations shall be, generally, in accordance with
drawing, NAVSHIPS No. 805-2252858. Each station shall be equipped with a baseplate assembly and a receiver, and,
hanger assembly mounted on a bulkhead, kingpost or other support structure. The centerline of the baseplate mounting
surface shall be 60 feet above the working level of the station. The horizontal working range shall be 30 degrees forward to
30 degrees aft of a plane perpendicular to the ship's centerline through the centerline of the hanger assembly pivot. The
vertical operating range shall be from 5 degrees above to 15 degrees below a horizontal plane passing through the center of
the hanger assembly pivot.
A messenger inhaul/remating line padeye, an easing out line padeye and staple, and fairlead padeyes to lead lines
to a capstan or gypsy shall be provided. The design load for the messenger inhaul/remating line padeye shall be 9,000
pounds.
Each station shall be fitted with two 8-inch deck connections, check valves and fittings. The check valves shall be
capable of being secured in the open position.
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Adapters and fittings shall be provided at each station for connecting the lower hose or both hoses by either
NATO breakable spool or Robb coupling. Adapters shall be provided for both 6-inch and 7-inch hoses. Unless otherwise
specified, riding line padeyes, jigger tackle padeyes and three-horn cleats shall be installed for double riding lines, arranged
generally as shown on drawing, NAVSHIPS No. 804-2227933.
Each double-hose, single-probe receiving station shall be installed in accordance with the requirements for a
single-hose, single-probe receiving station specified herein, except that it shall have an additional 8-inch deck connection
with check valve capable of being secured in the open position, and adapters and fittings for connection of the lower hose by
NATO breakable spool or Robb coupling, while the upper hose is connected by probe and receiver. It shall have riding line
padeyes and jigger tackle padeyes arranged for connection of both hoses by NATO breakable spool or Robb coupling.
A double-hose station, non-probe, shall meet the requirements for a single-hose non-probe station, and shall have
an additional 8-inch deck connection and fittings located so that two hoses, either 6 inch or 7 inch, can be connected by
either NATO breakable spool or Robb coupling at the station.
Conventional stations - Facilities shall be provided as specified for the receipt of fuel by spanwire, close-in, astern
fueling rigs and 2 1/2-inch hose rig stations. Facilities for receipt of potable water and feedwater shall be provided at
designated stations. The receiving stations shall meet the following requirements:
Spanwire stations - Each receiving station for use with a non-constant tensioned spanwire shall be identical to
either a single-probe fuel STREAM station or to a single-hose fuel STREAM station depending upon whether or not a probe
receiver is installed.
Close-in rig stations - Each receiving station for use with a close-in rig shall be provided with inhaul padeye,
messenger and inhaul fairlead padeyes, riding line and jigger tackle padeyes, and three-horn cleats, arranged as shown on
drawing, NAVSHIPS No. 804-2227933. Where specified, an additional padeye shall be provided about 17 feet above the
receiving station deck, to support a fairlead block for a 3 inch plaited synthetic rope used in support of the outboard saddle.
The line shall be fairled to a gypsy, capstan or deck area adequate to permit 15 persons to control the line.
Astern rig stations - Each receiving station for use with the astern rig shall be equipped to receive fuel through a
6-inch hose with modified NATO breakable spool end fitting. The station shall be equipped with padeyes and supporting
structure for rigging of hose messenger fairlead block and retaining line block. A two-horn cleat shall be provided for
attachment of the bitter end of the easing out line. Fuel STREAM, spanwire and close-in rig receiving stations are suitable
for receiving by the astern rig.
Rounded deck edges shall be provided to prevent chafing of the hose over the deck edge.
The forward port FAS station on cruisers, destroyers and frigates shall have the capability to receive fuel through
a 6-inch hose by the astern rig.
MSOs and inshore patrol craft shall be capable of receiving fuel by the astern rig using a 2 1/2-inch neoprene hose
and quick-release coupling. The station shall be arranged generally as shown on drawing, NAVSHIPS No. 805-2252862.
Provisions shall be made to reduce chafing of the hose at the deck edge. A padeye shall be provided for the attachment of
connecting pendant. Fairlead padeyes shall be installed as necessary to lead the hose messenger to a capstan. Where
required, an additional length of hose with end fittings shall be provided to connect between the transfer hose and the deck
connection.
2 1/2-inch hose rig stations - Each 2 1/2-inch hose rig station shall be provided with spanline, messenger and hose
connection padeyes, and an easing out line padeye and staple mounted on a bulkhead, kingpost or other support structure.
The spanline padeye shall be provided with a 1 1/4-inch long link (2 inch by 10 inch inside dimensions) and shall be located
approximately 6 feet above the working level and approximately 5 feet from the deck edge. The messenger and hose
connection padeyes shall be aligned vertically with the spanline padeye and shall be located approximately 6 1/2 feet and 4
1/2 feet above the working level, respectively. The easing out line padeye and staple shall be in accordance with drawing,
NAVSHIPS No. 804-2227933 and shall be located approximately 7 feet above the working level.
Each station shall be provided with 2 1/2-inch deck connections with valves located within a horizontal radius of 8
feet from the hose connection padeye.
Each station shall be provided with fairlead padeyes for fairleading the messenger line to an area suitable for
handling by 4 persons. Riding line padeyes, jigger tackle padeyes and three-horn cleats shall be installed for a single 2
1/2-inch circumference riding line arranged, generally, as shown on drawing, NAVSHIPS No. 804-2227933.
The design loads for stations shall be as follows:
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Spanline Padeye - 30,000 pounds applied to the long link.

Messenger and Messenger Fairlead Padeyes - Same as previously specified under FAS receiving.
Hose Connection Padeye - 5,000 pounds.
Riding Line Padeyes and Cleats - 6,500 pounds tension in the riding line in the rigged condition.
571i. Installed Equipment (New/Upgraded)
The major equipment for CONREP stations shall be in accordance with approved drawings and the following, as
applicable:
Kingposts - Kingposts shall be as follows:
STREAM delivery (solid cargo stations) - Unless otherwise specified, STREAM kingposts shall be fabricated from
steel and shall be provided with fairleads, fittings and padeyes necessary for delivering and receiving STREAM and
conventional transfer rigs. Each kingpost shall be freestanding without cross trusses or stays. The kingpost shall house the
sliding block, the sliding block endless chain and sprocket assembly, and the sliding block guide tracks that constrain and
guide the sliding block during vertical travel. The lowest operational position of the sliding block shall be such that the
highline whip is a maximum of 7 feet above the deck. Mechanical buffers shall be provided at the bottom of the kingpost.
The buffers shall protect the transfer head, sliding block, and sliding block drive from damage in the event they are driven
into the buffers at a rate of 30 ft/min. The storage position, the position where the sliding block is supported by the buffers,
shall be below the 7-foot minimum operating position. The uppermost sliding block travel position shall be 59 feet plus or
minus 1 foot above the ship's design water line. Two outriggers, 10 feet long, extending outboard at 45 degrees forward and
aft of abeam, shall be provided at the top of each kingpost. Each outrigger shall be equipped with two padeyes for attaching
fairlead blocks for burtoning and for the STREAM outhaul whip. The padeyes shall be approximately three feet apart on the
underside of the outriggers with the outboard padeye as close to the outboard end of the outrigger as possible. The padeyes
on the 10-foot long outriggers shall be 66 feet plus or minus 1 foot above the design water line for kingposts not supporting a
cargo boom. For kingposts supporting a cargo boom, the minimum distance between the outrigger padeyes and the design
water line shall be 65 feet. The maximum distance shall be as determined in accordance with Section 573, but shall not
exceed 72 feet. The kingpost shall be equipped with an access ladder and hand grabs required for rigging and changing the
specified rigs. The outriggers at the top of the kingpost shall be provided with a rigging platform configured to provide
access to the padeyes. Kingposts supporting cargo booms shall also comply with requirements specified in Section 573.
Conventional delivery (solid cargo stations) - Unless otherwise specified, conventional delivery kingposts shall be
fabricated from steel and shall be provided with fairleads, padeyes and fittings necessary for delivering and receiving the
conventional transfer rigs specified and for receiving the various STREAM rigs. Two outriggers, ten feet long, extending
outboard at 45 degrees forward and aft of abeam shall be provided at the top of each kingpost. Two padeyes, three feet
apart, shall be located on the underside of each outrigger as far outboard as possible to be capable of fairleading a burton rig.
A third outrigger, one foot long, shall be located on the aft outboard corner of the kingpost and shall be provided with
messenger, highline and outhaul padeyes located 25 feet, 23 1/2 feet and 22 1/2 feet above the deck, respectively. These
padeyes are provided for solid cargo STREAM receiving stations. The highline padeye shall be equipped with a long link.
Each kingpost shall be provided with an access ladder and hand grabs to aid in rigging the lower and upper outriggers. Each
10 foot long outrigger shall be equipped with a rigging platform configured to provide access to the padeyes. The padeyes
on the 10 foot long outriggers shall be 66 feet plus or minus 1 foot above the design water line for a kingpost not supporting
a cargo boom. For kingposts supporting a cargo boom, the minimum height between the outrigger padeyes and the design
water line shall be 65 feet and a maximum height as determined in accordance with Section 573. Kingposts supporting cargo
booms shall also comply with requirements specified in Section 573.
STREAM delivery (FAS stations) - Unless otherwise specified, fuel STREAM kingposts shall be fabricated from
steel and shall be provided with fairleads, fittings and padeyes necessary for delivering fuel STREAM and conventional
transfer rigs. Each kingpost shall be provided with an abeam outrigger extending outboard from the kingpost. Each kingpost
shall be free standing without cross trusses or stays.
Sliding block - The sliding block shall support the transfer head with vertical trunnions and shall move vertically
on rollers in guide tracks within the kingpost. Transverse and lateral loadings to the sliding block shall be transmitted to the
kingpost through the rollers. The rollers shall have hardened surfaces, ball or roller bearings, seals, and grease fittings. The
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rollers shall be replaceable with the sliding block in the stowed position. Sheaves shall be provided for fairleading wire
ropes to the transfer head.
Sliding block drive - The sliding block drive shall consist of an endless chain and sprocket assembly driven by an
electro-mechanical power unit. The power unit shall consist of an electric motor, electric brake, geared limit switches, gear
reducer, motor controller and operating controls. The power unit shall be capable of vertically moving the sliding block and
transfer head between specified limits of travel at a rate of 90 ft/min, high speed, and 30 ft/min, low speed, with a
20,000-pound highline tension and 5,500-pound inhaul tension at the vertical and horizontal working ranges which impose
the greatest loading.
To facilitate maintenance, means shall be provided to rig the inhaul or highline whips to raise or lower the sliding
block.
Transfer head - The transfer head shall be in accordance with drawing, NAVSHIPS No. 528-4542996. It shall be
attached to the sliding block by vertical trunnions and shall be provided with sheaves to fairlead the inhaul and highline
whips.
The installed transfer head shall have clearance to train a minimum of 60 degrees forward to 60 degrees aft of a
vertical plane perpendicular to the ship's centerline passing through the pivot point of the transfer head. A mechanically
adjustable drag brake shall be provided to preclude uncontrolled sweep of the head by the forces due to roll, pitch and wind
conditions during replenishment, but shall not prevent head rotation when the whips are tensioned. The brake shall be
effective throughout the full rotation of the head. A handwheel shall be provided to adjust the brake.
The sheaves shall fairlead the inhaul throughout the vertical working range and shall fairlead the highline from the
upper limit of the vertical working range to straight down.
Rubber pads shall be mechanically fastened to the outboard face of the transfer head to absorb the energy of
trolley impact.
A highline padeye with long link shall be located on the underside of the transfer head as far outboard as possible.
A messenger padeye shall be provided above the highline padeye to assist in rigging. A padeye shall also be provided for an
outhaul block.
Foot rails and hand grabs shall be provided on both sides of the transfer head. A rigging instruction plate in
accordance with drawing, NAVSHIPS No. 528-4542996 shall be provided for each transfer head. This instruction plate
shall be permanently secured to the head in a prominent location.
For maintenance, the transfer head shall be capable of being trained approximately 90 degrees aft when it is in its
stowed position which is at the lowest point of its vertical travel. Padeyes, sister hooks and turnbuckles shall be provided to
secure the transfer head in its stowed position.
Ram tensioners - Ram tensioners shall be in accordance with drawing, NAVSHIPS No. 570-5182337.
Four air flasks shall be provided for each ram installation. Each air flask shall have a capacity of 10 ft3 and shall
be in accordance with class 3,000, type GF, Service A of Mil. Spec. MIL-F-22606. Air flasks shall be located to minimize
the length of connecting piping between the air flasks and the ram tensioner. The connecting piping shall be 1 1/2 inch
nominal pipe size and shall not exceed a length of 25 feet. Gage piping shall be 3/4 inch nominal pipe size. Relief valves
shall be set and tagged to provide highline or spanwire tension as specified for the station. Air piping, valves, fittings,
gaskets, etc. shall be provided in accordance with requirements of Section 551 for a 3,000 lb/in2 system. The material for the
piping system shall be in accordance with category and group J-2 of MIL-STD-777.
Air gages shall be simplex gage pressure indicators in accordance with Mil. Spec. MIL-I-18997/1 and shall be 4
1/2 inch dial size. Fittings, gages, valves and other removable items shall be installed to be readily accessible when the
installation is complete, and located to preclude damage from wire rope fairleads. Shields or guard devices shall be installed
to protect gages, valves, fittings and piping from being damaged by moving objects such as mobile handling equipment and
transfer rig components. Such protective devices shall not interfere with equipment access for maintenance and repair.
Fairleading of wire rope from the winch to the ram tensioner shall be as direct as possible for the station
arrangement and shall not require more than one fairlead sheave. All components that come in contact with the wire rope
when it is either slack or taut shall be well rounded or equipped with chafing gear to minimize damage to the wire.
Automatic ram control - The Automatic Ram Control (ARC) shall be provided to automatically maintain the
position of the ram tensioner. It shall include a ram tensioner transmitter, an ARC electrical control assembly, a ram
tensioner position indicator light assembly, and operating controls mounted on the CONREP control console.
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Winches - Electric-hydraulic winches required to meet grade A or B shock requirements shall conform to Mil.
Spec. MIL-W-17265. Electric-hydraulic winches required to meet grade C shock requirements shall conform to drawings,
NAVSEA No. 5210113 (Single drum passive clutch winch), NAVSEA No. 5210114 (Double drum passive clutch winch),
and NAVSEA No. 5210115 (Double drum active clutch winch).
Electric drum winches shall conform to Mil. Spec. MIL-W-15808 or drawing, NAVSHIPS No. 4847450.
Electric gypsy winches shall conform to Mil. Spec. MIL-W-15802.
Anti-slack devices - Anti-slack devices (ASD'S) for highline and spanwire applications shall be in accordance
with drawing, NAVSHIPS No. 4684657. Those for outhaul winch applications shall be in accordance with drawing,
NAVSHIPS No. 4648129.
571j. Technical Documentation (New/Upgraded)
Stress analysis - Stress calculations and stress diagrams shall be prepared for solid cargo and FAS station kingposts and
outriggers. The calculations shall be based on design loads specified herein. Maximum stresses (compressive, tensile,
shearing, bearing and torsional), materials (including specification number), factors of safety and other pertinent data
required to verify structural adequacy shall be included in the calculations.
Stress calculations shall be prepared for winches, ram tensioners, anti-slack devices, sliding blocks and drives, and
sliding padeyes unless they are built to Government-furnished drawings.
571k. Repairs and Overhauls
Special Note: Approved ship's drawings may not conform to latest NWP 14. Where differences exist, the latest NWP
14 shall not be invoked unless upgrading of system is authorized by NAVSEA.
Structural components - A structural member which has been damaged to the extent that it can no longer accomplish its
design function or which presents a safety hazard must be replaced or repaired. Adjacent weld and mechanical joints shall
be inspected for cracks or other evidence of failure. Cracked welds and deformed mechanical fasteners shall be repaired or
replaced.
Where visual inspection of the structure indicates deterioration affecting the structural integrity, non-destructive testing,
to determine the extent of the corrosive damage, shall be accomplished. An engineering analysis, considering current and
projected future deterioration, may be performed to determine if the corroded structure is within allowable stress levels.
Repair or replacement is required where stress levels in corrosion damaged areas exceed the allowable stress and is to be
accomplished in accordance with applicable drawings. Corrosive control procedures in accordance with Section 631 shall be
implemented in areas found subject to corrosion attack. Fabrication, welding, and inspection shall be in accordance with
Section 074.
Wire rope - Wire rope shall be replaced in accordance with the criteria given in NAVSEA S9086-BK-STM-000/CHP
613.
Sheaves and blocks - Sheaves shall be replaced or repaired when damaged or where groove wear affects service life of
the rope. Worn sheave bearings shall be replaced in accordance with applicable technical manual.
Limit switches - Shall be repaired or replaced when incapable of providing specified control of system component in
accordance with applicable technical manual.
Mechanical systems - Winches, probe assembly, sliding padeye, ram tensioners, sliding block and anti-slack devices
shall be repaired in accordance with applicable technical manual or drawing specification requirements.
Electrical/Hydraulic/Piping System - Electrical, Hydraulic, Piping components shall be repaired in accordance with
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571l. Shock
571m. Testing Requirements for RAS Systems
General - Replenishment at sea systems shall be tested upon new installation, reinstallation, and following overhaul
repair or a modification which affects the loading or load distribution. Testing shall be in accordance with Section 5 of
NAVSEA S9086-TK-STM-010/CH-571R1. Label plates identifying the test facility and date of test shall be installed or
updated at the station.
Repair or replacement of loose gear, wire rope or fiber rope does not require a systems test. New gear or rope need not
be tested if it has been purchased to military specifications, through the supply system. Blocks and hooks which bear the
manufacturers test stamp or for which proof test certification is furnished, need not be tested.
Replacement blocks and other loose gear, not purchased in accordance with the above, shall be proof tested to 200
percent of the resultant safe working load. Testing of individual blocks does not necessitate shipboard rigging. However,
relocated blocks must be rigged to adjacent blocks/equipment and load tested to verify new working angles and stresses.
Wire or fiber rope not purchased to military specifications shall have a sample length tested to the breaking strength.
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SECTION 572
STORES HANDLING SYSTEMS
572a. Scope
This section contains the general requirements for the installation of new and modified systems, overhaul of existing
systems and test requirements for new, modified and overhauled systems.
For detailed description of stores handling equipment refer to Naval Ship's Technical Manual NAVSEA
S9086-TL-STM-000, Chapter 572 and NAVSHIPS 0901-830-0002, Chapter 589 for elevators.
572b. General
This section contains requirements for handling systems and equipment used for movement of stores and provisions
carried on board for the ship's own use. These systems and equipment are used for strikedown of stores and provisions from
receiving areas to stowage in the storerooms and for strikeup from the storerooms to locations convenient for their use.
These requirements are in addition to applicable general requirements in Section 570. Requirements for stowage of
stores and provisions are contained in Sections 670, 671 and 672.
Handling equipment shall be provided as specified herein, in quantities as required, to comprise the stores handling
system for the ship.
Overhead handling equipment for stores shall be as required for cargo handling in accordance with Section 573.
Section 072 herein defines the requirements for shock as it relates to ship overhaul. Specific guidance for shock
requirements as it relates to individual ship's detail building specifications is contained in that section.
572c. Vertical Package Conveyors (New and Modified)
Vertical package conveyors of 100-pound capacity in accordance with Mil. Spec. MIL-C-23218 shall be installed for
the vertical movement of individual packages of provisions between handling areas, freeze, chill and dry provisions
storerooms. Other storerooms having a high turnover of packaged stores shall also be provided with this type of package
conveyor.
Design and installation of the conveyor shall result in a structure capable of maintaining alignment to permit operation
of the conveyor when the ship is subjected to the environmental conditions specified in Section 070 and in the event of a
package jam condition during conveyor operation.
Each conveyor shall be enclosed in a trunk. Openings shall be provided in the trunk at load-unload levels where
conveyor service is required. Doors shall be provided for these openings with sill heights compatible with height of
load-unload devices. Size of doors and openings shall be suitable for the maximum size of package carried by the conveyor
trays. Degree of tightness of trunk and doors shall be compatible with the compartment or structure integrity.
Openings shall be provided in the trunk for access to conveyor machinery and at the base of the conveyor for cleanout
access. Access closures shall be hinged doors, sized for ease of access and consistent with degree of tightness of the trunk.
The machinery space in the trunk shall have sufficient working area for maintenance, repairs and adjustments to the
machinery.
A control station shall be mounted adjacent to each load-unload door, located so as to provide the operator with an
unobstructed view of conveyor operation in proximity of the conveyor trunk opening when the door is secured in the open
position. The location of the control station shall also permit the operator to readily stop conveyor motion in event of an
emergency. The main control station shall be at the uppermost deck level where stores are received. A control station shall
also be provided in the machinery space. The control station shall be located so as to be within reach of personnel
performing repairs and maintenance to the conveyor machinery.
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The motor controller shall be located external to the trunk, in close proximity to the main control station and shall be
accessible for maintenance. A separate safety disconnect, lockable in the "OFF" position, shall be provided between the
motor controller and power source to prevent unauthorized energizing of the conveyor. This safety disconnect shall be
located near the controller.
A label plate, in accordance with Mil. Spec. Mil-C-23218, shall be installed adjacent to each trunk door so as to be
completely visible to operating personnel prior to and during conveyor operation.
Telephone circuits are described in Section 432.
572d. Stores Elevators (New and Modified)
Elevators, in accordance with Mil. Spec. Mil-E-17807, shall be installed for the vertical movement of individual pallet
loads of provisions between handling areas, freeze, chill and dry provisions storerooms. Other storerooms having a high
turnover of stores shall be provided with similar type elevators to facilitate palletized stores strikedown. The following
additional safety features, where applicable, are required:
Standard Undervoltage Safety or Shunt Trip Circuit.
Personnel guards for hoist machinery room rotating shafts, couplings and wire rope drums.
Overhead safety guards on rider elevators.
Personnel barriers around trunk flush hatches and trunk openings.
Sound powered communications at all stations.
Lockable covers or cage enclosures on exposed component functioning solenoid control valves.
Alarm for platform movement on open trunk elevators.
Protective barriers in trunks around platforms that limit open area to 6 inches or less.
A solid yellow safety margin (painted) shall extend 3 inches along the periphery of the platform.
A solid 5 inch yellow safety margin (painted) on platform edges where wheeled dollies or skids are used for ordinance
transfer.
Positive control for hatches when opening or closing to prevent damage to equipment.
Deadman control for powered doors by a three position spring return to off control switch.
Fork truck guards on the deck at hatches and elevator trunk openings that remain open when the elevator platform
leaves that particular deck level.
7 foot-candle power average lighting (minimum 5 at individual check points) at all load levels in a white trunk with
hatches closed and one door open.
"Safe working load" warnings with minimum 2 inch high letters shall be painted/stenciled on the trunk bulkhead or
trunk side of door opposite each door opening and on the outside of all doors at each load level.
"No rider" warnings with minimum 2 inch high letters shall be painted/stenciled on the trunk bulkhead or trunk side of
door, opposite each door opening, and on the outside of all doors at each load level. Inscription to read "Keep off this
elevator when in operation."
Emergency stow feature at control stations for hangar and flight deck doors and hatches using an "E-Stow" pushbutton
that, when pressed and released, will close and dog the door or hatch regardless of other station "Run/Stop" switch positions.
If "E-Stow" is actuated, door or hatch motion shall be stopped by rotating the "Run/Stop" switch at that station to "Stop".
The door or hatch close motion shall be restarted by returning the switch to "Run" and pressing "E-Stow" again.
Minimum platform size shall be 5 feet wide by 6 feet long and minimum rated load capacity shall be 4,000 pounds for
elevators loaded by means of manual pallet trucks or forklift trucks. Platform length and capacity for elevators loaded by
battery powered pallet trucks or fork lift trucks shall be increased to accommodate the trucks to be used. Full load hoisting
speed shall be about 60 ft./min.
Each elevator shall be enclosed in a trunk. Openings shall be provided in the trunk at deck levels where elevator
service is required. Minimum size of openings shall be 5 feet wide by 6 feet 6 inches high for elevators loaded by pallet
trucks. Doors without sills shall be provided for these openings. Where sills are necessary, they shall be of minimum height.
Where sills are installed, portable ramps with 5-degree maximum slope shall be provided. Degree of tightness of trunk and
doors shall be compatible with the compartment or structure integrity.
The interface between the elevator platform and the deck shall be compatible with the wheels of pallet trucks to
facilitate loading and unloading of the elevator.
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The design of the elevator shall not impair the ship's strength or compartmentation. Openings in the strength deck shall
be in accordance with Section 130.
A control station shall be provided at each deck level served by the elevator. It shall be mounted adjacent to the trunk
door, located so as to provide operator with an unobstructed view of the elevator platform, when stopped at that level and the
door is secured in the open position. A control station shall also be provided in the elevator machinery room.
The motor controller shall be located in the elevator machinery room. The controller and machinery shall be readily
accessible for maintenance and repair. A separate safety disconnect, lockable in the "OFF" position, shall be provided
between the motor controller and power source to prevent unauthorized energizing of the elevator. This safety disconnect
shall be located near the controller.
572e. Dumbwaiters (New and Modified)
Dumbwaiters shall be installed for the vertical movement of provisions between the food service spaces and wardroom
galleys. Dumbwaiters shall also be provided, where warranted, for the vertical movement of stores to storerooms and
between storerooms and deck levels where required.
Dumbwaiters for movement of provisions for food service shall be 300-pound capacity. Each dumbwaiter shall be
provided with a car with a minimum platform size of 36 inches by 36 inches and a minimum clear height of 42 inches. The
inside surfaces of the car shall consist of corrosion-resistant steel sheet, 300 series, with surface finish and inside corners to
permit easy cleaning. A removable shelf shall be provided which can be installed in the car in any one of four positions.
One shelf position shall be with the top surface of shelf at the center of the clear height. The remaining positions shall be in
vertical increments of 5 inches, two above and one below the center position.
Dumbwaiters for vertical movement of stores other than food service shall be 500-pound capacity. Each dumbwaiter
shall be provided with a car with a minimum platform size of 36 inches by 36 inches and a minimum clear height of 42
inches. A removable shelf shall be provided with the same adjustment features as specified above.
Dumbwaiters shall be electrically powered. Full load operating speed shall be about 60 ft./min. Each dumbwaiter shall
be enclosed in a trunk. Doors shall be provided in the trunk at deck levels where service is required. The size of doors shall
be compatible with the size to the car and sills shall be 30 inches above the deck. Degrees of tightness of trunk and doors
shall be compatible with the compartment or structure integrity.
Openings shall be provided in the trunk for access to dumbwaiter machinery. Closures shall be hinged doors, sized for
ease of access and consistent with degree of tightness of the trunk. The machinery space in the trunk shall have sufficient
working area for maintenance and repairs to the machinery.
Each dumbwaiter car shall have openings at its sides compatible with access doors in the trunk. Two battens shall be
provided for each open side of the car. The battens shall be removable and shall be capable of being secured to the car to
prevent items being carried from sliding off the platform or off the shelf during movement of the car.
A control station shall be provided at each deck level served by the dumbwaiter. It shall be mounted adjacent to the
trunk door convenient for use by the operator.
The motor controller shall be located in close proximity to the dumbwaiter trunk at the same deck level as the drive
machinery, if the ship arrangement permits. The controller and machinery shall be readily accessible for maintenance and
repair. A separate safety disconnect, lockable in the "OFF" position, shall be provided between the motor controller and
power source to prevent unauthorized energizing of the dumbwaiter. This safety disconnect shall be located near the
controller.
572f. Ladder Chutes (New and Modified)
Folding leaf ladder chutes in accordance with Section 622 shall be installed on inclined ladders where manual
strikedown of storage and provisions is required and as an alternative route in the event powered strikedown equipment is
inoperative.
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572g. Gravity Conveyors (New and Modified)

Nylon wheel conveyor sections in accordance with drawing, NAVSHIPS No. 805-1749069, roller conveyor sections in
accordance with drawing, NAVSHIPS No. 805-1749078, 90-degree and 45-degree sections in accordance with drawings
NAVSHIPS Nos. 805-1749070 and 805-1749079, and ball transfer tables in accordance with drawing, NAVSHIPS No.
805-1749074, shall be provided in quantities and lengths as required to facilitate stores strikedown. One folding conveyor
stand in accordance with drawings, NAVSHIPS No. 805-1749075, shall be furnished with each conveyor section.
Conveyors shall be 18 inches wide. However, 12-inch wide conveyors shall be provided for use in restricted passageways.
Straight sections shall be provided in lengths of 10 feet and five feet. Other lengths of straight sections may be provided, as
required by the conveyor system arrangement. Conveyors shall be of the roller type except those provided to serve the dry
provisions, chill, and freeze storerooms, which shall be of the nylon wheel type.
Stowage for the conveyors shall be provided in locations convenient for their use in accordance with Section 671.
572h. Mobile Handling Equipment (New and Modified Systems)
Hand trucks shall be provided for general purpose use. These shall be light weight, 450-pound capacity, two-wheel
trucks in accordance with drawing, NAVSHIPS No. 805-1749105.
Manually-operated hand lift pallet trucks shall be provided for horizontal movement of individual pallet loads of stores.
The trucks shall be in accordance with Mil. Spec. MIL-T-17491, type II, size B (6,000-pound capacity), class 4.
Battery-powered pallet trucks shall be provided for horizontal movement of individual pallet loads of stores. The
trucks shall be in accordance with Mil. Spec. MIL-T-17760, type EE, class 2, size 2 (6,000-pound capacity).
572i. General Requirements (Overhaul)
performance profiles and not necessarily intended to return overhauled items to the original manufacturing drawing/technical
manual tolerances. The Contract shall identify the class of overhaul authorized for the item. Where applicable, the Contract
shall invoke the overhaul of the item o be accomplished in accordance with an approved Technical Repair Standard (TRS).
Where an approved Technical Repair Standard does not exist, or is not authorized in the Contract, the overhaul of the item or
system shall be in accordance with applicable drawings, or technical manuals as modified herein. Requirements and
definitions of class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair Standards (TRS) is provided in
section 042 herein.
Hydraulic System (Overhaul) - Hydraulic system components are to be overhauled and tested in accordance with
Section 556 if required.
Electrical Components (Overhaul) - Electric motors and controllers requiring repairs shall be repaired and tested in
Operating Instruction Label Plates - Overhauled systems shall have operating instruction label plates that are legible
and up-to-date in accordance with applicable technical manuals and drawings.
Hydraulic System Cleanliness - Contaminated hydraulic system piping and components shall be cleaned to acceptable
standards as specified in Section 556.
Hydraulic system filters shall be replaced during the regular overhaul as specified in Section 556.
Gages (Overhaul) - Overhauled systems shall have gages that are operational and in calibration in accordance with
applicable drawings and technical manuals. Gage calibration shall be as specified in Naval Ship's Technical Manual
NAVSEA S9086-RJ-STM-000, Chapter 504.
Mechanical Components - Mechanical equipment and components to be repaired shall be class B overhauled as defined
in Section 042 and in accordance with applicable technical manuals and drawings.
Wire Rope (Overhaul) - Hoisting wire rope assemblies and rigging shall be inspected for wear and corrosion and
replaced as required in accordance with Section 613. Wire rope used for installation on ships shall be in accordance with
Fed. Spec. RR-W-410.
Swaged wire rope end fittings are to be manufactured in accordance with applicable drawings and shall be swaged and
tested in accordance with Mil. Spec. Mil-T-6117.
If existing installed wire rope assemblies are to be used for templating of new assemblies, existing installations shall be
inspected to verify that existing rigging, wire rope length and cable drum dead turns are correct before removal.
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Material and Gaskets (Overhaul) - Replacement of material such as fasteners and gaskets shall be in accordance with
applicable section herein for new and modified systems.
Material for replacement parts and components fabricated by the repair activity shall be in accordance with applicable
drawings or as specified for new and modified systems.
Technical Documentation - The requirements for technical documentation relating to the SHIPALT development
process are specified in section 085 herein. Other technical documentation requirements related to overhaul are specified in
section 800 herein.
572j. Stores Handling Equipment (Overhaul)
For detailed description of stores handling equipment refer to Naval Ship's Technical Manual, NAVSEA
S9086-TL-STM-000, Chapter 572. Whip Hoist, Hand, Pneumatic, and Electric Hoist, Bridge Cranes, Monorail and Bi-Rail
Hoist, Conveyors, Dumbwaiters, Bridge Crane - Stores handling systems shall be repaired/overhauled as specified in
paragraph 572i. Systems and components to be overhauled shall be overhauled as defined in Section 042. Handling
equipment installed on ships to replace existing equipment shall be to military specifications and standards specified in Naval
Ship's Technical Manual, NAVSEA S9086-XG-STM-000, Chapter 572, if possible.
Stores Elevators (Overhaul) - Stores elevators shall be overhauled/repaired and as specified in paragraph 572i. Systems
and components to be overhauled shall be overhauled as defined in Section 042. Replacement parts installed on stores
elevators shall be in accordance with applicable military standards and specification.
Overhaul inspections shall include "Overhaul Inspection Requirements" specified in Naval Ship's Technical Manual,
NAVSHIPS 0901-830-002, Chapter 589.
General - (New and Modified Systems) Test shall demonstrate that handling equipment and systems are designed,
fabricated, installed, aligned and adjusted, and will accommodate the loads that they will be required to handle. Stores
handling through the specified routes shall be demonstrated. Tests shall also demonstrate that all electrical, hydraulic,
pneumatic and mechanical controls and interlocks provided will operate and perform their designed functions.
Safety devices on the equipment shall be tested to demonstrate their ability to operate as required under specified
conditions. Power-operated gear shall be operated to demonstrate control, safety, emergency stop, emergency run, automatic
operating features and interlocks, speed, manual operating features, and freedom from interference with ship structure and
other equipment while carrying specified loads.
Performance and ease of operating for emergency manual operation of power driven equipment shall be demonstrated
while the equipment is loaded.
Equipment shall be operated to demonstrate the adequacy of fittings and equipment based on loads to be handled.
Electrical tests shall be in accordance with Section 300.
The weights of handling gear; such as slings, strongbacks, handling dolly, which are not an integral part of the
equipment being tested, shall be considered as part of the rated load.
The overload relay adjustment setting shall not exceed 115 percent.
Dumbwaiters (New and Modified) - Each dumbwaiter shall be subjected to the following tests in the order listed:
1.
Static - The dumbwaiter shall be tested by supporting a static test load of twice the rated load for a period of 10
minutes with the dumbwaiter car at the lowest level served. The brakes shall be capable of holding the dumbwaiter car
without slipping during this test, and no part of the equipment shall take a permanent set, nor shall degradation of any
operating or control functions occur as a result of this test. The dumbwaiter shall not be used to dynamically lift the total
static test load.
2. No-load - The dumbwaiter shall be operated continuously without load, alternately in each direction, for 30
minutes between the upper and lower levels served and stopped for 20 seconds at each end of travel. No overheating or
degradation of performance shall occur. During this test, operation of all control functions and control stations including
emergency stop, emergency run, jog, stopping at each level served from each possible direction and dispatching from each
level shall be demonstrated. Overtravel limit switches at each end of dumbwaiter travel shall be demonstrated during this
test.
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3. Low-speed - The dumbwaiter shall be operated through one complete lift and lower operation at low speed with
rated load on the car. No overheating of the electric motor shall occur. The dumbwaiter shall be operated unloaded for 30
minutes total between decks served to demonstrate hoisting machinery performance and control system performance.
4. Safety devices - The mechanical safety devices shall be tested for their ability to stop and hold the car when
carrying rated load. Scoring of guide rails, or damage to the equipment resulting from this test, shall be repaired prior to
conducting operating tests. The dumbwaiter car shall be lowered onto the bumpers or stops, the hoist cables slacked, and the
devices checked for proper operation and adjustment. Slack cable switches shall be checked for proper operations.
5. Dynamic overload - Dumbwaiter shall be operated through two complete lift and lower operations through the full
hoisting range, at high speed, with 1 1/2 times the rated load on the car. During this test, the dumbwaiter car shall be stopped
from high-speed in the down direction by setting the brake. The car shall travel no more than 3 feet after the brake is set.
6. Normal operating - Dumbwaiter shall be operated while carrying the rated load through full travel for 1 hour or
until the temperature of the motor becomes stable, (plus or minus 2 degrees C in 15 minutes), whichever time is greater.
7. Emergency run - Dumbwaiter shall be operated for one complete cycle (by defeating the motor overload
protective devices) by holding in the emergency run pushbutton and pressing an up or down pushbutton to demonstrate that
the dumbwaiter will run as long as the emergency run pushbutton is depressed.
Vertical Package Conveyors - (New and Modified) Each package conveyor shall be tested in accordance with the
requirements of Mil. Spec. Mil-C-23218.
Stores Elevators and Overhead Handling Equipment (New and Modified - Same as Test Requirements for cargo
elevators, Section 573n.
572l. Test (Overhauled Systems)
General - Hydraulic systems, components and piping shall be tested in accordance with Section 556. All relief valve
settings, including main, servo and replenishing, shall be checked and adjusted, as required, to pressure settings as specified
in applicable technical manuals and drawings.
Electrical equipment cold insulation resistance shall be measured prior to starting any electrical motors and controllers.
Insulation resistance shall not be less than .2 megohms corrected to 25 degrees C.
Overhauled systems shall be operationally tested to prove satisfactory performance. Test procedures shall be prepared
in accordance with applicable technical manuals and drawings.
Stores Elevators (Overhaul) - Overhauled elevators shall be tested as specified herein. Where developed, the applicable
section of the stores elevator System Operability Tests, Level III shall be used in the testing of the stores elevators following
completion of load bearing component, control system or safety device repairs or overhaul. When used, the provisions and
requirements of SOT III tests shall supersede all conflicting requirements.
Static load test shall be required to prove structural and brake repairs, wire rope replacement, or modification to
component/equipment foundations. Static load to be 200% of working load for a period of 10 minutes. Fork trunk loaded
CV/CVN elevators shall be tested alternately with 300 and 100 percent of rated load on opposite ends of the platform at the
same time.
Overhauled elevators shall be subjected to a dynamic load test (150%) and operated at high speed for a minimum of
two cycles.
A working load test shall be conducted raising and lowering the platform a minimum of ten cycles; elevator platform
shall remain at the extreme upper and lower levels for thirty seconds between cycles. Working load test shall be at rated
speed as specified in applicable technical manual. With working load on platform, platform shall be level within 1/2 inch at
each deck level and platform locks shall engage/disengage freely.
Overhauled elevators shall be operationally tested with no-load to demonstrate satisfactory operation of slow down,
stop and limit switches, interlocks, safety devices, indicator lights, operation of doors and hatches and all associated
equipment. Proper installation of safety features that are not of a testable nature shall be verified. No-load testing shall
include platform call/send operation from all deck level control stations and operation using "emergency run" to raise and
lower the platform. The mechanical safety devices shall be tested for their ability to stop and hold the platform while
carrying rated load at rated speed.
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Hoist, Cranes, Conveyors and Dumbwaiters - Overhauled systems and components shall be subjected to a no-load,
static load, dynamic load and rated load test as specified in Naval Ship's Technical Manual, NAVSEA S9086-TL-STM-000,
Chapter 572.
General Requirements for shipboard tests and ship trials are specified in sections 092 and 094.
Section 572
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Section 572
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SECTION 573
CARGO HANDLING SYSTEMS
573a. Scope
This section contains requirements for handling systems and equipment used for movement of commodities carried on
board as cargo, other than weapons and bulk liquids. These systems and equipment are used between the ship and piers,
barges, and lighters; between loading-unloading areas and stowage spaces; between replenishment stations and stowage
spaces; and within stowage spaces.
These requirements are in addition to applicable general requirements in Section 570.
Requirements for stowage of cargo are contained in Sections 670 through 673.
Requirements for handling and stowage of cargo weapons are contained in Section 770.
Handling equipment shall be provided as specified herein, and in accordance with approved ships drawings in
quantities as required to comprise the cargo handling system for the ship.
573b. Cargo Booms (New and Modified)
Cargo handling systems shall be designed in accordance with information noted herein and the following guidance
instructions:
1. Naval Ships Technical Manual - NAVSEA S9086-TM-STM-000/CH 573
2. The Design of Cargo Handling Gear by Donald F. MacNaught
3. Roebling Wire Rope Handbook - NAVSHIPS 0900-008-9010
4. Instruction for Design Care of Wire Rope Installations; Technical Bulletin #5, U.S. Navy - NAVSHIPS 250-008-5
Cargo boom installations shall be installed port and starboard or as specified on approved ships drawings for handling
cargo between the ship and piers, barges, and lighters.
Each boom shall be capable of the following:
Handling cargo between a point over the side and the lowest deck level at the center of the hold.
Burtoning 5-long ton cargo loads between the boom heads spotted over the side and the ship's hold.
Handling cargo between a point over the side and the lowest deck level at the center of the hold shall be by the
swing boom method with the rated load at maximum hoisting speed available from the winches specified in Section 571.
An alternative to the above capabilities shall be handling cargo between a point over the side and a cargo receiving area
on the ship's deck.
The working range shall be that required to perform the above functions with the additional requirement that the
over-the-side boom, when topped at an angle of 15 degrees above the horizontal, shall be capable of being spotted over the
side for burtoning with at least a 25-foot outreach over the maximum beam of the ship at a point opposite the near
quarter-point of the hatch served or at an equivalent point of the cargo receiving area.
Hoisting rigging shall be multiple part purchase wire rope for swing boom operation and single whip wire rope for
burtoning operation. Topping rigging shall be reeved with purchases of wire rope, as required. Vangs and schooner guys
shall be multiple-part purchase double braided nylon rope.
Fixed length wire rope preventers shall be used for burtoning and underway replenishment. Sufficient attachment
points shall be provided for the fixed length preventers to permit flexibility in spotting the boom head. Gypsy heads on
winches shall be used for fiber rope vangs.
Safety factors for boom installation when operating at rated load shall be as follows:
Kingposts - 5 on the ultimate strength of materials.
Booms - 6 on the ultimate strength and 5 on the critical columnar load.
Running rigging - 5 on the breaking strength of the rope.
Standing rigging - 3.5 on the breaking strength of the rope.
Section 573
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In addition to the forces and loads indicated herein, the forces due to vang and preventer loadings shall be included.
The vangs and preventers shall be arranged to produce the smallest practicable additional load in the boom, to provide ample
clearance for all phases of cargo handling, and to maintain a stable system.
The distance between the upper and lower hoist falls blocks shall remain practically constant during topping or
lowering of the boom and these operations shall not cause the hook to two-block when the hook is in the limit stop position.
A swivel and safety hook shall be provided for each boom when used for swingboom operation. One cargo hoist assembly
shall be provided for burtoning operation. These items shall be in accordance with the following NAVORD drawing
numbers:
Hook, safety
563869
Swivel
593164
Hoist assembly
563891
Lead blocks for topping lifts and cargo falls, and other blocks, when suspended so that they or their supporting structure
could be damaged by repeated impact from sudden release of load or by the motion of the ship in a seaway, shall have a
spring-loaded friction swivel to prevent free swinging. Boom heel sheaves or blocks shall be spring-loaded to relieve impact
forces. Lower purchase blocks shall have anti-toppling devices. Upper purchase blocks shall be secured to booms by links,
shackles, or other fittings. Other blocks shall be secured to booms by welded attachments. Booms shall be fitted with a
slack wire fairlead for the hoisting wire.
For block attachments, the primary loading of the block shall not apply eccentric loads to the block support fittings.
Fairlead sheaves required to be secured to the deck shall not be located in handling truck passageways. If this is not
possible, they shall be removable so as to provide a flush deck when the sheaves are not in use.
Booms shall perform all operations satisfactorily under 5-degrees adverse heel.
Each topping gear shall be capable of handling the boom it serves, without load on the hook, between stowage and
operating positions and handling the boom with rated load through its full working range.
For topping winch and hoisting winch requirements, see Section 571.
A stowage rest shall be provided for stowing each boom horizontally. The stowage rest shall be capable of securing its
boom in a positive manner to prevent movement of the boom during heavy sea conditions. Loose blocks shall also be
secured in a positive manner to prevent their movement when the booms are stowed. The stowage rests shall be equipped
with ladder rungs, securing pendants, clamps and fittings as necessary for stowage of the booms. The stowed boom shall not
interfere with cargo handling areas, cargo loading areas, and handling truck passageways.
A control pedestal for operation of boom winches shall be provided port and starboard. Each pedestal shall be located
to provide the operator with optimum visibility on deck and over the side for all handling evolutions.
On replenishment ships, the operating controls for operation of boom winches shall be located in the solid cargo
replenishment control stations, if feasible.
Provide protective covers and/or breakwater bulwarks for winches where practical.
For boom systems required to handle small boats see Section 583 for required pendant and hook arrangement guidance.
Electro-magnetic surveys are to be accomplished with boom rigged for working and stowed position and ship
transmitter operating at maximum output and various frequencies. If voltage exceeds 140 volts, insulators are to be installed
at load hook in accordance with MIL-L-24410.
573c. Cargo Cranes (New and Modified Systems)
Cranes shall be installed for handling cargo, port and starboard, between the ship and piers, barges, and lighters.
Cranes shall be of the electro-hydraulic or electro-mechanical type conforming to Mil. Spec. MIL-C-17933 or Mil. Spec.
MIL-C-17949, respectively.
Unless otherwise specified, each crane shall have a capacity of 5-long tons and with rated load on the hook shall be
capable of speeds from zero to the following:
Hoisting (single whip) - 60 ft/min
Topping - 30 degrees/min
Rotating - 1 r/min
Travel (when applicable) - 60 ft/min
Section 573
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With the boom topped at an angle of 30 degrees above the horizontal, the hook shall be capable of being spotted over
the side with at least a 25 foot outreach over the maximum beam of the ship and the hoisting rigging shall be of sufficient
length to lower the hook to the baseline of the ship.
A stowage rest shall be provided for stowing the boom horizontally. The stowage rest shall be capable of securing the
boom in a positive manner to prevent movement of the boom during heavy sea conditions. Loose blocks and hooks shall
also be secured in a positive manner to prevent their movement when the boom is stowed. The stowage rest shall be
equipped with ladder rungs, securing pendants, clamps, and fittings as necessary for stowage of the boom. The stowed boom
shall not interfere with cargo handling areas, cargo loading areas, and handling truck passageways.
573d. Mobile Handling Equipment (New and Modified)
Hand trucks shall be provided for general purpose use. These shall be light weight, 450-pound capacity, two-wheel
trucks in accordance with drawing NAVSHIPS No. 805-1749105.
Hand trucks shall be provided for handling 55-gallon drums. Each truck shall be of the two-wheel type suitable for
handling one 55-gallon drum of 600 pounds maximum gross weight. The truck shall be provided with an adjustable, sliding
steel hook which can engage the chine of either a steel or fiber drum to secure the drum to the truck.
Hand trucks shall be provided for handling gas cylinders. Each truck shall be of the two-wheel type suitable for
handling two 9-inch diameter gas cylinders each of 150 pounds maximum gross weight. The truck shall be equipped with a
chain to secure the cylinders in the truck.
The following trucks shall be provided for horizontal movement of individual pallet loads of cargo:
Manually-operated hand lift pallet trucks in accordance with Mil. Spec. MIL-T-17491, type II, size B
(6,000-pound capacity), class 4.
Battery-powered pallet trucks in accordance with Mil. Spec. MIL-T-17760, type EE, class 2, size 2 (6,000-pound
capacity).
Battery-powered, sit-down rider, 4,000-pound capacity forklift trucks in accordance with Mil. Spec.
MIL-T-21869/21.
Battery-powered, stand-up rider, 4,000-pound capacity, reaching and tiering forklift trucks in accordance with Mil.
Spec. MIL-T-40629, type EE, size V.
573e. Cargo Elevators (New and Modified Systems)
Elevators in accordance with Mil. Spec. MIL-E-17807 shall be installed for the vertical movement of cargo in pallet
loads, in containers, and in stowage cradles between handling areas and stowage locations in cargo holds and cargo
storerooms. The following additional safety features, where applicable, are required:
Personnel guards for hoist machinery room rotating shafts, couplings, and wire rope drums.
A solid 5 inch yellow safety margin (painted) on platform edges where wheeled dollies or skids are used for ordnance
transfer.
7 foot-candle power average lighting (minimum 5 at individual check points) at all load levels in a white trunk with
hatches closed and one door open.
"Safe working load" warnings with minimum 2 inch high letters shall be painted/stenciled on the trunk bulkhead or
trunk side of door opposite each door opening and on the outside of all doors at each load level.
Section 573
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"No rider" warnings with minimum 2 inch high letters shall be painted/stenciled on the trunk bulkhead or trunk side of
door opposite each door opening and on the outside of all doors at each load level. Inscription to read "Keep off this elevator
when in operation."
Emergency stow feature at control stations for hangar and flight deck doors and hatches using an "E-Stow" pushbutton
that, when pressed and released, will close and dog the door or hatch regardless of other station "Run/Stop" switch positions.
If "E-Stow" is actuated, door or hatch motion shall be stopped by rotating the "Run/Stop" switch at that station to "Stop".
The door or hatch close motion shall be restarted by returning the switch to "Run" and pressing "E-Stow" again.
The platform size and rated load capacity shall be as required by configuration of the cargo to be handled, the rate of
cargo flow desired, and the arrangement of the ship. Minimum full load hoisting speed shall be 60 ft/min.
Each elevator shall be enclosed in a trunk. Openings shall be provided in the trunk at deck levels where elevator
service is required. The maximum clear width opening in the trunk shall be equal to the length or width of the elevator
platform adjacent to each opening and the clear height opening shall be a minimum of 7 feet 6 inches where sit-down rider
forklift trucks are used. Doors without sills shall be provided for these openings. Where sills are necessary, they shall be of
minimum height. Where sills are installed, portable ramps with 5-degrees maximum slope shall be provided. Degree of
tightness of trunk and doors shall be compatible with the compartment or structure integrity.
The interface between the elevator platform and the deck shall be compatible with the wheels of pallet trucks to
facilitate loading and unloading of the elevator.
The design of the elevator shall not impair the ship's strength or compartmentation. Openings in the strength deck shall
be in accordance with Section 130.
Truck guards shall be provided on the deck at hatches and elevator trunk openings that remain open when the elevator
platform leaves that particular deck level. The guards shall prevent forklift trucks from being driven into an open elevator
trunk. Each guard shall be hinged and shall be capable of being manually depressed to a flush position with the deck when
the elevator platform is stopped at that particular deck level or when the hatch of the elevator trunk is closed. The guards
shall be secured automatically when depressed flush with the deck. The guards shall be spring loaded and shall raise
automatically when the elevator platform moves from its stopped position. The spring loading shall have sufficient force to
raise the guard in a positive manner, but shall not lift a 120-pound man standing on the guard in its depressed position. Each
guard shall be 10 inches high when in its raised position and shall be of sufficient strength to restrain a loaded truck moving
at maximum speed from falling into the trunk opening. Working parts of the guards shall be fabricated of noncorrosive
materials. The guards shall be provided with adequate means for lubrication, maintenance, and access for cleaning of the
deck recesses. Drain lines for the deck recesses shall be 2 1/2 inches minimum in diameter. The truck guards and their
installation shall be in accordance with the design shown on drawing, NAVSHIPS No. AFS 1-122-4692842 and generally in
accordance with drawing, NAVSHIPS No. AFS 1-302-4692838 except that the length of the guards shall suit the specific
installation involved.
A control station shall be provided at each deck level served by the elevator. It shall be mounted adjacent to the trunk
door located so as to provide the operator with an unobstructed view of the elevator platform when stopped at that level and
with the door secured in the open position. A control station shall also be provided in the elevator machinery room.
The motor controller shall be located in the elevator machinery room. The controller and machinery shall be readily
accessible for maintenance and repair. A separate safety disconnect, lockable in the "OFF" position, shall be provided
between the motor controller and power source to prevent unauthorized energizing of the elevator. This safety disconnect
shall be located near the controller.
573f. Vertical Pallet Conveyer (New and Modified Systems)
Vertical pallet conveyors of 3,000-pound capacity in accordance with Mil. Spec. MIL-C-23842 shall be installed for the
vertical movement of palletized loads between handling areas and cargo storerooms.
Design and installation of the conveyor shall result in a structure capable of maintaining alignment to permit operation
of the conveyor when the ship is subjected to environmental conditions specified in Section 070.
The conveyor shall be enclosed in a trunk. Openings shall be provided in the trunk at load-unload levels where
conveyor service is required. Doors shall be provided for these openings. Preferred door size is 60 inches wide by 72 inches
high with 9-inch sill. Degree of tightness of trunk and doors shall be compatible with the compartment or structure integrity.
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Openings shall be provided in the trunk for access to conveyor machinery. Access closures shall be hinged doors, sized
for ease of access and consistent with degree of tightness of the trunk. The machinery space, in the trunk, shall have
sufficient working area for maintenance, repairs and adjustments to the machinery.
A control station shall be mounted adjacent to each load-unload door, located so as to provide the operator with an
unobstructed view of conveyor operation in proximity of the conveyor trunk opening when the door is secured in the open
position. The location of the control station shall also permit the operator to stop conveyor motion in event of an emergency.
The main control station shall be at the uppermost deck level where cargo is received aboard the ship. A control station shall
also be provided in the machinery space. This control station shall be located so as to be within reach of personnel
performing repairs and maintenance to the conveyor and machinery.
The motor controller shall be located externally to the trunk, in close proximity to the main control station and shall be
accessible for maintenance. A separate safety disconnect, lockable in the "OFF" position, shall be provided between the
motor controller and power source to prevent unauthorized energizing of the conveyor. This safety disconnect shall be
located near the controller.
573g. Overhead Handling Equipment (New and Modified Systems)
Overhead monorail tracks and bridge cranes shall be provided to facilitate handling of cargo and materials in cargo
storerooms. The monorail tracks and crane rails shall be installed in the overhead as high as possible to provide a minimum
of 6-foot 5-inches headroom to the underside of associated hoists unless otherwise approved. Capacity of hoists and bridge
cranes shall be suitable for the type of cargo to be handled.
Bridge cranes shall be supported by a minimum of two crane rails and shall be under hung below the rails if required to
interlock with an adjacent bridge crane or with a monorail track. Crane rails shall have fixed end stops to prevent bridge
cranes from falling off the rails. Interlocks shall be provided to allow transfer of a hoist and trolley assembly from one
bridge crane to an adjacent bridge crane or to a monorail track. Interlocks shall be manually operated by pendant controls
and shall be such that when the crane or monorail track is not interlocked, the open end will automatically provide a stop to
prevent a hoist and trolley assembly from falling off the crane or track. Ends of crane and monorail tracks which are not
provided with interlocks shall have fixed end stops to prevent a hoist and trolley assembly from falling off the crane or track.
Bridge cranes shall be provided with manual chain-operated, quick-acting track clamps for locking a fully loaded crane
to the track, and for securing it in the stowed position. Low head room chain hoists with plain trolley suspensions shall be
provided, as required, in accordance with Mil. Spec. MIL-H-904. Each hoist shall be manually operated by a hand chain to
lift and lower loads, and the trolley shall be of the manual push type equipped with manual chain-operated quick-acting track
clamp for locking a fully loaded hoist (with trolley) to the track, and for securing the trolley in its stowed position.
Track clamps shall be capable of securely holding an unloaded hoist or an unloaded bridge crane with hoist on a
30-degree incline.
Monorail tracks shall be provided with switches, and turntables as required. These shall be manually operable by
pendant controls. Where switches can be used, they are preferable over turntables.
Long-lift or special-purpose hoists shall be electrically operated for lifting and lowering loads and shall be manually
operated for horizontal travel. Electrically-operated hoists shall be in accordance with Mil. Spec. MIL-H-15317. Electric
connection shall be made to a receptacle through a flexible cable and plug, tag line, or electric cable reel as appropriate.
573h. Deck Ramps (New and Modified Systems)
Ramps shall be provided on decks to permit movement of mobile handling equipment over door sills that may exist
along cargo handling routes. Ramps on the hinged side of doors shall be portable. These shall be lightweight and capable of
being secured adjacent to the sill when the door is in the open position. Portable ramps shall also be provided on the side of
doors opposite to the hinges where the ramps would extend perpendicularly into passageways and interfere with normal
traffic flow. Where ramps are not required to be portable, they shall be secured to the deck in such a manner that they can be
removed, when necessary, to permit cleaning or painting of the deck.
The ramps shall be of sufficient width and strength to suit the type of mobile handling equipment that will be expected
to traverse them. The ramp slope shall be kept to a minimum, not to exceed 5 degrees. The ramps may be constructed of
more than one section to facilitate man-handling. If the ramps are multi-sectional, the sections shall be interlocked to prevent
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separation when subjected to loaded mobile handling equipment traffic. The top surface of the ramps shall be coated with
slip-resistant deck covering specified in Section 634. Hand grabs shall be provided to facilitate manual handling of the
ramps or ramp sections.
Stowage shall be provided for the portable ramps in close proximity to where they will be used.
573i. Pallet Strapping System (New and Modified Systems)
A pallet strapping system shall be provided on ships required to make up pallets for replenishment operations. The
system shall make use of portable hand tools, strap dispensers, flat bands of steel strapping, and seals. Portable tensioners,
sealers, strap cutters, and strap dispensers shall be provided in quantities as required and located to be convenient for their
use. One size of steel strapping shall be used for the applications intended and as recommended by the manufacturer. Steel
strapping shall be in accordance with Fed. Spec. QQ-S-781.
573j. Truck Maintenance Equipment (New and Modified Systems)
A monorail and trolley hoist shall be provided in the overhead convenient to spare batteries in stowage racks at
charging stations. The monorail shall be installed to facilitate interchange of a battery in a truck with a spare battery. The
trolley hoist shall be hand-operated, class 1, type D, style 2, in accordance with Mil. Spec. MIL-H-904 and shall be equipped
with track clamps and a chain container. The monorail and trolley hoist shall be of sufficient capacity to handle the
maximum weight battery for the types of trucks carried on the ship. The monorail shall be provided with end stops to
prevent the hoist from leaving the rail. A strongback shall be provided which shall be capable of being attached to the
battery lifting points and shall be equipped with a lifting eye compatible with the trolley hoist hook.
A service lift shall be provided for ships equipped with a total of eight or more battery-powered forklift and pallet
trucks. The service lift shall be of a type that can tilt the truck to an angle of up to 60 degrees from the horizontal to permit
access to the underside of the truck for maintenance and repairs. The tilting mechanism shall be power operated and shall be
fail-safe to prevent the lift from falling in event of power failure and when power is shut off. The lift shall be suitable for use
with the type of battery-powered forklift and pallet trucks specified herein. The unit shall be portable and shall be secured to
the ship's deck in a location with sufficient headroom. It shall be equipped with a feature to permit removal of the truck
wheels.
573l. Repair and Overhaul
manual conditions. The Contract shall identify the class of overhaul authorized for the item. Where applicable, the Contract
shall invoke the overhaul of the item to be accomplished in accordance with an approved Technical Repair Standard (TRS).
Where an approved Technical Repair Standard does not exist, or is not authorized in the Contract, the overhaul of the item or
system shall be in accordance with applicable drawings, or technical manuals unless modified herein.
Requirements and definitions of class of overhaul (Class A, B, etc.) and the use of authorized Technical Repair
Standards (TRS) are provided in section 042 herein.
Mobile handling equipment
During overhaul of cargo handling systems, mobile handling equipment presently on the ship shall be replaced if
necessary because of damage, malfunction or obsolescence.
Truck maintenance equipment
Hoist and monorail tracks shall be repaired or overhauled in accordance with applicable drawings and technical
manuals.
Vertical pallet conveyors
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Hydraulic system components are to be overhauled in accordance with Section 556 if required. Electric motors and
controllers requiring repairs shall be repaired in accordance with Section 302. Mechanical equipment repair shall be in
accordance with applicable technical manuals and drawings.
Deck ramps, overhead handling equipment, cargo elevators, cargo booms and cranes
Structure
A structural member which has been damaged to the extent that it can no longer accomplish its design function or
which presents a safety hazard must be replaced or repaired. Adjacent weld joints and connections shall be inspected for
cracks or other evidence of failure. Cracked welds and deformed mechanical fasteners shall be repaired or replaced.
Where visual inspection of the structure indicates deterioration affecting the structural integrity, nondestructive testing,
projected deterioration, shall be performed to determine if the corroded structure is acceptable. Repair or replacement is
required where stress levels in corroded areas exceed the maximum allowable stress and is to be accomplished in accordance
with applicable drawings. Corrosive control procedures in accordance with Section 631 shall be implemented in areas found
subject to corrosive attack.
When cargo booms are straightened to eliminate bends or repaired to correct other structural damage an initial
deflection (in inches) due to manufacturing/repair tolerance is not to exceed L/80 (L=Boom Length in Feet) plus dead load
deflection.
Fabrication, welding, and inspection shall be as specified in Section 074 herein.
Insulated link assembly
Insulated link assemblies shall be repaired or replaced when cracks, damage, deformation, or excessive wear is evident
in metallic load bearing parts or polyurethane coating.
Wire rope
Wire rope shall be replaced in accordance with the criteria given in NAVSEA S9086-BK-STM-000/CHP 613.
Sheaves and blocks
Sheaves and blocks shall be replaced or repaired when damaged or where groove wear affects service life of the rope.
Worn sheave bearings shall be replaced in accordance with applicable Technical Manual.
Limit switches
Limit switches shall be repaired or replaced when incapable of providing specified control of system component in
accordance with applicable Technical Manual.
Mechanical systems
Winches and anti-slack devices shall be repaired in accordance with applicable technical manual of drawing
specification requirements.
Electrical/hydraulic/piping system
Electrical, hydraulic and piping components shall be repaired in accordance with Sections 302, 556, and 505
respectively.
573m. Shock
Section 072 herein defines the requirements for shock as it relates to ships overhauls.
General - Tests shall demonstrate that handling equipment and systems are designed, fabricated, installed, aligned, and
adjusted and will accommodate the loads that they will be required to handle. Cargo handling through the specified routes
shall be demonstrated. Tests shall also demonstrate that all electrical, hydraulic, pneumatic, and mechanical controls and
interlocks provided will operate and perform their designed functions.
conditions. Power-operated gear shall be tested to demonstrate control, safety, emergency stop, emergency run, automatic
operating features and interlocks, speed, manual operating features, and freedom from interference with ships structure and
other equipments while carrying specified loads.
Performance and ease of operating for emergency manual operation of power-driven equipment shall be demonstrated
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Equipment shall be operated to demonstrate the adequacy of fittings and equipment based on loads to be handled.
The weights of handling gear, such as slings, strongbacks, handling dolly, etc., which are not an integral part of the
equipment being tested shall be considered as part of the rated load.
The overload relay adjustment setting shall not exceed 115 percent. If the entire system has not been overhauled,
testing for repaired or modified systems shall be only as required to prove satisfactory operation of the repaired or modified
components or related system functions.
Cargo booms - Cargo booms shall be tested after installation and following major repair or modification (no periodic
testing required). Label plates identifying the test loads, test facility, and date of test shall be installed near boom heel.
Repair or replacement of loose gear or wire rope does not require a system test. New gear or rope need not be tested if
it has been purchased to military specifications through the Navy supply system. Blocks and hooks which bear the
manufacturer's test stamp or for which proof test certification is furnished, need not be tested.
Replacement blocks, hooks, and other loose gear, not purchased in accordance with above, shall be proof tested to
200% of the resultant safe working load. Wire rope not purchased to military specifications shall have a sample length tested
to the breaking strength.
Static load test - Static testing shall be performed with the boom rigged as a swinging boom. Testing shall be
conducted with the boom at the maximum outboard position and the lowest boom angle indicated on the applicable ship's
drawings. The static load test shall be repeated with the boom positioned parallel to the ship centerline and at the maximum
design operating angle above the horizontal. Vangs shall be used during this test to prevent rotation of the boom. The hoist
falls shall not be used to hoist the static test load, nor shall the boom be topped with the static test load on the hook. Test
loads shall be as follows:
Less than 20-ton safe working load (SWL): 200% SWL
20-ton SWL to less than 40-ton SWL: SWL +20 tons
40-ton SWL and above : 150% SWL
Dynamic load test - The boom shall be rigged as a swinging boom and operated continuously for 5 complete cycles
through the full working ranges of hoisting, topping, and rotation at no specified speed, with the test load on the hook. Test
weights shall be as follows:
Less than 20-ton SWL: 150% SWL
20-ton SWL to less than 40-ton SWL: SWL +10 tons
40-ton SWL and above: 125% SWL
Burtoning (Yard and Stay)
For new installations or where major modification has been made to the burtoning rig, booms so equipped shall be
rigged for burtoning. A test load equal to the Burtoning SWL, as designated on applicable ship's drawings, shall be
transferred from dock (or barge) to the deck or hold and then returned to the dock. This shall be demonstrated for a total of 3
complete cycles. This test shall be repeated with booms rigged to the opposite side of the ship.
Stowage demonstration - Stowage and securing arrangements shall be demonstrated for each new boom installation by
performing at least one cycle of stowing, securing, unstowing, and rigging into the working position. It shall be
demonstrated that the boom and its appurtenances are secured in a positive manner to preclude their movement due to heavy
sea conditions when the boom is stowed.
Cargo Cranes (New) - Each newly installed cargo crane (procured to the requirements of MIL-C-17933 or
MIL-C-17949) shall be subjected to the following tests in the following order:
No-load test
This test is to be conducted to determine if the crane is capable of safely operating through each specified functional
mode. The crane shall be required to function through full operating ranges in all directions. During the test, operation of
the travel limit switches, overtravel limit switches, emergency stop and emergency run switches (if applicable) shall be
checked. Raise and lower the crane load hooks through full range of travel at speeds varying from zero to maximum for (5)
complete cycles. This test shall demonstrate satisfactory operation of the two-block, up-stop, down-stop limit switches on
both drums. Crane boom shall be topped through full range of travel from stowed position to maximum for (5) complete
cycles at speeds varying from zero to maximum. Crane shall be rotated through full range at varying speeds from zero to
maximum (5) complete cycles checking associated limit switches. During the no-load test demonstrate proper operation of
the crane indicator lights, gages and any auxiliary equipment (heaters, coolers, defrosters, and windshield wipers).
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Static load test - Crane shall be subjected to static load test by suspending test load equal to 200 percent of the rated
load on the main and auxiliary (if applicable) hoist hooks. Test loads shall not be applied to the hooks simultaneously.
Crane shall not be operated with static test loads. Crane shall be positioned with hoist hooks outboard over pier or barge,
and positioned to provide maximum protection to ship, equipment and personnel in case of failure. Crane shall be required
to support the static test load for a minimum of 10 minutes and until it can be determined that there is no evidence of
deformation, brake slippage or other damage. After static test inspect to verify that there is no permanent set, deformation or
other damage to any part of the crane machinery, structure, rigging, or hoist hooks.
Dynamic load test - Cranes shall be dynamic load tested to 150% of rated load. Test load shall be moved through the
operating range of the crane using all operating modes: hoisting, topping, rotating, traversing, extending, raising, lowering,
and traveling on the main and (if applicable) auxiliary hoist hooks. The test shall demonstrate operation of crane in the most
serious conditions. Equipment with the test load shall be stopped at least three times in each direction to ensure proper brake
operation. The equipment shall be cycled through the test sequence only a sufficient number of times to evaluate equipment
performance at no specified speed.
Rated load test - Crane shall be subjected to rated load test by operating the crane through full ranges of motions and
speeds with rated load on the main and (if applicable) auxiliary hooks (not simultaneously). The test shall be repeated for at
least 40 cycles to demonstrate satisfactory operation and repeatability of all functions, without overheating of drive motors,
gear boxes, or brakes, or otherwise showing evidence of malfunction.
Cargo Cranes (Overhaul) - Overhauled cranes shall be tested in accordance with Naval Ship's Technical Manual S9086T4-STM-000/Chapter 589, Section 5.
Cargo Elevators - Where developed, the applicable section of the cargo elevator System Operability Tests, Level III
shall be used in the testing of the cargo elevators following completion of load bearing component, control system or safety
device repairs or overhaul. When used, the provisions and requirements of SOT III tests shall supersede all conflicting
requirements. If SOT III tests are not developed, each elevator shall be subjected to the following tests in the order listed:
Static - The elevator shall be tested by supporting a static test load of twice the rated load for a period of 10
minutes with the elevator platform at the lowest level served. Fork truck loaded CV/CVN elevators shall be tested
alternately with 300 and 100 percent of rated load on opposite ends of the platform at the same time. The brakes shall be
capable of holding the elevator platform without slipping during this test, and no part of the equipment shall take a
permanent set, nor shall degradation of any operating or control function occur as a result of this test. The elevator shall not
be used to dynamically lift the total static test.
No-load - The elevator shall be operated continuously without load, alternately in each direction, for 30 minutes
between the upper and lower levels served and stopped for 20 seconds at each end of travel. No overheating or degradation
of performance shall occur. During this test, operation of all control functions and control stations including emergency
stop, emergency run, jog, stopping at each level served from each possible direction and dispatching from each level shall be
demonstrated. During last part of this test, the over-travel limit switch at each end of elevator travel shall be demonstrated.
Low speed - The elevator shall be operated through one complete lift and lower operation at low speed with rated
load on the platform. No overheating of the electric motor shall occur.
Safety devices - The mechanical safety devices shall be tested for their ability to stop and hold the platform when
carrying rated load at rated speed. Scoring of guide rails, or damage to the equipment resulting from this test, shall be
repaired prior to conducting operating tests. Where more than one elevator using similar broken rope safety devices are
installed, this device shall be tested on only one elevator installation. Each elevator platform shall be lowered onto the
bumpers or stops, the hoist cables slacked, and the devices checked for proper operation and adjustment. Slack rope switch
operation shall be demonstrated. Proper installation of safety features that are not of a testable nature shall be verified.
Dynamic overload - Elevator shall be operated through two complete lift and lower operations through the full
hoisting range, at high speed, with 150% rated load on the platform. During this test, the elevator platform shall be stopped
from high speed in the down direction by setting the brake. The platform shall travel no more than 3 feet after the brake is
set.
Normal operating - Elevator shall be operated while carrying the rated load through full travel for 1 hour or until
the temperature of the motor becomes stable, (plus or minus 2 degrees C in 15 minutes), whichever time is the greater.
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Emergency run - Elevator shall be operated for one complete cycle (by defeating the motor overload protective
devices) by holding in the emergency run pushbutton to demonstrate that the elevator will run as long as the emergency run
pushbutton is depressed.
Vertical Pallet Conveyors - Each pallet conveyor shall be subjected to the following tests in the order listed:
Static load test - The conveyor shall structurally withstand a static load (6,000 pounds on each tray) for a period of
10 minutes with no creepage.
Dynamic load test - The conveyor shall operate with a dynamic load (4,500 pounds on each tray) at no specified
speed in each direction for 5 minutes.
Operating load test - The conveyor shall operate with working load (3,000 pounds on each tray) and the specified
speed (rate of 2 per minute) allowing a running time of 20 seconds and a loading (or unloading) time of 10 seconds per
palletized load for a period of 1 hour in each direction.
Overhead Handling Equipment - Overhead handling equipment test requirements shall be as follows:
Static tests - Static test loading of monorail tracks shall be conducted with twice the rated load of the hoist
suspended from the hoist hook and positioned at each monorail track support and also at the center of the longest track span.
Static test loading of bridge crane shall be conducted with twice the rated load of the bridge crane suspended from the hoist
hook with hoist positioned at the center of the bridge crane. Static test loading of each bridge crane rail shall be conducted
with twice the rated load of the bridge crane suspended from the hoist hook with hoist positioned under bridge crane rail
being tested and bridge crane positioned at center of longest rail span. Static test loading of each bridge crane rail support
shall be conducted with twice the rated load of the bridge crane suspended from the hoist hook with hoist positioned on
bridge crane directly under rail support being tested.
Speed control, slope ascension, braking, and track clamp tests, where applicable, shall be performed for one hoist of
each type installed.
Dynamic tests - Following the static load tests, the monorail shall be tested with 1 times its rated load suspended
from the hoist by moving the hoist the length of the monorail without any evidence of binding. The bridge crane shall be
tested with 1 times its rated load suspended from the hoist by moving the hoist the length of the bridge crane without any
evidence of binding. With the same test load suspended from the hoist and positioned under a bridge crane rail, the bridge
crane shall be moved along its entire length of travel without any
evidence of binding. This test shall be repeated with the test load on hoist positioned under the other bridge crane rail.
Handling equipment equipped with transverse dive brake assemblies shall be tested to 150% of rated transverse brake
holding capacity.
Deck ramps - "Deck ramp" clearance and function shall be tested by demonstration with the proper mobile handling
equipment when newly installed. Permanent deformation of the ramp is not allowed.
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SECTION 575
MILITARY VEHICLE HANDLING AND STOWAGE SYSTEMS
575a. Scope
This section contains general requirements for new and modified systems (Part I), overhaul requirements (Part II), and
test requirements (Part III) for military vehicle handling and stowage systems on amphibious ships. These systems include
between deck ramps, bow doors, bow ramps, cranes, mezzanine decks, snaking gear, tiedown systems, turntables, vehicle
ancillary systems, and vehicle passageways.
575b. Definitions
Backup system - A means of operating equipment after part of the system's equipment has failed.
Between deck ramp - A sloping structure providing for the embarkation and debarkation of vehicles between decks or
between a deck and the pier when the ramp is used as a sideport ramp.
Bow doors - Swinging closures each of which are hinged at the ship's side. When closed, the doors meet at the
centerline and form a part of the bow.
Bow ramp - A structure which when lowered is used for transferring vehicles between the bow of the ship and a beach,
a pontoon causeway, or another ship. If it is part of the hull the bow ramp forms a watertight closure for the bow opening
when the ramp is in the raised position. If bow doors are installed, the ramp is located aft of the doors.
Emergency system - An alternate means of operation of the system after the primary system has failed.
Mezzanine deck - A portable non-watertight deck made up of sections which permits stowage of vehicles and cargo.
Normal operation - A means of operating equipment in response to system operation requirements.
Snaking gear - A winching and wire rope system used for pulling vehicles up ramps, down ramps, or through
passageways.
Turntable - A circular flat rotating structure mounted flush with the deck which is used to rotate vehicles allowing them
to change direction in a limited space.
Vehicle - The use of the word "vehicle" herein includes all self-propelled and towed military vehicles used by the
Marine Corps loaded to the off highway or combat weight. Specified vehicles will indicate design limits.
Vehicle passageway - An opening or corridor which allows vehicular movement within the ship.
PART I: New And Modified Systems
Unless otherwise specified, military vehicle handling and stowage equipment shall be provided as specified herein, in
quantities as required, to comprise the military vehicle handling and stowage system for the ship.
The requirements for wire rope systems, control station, maintenance considerations, environmental considerations,
protective devices, and portable gear shall be in accordance with Section 570. Allowable stresses of equipment, structure
and foundations shall be in accordance with Section 570.
Three quarter inch flush vehicle lashing sockets shall be in accordance with drawing, NAVSHIPS No. 803-1213717.
Vehicle lashing gear shall be in accordance with drawing, NAVSHIPS No. 804-1313819.
The requirements for audible alarms shall be in accordance with Mil. Spec. MIL-A-15303 with an adjustable sound
level of 50 to 100 decibels.
The requirements for electric winches shall be in accordance with Mil. Spec. MIL-W-15808. Gearing shall consist of a
ground steel worm gear and a hard bronze worm wheel designed to a factor of safety of five. With the ramp in the lowest
position, there shall be no less than 2 1/2 turns of wire rope remaining on each drum. The winch drums each shall be
grooved to handle the wire ropes, one to control each side of the ramp. The hoisting speed shall be between 10 and 30 feet
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per minute. The winch shall be fitted with an electric brake. In addition, drums shall have a back-up manual operated
handbrake capable of stopping the drums against a cable pull equal to 150 percent of the rated load. A means shall be
provided to adjust the length of wire rope.
The requirements for electric motors, motor controllers, and master switches (motor-on-off) shall be in accordance with
Section 302 and Mil. Spec. MIL-M-17060 and Mil. Spec. MIL-C-2212.
Stowage facilities, fittings, and related items shall be provided for military vehicles handling and stowage systems in
locations convenient for their use. Stowage shall be out of the weather.
Military vehicle handling and stowage systems shall be designed for minimum clear openings in both vertical and
horizontal direction of sufficient size to accommodate the specified vehicles which are expected to transit through them.
"Clear opening" shall imply that there are no fixed protrusions. Hinged or portable protrusions are allowed, but shall be
removable from the passageway clear opening to allow for unimpeded vehicular passage.
575c. Between Deck Ramps (New And Modified)
General - Between deck ramps may be of three types: Hinged at one end and arranged to stow by swinging up to the
deck overhead, completely portable, and completely fixed.
The ramp shall be designed to allow passage of specified vehicles into and out of vehicle compartments and to provide
clear openings. The vertical clearance at the bottom of the ramp shall be sufficient to ensure that the highest specified
vehicle to be stowed in the vehicle compartment can ascend and descend the ramp.
Ramps shall have a maximum incline of 15 degrees to the plane of the deck in the useable position unless otherwise
specified.
Unless otherwise specified, ramps shall have slip-resistant deck covering, Type III General Purpose in accordance with
Mil. Spec. MIL-D-23003 and traction bars. Traction bars shall be 1 inch by 1 inch on 14-inch centers extending the full
transverse width of the ramp.
All ramps shall have warning signs at the top and bottom of each ramp with 4 inch high lettering with the following
warning:
WARNING
STEEP GRADE USE LOWEST GEAR
The ramps shall be designed to support the maximum moving loads imposed by the passage of the heaviest specified
vehicles handled. The heaviest specified vehicles shall be considered as being spaced as close as possible on the ramp such
as to generate the maximum possible stresses. Design of the ramp structure for vehicle wheel loads shall be in accordance
with the criteria given in Section 130. The fittings and pins for hinged and portable ramps shall be designed with a factor of
safety of six based on the ultimate strength of the material.
Hinged ramps - Hinged ramps shall be watertight when in the up position.
A double drum electric winch shall be used to raise and lower each hinged ramp under no load condition.
An electro-mechanical or pneumatic dogging system, with manually operated backup, shall be provided to secure the
hinged ramp in position when stowed. These systems shall include a positive means of determining whether the ramp is
fully dogged or undogged. Dogging controls and "dogged-undogged" indicators shall be provided at the hinged ramp
control station.
Controls for the winch shall be provided at both decks. Stop limit switches, located at each side of the free end of the
ramp, shall be installed to stop the winch when the ramp has been hoisted to the stowage position. Overtravel limit switches
shall be installed in case of failure of stop limit switches.
An audible alarm that sounds while the winch is being used to raise or lower the ramp shall be provided.
For stowage, the ramps shall be capable of being raised to fixed stops, the drive deenergized by limit switches, and
brakes applied. The dogging system shall be activated and the winch brakes released so that the hinged ramp shall be totally
and securely supported by the dogs.
Emergency operating gear shall be provided for raising or lowering of the ramp in case of failure of the winch.
Portable ramps - The construction and location of these ramps shall permit handling by weight handling devices.
The ramp shall be provided with curbs to prevent vehicles from driving off the sides of the portable ramp.
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The lower end of the portable ramp if used internally in the ship shall be restrained from athwartships movement by
guide pins which are mounted on the portable ramp and can be extended downward into slotted inserts in the deck. The pins
shall be in their retracted position when the portable ramp is removed. Vehicle lashing gear shall be provided to restrain the
portable ramp from upward movement. The tiedown fittings in the deck shall be recessed into the deck such as to provide a
smooth surface at the top of the deck.
When specified, the ramp surface shall consist of portable panels with a non-skid bar type grating with a completely
serrated surface. The grating shall be readily removable for cleaning or replacement. The grating shall be deep enough to
provide drainage. The grating shall be of sufficient strength to support the specified vehicles and to resist traction loads of
the heaviest specified vehicle handled without distorting the grating. The grating shall not be considered as contributing to
the structural strength of the portable ramp.
If used as a portable sideport ramp, the portable ramp shall be capable of accommodating a fore and aft deviation of 5
degrees off the center of the portable ramp.
Fixed ramps - The watertight structure of the ramp shall be designed to withstand the applicable hydrostatic head if the
fixed ramp is employed as a watertight boundary.
575d. Bow Doors And Bow Ramp (New And Modified)
Bow doors - Port and starboard bow doors shall be made interchangeable between ships of the same class, insofar as
practicable. The doors shall be capable of swinging through an arc large enough to permit the bow ramp to clear the doors
by at least 1 foot under all specified conditions.
The bow doors shall be watertight in the closed position and designed in accordance with Section 111.
The bow doors shall also be capable of resisting the forces resulting from the operational requirements stated herein
with a minimum factor of safety of two on the yield strength of the material.
Controls for simultaneously operating both bow doors shall be installed in control station. The controls shall be push
buttons: open, close, stop, and emergency run. Limit switches shall be installed and connected to shut off power when the
doors are fully opened or fully closed. Proximity limit switches shall be used where practicable.
Bow ramp - Where the bow ramp forms part of the hull, it shall be attached to the ship by means of hinges and carrier
bearings. The bow ramp shall be supported in the lowered position by sill bearers on the bow structure.
Where the bow ramp forms part of the hull, it shall form a watertight closure in the raised position in accordance with
the requirements of Sect. 111. Watertightness shall be obtained by rubber gaskets, Mil. Std. MS15217 or MS16720, at the
bottom and sides of the housed bow ramp and, wherever possible, at the top.
Means shall be provided, between the bow ramp and the hull, for pulling the bow ramp in against rubber gaskets on the
hull to make a watertight joint. A clearance of 1/8 inch shall be provided around the hinge pins, allowing the bow ramp to be
pulled tight against the gasket, and to prevent binding at the hinge.
For landing craft, the bow ramp shall be designed to permit its use with pontoon causeways.
For landing craft, the bow ramp shall be designed to permit attachment to a bow ramp of another similar craft for
transfer of the specified vehicles between craft. For both landing ships and craft, the bow ramp shall be designed to the
specified vehicle requirements to permit transfer of specified vehicles to and from the beach.
For landing craft, the bow ramp shall be raised or lowered in 30 seconds or less.
For landing craft, the bow ramp shall be designed for stern marriages with stern gates in accordance with the
Bow door or bow ramp operating gear - The bow door or bow ramp operating gear shall meet the following
requirements:
Open or close both doors simultaneously in one minute or less.
Raise or lower the ramp in 2 minutes or less.
Hold the ramp or each door securely in all operating positions and resist forces of the sea in both directions.
Provide positive control of the ramp or each door during travel.
Provide separate control for each bow door and the ramp.
Allow free action of the ramp when it is supported at the forward end by pontoons, causeway, section, or another
ship.
Section 575
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If hydraulic power operating systems are used, the general requirements for hydraulic power transmissions shall be in
accordance with Sect. 556.
The pumping plant shall consist of two independent electric motor driven positive displacement pumps, Mil. Spec.
MIL-P-17869, Class 1, 2 or 3.
The hydraulic system shall be arranged to permit one or the other or both pumps to operate the equipment.
Check valves shall be installed in cylinder pipe connections to prevent back flow to the operating valves. Check valves
shall also be installed between power pumps and the relief valve. The hydraulic system shall be arranged to permit rams to
be isolated and bypassed.
Hydraulic piping to the rams shall include restrictions so that the equipment cannot fall in excess of operating speed in
case of loss of pressure in the hydraulic operating mechanism.
Under normal operating conditions, the pressures in all cylinders shall be equalized.
A backup manually operated pump shall be provided in case of electric power failure. Interlocks shall be provided as
required to prevent starting the electric motor while in manual operation. Check valves shall be installed in the hand pump
piping to prevent the pump from being driven as a motor due to external forces acting on the equipment.
Means shall be provided for releasing the equipment from their operating gear so that they may be operated
independently by an emergency system. Hand operated mechanical tackle shall be provided for emergency operation of the
equipment.
If wire rope systems are used, the winch shall have a divided grooved drum to handle two wire ropes, one to control
each side of the ramp. Wherever practicable, the operating tackle shall be reeved continuously to balance the loads on each
side of the drum. The winch shall be driven by an electric motor, fitted with an electric brake, through a torque limiting
coupling and reduction gears. The winch shall be controlled locally and from the Pilot House.
Means shall be provided for backup manual release of the electric brake and for operating the winch by handcrank.
Interlocks shall be installed to prevent starting the electric motor while in manual operation.
575e. Vehicle Handling (New And Modified)
General - Vehicle handling equipment shall be designed to maneuver specified vehicles. The vehicle handling system
design shall not require a permanent modification of the specified vehicle to allow the specified vehicle to be handled by the
system.
Snaking gear - Snaking gear and fitting shall be provided where required. Electric-hydraulic winches shall be in
accordance with Mil. Spec. MIL-W-17265.
Turntables - A turntable shall be large enough to fit the specified vehicles. The turntable structural design shall be in
accordance with the criteria given in Sect. 130.
The turntable and surrounding deck area shall be fitted with vehicle lashing sockets for securing stowed specified
vehicles. The turntable shall be driven by a high starting torque electric motor, equipped with a solenoid operated friction
brake, through reduction gears. All gearing shall be non-locking and in accordance with American Gear Manufacturers
Association (AGMA) standards. AGMA class number for gears shall be as required for similar equipment.
The system shall be capable of rotating the loaded turntable at a peripheral speed of not less than 1 foot per second
when the ship is heeled 5 degrees.
The electric motor shall conform to Mil. Spec. MIL-M-17060 and the requirements of para. 575b.
The turntable shall be flush with the deck and shall revolve in a circular watertight recess and the associated drive
mechanism shall be in a watertight machinery room. The electric motor and gear reducer to which it is coupled shall be
mounted on a single bed plate frame which shall be of welded steel construction, stiff enough to maintain alignment of
machinery thereon without the aid of a deck foundation. Watertight integrity shall be provided between the turntable recess
and the turntable machinery room so that flooding the turntable recess will not cause the machinery room to flood. Drainage
of the turntable recess shall be provided. Access for lubrication shall be provided without requiring disassembly.
An output drive sprocket engaging roller chain with bent link plate extension, both sides of chain, wrapped around and
bolted to the outer surface of the turntable shall be installed. The roller chain and chain sprocket shall be in accordance with
ANSI B29.1.
An audible alarm shall be provided to sound while the turntable is in motion.
Section 575
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A backup hand driven mechanism shall also be provided and shall be capable of rotating the turntable loaded with the
specified vehicle. Operation of the hand driven mechanism shall be limited to not more than 50 pounds force. The backup
hand driven mechanism shall be operable from the deck and shall be located so that the operating personnel can safely
operate the turntable. Means for engaging and disengaging the backup hand driven mechanism shall be located on the deck.
Interlocks shall be installed to prevent operation of the electric motor when the backup hand driven mechanism is engaged.
In addition the backup hand driven mechanism shall be capable of being powered by an air operated hand tool and rotate the
turntable with a full load when the ship is heeled 5 degrees. The air operated hand tool shall be sized to rotate the turntable
one revolution in not more than 30 minutes.
Locker stowage convenient to the turntable shall be provided to stow the air operated hand tool when not in use.
Locking wedges and matching slots shall be provided in the periphery of the turntable and turntable foundation to
chock the turntable when not in use.
Padeyes in the turntable areas overhead and flush fittings on the turntable shall be provided to facilitate lifting of the
turntable for the maintenance of turntable components.
Traffic control - Visual vehicle traffic control systems shall be provided to assist movement of specified vehicles
throughout the ship. These systems shall be controlled from the central station. These systems shall be provided in
accordance with Sections 331 and 332.
Crane handling - Specified vehicles requiring crane handling shall be handled by cargo cranes or cargo booms in
accordance with Section 573. Crane or boom capacity shall be based on the heaviest specified load to be handled.
575f. Vehicle Passageways (New And Modified)
Vehicle passageways shall be designed for clear openings. Passageways shall be equipped with permanent curbs. The
distance between the curbs shall be the required clear opening. Vehicle lashing sockets shall be designed into the top of the
curb structure.
575g. Vehicle Stowage (New And Modified)
Tiedown systems - Tiedown systems shall be designed and installed to retain the stowed vehicle, without damage,
under the maximum conditions of roll, pitch, list, and trim set forth in Section 070. Tiedown systems shall not be attached
directly to any propulsion plant equipment, auxiliary machinery, or any valves, switches, or other equipment or stations vital
to the ship.
Vehicle lashing sockets shall be installed in vehicle stowage compartments in accordance with drawings, NAVSHIPS
No. 803-1213717. Wherever practicable, sockets shall be located in the decks so that they are clear of supporting structure.
Vehicle lashing sockets in other areas shall be either in rows generally spaced on 6-foot centers transversely and 8-foot
centers longitudinally and not staggered, or in rows spaced on 4-foot centers and not staggered. Vehicle lashing sockets shall
be located so that they are clear of around the deck openings and deck mounted equipment. Vehicle lashing gear shall be
Compartment - The vehicle compartments shall be designed to stow the specified vehicles. The vehicle compartments
shall provide clear openings to accommodate vehicular movement into or out of the compartments.
The vehicle compartments shall be as free as possible from obstacles and protrusions. Obstacles and protrusions shall
be clearly marked. Obstacles or protrusions shall not limit access to any areas of the vehicle compartments. Obstacles
running parallel to and on the deck such as sills, pipes, wireways, etc. shall have deck ramps. The angle between these deck
ramps and the horizontal shall not exceed 5 degrees. Vertical compartment clear height requirements shall not be reduced as
a result of deck obstacles.
Vehicle compartment design shall recognize that vehicles are stowed with a full fuel load (95 percent full constitutes
full).
Mezzanine deck stowage - A portable mezzanine deck shall be installed. The mezzanine deck shall be provided with
either a hinged or portable ramp to facilitate loading and unloading vehicles. As a minimum, ramps shall provide access
from the mezzanine deck to the well deck area.
575h. Vehicle Ancillary Services (New And Modified)
Section 575
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Freshwater washdown, fuel service, ventilation, fire fighting low pressure air service, and electrical charging outlets
shall be provided for vehicles stowed on board.
Freshwater washdown stations shall be in accordance with Section 532.
Two 5-gallon plastic military water cans in accordance with Mil. Spec. MIL-C-43613 shall be provided for each fresh
water washdown station.
A minimum of one JP-5 refueling station shall be provided in each vehicle compartment in accordance with Sect. 542.
A separate fuel drainage system shall be provided at the refueling station in accordance with Sect. 529.
The ventilation system shall be sized to avoid toxic gas buildup due to the periodic running of vehicles while stowed
and the running of vehicles while embarking and debarking. The ventilation system shall be in accordance with Sect. 512.
Firefighting facilities shall be in accordance with Sections. 555 and 521.
Low pressure air service stations shall be provided in accordance with Section 551 for inflation of truck and trailer tires.
Each station shall be equipped with a 50-foot hose, reel, quick-disconnect fitting and tire inflator.
Electrical charging outlets shall be provided in all areas where vehicles are stowed in accordance with Sect. 313.
575i. Shock
The portable vehicle ramp (unloaded in the stowed position), hinged vehicle ramp (loaded with specified vehicles in the
stowed position), the turntable (loaded with the specified vehicles and in the locked condition), the bow doors (in the closed
secure position), the bow ramp (in the stowed position), and mezzanine deck (in the installed position fully loaded) and their
respective components making up each system, shall meet grade A shock. Refer to section 072 herein for shock
requirements in relation to ship's overhaul.
Part II - Overhauled and Repaired Systems
575j. General Requirements
an approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system shall be in
accordance with applicable drawings or technical manuals as modified by the overhaul criteria paragraphs of other GSO
sections herein.
Hydraulic System (Overhaul). Hydraulic system components are to be overhauled and tested in accordance with
Electrical Components (Overhaul). Electric motors and controllers requiring repairs shall be repaired in accordance
with Section 302.
Operating Instruction Label Plates (Overhaul) Overhauled systems shall have operating instruction label plates that are
legible and up-to-date in accordance with applicable technical manuals and drawings.
Label plates that are missing, are not legible or have been superseded or revised shall be replaced in accordance with
applicable technical manuals and drawings.
Hydraulic System Cleanliness (Overhaul). Contaminated hydraulic system piping and components shall be cleaned to
Gages (Overhaul). Overhauled systems shall have gages that are operational and in calibration in accordance with
applicable drawings and technical manuals. Gage calibration shall be as specified in Naval Ships Technical Manual,
Mechanical Components (Overhaul). Mechanical equipment and components to be repaired shall be class "B"
overhauled as defined in Section 042 and in accordance with applicable technical manuals and drawings.
Wire Rope (Overhaul). Hoisting wire rope assemblies and rigging shall be inspected for wear and corrosion and
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tested in accordance with Mil. Spec. MIL-T-6117.
Material and Gaskets (Overhaul). Replacement of materials such as fasteners and gaskets shall be in accordance with
application section herein for new and modified systems.
575k. Bow Doors (Overhaul)
LST bow door actuators shall be overhauled and tested in accordance with Technical Repair Procedure 584-001.
Part III - Testing
General (New and Modified) - The bow doors, bow ramp, 'tween deck ramp, and turntables, shall be operated with both
regular and emergency gear to demonstrate satisfactory operation. Emergency rigging system and components shall be static
load tested to 200 percent and dynamic load tested to 150 percent of the maximum operating load of the ramp or gate being
tested.
Hydraulic systems and components shall be tested in accordance with Section 556 and applicable drawings and
technical manuals.
Operational tests for bow doors, ramps, and turntables shall be in accordance with applicable technical manuals and
drawings to prove satisfactory operation of all features including safety devices, limit switches, indicators, sensors and
controls.
Winches equipped with torque limiter couplings shall be adjusted to break-away torque specified in applicable technical
manual or drawings.
'Tween deck ramp. With one end of the portable ramp lowered to the deck, the other end of the ramp shall be lowered
to the same deck using the winch to demonstrate operation, clearances, and fit of ramp hinges.
For winches of the multiple gear type, the overload test shall be performed in each gear ratio and the rated load test in
only the high speed ratio.
Ramp handling winches rigging systems and components shall be subjected to a static load test equal to 200 percent of
the rated load, a dynamic load test equal to 150 percent of the rated load and to a rated load test.
Winches with more than one drum or more than one gypsy head for which simultaneous loading of drums or gypsy
heads is required shall be tested for static load, rated load, and 150 percent rated load in accordance with these requirements.
Section 575
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Section 575
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2004 Edition

SECTION 581
ANCHOR STOWAGE AND HANDLING
581a. Scope
This section contains the general requirements for anchor handling systems, including repairs, modification, inspection
criteria and testing of system components.
581b. Equipment (New and Modified)
Chain stopper deck pads - Deck pads shall be designed in accordance with NAVSEA 805-2l39470 for use with chain
stoppers, drawing, NAVSHIPS 804-860000. In locating the deck pads, the lead of chain stoppers to the chain shall be as
nearly in line with the chain as practicable. The stoppers shall be clear of obstructions when in position for holding the
chain. In addition to holding the chain with the anchor in stowage position and when riding at anchor, the chain stoppers and
other deck fittings shall be arranged to facilitate towing with either bower anchor chain, but not both simultaneously. Deck
pads shall be provided for the chain stoppers for all possible chain runs permissible with the anchor arrangement.
At least one chain stopper shall be positioned to engage the anchor chain outboard of the anchor chain swivel to
facilitate removal and maintenance of the swivel with the anchor in a housed condition.
Where only one chain stopper per chain is provided, the design of the pads shall be based on chain stopper strength
equal to the breaking strength of the chain.
Where two or more chain stoppers per chain are provided, the design of pads shall be based on combined strength for
the chain stoppers of not less than 120 percent of the breaking strength of the chain. Deck pads, the deck, and local
reinforcement thereof shall be designed to withstand the forces applied to the chain stoppers, and shall be proportioned to
distribute the applied load to adjacent structure.
The chain stopper pads shall be designed with a factor of safety of three on the ultimate strength of the material.
Deck pads for the stoppers shall be welded to the deck and shall be designed so that the axis of the shackle pin
connecting the stopper to the pad will be vertical to permit the stopper to lead from various angles without introducing
bending loads into the pad.
Chafing plates - Shall be fitted in accordance with Section 611.
Fabrication/assembly of mooring shackles, clear hawse pendant, and dip ropes - to be in accordance with NAVSHIPS
Drawings 803-921734, 803-668185 and 803-6397319 respectively.
581c. Systems and Components.
The repair and overhaul of systems and components is intended to restore items to their original performance profiles
and not necessarily intended to return overhauled items to their original manufacturing drawing or technical manual
tolerances. The Supervisor's Work Specification shall identify the class of overhaul authorized for the item. Where
authorized, the overhaul of the item or system shall be in accordance with applicable drawings, or technical manuals unless
modified herein.
Requirements and definitions of class of overhaul (i.e., Class A, B, C) and the use of authorized Technical Repair
Any structural components of the anchor handling system including padeyes (bitter end and stoppers), chain locker,
chain/deck pipes and hawse pipes which have been damaged to the extent that it can no longer accomplish its design function
or which presents a safety hazard must be replaced or repaired. Adjacent weld and mechanical joints shall be inspected for
cracks or other evidence of failure. Cracked welds and deformed mechanical fasteners shall be repaired or replaced.
Section 581
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projected deterioration, shall be performed to determine if the corroded structure is acceptable. Repair or replacement is to
be accomplished in accordance with applicable drawings if calculated stress values for corroded areas exceed the allowable
stress values. Corrosive control procedures in accordance with Section 631 shall be implemented in areas found subject to
corrosive attack. Magnetic Particle, Radiographic or Liquid Penetrant inspection is required ofattachment welds between
padeyes and supporting structure when damage, corrosion, or evidence of cracked welds exists. Fabrication, welding, and
inspection shall be in accordance with Section 074. Replacement of windlass foundation bolts shall be in accordance with
Section 075.
Anchors (repair criteria) - Anchor repair criteria to be as follows:
1. Repairs are required in high stress areas of load carrying members when wear reduces cross sectional areas and
increases clearances by 10% of applicable drawing dimensions.
2. Any area which contains linear indications greater than 0.25 inches long, as determined by visual inspection, shall be
magnetic particle (M/T) inspected to identify all indications in the immediate area. Linear indications, which are greater than
0.25 inches long, and which are oriented such that propagation may occur under load and lead to failure, are to be ground to
sound metal. Non-linear indications in castings shall meet the requirements of MIL-STD-2035. Unsatisfactory non-linear
defects shall not be ground deeper than 1.5 inches or 25% of cross section thickness, whichever is less.
3. Weld Repair: Where depth of ground out area does not exceed 10% of cross-section thickness it may be faired into
the surrounding surface. When grinding depth exceeds 10% of thickness weld repair is required. M/T inspect root and final
pass of weld repair; acceptance criteria in accordance with MIL-STD-2035. Minor surface defects such as lap marks, surface
crimping, etc., do not require repair.
4. Crown pin (stockless anchor) bending is acceptable unless pin shows evidence of cracks that will lead to failure.
5. Ten percent bow (bend) in either plane of anchor shank or either anchor fluke is acceptable as long as system
housing is not affected and no cracks exist. When straightening is required, N.D.T. of maximum stress areas in plane of
bending is mandatory.
Chain (inspection/replacement) - Anchor chain inspection to be accomplished in accordance with Sections 581-5.4.1,
581-5.4.2, 581-5.4.3 and Table 581-5-6 of NSTM S9086-TV-STM-010/CH 581.
Shackles, stoppers, links.
1. Replacement is required when wear reduces cross-sectional areas and increases clearances by 10 percent of
applicable drawing dimensions in high stress areas of load carrying members.
2. No cracks permitted in load carrying members (structure or weld joint).
For cracks in stud weld area of welded chain, and loose studs in chain links of the outboard swivel shot, refer
to NSTM S9086-TV-STM-010/CH 581.
Swivels (repair or replacement criteria) - Repair/replacement criteria shall be as follows:
1. Replacement required when wear reduces cross-sectional areas and increases clearances by 10 percent of
drawing dimension in load carrying member.
2. No cracks permitted in load carrying members
3. For swivels with damaged or missing thrust washer the washer is not required to be replaced unless the anchor
does not rotate properly when housing.
Detachable link (inspection/replacement) - Inspection/replacement criteria shall be as follows:
1. Measure wire diameter at each end of each link at bearing area. Compare to minimum value in NSTM
S9086-TV-STM-010/CH 581, Table 581-5-6.
2. Measure outside length of each link. Compare to maximum value in NSTM S9086-TV-STM-010/CH 581,
Figure 581-6-1 and 6-2.
3. With link cleaned and reassembled and pin installed, check fit between coupling plates and C-link member.
The total allowable longitudinal or transverse movement of the coupling plates while held firmly together with the tapered
pin and assembled about the "C" member, shall not exceed l/32 inch for detachable links with a wire diameter of 3/4 inch
through l 7/8 inches, l/16 inch for detachable links with a wire diameter of 2 inches through 3 l/4 inches, and 3/32 inch for
detachable links with a wire diameter of 3 3/8 inches through 4 3/4 inches.
Section 581
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4. All detachable links in the outboard shot shall have hairpins installed. Hairpins installed on remaining
detachable links are not required and the links shall be orientated in accordance with NSTM S9086-TV-STM-010/CH581
5. Identification numbers. "C" member and coupling plates not previously marked, shall be marked in accordance
with MIL-L-27l0 in order to identify the link and insure mating of original parts after disassembly.
Wildcat - Procedure for checking fit of chain on wildcat should be in accordance with information specified in ASTM:
F765-82; Standard Specification for Wildcats, Ship Anchor Chain.
Anchor Windlass (repaired and overhauled system) - Hydraulic system components are to be overhauled in accordance
with Section 556. Electric motors and controllers requiring repairs shall be repaired in accordance with Section 302.
Mechanical equipment and components to be repaired in accordance with applicable technical manuals and drawings.
581d. Shock
Section 072 herein defines the requirements for shock as it relates to ships overhauls.
Anchor handling - Test requirements shall be as follows:
Chain stopper padeye (new or modified installation)
All padeyes on the first ship of the class within a building yard shall be tested based on the combined strength for
the chain stoppers of not less than l20 percent of the breaking strength of the chain. All remaining installations of the same
type shall be examined by radiologic, magnaflux, or liquid penetrant as noted herein:
1. Padeye (Weldment): Assembly joints
2. Padeye (Casting/Forging): Surface area around stopper attachment points.
3. All padeye to deck attachment joints.
On ships having anchor chains 2 l/4 inches or larger, a test load will not be required; however, quality of welding shall
be assured by radiographic, magnaflux, or liquid penetrant examination.
Chain stopper and chain locker pads (Repair).
No weight test required for repairs accomplished in accordance with installation drawings. All repair welds are to be
examined by radiograph, magnaflux, or liquid penetrant procedures. Acceptance standards to be in accordance with
NAVSHIPS 0900-000-1000/1001.
Stern anchors - shall be unshipped, lowered, hoisted and stowed through not less than 5 cycles to demonstrate
satisfactory operation including stowing and securing, when installed.
Anchor handling davits - Each davit shall be tested statically with twice the working load, using a pendant or falls
similar to service conditions. Rotation of the anchor handling device is not required during this test.
The anchor handling device shall handle the anchors designated through at least 4 cycles of operation to demonstrate
satisfactory performance. Hinged or retracting davits or other weight handling devices shall be raised and lowered through
at least 4 cycles to demonstrate satisfactory performance.
Anchor Windlass - Dockside Tests (New, modified and repaired piping systems)
Hydrostatic Test - New, modified and repaired (exclusive of pumps and hydraulic motors) shall be tested in
accordance with NSTM CH 505. (Relief valves are set at 200% NDWP per MIL-W-19623). Pumps which have undergone
repairs shall be tested in accordance with their applicable government or commercial specification. Main loop pump casing
test pressure shall not exceed the manufacturer's recommendation.
Relief valve check - Electro hydraulic anchor windlass relief valves shall be checked after installation aboard ship
for correct settings as specified in applicable technical manuals or drawings. The main relief valves shall be shop tested after
repairs. If this cannot be accomplished, then a shipboard test shall be conducted.
Anchor Windlass (Dockside Tests - New, modified or overhaul system) Dockside Tests shall be as follows:
Section 581
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No load test - With the wildcat disengaged and the brake set, each windlass unit shall be operated continuously at
the required no load speeds, alternately in each direction without load, for a minimum of 1/2 hour.
Speed control - For windlasses having straight electric drive, each windlass shall hoist and lower the rated load on
each of the controller point settings. Smoothness of operation shall be tested by handling test loads at low speeds.
Normal operation - Each windlass unit shall be tested by hoisting and lowering its anchor continuously through 4
cycles by its wildcat in 30 fathoms of water at an average rate of not less than 6-fathoms/min (5 fathoms/min for
CV/CVNs). If the test is conducted in less than 30 fathoms of water, sufficient weight shall be added to the anchor to
simulate the anchor and 30 fathoms of chain. This test shall also demonstrate satisfactory operation of the anchor and chain
in the hawsepipe, of the chain on the wildcat and in the chain pipe.
Without exceeding the full load rating of the motor, unless specified otherwise in technical manuals, the windlass
shall be tested by hoisting with its wildcat a weight equal to 100 fathoms of chain plus the anchor weight at no specified
speed. One hundred (100) fathom test is not required for overhauled system.
If a reduced speed control is provided (such as the quarter speed connection for alternating current
electro-mechanical windlasses), each windlass so fitted shall be tested at the reduced speed as for normal operation above
except that hoisting or lowering shall be accomplished at no specified rate.
If cross-over drive is possible (such as electro-hydraulic windlasses), each windlass so fitted shall be tested as for
normal operation above, but with the starboard power unit driving the port wildcat and vice versa.
In order to test the electric/hydraulic brake, the windlass loaded as for normal operation above shall lower the load
until the anchor is within 2 fathoms of the bottom at which time the electric motor shall be de-energized and the electric
brake allowed to function. The brake shall stop and hold the load before the anchor grounds. Where the electric/hydraulic
brake is installed on the hydraulic power unit, the brake must stop the anchor; however, minor creep of the anchor chain
caused by internal leakage of the hydraulic system is anticipated and acceptable.
Each mechanical brake shall be statically tested. With the anchor (plus compensatory load specified above if 30
fathoms of water is not available) in the stowage position held only by the mechanical brake with the locking heads
disconnected, the brake shall hold the load for ten minutes with no slippage allowed. Upon satisfactory completion of the
static test, a dynamic test shall be conducted by freefalling the anchor from the waters edge. The brake shall stop and hold
the anchor within 2 fathoms (3 fathoms for carriers) of travel before the anchor grounds. Where manual operated and power
operated mechanical brakes are required, the power operated mechanical brake shall be tested in accordance with the
foregoing procedure for mechanical brakes. Where power operated mechanical brakes are required, the manual mechanical
brake shall be used only for emergency and be tested to ensure it can hold the anchor plus 60 fathoms of chain. The tests for
both electric and mechanical brakes shall be repeated as may be necessary to demonstrate satisfactory operation.
Each capstan (new or structurally repaired), with the wildcats disconnected shall be given a static test, applied at
midheight of the capstan head and normal to its axis, equal to the breaking strength of largest mooring line used. In addition,
each capstan shall be run continuously for a half hour period at each design speed and corresponding rated load for one
direction of rope wrap, allowing for reverse rotation of the capstan. The procedure shall be repeated with the rope wrapped
in the reverse direction on the capstan. Accomplish this by alternately raising and lowering a weight equal to rated load,
using a convenient length of line, for 1/2 hour. Reverse rope wrap and repeat the procedure for opposite line pull.
Anchor Windlass (Special Sea Tests - New and Modified Systems) - No anchor windlass tests shall be conducted in
water over 65 fathoms in depth. With the ship in water of at least 60 fathoms depth, each anchor in turn, shall be lowered
until 60 fathoms of chain are out of the hawsepipe and then hoisted back until the anchor is in its stowage position.
Lowering and hoisting shall be at an average rate of not less than 6 fathoms/min (5 fathoms/min for CV/CVNs). If the
windlass is provided with a reduced speed control the final housing of the anchor shall be accomplished using this control.
The windlass shall be allowed to cool, if necessary, between each complete cycle of operation. If cross-over drive is
possible, each anchor, in turn, shall be lowered and hoisted with the opposite power unit. At-sea test is not required for
overhauled or repaired anchor windlass systems.
Electric/hydraulic brakes shall be tested while lowering the anchor at maximum speed. When 60 fathoms of chain
have been let out, the electric motor shall be de-energized and the electric/hydraulic brake allowed to function. The brake
shall stop and
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hold the load. The length of chain paid out after the brake is energized shall be recorded. Where the electric brake is
installed on the hydraulic power unit, the brake must stop the anchor; however, minor creep of the anchor chain caused by
internal leakage of the hydraulic system is anticipated and acceptable.
With the locking head disconnected, the anchors shall be dropped (one at a time) by freeing the mechanical brake.
The anchor shall be stopped with 15, 30, 45, and 60 fathoms of chain out of the hawsepipe successively by manual operation
of the handwheel without additional leverage. In performing this test, the brake shall be freed by turning the handwheel
slowly to the position where the anchor begins its free fall. From this position the brake shall be rapidly reset by the time the
specified fathom mark reaches the hawsepipe. When making the test on windlasses equipped for power operation, power
application of the brakes shall be employed. The brake shall stop and hold the anchor and chain with 15 and 30 fathoms out,
in not more than 2 fathoms; with 45 fathoms out, in not more than 3 fathoms; and, with 60 fathoms out, in not more than 4
fathoms. Comparable stopping distance/fathoms out for power operated brakes on CV/CVNs shall be 3,4 and 5 fathoms in
lieu of 2,3 and 4. This distance shall be measured from the position of the fathom mark when the brake has been reset to the
position of this mark when the anchor stops.
The equipment will not be required to operate under full load conditions for more than 1 hour out of each 4-hour
period. Sufficient operating data shall be recorded to calculate the performance characteristics of each unit tested. The
following data shall be observed and recorded during both the hoisting and cross-over tests:
Bearing temperatures before, during and after runs
Hoisting and lowering speed for all speed control points
Oil pressures and temperatures
Performance of brakes
Time
Volts, amperes, kilowatts input and r/min, for all motors
Wildcat--Capstan r/min
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SECTION 582
MOORING AND TOWING SYSTEMS
582a. Scope
This section contains the requirements for installation and repairs of mooring and towing systems. See
COMNAVSURFLANT/COMNAVSURFPAC Instruction 4740.1A and NAVSEA 0925-000-1000 Vol I and II for
information incidental to preparation, acceptance and delivery of ocean tows.
582b. General (New Systems)
Bitts, cleats and chocks shall be in accordance with applicable NAVSEA Type drawings, listed in NAVSEA standard
and hull type index NAVSEA S0300-AU-IDX-010/SATDI and approved installation drawings. See Naval Ships Technical
Manual: NAVSEA 0900-250-0001/Chapter 9250, for additional information.
In special cases where these drawings are not applicable, the following requirements apply:
Chocks shall be designed so that the opening will pass an eye splice or bight of line in addition to two parts of the size
line to be used with the chock. The chock shall be designed with a factor of safety of three on the ultimate strength of the
material based on horizontal end-wise pull equal to double the minimum breaking strength of two (2) parts of the specified
size of rope applied one inch above centerline of chock. The chock shall also withstand an upward load of 50,000 pounds
applied at midpoint.
Special bitts and cleats shall be designed with a factor of safety of three on the ultimate tensile strength of the material,
based on the maximum moment that would be produced in the bitts or cleats.
The moment shall be the product of the breaking strength of the mooring or towing line times half the height of bitt
barrel or cleat horn, above the base. For castings, see Section 074.
The belaying surfaces of bitts and cleats and the riding surfaces of chocks shall have a surface roughness of 125
micro-inches or less. (For definition of surface roughness see USA Std. USAS B46.1).
Chocks shall be designed and located so that lines leading through them to winches will not chafe on sharp edges.
Bitts, cleats and chocks shall be fitted directly to the deck plating or to the gunwale. If it is absolutely necessary to
make attachments to the top of the sheer strake, procedures shall be the same as for attachments to the gunwales (see Section
111). Doubling or insert plates and stiffening of structure shall be provided as required to allow the fittings to develop full
strength.
The size, type and location of bitts, cleats and chocks shall be as indicated on the arrangement drawing. The locations
shown for bitts and chocks may be modified only as necessary to obtain straight and unobstructed leads from bitts to chocks.
The relative vertical heights of bitts and chocks shall meet the requirement that a hawser through a chock can be led
approximately horizontally to the lower part of the bitt barrels.
Bow and stern chocks, located on the centerline, shall have a socket or other arrangement for the reception of the jack
and ensign staffs, respectively.
Bitts, cleats and chocks are to have their ship's structure attachment welds magnetic particle or liquid penetrant
inspected. Inspection to be at least 10 percent of total attachment weld length for each installation.
582c. Towing Arrangements (New Systems)
Arrangements for being towed and for towing another ship shall be provided as shown on approved installation
drawings and applicable NAVSEA Type drawings. The towing pad shall be designed with a factor of safety of three on the
ultimate strength of the material under an applied load equal to the breaking strength of the towing hawser. Magnetic
particle or liquid penetrant inspect 100 percent of the padeye to ships structure attachment weld. See Section 582i for testing
requirement.
Bow chocks - Bow chocks shall be provided for the lead of the towing gear when the ship is being towed.
Stern chocks - A stern chock, located on the centerline, shall be provided for use when towing another ship.
The clear opening in towing chocks shall permit the free and easy passing of the largest part of the towing gear which
must be passed through the chock when rigging the gear, and shall also permit the passage of the bower anchor chain with
connecting shackle attached.
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582d. Towing Machines (New System)

General - Towing machines shall be in accordance with approved installation drawings and, in general, of the
reversible, horizontal shaft, single drum type with the driving unit mounted on the same bedplate. The towing drum shall be
of sufficient capacity to stow the specified size and length of towing wire rope plus three dead turns.
The lead of the towing wire rope shall be from the top of the drum. An automatic spooling device shall be provided to
reel the wire rope on the drum so as to prevent overriding, jamming or other damage to the wire rope. The lead rollers shall
be offset to permit passage of the thimble at the end of the wire rope. The dead end of the wire rope shall be fastened to the
drum in such a way that loss of strength and interference with spooling of layer of wire rope are both minimized.
Auxiliary drums and gypsy heads shall be provided, as required, for each installation. Means shall be provided for
individually disengaging each drum from the power unit. Materials and construction shall comply with Mil. Spec.
MIL-W-15808.
Control - Operation of the towing drum shall be controlled both manually and automatically with provision of ready
shifting between manual and automatic control without loss of control or power during shifting.
Under no load conditions, the manual control shall permit payout of the towing wire rope by power. Under load
conditions, the manual control shall permit disengagement of the towing drum from the power unit for free spooling of the
drum, stopping the drum, and re-engagement of the power unit. Manual control shall also provide for heaving in at rated
speed under rated load conditions and heaving in at greater than rated speed under lesser load conditions.
The automatic control shall include means for selecting any tension within a range specified for each installation up to
the maximum towing load. The automatic control shall allow payout of the towing wire rope when its pull exceeds the
selected tension and recovery of the quantity payed out after surge is relieved to retain the scope of the tow at a
predetermined length. The recovery pull shall increase in proportion to the length of wire rope payed out. Means shall be
provided for indicating the approximate tension in the towing wire rope throughout the range of the towing machine under
automatic control.
Brakes - Manually operated brakes shall be provided for each drum. The brake for the towing drum shall be a flat
clutchbrake of the planetary gear type. It shall be capable of absorbing the energy involved in paying out wire rope under
tension and stopping it when the desired towing scope is approached. It shall be capable of withstanding the specified line
pull applied at the top layer on the drum.
For electrically driven machines, an electric brake shall be provided which is capable of withstanding the specified line
pull applied at the middle layer on the drum.
A pawl shall be provided to hold the towing drum under load when disengaged from the power unit. The pawl shall be
capable of withstanding a line pull equivalent to the breaking strength of the towing wire rope applied at the middle layer on
the drum. The pawl shall interlock with the controls to prevent operation of the motor in the payout direction while the pawl
is engaged, but permitting operation of the motor for heaving in.
582e. Capstans (New Systems)
Electric capstans shall be installed per approved drawings and comply with Mil. Spec. MIL-C-17944.
Capstan driving machinery shall be located below the weather deck except when self-contained units on deck are
specified. Where a self-contained unit is installed on a weather deck, the machinery shall be enclosed in a watertight casing
with ample access openings for inspection, adjustment and maintenance. Pedestal-type master controllers shall be mounted
on deck as near as practicable to the capstans they control. Electric brakes shall have capacity to stop and hold a load equal
to 150 percent of the rated load.
582f. Charts (New/Repaired Systems)
An instruction chart and a lubrication chart, Mil. Spec. MIL-P-15024, type B, F or H, shall be provided for each towing
machine. Charts shall be mounted in locations conveniently near the equipment concerned. The instruction chart shall show
all operating features and shall clearly show the functions of the equipment and shall include safety precautions. The
lubrication chart shall show the equipment diagrammatically and shall contain instructions for its care and lubrication,
including designation of the lubricants (Navy symbol) and frequency of lubrication and location of fittings.
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582g. Repairs and Overhaul of Existing Systems

an approved Technical Repair Standard (TRS). Where an approved Technical Repair Standard does not exist, the overhaul
of the item or system shall be in accordance with applicable drawings, or technical manuals, unless modified herein.
Requirements and definitions of class of overhaul (i.e. Class A, B) and the use of an authorized Technical Repair
Standard (TRS) is provided in Section 042 herein.
Bitts-cleats-towing/mooring hardware - All bitts, cleats, chocks, towing and mooring fittings which have been damaged
to the extent that they can no longer accomplish their design function or which presents a safety hazard must be replaced or
repaired. Adjacent weld and mechanical joints shall be inspected for cracks or other evidence of failure. Cracked welds and
deformed mechanical fasteners shall be repaired or replaced.
Where visual inspection of the structure indicates deterioration affecting the structural integrity; non-destructive testing,
Repair or replacement is required where stress levels in corroded areas exceed the allowable stress and is to be accomplished
in accordance with applicable drawings. Corrosive control procedures in accordance with Section 631 shall be implemented
in areas found subject to corrosive attack. Where a cracked weld exists repairs shall be made and magnetic particle
inspection is to be accomplished in accordance with requirement of Sections 582b, 582c and information noted in Section
074.
Towing Machines and Capstans - Hydraulic system components are to be overhauled in accordance with Section 556 if
required. Electric motors and controllers, requiring repairs, shall be repaired in accordance with Section 302. Mechanical
equipment and components, to be repaired, shall be overhauled in accordance with applicable technical manuals and
drawings.
582h. Shock
Section 072 provides the requirements for shock as they relate to ship overhaul.
Fittings - One bitt, one chock and one cleat of each size and type for each new installation shall be tested with the load
or moment indicated on the applicable NAVSEA drawings. Where such drawings are not applicable, the following shall
apply. NOTE: No periodic testing of bitts, cleats, or chocks is required.
Bitt - Apply horizontal load at mid height of each barrel independently equal to breaking strength of specified rope size.
Cleat - Apply horizontal load at tangent point of horn equal to breaking strength of specified rope size.
Chock - Apply horizontal endwise pull equal to double the minimum breaking strength of two parts of specified rope
size applied one inch above center line of chock. The chock shall also withstand an upward load of 50,000 pounds applied at
midpoint. The remaining bitts, chocks and cleats, if of fabricated construction, shall have their butt welds radiographed and
fillet welds dye penetrant or magnetic particle tested. Attachment welds shall be dye penetrant or magnetic particle tested.
Retractable bitts, cleats and chocks - In order to ensure operability, after completion of the above load tests, newly
installed, repaired or modified retractable bitts, cleats and chocks shall be rotated or lifted through three cycles of open-closeopen to verify proper operation and fit. The securing fittings for the retractable bitts, cleats and chocks shall be inspected for
corrosion, damage or deformation which will degrade the strength of the fitting and repaired as necessary.
Towing padeye (New Installation) - The towing pad or pads on the first ship of each class or in case of a new
installation aboard an existing ship shall be tested with a load equal to the design load for the fitting. Towing pads of follow
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ships, if the installation is identical to the tested ones, shall be tested by the dye penetrant, magnetic particle, or radiograph
method.
NOTE: When test loads on chocks, bitts, cleats or towing pads exceed the capacity of available cranes or weight
handling devices, static test is not required if:
a. Approved stress calculations are accomplished which indicate that the fitting and supporting structure are designed
to adequate safety factor, and
b. All strength welds in the fitting and which attach the fitting to the ship's structure are tested by dye penetrant,
magnetic particle, or radiograph method.
Towing padeye (Repair) - Towing padeyes that are replaced per existing ships installation drawing or have been repair
welded, do not require static test. Installation welds or repair welds shall be tested by dye penetrant, magnetic particle or
radiograph method.
Towing machines - In addition to the general test requirements specified herein, the towing machine shall be tested as
follows:
Before conducting operational tests, each machine shall be given a static load test of 150 percent of rated load as
specified in equipment technical manual. Adjust manual clutch brake and electric brake as necessary to sustain this load at
average layer. Sustain load for 10 minutes, first by the electric brake and then by the clutch brake with electric brake
released. No creeping or distortion shall occur.
Operate machine without load for total period of 1/2 hour. Alternate direction of rotation.
Under manual control, operate machine in heave direction at different pulls. Record tension indicator and
dynamometer readings for each pull.
Check that motor operation is not possible when the towing dog is engaged.
Under manual control, the towing machine shall demonstrate its ability to meet design requirements at all settings.
Under automatic control, the towing machine shall demonstrate its ability to payout and recover the towing cable at each of
five tension settings: Maximum, minimum, and three equally spaced intermediate settings.
Capstan - Each capstan shall be run without load at rated speed for a period of 1/2 hour in each direction, to determine
that no abnormal heat, wear or noise develops in any of the sub-components that make up the installation.
Each capstan shall then be run at rated load and rated speed, using the specified line size, for a period of 1/2 hour in
each direction. Each capstan shall be run continuously for a 1/2 hour period at each design speed and corresponding rated
load for one direction or rope wrap, allowing for reverse rotation of the capstan. The procedure shall be repeated with the
rope wrapped in the reverse direction on the capstan.
Where the capstans are run by hydraulic fluids, these tests may be conducted in 10 minute increments, allowing
sufficient time between operating periods for the hydraulic fluid to cool. The temperature of the hydraulic fluid measured at
the discharge flange of the pumps shall not exceed 180 degrees F with the hydraulic fluid coolers, if required, in operation,
and with the initial temperature of the fluid in the supply tank at least 100 degrees F.
On electric motor driven capstans the electric brake shall be tested by stopping and holding the capstan with
150-percent rated line pull.
When removed from foundation and reinstalled, capstans shall be subjected to a static test by placing a loop of line over
the capstan head at the midheight and 90 degrees to its axis to produce bending moment only. Using the capstan head as a
bitt, a load equal to the breaking strength of the largest line size used with the capstan shall be applied.
Newly installed capstans shall be tested by taking several turns of line on the capstan head and applying a static load of
twice the design load.
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SECTION 583
BOATS; STOWAGE AND HANDLING
583a.
This section contains requirements for new, modified and repaired systems incidental to the handling and stowage of
boats and the stowage of Mk 5/MK 6 containerized inflatable lifeboats.
Design and arrangement - New/modified boat stowage and handling systems shall be adequate for the service intended,
and shall be designed and installed to prevent damage to any stowed component under the worst combination of wind, snow,
ice and dynamic loading caused by ship motion, as stated in Section 070.
Means shall be provided for handling the ship's complement of boats. Handling lines, steadying lines and fenders shall
be provided to allow safe handling of the boat in a seaway and in a harbor. Cleats, padeyes, fairleads and other fittings shall
be provided to assure the efficient use of handling and steadying lines. If necessary to locate them in walkways, the fittings
shall be reversible or removable wherever practical.
Unless otherwise specified, abandon ship gear lockers shall be provided only at boat stations designated for rescue
service. Inside dimensions of each locker shall be 14 inches high, 28 inches long and 28 inches wide. The locker shall be in
accordance with drawing, NAVSHIPS No. 805-1360770, except that the sunshield and internal brackets shall not be
provided. A hasp shall be provided in lieu of the security lock.
Where it is necessary to fabricate slings and pendants for handling boats or to install or relocate hoisting shackles or
attachments in boats, parts shall be designed with a factor of safety of five, based on the ultimate strength of the material.
Fitting attachment points shall be at strength members of the boats.
Unless otherwise specified for davit and stowage design purposes, the boat hoisting weight, the boat weight
distribution, and the boat dimensions shall be as indicated on applicable boat drawings. Actual boat weight distribution and
hull envelope shall be used for final adjustment of boat handling and stowage equipment. Chocks and keel rests shall be
templated to fit the boat when it is in the stowed position and ship is on an even keel.
For the design of sheaves, drums, and other features of wire rope installations not covered by standard or type drawings
or by Government specifications, the data given in publication, NAVSEA No. 0900-LP-008-2010, Instructions for the
Design and Care of Wire Rope Installations, shall be used. Wire rope clips or clamps shall not be used in terminating wire
rope for boat falls, control cables, boat gripes and preventers. Standing rigging shall be in accordance with Section 613,
unless otherwise specified.
For additional information see Naval Ships Technical Manual NAVSEA
S9086-BK-STM-000/CH 613 and NAVSHIPS 0900-008-9010.
When rubber padding is used to face keel rests and stops, the padding shall be secured in place by both bonding and
mechanical fastening. This rubber covering shall be sufficient to eliminate exposure of all work surfaces.
Safety - Stowage and handling systems shall be designed and arranged to prevent personnel injury during operation and
maintenance of system components. Means for safe access such as hand grips, ladder rungs, and safety rails shall be
provided to enable shipboard personnel to reach locations requiring maintenance, inspection, adjustment, installation or
release of stowage devices.
Protection of personnel from exposed moving parts shall be in accordance with Section 070.
Maintenance - Boat handling and stowage systems shall be designed to facilitate maintenance required to be performed
on these systems. Padeyes, eyebolts, sheaves, blocks and other fittings required for removing components during
maintenance and overhaul of system components shall be provided.
Means shall be provided for lubrication of bearings and other working parts of equipment. Lubrication fittings shall be
readily accessible. A separate grease fitting shall be provided for each bearing and, where necessary, fittings shall be
extended with corrosion-resistant metal tubing.
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Preservation and material selection - Metal parts which are not inherently corrosive resistant as defined in Mil. Spec.
MIL-E-917 and which are not painted shall be treated, plated or processed in accordance with Mil. Spec. MIL-E-917 to
provide corrosive resistance unless otherwise specified.
Surfaces to be painted shall be in accordance with exterior topside requirements for surface ships Section 631. Parts
not to be painted and selection of metals shall be as specified in Mil. Spec. MIL-E-917, unless otherwise indicated. The
following parts shall be made of corrosive resistant metal as defined in Mil. Spec. MIL-E-917: pins, rods, fasteners, grease
fittings, control linkages, brake adjustment devices, manual brake drum surface which the brake band contacts, winch payout
device drive and guide shafts, and similar items exposed to the weather. For additional information and guidance see Naval
Ships Technical Manual NAVSEA 0901-LP-583-000/CH 583.
583b. Boat Stowage (New and Modified System)
General - Stowages shall be provided in accordance with approved drawings for the boats. There are three stowage
types: deck, dolly, or davit. Stowages shall be designed and installed as low to the deck as practical. Boats which are davit
handled shall be stowed such that the rake of the boat in stowage is the same as the rake of the boat during hoisting. The
boat shall be stowed with the bow pointed forward. When the boats are secured in the stowed position, no part of the
davit(s) and boat(s) shall project outboard of the ship's shell.
Chocks, cradles, keel rests, strongbacks, gripes, gunwale guards and necessary fittings shall be provided as required.
Chocks, cradles, keel rests and attachments shall be designed to prevent the retention of water.
Keel rest surfaces which contact the boat shall be faced with wood (douglas fir, MM-L-751), rubber (MIL-R-900) or
both. The facing shall be of sufficient thickness to permit contouring the keel rest to fit the boat when in the stowed position,
two (2) inches minimum wood thickness required after contouring.
Boat chocks shall be mounted from fixed supports or frames. Chocks shall consist of metal shoes to which wooden
inserts are attached. Where possible, wooden inserts shall be attached with through bolting. Chocks shall be contoured to
suit the area of the hull they bear against and shall be of sufficient size to avoid excessive localized pressure on the hull, six
(6) inches minimum width for wooden hull, ten (10) inches minimum width for metallic or plastic hulls.
Chocks shall be contoured to match the boat hull with the ship on an even keel. Wooden inserts shall be a minimum
thickness of 4 inches to permit refacing or replacement in the event of boat substitution. Chocks shall be located opposite
frames, bulkheads, or areas in the boat where weights are concentrated. The face of the chocks shall be covered with
synthetic rubber (MIL-R-900) having a minimum thickness of 1/4 inch.
In general, chocks should be located such that there is no more than 10 feet between chocks or 6 feet of unsupported
length at each end. Keel rests/boat chocks should have 90% minimum contact in stowed position.
Boats shall be secured in their stowage utilizing gripes or strongbacks with gripe rods. Loads imposed by the gripe
pads on the boat's hull shall be applied to frames or bulkheads, or shall be distributed over as wide an area as is necessary to
prevent deformation during long stowage periods. Gunwale guards shall be attached to gripes where they contact the boat's
gunwale. Gripe attachments to fittings on the boat shall be such that no damage or deformation will occur to the boat and
connection points. Take-up devices on the gripes shall be marked to identify when the gripe is properly adjusted for a snug
and tight fit. This mark is to serve as a guide to prevent overtightening, which might cause permanent deformation to the
gripe or boat hull.
The stowage arrangement shall provide safe access to the boat's batteries to facilitate charging in place.
Portable and removable stowage fittings and equipment shall be provided with stowages close to the boat stowage
locations where used.
Deck and dolly stowage - A deck stowage is defined as a stowage which is attached to deck structure in a location that
permits the handling of boats by crane, boom or davit. A dolly stowage is defined as a stowage on a wheeled platform which
can be transported from one deck location to another to permit boat handling by crane. Deck and dolly stowages shall
comply with standard or type drawings which apply to the particular boats involved. For hull type drawings See NS
S0300-AU-IDX-010/SATDI.
For boats not covered by standard or type drawings, stowage designs shall be developed, as required, using the
guidance contained in this section.
Deck and dolly stowed boats shall have their weight supported by a keel rest running the full length of the keel. For
boats not having structural type keels, full length supports shall be installed under longitudinal strength members of the boat.
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Landing craft handled and stowed in an amphibious ship well shall sit flush on the deck without under-craft support.
Landing craft stowed on deck which are handled by crane or boom shall be supported by bilge chocks and secured with
tie-down fittings. Bilge chocks shall have a minimum width of six (6) inches for wooden hulls, ten (10) inches wide for
metallic or plastic hulls. Length is to be a minimum of eighteen (18) inches.
For double banked dolly and deck stowages, where the boats are handled by a crane or boom, the cradle for the upper
boat shall be designed for quick removal to facilitate unstowing the lower boat. The upper boat and cradle of a double
banked dolly stowage shall not require removal in order to transport the dolly to the launch area. Where upper cradle is
designed to be lifted with boat, structure shall be designed to a factor of safety of 2.5 on yield strength of material based on
hoisting weight of boat. Slings are to be designed to a factor of safety of 5 on ultimate strength based on weight of boat plus
cradle. See Section 583j for testing requirements.
For double banked deck stowages where boats are handled by a davit, the upper boat shall be supported independently
of the lower boat. The upper cradle shall pivot out of the way and stow without interfering with the handling of the lower
boat. Means shall be provided to stop, latch, and prevent overtravel of the upper cradle when in the stowed position.
Dollies shall be capable of being secured to prevent damage and movement due to ship's motion. They shall be located
such that when moved into and from launch areas, adequate space for line handlers is available. Deck fittings necessary for
proper control of the dolly enroute to and from the launch area shall be provided.
Davit stowage - A boat is defined as being davit stowed if the stowed boat is suspended from the davit hooks.
Longitudinal hull support shall be provided for all davit stowed boats except the 26 foot motor whaleboat. The length
of these supports shall extend over at least 40 percent of the boat's nominal length with at least 30 percent of the support
length located aft of the boat's center of gravity. This support shall be a keel rest for boats having structural type keels. For
boats with no keel, the supported length shall consist of rests located under longitudinal strength members in the boat. Bilge
rests, when furnished in combination with centerline support, shall not be provided on the outboard side of the stowage.
No under-hull support shall be provided for stowage of a 26 foot motor whaleboat when suspended from two lifting
points. Where stowage arrangements require the motor whaleboat to be suspended from a single lifting point, keel restraint
shall be furnished to prevent pitching movement.
Roll, heave, and surge gripes or other suitable means shall be employed to secure the boat against inboard chocks to
prevent the boat from shifting in the stowage under any loading condition. Gripe releases shall be of the quick disconnect
type and readily accessible.
Keel rests and restraints, when provided at stowages designated for rescue operations, shall be designed to quickly drop
away from the keel. Rubber padding shall be provided at keel rest lower stops.
583c. Crane or Boom Boat-Handling (New and Modified Systems)
Boats to be handled by boom or crane shall be installed, in accordance with approved drawings, and located in areas
which provide adequate space for line handlers. Deck fittings necessary for control of the boat during handling operations
shall be provided.
Booms and cranes used for both cargo and boat handling shall be provided with hooks, which allow for safe boat
handling and quick remote release of the boat sling when the boat becomes waterborne.
Boat handling pendants shall be furnished only when their use does not dictate an increased boom length in order to
provide adequate clearances when handling the boats with the pendant. The boat handling pendant shall be about 4 feet in
length and consist of wire rope, wire rope sockets, a ring on one end and a remote release hook on the other end. The ring
shall be designed for easy engagement, proper fit and suspension from the crane hook. The remote release hook shall be
compatible with the boat sling thimble or lifting link. The hook shall have a small ring attached to its bill through which a
shackle is passed. An 18 foot wire rope safety runner is connected to the shackle. A 50 foot (minimum length) tripping line,
3 inch circumference fiber rope, Mil. Spec. MIL-R-24537, shall be connected to the safety runner by a shackle so that the
boat sling can be engaged and disengaged from the, pendant hook when the boat is waterborne, by remote operation of the
tripping line from the ship's deck.
In the event that the utilization of a pendant does result in increased boom length, the features of the remote release
hook discussed above shall, either be incorporated into the crane or boom primary hook, or shall be furnished on a separate
interchangeable hook.
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583d. Davit Boat Handling (New and Modified Systems)

General - During boat launching and recovery, as davit arms are swung in and out with ship at a 10 degree adverse list,
a minimum of 6 inches of clearance shall be maintained from the boat to the deck edge and deck mounted items. The boat
hoisting hooks on double arm davits shall be installed such that the bearing point of the hooks are at the same elevation.
Falls tensioning devices shall be provided. This device consists of a weighted arm pivoted at one end. The other end
has a weight and a sheave or sheaves which form a part of the fall system. This device eliminates the slack in the boat fall,
and lifts the released boat hook clear of the boat and its crew. A tension of not more than 40 pounds applied at the hoisting
hook shall lower the hook and raise the weighted arm until it reaches a cushioned stop. When the tension is released the arm
shall ride down on the fall raising the boat hook. Forces of the tensioning device on the boat fall shall be readily adjustable
by the addition or removal of weights to account for variations in friction at bearings and sheaves.
The hoisting weight of the boat shall be divided between the davit falls in the proportions indicated on the boat hoisting
drawings, unless otherwise stated. The design of the wire rope falls system and davit arms shall be based on the largest fall
load, considering the weight distribution specified.
Unless otherwise specified, hoisting hooks used at davits having two arms shall have hoisting centers spaced at 20 feet
7 inches. Hoisting hooks used at davits having two arms shall be of a quick release type in accordance with drawing,
NAVSEA No. 803-5000941. Hooks at double arm davits shall be installed so that they face the person engaging the hook to
the hoisting ring. For single arm davits, the hook shall be installed so that it faces the ship.
Padeyes, fairleads and other necessary fittings shall be provided to insure the most advantageous leads of boat falls to
winches. Rubber bumpers or other type cushioning device shall be provided at davit arm outboard stops.
Hoisting, lowering, and braking controls for each set of boat davits shall be grouped together to permit ready operation
by one person and shall be located to afford the operator a clear view of the boat handling operation.
Each winch shall be provided a manual brake with an adjustable counterweight to automatically stop and hold the load
at any position during lowering when the brake handle is released. The winch brake handle shall be of the type which is
raised by the operator to release the brake. The manual brake shall be arranged so that the operator at the controls can
observe the brake mechanism and can apply manual force to the brake handle in an emergency to augment the automatic
braking action.
Davit arm preventer stays and associated spanline, both with means for length adjustment, shall be provided at
trackway and pivoted type davits, except for double pivoted link designs. They shall be constructed of nonmetallic rope in
accordance with drawing, NAVSEA No. 803-5184124, except the rope diameter shall be sized for the loads imposed during
the stowed condition and a minimum safety factor of five based on the rope breaking strength. Each preventer stay shall
have a quick release fitting located at the davit arm which is accessible without the requirement for climbing a ladder or davit
arm. The purpose of the preventer stay assembly is to prevent wear and damage caused by forward and aft movement of the
stowed davit arms due to dynamic loading in a seaway.
Each davit installation, except those having a strongback between the davit arms, shall have a manrope spanline
assembly arranged and constructed similar to that shown on drawing, NAVSEA No. 803-5184124. Each davit installation
with a strongback shall have a minimum of eight manropes constructed similar to that shown on drawing, NAVSEA No.
803-5184124, suspended from the strongback.
Gravity type davits - Gravity davits and their related winches, controls, boat falls, lead sheaves and sheave housing
shall comply with Mil. Spec. MIL-D-17762. Gravity davits shall be designed for safe power operation during full hoisting
cycle of the boat from the water to the stowed position without the need for hand cranking or manual assistance.
Gravity davits shall have one or two arms. Single arm davits shall only be used for single boat stowage of the motor
whaleboat or other designated boat assigned as the rescue boat; therefore, all arrangements shall be suitable for rapid
launching and recovery. Either of these type davits shall be furnished in a pivoted or trackway configuration.
Gravity boat davits shall be designed and constructed so that the boat and davit arm(s) do not require lifting or inboard
movement prior to being swung out from the stowed position. Release of davit arm latches shall not require a force of more
than 30 pounds when under full load.
Gravity boat davits shall be installed with necessary safety devices (position stripes, switches, handcranks and tension
devices), as outlined in NAVSHIPS Technical Manual, NAVSEA 0901-LP-583-0000/CH583.
Section 583
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Crescent type davits - Crescent type davits shall comply with drawings, NAVSHIPS No. 58201-860075 or
805-1873016, modified to suit boats other than 26-foot motor whaleboats. Design of the davits shall be such that davit arm
movement from the inboard to the outboard positions can be accomplished in less than 1 1/2 minutes while carrying the boat,
in service condition, with crew aboard.
Winches, winch controls, and quick release hoisting hook shall comply with Mil. Spec. MIL-D-17762. Provide hoist
limit switch in accordance with NAVSHIPS Technical Manual, NAVSEA 0901-LP-583-000/CH 583.
583e. Well Deck Boat Handling
The following equipment shall be provided for handling boats in the well:
8 inch "T" bitts
10 inch closed chocks
4 inch circumference double-braided nylon boat handling lines
3 1/2 inch circumference double braided-nylon boat handling lines
Landing craft marriage chocks
"T" bitts and closed chocks shall be mounted on the inboard edge of the catwalks. They shall not present a tripping
hazard to personnel walking the catwalk. Closed chocks shall be in accordance with drawing, NAVSHIPS No.
805-1843363. These chocks shall be used in conjunction with capstans located on the wingwall for maneuvering craft in the
well. "T" bitts and closed chocks shall be designed to the requirements specified in Section 582, based on a mooring line
with a 60,000-pound breaking strength. Chafing protection shall be provided at each bitt to prevent excessive wear on the
boat mooring lines.
Nylon boat handling lines shall have a length of 15 fathoms each and shall be in accordance with Mil. Spec.
MIL-A-24050. These lines shall be stowed in accordance with Section 671.
583f. Inflatable Lifeboats (New and Modified Systems)
MK 6, 25-man inflatable lifeboats, Mil. Spec. MIL-L-24489, and MK 5, l5-man inflatable lifeboats, Mil Spec.
MIL-L-l9496, shall be provided on ships using the following guidance:
For ships with total accommodations greater than 295, lifeboats shall be provided for 110 percent of accommodations
(including surge) or 110 percent of manpower authorization (MPA), whichever is greater. The number of boats provided in
excess of the number of boats required to satisfy 100 percent of accommodation shall not exceed 12.
For ships with total accommodations of less than 295, lifeboats shall be provided for 100 percent of accommodations
(including surge) or 100 percent of manpower authorization (MPA), whichever is greater. The number of boats provided
shall be sufficient to retain lifeboat capacity for 100 percent of accommodations in the event that the largest cluster of
lifeboats is destroyed. A cluster is defined as lifeboats being supported by a common stowage structure. In calculating the
number of lifeboats required, any fractional value shall be increased to the next higher unit value.
Existing lifeboat stowages shall be repaired in accordance with NAVSEA std. drawings 803-5001024 and
803-5001025, and as modified by NAVSEA sketch No. 56w2-205 and the provisions of NAVSEA DESIGN PRACTICES
AND CRITERIA MANUAL T9500-AB-PRO-030.
New lifeboat stowages shall be provided in accordance with drawings, NAVSEA Nos. 803-6397272, 803-6397273,
803-6397275, type 6 of 803-5001024 and the stowage guidelines of NAVSEA DESIGN PRACTICES AND CRITERIA
MANUAL T9500-AB-PRO-030.
Release Devices - A release device with both hydrostatic and manual release capabilities in accordance with drawing,
NAVSEA No. 803-5959322, shall be provided. The manual release shall face outboard, away from traffic, to prevent
inadvertent release.
Lifting Sling - One lifeboat lifting sling for each 30 lifeboats, but not to exceed two slings, in accordance with
NAVSEA No. 803-6397274, shall be provided for the stowage and unstowage of encapsulated lifeboats.
Section 583
S9AA0-AB-GOS-010
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Stowage - Stowages shall be separated and dispersed throughout the ship, as much as possible, without violating the
stowages and launching guidelines provided in the four referenced standard drawings and the design practices manual.
Stowage shall permit ready manual launch into the water without hitting any obstruction at zero-degree ship list. For
adverse list conditions up to l5 degrees, provisions shall be made to prevent boats being launched from falling into
passageways and other obstructions which will prevent them from floating to the surface.
Stowages shall be kept clear of overhanging structural or other obstructions which might prevent the boats from
floating free of the ship upon hydrostatic release.
Stowages shall be located such as to avoid the adverse effect of gun, jet and missile blast. They shall be installed so
that they do not physically interfere with other operations or with lines of sight from control stations. They shall not be
installed in areas where leaking oil, hydraulic fluid or flammable liquids can create a hazard which will impair launching.
They shall not be stowed more than 60 feet above the light ship waterline at zero degree ship list.
Stowages shall be located sufficiently aft of the FWD perpendicular as required, to minimize damage from heavy seas,
and sufficiently forward of the AFT perpendicular, including the propeller, so as to not endanger survivors during abandon
ship procedures.
Each inflatable lifeboat is provided with a l00-foot long sea painter. The end of the painter shall be secured to the
stowage rack or ship and be accessible by the person launching the lifeboat.
SPECIAL NOTE: Deviations in the number of stowages or from the requirements of the referenced standard drawings
and the design practice manual shall require the approval of NAVSEA.
583g. Charts (New/Modified/Repaired Systems)
Instruction and lubrication charts shall be provided for boat winches and davits. Operating instruction charts for
inflatable lifeboat stowages shall be provided in accordance with drawing, NAVSEA No. 803-5001024, appropriate to the
type stowage provided. Charts shall be mounted in locations conveniently near or on the equipment concerned. The
instruction chart shall show operating features, clearly show the functions of the equipment and include safety precautions.
The lubrication chart shall show the equipment diagrammatically and contain instructions for its care and lubrication,
including designation of the lubricants (Navy Symbol) and frequency of lubrication. Where possible, these two charts may
be combined. Charts shall be in accordance with Section 602.
583h. Shock
Section 072 contains the requirements for shock as it relates to ship overhauls.
583j. Overhaul, Repair and Certification Requirements
manual tolerances. The Supervisor's Work Specification shall identify the class of overhaul authorized for the item.
Definition of overhaul class is provided in Section 042 herein. Where applicable, the Supervisor's Work Specifications shall
Where an approved Technical Repair Standard does not exist, the overhaul of the item or system shall be in accordance with
applicable drawings or technical manuals, unless modified herein.
Inflatable lifeboats (Mk 6/Mk 5) - Inflatable lifeboats shall be repaired/certified by an approved NAVSEA repair
facility.
All repairs and certification to be in accordance with NAVSEA S9008-AA-PRO-010/Mk 5, 6 and
80064-601-4873473. This repair/certification shall include hydrostatic release assembly.
Stowages securing pendants and miscellaneous hardware, which have been damaged to the extent that it can no longer
accomplish its design function or which presents a safety hazard, must be replaced or repaired. Adjacent weld and
mechanical joints shall be inspected for cracks or other evidence of failure. Cracked welds and deformed mechanical
fasteners shall be repaired or replaced.
Section 583
S9AA0-AB-GOS-010
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Small boat handling and stowage structure - A structural member which has been damaged to the extent that it can no
longer accomplish its design function or which presents a safety hazard must be replaced or repaired. Adjacent weld and
mechanical joints shall be inspected for cracks or other evidence of failure. Cracked welds and deformed mechanical
fasteners shall be repaired or replaced.
Where visual inspection of the structure indicates deterioration affecting the structural integrity, non-destruction testing,
Repair or replacement is required where stress levels in corroded areas exceed the allowable stress and is to be accomplished
in accordance with applicable drawings. Corrosive control procedures in accordance with Section 631 shall be implemented
in areas found subject to corrosive attack. Fabrication, welding, and inspection shall be in accordance with Section 074.
Wire rope - Wire rope shall be replaced in accordance with the criteria given in NAVSEA
S9086-BK-STM-000/CH613.
Sheaves and blocks. - Sheaves shall be replaced or repaired when damaged or where groove wear effects service life of
the rope. Worn sheave bearings shall be replaced in accordance with applicable technical manual.
Raymond release hook. - Hooks shall be replaced in accordance with criteria specified in NSTM Chapter 583. Winches
and mechanical controls shall be repaired in accordance with applicable technical manuals. Electrical, piping, and hydraulic
components shall be repaired in accordance with Sections 302, 505 and 556, respectively.
Limit switches - Limit switches shall be repaired or replaced when incapable of providing specified control of davit in
Boats, stowage and handling (New/Modified/Repaired Systems) - Davit installation, including keel rests, boat gripes,
control switches, davit heads or arms, boat falls, motors, controllers and winches shall be tested in accordance with the
Motor and controllers shall be tested, in accordance with Section 302, before and after installation.
Boat Davits - Boat davits shall be tested after new installation and following major repairs or modifications to load
carrying components. Test loads shall be as specified in NAVSEA 0901-LP-583-000, Chapter 583, Boats and Small Craft,
Table 583-7 and applicable technical manual.
Repaired and modified load carrying components shall be statically load tested to 200% of safe working load (SWL) prior
to placing in service.
New hooks, blocks, sheaves, wire rope, fiber rope, and other loose hardware or gear need not be load tested after
installation if it has not been modified and has been purchased to military specifications or NAVSEA standard drawings
through the Naval Supply System. Any load carrying loose gear secured otherwise shall be tested prior to placing in service
to 200% SWL of the part in question. If any sheave, block, or hook assembly is received that does not bear the
manufacturer's test stamp, it shall be tested to 200% SWL.
Newly installed preventers or pendants shall be tested to 40% of the rated breaking strength of the rope after
fabrication.
Prior to conducting tests, the boat stowage and handling equipment shall be inspected to ensure a complete and
workable installation. Particular attention should be paid to correct wire rope reeving, installation of all control and safety
devices and readiness of the equipment for test.
The boat shall not be used for load tests. After performance of all tests, tested equipment shall be examined to ensure
that no damage or permanent set has been introduced as a result of testing. Inspection for proper fit and function is required
after installation of any repaired, modified or replaced component.
Load tests - The term "working load" or "rated load" is defined as the safe hoisting weight that the davit was designed
for, as specified on the davit label plates and technical manual. Load tests shall be performed in the following order:
No load - The no-load test for each winch shall be conducted for a period of not less than 30 minutes. No abnormal
heating of any part shall occur.
Static - Before conducting operating tests each pair of davits and the associated winch shall be given a static test of
twice the rated load as specified in manufacturer's label plate or technical manual (except as noted in N/S 0901-LP-583-000
Section 583
S9AA0-AB-GOS-010
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CH 583; table 583-7), with the davit arms in the outboard position and the test load divided between the two arms in the
same ratio in which the hoisting weight of the boat is divided between the two falls. This load shall be held for 10 minutes.
The static test load shall then be lowered and intermittently stopped under control of the manual brake. No permanent set
shall result. The lowering and intermittent stopping of twice the rated load is specified to demonstrate the ability of the
davits and winch to withstand the dynamic loads imposed when handling a boat under unfavorable sea conditions.
Swing type davits shall each be rotated at least 4 times under twice the rated load test weight.
In no case will the davit winch be required to lift twice the rated load test weight.
Overload - Each pair of davits and the associated winch shall hoist and lower the 150 percent rated load test weight
(except as noted in NSTM 0901-LP-583-000 CH 583; table 583-7) at no specified speed through two complete cycles
between the water and the stowage position. The test load shall be divided between the two davits in the same ratio as the
hoisting weight of the boat is divided between the two falls. The hoisting hooks on swing type davits shall be rotated at least
10 times to demonstrate the proper functioning of the bearings. Crescent davits shall be hand-cranked between full inboard
and full outboard positions through at least two complete cycles under this load, and the cranking from inboard to outboard
shall be accomplished in less than 4 minutes.
Rated load - Each pair of davits and the associated winch shall hoist and lower the rated load through 4 complete cycles
between the water and the stowage position, allowing a cool down period of not more than l5 minutes between cycles.
For new installations, the hand operating gear of winches including safety interlock switch, shall be tested by manually
hoisting the working load, while in the outboard position, approximately two feet to demonstrate satisfactory operation. On
existing installation check to ensure satisfactory fit on the handle and adequate clearance to operate. Manual hoisting of boat
is not required. Check operation of safety interlock switch.
Upon or prior to completion of tests, davit arms shall be synchronized by readjustment of the boat fall length to
compensate for rope construction stretch and seating in sheaves.
Readjustment of rope length shall be made at the rope drum if a minimum of 3 inches of takeup does not remain on
each boat fall adjustment device.
Stowage - When the boat is stowed, it shall be demonstrated that the keel rest and chocks can be adjusted to bear
against the hull as specified in Section 583b.
All fittings used for securing boats in their stowage positions shall be tested by stowing and unstowing each boat to
demonstrate satisfactory fit and operation.
Inflatable lifeboats - Stowage arrangements for inflatable lifeboats shall be tested by shipping and unshipping the items
to be stowed to demonstrate satisfactory fit and launch capability. Excessive handling which might cause chafing of the
inflatable boats shall be avoided. Lifting slings for Mk 6/Mk 5 encapsulated lifeboats shall be statically load tested to 200%
of the boat hoisting weight. The static test load shall be held for 10 minutes.
Hydrostatic Release Device - Each device shall be certified every 48 months or during each ship's regular overhaul,
which ever comes first. The release device shall be removed from the ship and tested manually and hydrostatically. With
minimum tension on the device, manually test by striking the release button with the heel of the hand. The device shall
release without the need to use any tool. Hydrostatically test by securing each end in a test chamber, apply 2500 pounds of
tension, and subject it to air or water pressure equivalent to the functional water depths of five (5) through forty (40) feet.
Device shall release within these limits. New replacement devices, which have not been installed prior to 24 months after
manufacture, shall be recertified as noted herein. After certification is complete, devices shall be identified and proper
certification documentation turned over to ship.
Small boats - Lifting slings and fittings for small boats shall be static tested as specified in NAVSEA
0901-LP-583-0000, Chapter 583. Where boat cradles are used to support the boat when lifting, the cradle shall be statically
tested to 200% of boat hoisting weight. See NAVSEA 0901-LP-583-000, Chapter 583 for periodic recertification
requirements for boats and lifting gear.
Section 583
S9AA0-AB-GOS-010
2004 Edition

SECTION 584
LANDING CRAFT HANDLING AND STOWAGE SYSTEMS
584a. Scope
This section contains requirements for landing craft handling and stowage systems on amphibious tank or well deck
ships. The requirements are specified in three parts: general requirements, overhaul requirements, and test requirements.
The systems covered are water barriers, stern gates, marriage systems, and landing craft handling systems.
584b. Definitions
Landing craft handling system - A system for handling landing craft into or out of the ship's well.
Stern gate - A watertight closure located at the stern of an amphibious tank or well deck ship which, when opened,
permits embarking and debarking landing craft.
Stern marriage - The connection of a landing craft's bow ramp to an amphibious ship's stern gate without the landing
craft entering the tank or well deck area to allow for the transfer of vehicles and cargo between the amphibious ship and the
landing craft without ballasting of the amphibious ship.
Water barrier - A hinged watertight closure located athwartship in the well deck of amphibious ships. The water barrier
in the raised position divides the well deck into two compartments, the forward one of which can be kept free from seawater
to allow operation of vehicles while the aft one can be used in the flooded condition for landing craft or boats.
Part I: New And Modified Systems
See Section 583 for requirements relating to landing craft handling on non-well deck ships.
Unless otherwise specified, landing craft handling and stowage equipment shall be provided as specified herein, in
quantities as required, to comprise the landing craft handling and stowage system for the ship.
The requirements for wire rope systems, control stations, maintenance considerations, protective devices and portable
gear shall be in accordance with Section 570.
Stowage facilities, fittings, and related items shall be provided for landing craft handling and stowage systems in
locations convenient for their use. Stowage shall be out of the weather.
584c. Landing Craft Handling System (New and Modified)
The following equipment shall be provided for handling landing craft in the well:
8 inch "T" bitts
10 inch closed chocks
4 1/2 inch circumference double-braided nylon boat handling lines
3 1/2 inch circumference double-braided nylon boat handling lines
"T" bitts and closed chocks shall be mounted on the inboard edge of the catwalks. They shall not present a tripping
hazard to personnel walking the catwalk. Closed chocks shall be in accordance with drawing, NAVSHIPS No.
805-1843363. These chocks shall be used in conjunction with capstans located on the wingwall for maneuvering craft in the
well. If open chocks are used, they shall be redesigned using the same strength requirements as closed chocks. If capstans
are used in the forward end of the well, they shall be designed to the requirements of Section 582. "T" bitts and closed
chocks shall be designed to the requirements specified in Section 582, based on a mooring line with a 60,000-pound breaking
strength. Chafing protection shall be provided at each bitt to prevent excessive wear on the boat mooring lines.
Nylon boat handling lines shall have a length of 15 fathoms each and shall be in accordance with Mil Spec
MIL-R-24050. These lines shall be stowed in accordance with Section 671.
Section 584
S9AA0-AB-GOS-010
2004 Edition
584d. Landing Craft Stowage (New And Modified)

Tiedown systems for landing craft shall be designed and installed to retain the stowed landing craft without damage,
under the maximum conditions of roll, pitch, list and trim set forth in Section 070. Tiedown systems shall not be attached
directly to any propulsion plant equipment, auxiliary machinery, or any valves, switches or other equipment or stations vital
to the ship.
Vehicle lashing sockets shall be installed in the well deck in accordance with drawing, NAVSHIPS No. 803-1213717.
Vehicle lashing sockets in the well deck shall be welded to the steel deck with the top of the socket flush with the wood
deck. Wherever practicable, sockets shall be located in the decks so that they are clear of supporting structure. Vehicle
lashing sockets shall be located so that they are clear of the 18-inch barrier around the deck opening and deck mounted
equipment. Landing craft lashing gear shall be provided in accordance with Section 611.
584e. Stern Gates (New And Modified)
General requirements - A hinged or vertical stern gate shall be provided. Hinged stern gates shall be either single
closure or double closure. Vertical stern gates shall consist of upper and lower, vertical sliding sections.
The stern gate operating mechanism shall consist of an opening and closing mechanism and an independent dogging
mechanism. When the stern gate is in the closed and dogged position, it shall form a watertight closure. Flat bars, which
contact the gasket to make the watertight joint, shall be of corrosion-resistant steel.
Additional means for emergency operation of the stern gate, in the event of failure in the operating mechanism, shall be
provided.
The stern gate operating mechanism shall meet the following requirements:
Open or close each gate in 3 minutes or less (time shall not include dogging or undogging of stern gate).
Hold the gate securely in the open, closed and dogged positions.
Hydraulic systems shall be capable of operating stern gates in Sea State 3 with the ship underway at 3 knots.
The hydraulic systems shall be capable of raising or lowering gates using either cylinder independent of the other
with no time limit.
A signal horn, MIL Spec MIL-A-15303 Type IC/H8S4 shall be installed to be audible on the well deck. The horn shall
be sounded automatically while the stern gate is in motion, except that a cutout switch at the main deck control station shall
permit silencing of the automatic signal.
Hinged stern gate - Hinged stern gates shall be: single closure, hinged at the bottom, or double closure, hinged at the
top and the bottom. Hinged sections, when opened, shall rotate away from the stern.
A clearance of 1/8 inch shall be provided around hinged stern gate hinge pins, allowing the gate to be pulled tight
against the gasket by the dogging mechanism, and to prevent binding at the hinge. Hardened steel bushings shall be
provided in the hinge blades and in support pads on the transom.
A guard of tubular construction shall be provided for the hinged stern gate support bracket at the transom. A warning
plate to warn the boat and craft operators of the existence of an underwater projection shall be provided.
Single closure stern gate - Single closure stern gates shall be opened and closed by either double acting hydraulic
cylinders providing positive control during operation or by a winch using a multi-part rope fairlead through stern chocks to
each side of the stern gate at or near the top of the gate. A stern gate operating mechanism employing a winch shall have a
latching device to secure the gate in the open position.
Double closure, hinged stern gate - Double closure, hinged stern gates shall be hinged at the bottom and top. A double
closure, hinged stern gate shall be designed such that the top section closes over the bottom section. Opening and closing of a
double closure stern gate shall be by a pair of double-acting cylinders mounted on each side of the ship operating each
section of the gate independently. A means of locking the lower and upper stern gate sections in the open position shall be
provided.
Vertical stern gate - The vertical stern gate shall consist of upper and lower vertical sliding closure sections. During a
raising operation, the lower section shall engage and lift the upper section. Each closure section shall be guided by vertical
tracks along the side of the gate opening. Operation of the stern gate shall be accomplished by two double-drum hydraulic
winches, one on each side of the ship. The two double-drum hydraulic winches shall be cross-connected to ensure
synchronization. A means of locking the stern gate sections in the open position shall be provided.
Section 584
S9AA0-AB-GOS-010
2004 Edition
584f. Stern Marriage (New and Modified)

General - Amphibious well deck ships shall have a method for stern marriages with landing craft. This marriage shall
be accomplished with the amphibious ship ballasted only to a trim that does not allow water to enter the well deck area. The
marriage shall allow vehicles and vehicles with tows to transit from the amphibious ship well deck to the landing craft. The
marriage shall be possible in an open seaway, in up to and including Sea State 1.
The stern marriage shall use either marriage blocks or a rhino horn mechanism. Marriage blocks and the rhino horn
shall be portable. The deck in the area where the marriage blocks and rhino horn are used shall be flush when the marriage
block and rhino horn are stowed.
Marriage blocks - Marriage blocks shall be located on the stern gate or a well deck. A positive control method located
aboard the amphibious ship shall be provided for maneuvering the landing craft into the marriage blocks (landing craft
reverse thrust can be employed).
Rhino horn - A rhino horn shall be located on the stern gate. A positive control method located aboard the amphibious
ship shall be provided for maneuvering the landing craft over the rhino horn (landing craft reverse thrust can be employed).
A locking pin or similar device shall be provided to secure the rhino horn to the ship.
584g. Water Barrier (New And Modified)
A water barrier shall be provided. Wire rope tackle, sheaves, associated fittings and a winch shall be provided for
operating the water barrier. Ship's cranes, where available, may be used for raising and lowering the water barrier in lieu of a
winch. Additional means for emergency operation of the water barrier shall be provided. Means shall be provided for
releasing the water barrier from its operating gear to facilitate stowage and independent operation by emergency rigs. The
water barrier in the raised position shall have an angle of 80 degrees with the well deck and tilt aft.
In the operating position the water barrier shall be capable of sustaining the loads imposed by a head of water of one
foot above the top of the water barrier, applied to the aft side of the water barrier. The static head shall be used for design
purposes in lieu of considering the dynamic and static loads of wave action in the well.
The water barrier in its lowered position shall lie in a watertight recess in the well deck. The water barrier shall be
secured against vertical movement in its lowered position. The top surface of the water barrier, in the lowered position, shall
provide a uniform and flush surface with the well deck covering. This top surface, except for those portions which seal
against the gasket, shall have a covering equal in thickness and having the same material specifications and installation
requirements as the material used for covering the well deck. Provision shall be made to ensure that, with the water barrier
in the lowered position, loads are not imparted to the hinge pins by landing craft or vehicles.
The water barrier in the raised position shall be secured to foundations in the well deck port and starboard longitudinal
bulkheads. The foundations shall not extend inboard of the line of the inboard surface of the batterboards. A sealing gasket
shall be attached to foundations, port and starboard, and to the forward bulkhead of the watertight recess in the well deck and
shall seal the barrier at its port, starboard and bottom sides when the water barrier is raised.
Attachment points for raising the water barrier shall be recessed and flush with the surface. Each lifting point shall be
capable of supporting the water barrier.
Hinge pins shall be equipped with fittings for lubrication. Lubrication fittings shall be corrosion-resistant and in
accordance with Mil Spec MIL-F-3541.
584h. Shock
Water barrier, stern gate and landing craft handling systems, and water barrier systems in the lowered position and their
respective components making up each system shall meet grade A shock requirements in the stowed condition. Refer to
Section 072 for further information on shock.
Section 584
S9AA0-AB-GOS-010
2004 Edition
Part II - Overhauled and Repaired Systems

584i. General Requirements
an approved Technical Repair Standard does not exist, or is not authorized, the overhaul of the item or system shall be in
accordance with applicable drawings or technical manuals as modified by the overhaul criteria paragraphs of other GSO
sections herein.
Hydraulic System (Overhaul) - Hydraulic system components are to be overhauled and tested in accordance with
Electrical Components (Overhaul) - Electric motors and controllers requiring repairs shall be repaired in accordance
with Section 302.
Operating Instruction Label Plates (Overhaul) - Overhauled systems shall have operating instruction label plates that
are legible and up-to-date in accordance with applicable technical manuals and drawings.
Label plates that are missing, are not legible or have been superseded or revised shall be replaced in accordance with
Hydraulic System Cleanliness (Overhaul) - Contaminated hydraulic system piping and components shall be cleaned to
Gages (Overhaul). Overhauled systems shall have gages that are operational and in calibration in accordance with
applicable drawings and technical manuals. Gage calibration shall be as specified in Naval Ships Technical Manual,
Mechanical Components (Overhaul) - Mechanical equipment and components to be repaired shall be class "B"
overhauled as defined in Section 042 and in accordance with applicable technical manuals and drawings.
Wire Rope (Overhaul) - Hoisting wire rope assemblies and rigging shall be inspected for wear and corrosion and
tested in accordance with Mil. Spec. MIL-T-6117.
Material and Gaskets (Overhaul) - Replacement of materials such as fasteners and gaskets shall be in accordance with
application section herein for new and modified systems.
Part III - Testing
General (New and Modified) - The stern gate and water barrier gate shall be operated with both regular and emergency
gear to demonstrate satisfactory operation. Emergency rigging system and components shall be static load tested to 200
percent and dynamic load tested to 150 percent of the maximum operating load of the ramp or gate being tested.
Hydraulic systems and components shall be tested in accordance with Section 556 and applicable drawings and
technical manuals.
Operational tests for gates shall be in accordance with applicable technical manuals and drawings to prove satisfactory
operation of all features including safety devices, limit switches, indicators, sensors and controls.
Winches equipped with torque limiter couplings shall be adjusted to break-away torque specified in applicable technical
manual or drawings.
For winches of the multiple gear type, the overload test shall be performed in each gear ratio and the rated load test in
only the high speed ratio. Winches with more than one drum or more than one gypsy head for which simultaneous loading
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of drums or gypsy heads is required shall be tested for static load, rated load, and 150 percent rated load in accordance with
these requirements.
Stern gate. Stern gate handling winches rigging systems and components shall be subjected to a static load test equal to
200 percent of the rated load, a dynamic load test equal to 150 percent of the rated load and to a rated load test.
Hydraulically operated stern gates shall be tested in accordance with Section 556 and all system relief valves and
counterbalance valves shall be checked and adjusted during testing.
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SECTION 588
AIRCRAFT STOWAGE, HANDLING, LAUNCHING, AND LANDING FACILITIES
PART I - Aviation Ships
588a. Scope
This section contains general requirements for new and modified systems, overhaul of systems and test requirements
for new, modified and overhauled systems.
588b. Aircraft Elevators
588b1. General Requirements
(For detailed description and additional information on aircraft elevators, refer to Naval Ships Technical Manual
S9086-T3-STM-010, Chapter 588).
A. General Requirements, (New and Modified Elevators)
Elevators shall be of the high pressure hydraulic plunger actuated, two or four-point suspension wire rope lift type.
Each elevator, with its associated electro-hydraulic power plant and control system, shall be a complete and independent
installation. Platforms shall not be counterweighted.
The travel of the elevator shall be between the hangar deck and the flight deck. Intermediate stops shall be provided
when specified. The travel of an auxiliary pit platform in way of an inboard elevator shall be from a point below the hangar
deck to the hangar deck and return.
Platform rated load on the elevators shall be as specified. Elevators shall be capable of operating with rated load, under
moderate sea conditions specified in Section 070. Platforms, guides and locks shall be designed for ship motions due to
storm conditions, wind loading, ice and snow loads as specified in Section 070. For design purposes, it shall be assumed that
during storm conditions, the elevator platforms will be locked at the flight deck position.
Deck edge elevators shall be designed for submergence of the platform to a specified line below the platform decking,
with the ship on an even keel and the platform at the hangar deck. In this condition, the elevator shall be designed to
withstand a load of 2,200 lbs/ft2 acting on the forward projected area of the deepest composite cross-section of the
submerged elevator support structure. The platform shall be designed to be fully loaded when subjected to submergence
pressure, but shall not be considered to be in motion.
Stanchions and wire rope life lines and safety nets for aircraft elevators shall be provided as specified in Section 612.
Maintenance platforms with lifelines shall be provided in way of the stanchions and exposed elevator machinery. Access to
the platforms shall be provided.
Inboard elevator installations shall maintain the light-tight integrity of the ship when the elevator platforms are at the
flight deck (see Section 332), and seal and waterways with drains shall be provided to prevent fuel or water from entering the
ship when the elevator platforms are at the flight deck. Where the elevators form a part of the fire boundary at the flight
deck, the seals shall be fire-resistant.
When platforms and locks are designed for the nuclear blast loading, the platform shall be assumed to be unloaded and
locked at the flight deck. The nuclear blast load shall not be combined with any other design loading.
Design factors of safety, based on the yield point of the material used, for elevator hoisting machinery (such as guide
rails, guide and face roller mounting brackets, guide roller shafts and locks) except engine cylinders, accumulators, pressure
tanks, piping and wire ropes shall be as follows:
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Normal operating condition*

Submergence (deck edge elevators only)
Casualty**
Storm and landing (platform locked)
Safety setting condition, safety stops engaging guide rails
(where applicable)
Jettisoning
Hitch Girder***
Shock and Nuclear Blast
2.5
2.0
1.25
2.0
1.25
1.0
1.0
1.0
*For wire ropes the minimum factor of safety shall be 5.0 based on wire rope breaking strength.
**For wire ropes the minimum factor of safety shall be 3.0 based on wire rope breaking strength.
***With respect to combined breaking strength of all wire ropes at each end of hitch girder. (Wire ropes fail before
hitch girder.)
Design factor of safety for engine control valve operating linkage shall be 4.0 based on the yield point of the material
used.
Hydraulic fluid for elevator systems shall be in accordance with Mil. Spec. MIL-H-19457. Packings and seals shall be
compatible with the specified hydraulic fluid in accordance with Mil. Spec. MIL-G-22050 or Mil. Spec. MIL-R-83248.
On ships that are required to be able to transit the Panama Canal, the deck edge elevator platforms shall be arranged to
stow vertically so that the platforms shall not extend beyond the limiting clearance dimensions of the Canal locks.
Capacities and speeds - The elevator duty cycle for one-roundtrip with all main pumps in use and the specified rated
load on the platform, shall be 70 seconds, including an allowance for an idle period of 20 seconds at the flight deck and 20
seconds at the hangar deck for loading and unloading operations. Each elevator shall be capable of maintaining this duty
cycle with the specified live load in the most adverse position of 3,500,000 cycles at 16 cycles/hour operating 24 hours/day.
If failure of electric power occurs at any point in the cycle, the remaining hydraulic capacity shall be enough to return
the loaded platform to the flight deck within a period of 30 minutes after loss of power.
Auxiliary pit platforms specified for inboard elevators shall not be required to lift any live load but shall be capable of
supporting a specified load located in any position on the platform with or without locks in place. The rate of travel shall be
such that the auxiliary pit platform raises and lowers to and from the hangar deck by the time the aircraft elevator platform
raises and lowers to and from the flight deck.
B. General Requirements for Overhaul of Aircraft Elevators
Hydraulic System Cleanliness (Overhaul)
Contaminated hydraulic system piping and components shall be cleaned to acceptable standards as specified in Section
556.
Operating Instruction Label Plates (Overhaul)
Overhauled systems shall have operating instruction label plates that are legible and up-to-date in accordance with
Electrical Motors, Controllers and Equipment (Overhaul)
Electrical components that require overhaul are to be repaired in accordance with Section 302.
Hydraulic Components (Overhaul)
Pumps, rams, cylinders, valves, filters and other hydraulic components requiring overhaul shall be class "B"
overhauled, as defined in Section 042 and in accordance with Section 556. Testing of hydraulic components to be in
Mechanical Components (Overhaul)
Mechanical equipment and components to be repaired shall be class "B" overhauled, as defined in Section 042 and in
accordance with applicable technical manuals and drawings.
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588b2. Platforms and Platform Locks

A. Platforms, (New and Modified)
Elevator platforms shall be designed to carry, in any position, the specified rated live load consisting of any
combination of specified aircraft or cargo, or both. Design of deck edge elevator platforms shall be optimized to achieve
minimum platform depth and maximum platform freeboard. Structural design procedures shall be in accordance with
publication, NAVSEA 0916-LP-045-7010 and as specified herein.
The strength of platforms located in the landing area of the flight deck shall be sufficient to support specified aircraft
landing loads when the platform is in the locked condition.
Elevator platforms positioned at the flight deck in the fully loaded and locked condition shall be able to withstand the
blast from guns or missiles located in the vicinity.
For the purpose of jettisoning aircraft, the edges of the deck edge elevator platforms shall be designed to withstand a
concentrated load of an 80,000 pound aircraft acting over an area of one ft.2 as otherwise specified, plus 50-percent
allowance for impact, with the platform either locked or unlocked.
The platform shall be sufficiently rigid so that with the rated load on the platform the locks can be engaged.
Portable or hinged wheel-stops shall be provided on the outer edges of deckedge elevator platforms. The wheel-stop
shall be 9 inches high with sufficient strength to sustain the impact of the weight of heaviest aircraft specified moving at a
speed of 1.7 ft/sec. The wheel-stop shall be hinged or pinned to the elevator so that it may be either retracted or removed to
present a flush deck on the platform. Portable wheel-stop sections shall be light enough to be readily positioned by two men
in accordance with Mil. Spec. MIL-H-46865 and MIL-STD-1472. Wheel-stops may be combined with the platform hinged
life nets.
Where applicable, the platforms shall be designed to withstand replenishment-at-sea rig loads.
The platform shall be constructed with a solid surface. The surface shall be covered with slip-resistant compound
specified in Section 634. The elevator platform markings shall be in accordance with NAVAIR Technical Manual NAVAIR
51-50 AAA-1.
Elevator platforms shall be cambered to match the flight deck camber, if any. Where the hangar deck camber differs
from the flight deck camber, the hangar deck shall be modified in way of the elevator to conform with the camber of the
platform. Auxiliary pit platforms shall be cambered to match the hangar deck camber, if any.
Inboard elevator platforms shall be positioned on spring loaded buffer stops at the hangar deck, except when auxiliary
pit platforms are specified. Inboard elevator platforms used in conjunction with auxiliary pit platforms shall be equipped
with rubber bumper pads in accordance with Mil. Spec. MIL-C-882 on the underside of the hitch girder.
An auxiliary pit platform shall be provided, as specified, when access across an inboard elevator pit at the hangar deck
is required, with the elevator at the flight deck level.
During normal operation the auxiliary pit platform shall raise and lower simultaneously with the elevator. The auxiliary
pit platform shall be powered by the aircraft elevator hydraulic system.
Auxiliary pit platforms shall be positioned on spring loaded buffer stops when at its lowest position to clear the elevator
platform at the hangar deck.
B. Platform, (Overhaul)
Inspection, acceptance criteria and repair procedure for platform structure shall meet the requirements of Section
100.
C. Platform Locks, (New and Modified)
Platform locks - Positive mechanical locks shall be provided to secure the platform at the flight deck. The locks shall
be designed to support the platform weight, rated live load, snow and ice loads, wind loads and storm, sea, ship motion
factors and, when specified, nuclear blast loads. The nuclear blast load shall not be combined with any other design load. A
minimum of four locks shall be provided.
Locks shall be ganged together on each platform side and actuated pneumatically by a manually operated control valve
and shall be positively held in the extended position without reliance on platform weight. Lock control valves shall be
located adjacent to and within easy reach of the gallery deck aircraft elevator control station. Interlocks shall be provided at
each lock gang to prevent the following:
1. Elevator operation when the platform is locked, except to raise the platform off the locks for retraction.
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2. Lock operation, except when platform is at the flight deck.

3. Lock retraction when the hydraulic ram pressure is insufficient to support the platform.
All lock interlocks shall be easily accessible for periodic adjustment and maintenance. Each lock gang shall have a
separate actuator and manually-operated control valve. No manual-operating shafts shall penetrate the flight deck. Where
locks or interlocks are enclosed in a void space, a 3 inch diameter drain pipe shall be installed in accordance with Section
528 in each aircraft elevator interlock and lock void space to drain each space of standing water.
The platform shall be located so the clearance to fixed structure at the flight and hangar decks is not more than one
inch.
Platform flushness tolerances with the flight deck shall be not greater than plus 1/2 inch with the platform up against
hard stops nor more than minus 1/2 inch when platform locks are engaged where the elevator is not located in the landing
area. Where an elevator is located in the landing area of the flight deck, the forward edge of the platform shall be held to a
tolerance of 1/2 inch above with the platform up against the hard stops to 3/16 inch below the flight deck with the locks
engaged and the aft edge of the platform shall be held to a tolerance of 1/2 inch below with the locks engaged to 3/16 inch
above the flight deck with the platform up against the hard stops.
(D) Platform Locks, (Overhaul)
Locks shall be overhauled, as required, in accordance with paragraph 588b1 of this section.
588b3. Guides and Rollers
A. Guide and Rollers, (New and Modified)
Guide rails shall have sufficient rigidity to prevent binding or misalignment under all operating conditions. The rails
shall cause no interference with loading of aircraft on or off the elevators. Guide rollers in sufficient size and number to
provide restraint in both thwartship and fore and aft directions shall be provided on the platform structure. Bearings for
rollers shall be of the anti-friction type housed in a watertight enclosure equipped with shaft seals that will exclude dirt and
saltwater but retain lubricant. Fore and aft rollers shall be spring backed to prevent binding. Each bearing shall be provided
with a monel lubricating line and grease fitting that is readily accessible from the elevator platform deck.
To reduce sponson slamming, spray and wetness in the hangar and on the elevator platform, the guide rails shall be
sloped inboard such that the lower end near the waterline is recessed in the hull at or near its full depth, as is feasible. To
maintain structural continuity, the slope of the shell recess shall be gradual not exceeding a one to four ratio. The recess
shall be continuous from the forward to the aft guide rail. Guide rails shall be spaced to maintain the specified platform
width. Sponson and fairing plates shall be added to fair the guide rails with the lines of the ship, as much as, feasible. Gaps
between fairing and guide rail shall be held to a minimum. Approved primers, painting, coating and filler material shall be
used in voids and gaps to prevent corrosion and allow maintenance.
B. Guides and Rollers, (Overhaul)
Guides and rollers shall be repaired in accordance with paragraph 588b1 of this section. Replacement rollers
manufactured by the repair activity shall be in accordance with applicable drawing. Substitute material can be used if
physical and chemical properties are equal to or better than original installation.
588b4. Wire Rope Installations
A. Wire Rope, (New and Modified)
Wire rope installation shall be type IV, class 3, flattened strand, construction 2, 6 x 30, style G or construction 3, 6 x
27, style H, in accordance with Fed. Spec. RR-W-410. Wire ropes shall be right hand, lang lay of extra improved plow steel,
independent wire rope core, unglavanized. The independent wire rope core shall have a wire core.
Sheaves shall be fabricated from steel shapes and plates in accordance with Mil. Spec. MIL-S-22698 GR-DH36 or cast
steel in accordance with Mil. Spec. MIL-C-24707/1 with diameters not less than 40 times the rope diameter. Sheaves shall
be mounted on anti-friction type bearings housed in a watertight enclosure equipped with shaft seals that will exclude dirt
and saltwater but retain the lubricant. Each bearing shall be provided with a monel lubricating line and grease fitting that is
readily accessible. Sheaves shall have guards to prevent the ropes from leaving the grooves.
Wire rope installations shall be in accordance with publication, NAVSHIPS 250-008-5, "Instructions for the Design
and Care of Wire Rope Installations," except where requirements differ from those specified herein.
The following procedure shall be followed for cleaning and lubrication:
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1. Preparation - Wire rope received from manufacturer coated with preservative shall be treated to remove
preservative and all foreign matter before being placed into service. Cleaning of wire rope may be accomplished by applying
turbine oil MIL-L-17331 (2190-TEP) or JP-5 sparingly by hand using rags, wire brush or steel sponge to prevent the
penetration of cleaning agents into the inner wires. If desired, wire rope may be soaked in turbine oil. Under no
circumstance is wire rope to be soaked in JP-5.
2. Wire rope end fittings - Dip end fittings, plus an additional foot of wire rope, in turbine oil (2190-TEP).
3.
Lubrication - Apply Mil-Spec lubricant, MIL-G-18458, sparingly, working the lubricant into the valleys and
between the strands using sufficient lubricant to coat the outer wires. Thoroughly lubricate the wire rope at the base of end
fittings.
Wire rope end attachments to the engine shall be designed to permit take-up adjustment for wire rope tension due to
rope stretch. Guards shall be provided in manned spaces to prevent injury to personnel.
Rope guards or chafing plates shall be provided at all penetrations of the deck and bulkheads and along extensive wire
rope runs to prevent damage to the wire rope. Rope guards shall be installed along the bed of the lift engine so that when the
wire ropes slacken, while the elevator is secured, the ropes will rest on the guards in such a manner that the wire ropes shall
not be damaged when retensioned.
Each ship shall have one cable tension indicator complete with all necessary fittings for use in checking tension in each
of the elevator wire ropes.
B. Wire Rope Assemblies, (Overhaul)
Hoisting wire rope assemblies shall be replaced during regular overhaul. Assemblies not scheduled for renewal during
the regular overhaul shall be inspected for wear and corrosion and replaced, if required, in accordance with Section 613 and
Naval Ship's Technical Manual S9086-T3-STM-010, Chapter 588. Wire rope used for installation on aircraft elevators shall
be in accordance with the preceding paragraph for new and modified rope assemblies.
Swaged wire rope end fittings are to be manufactured in accordance with applicable drawings and shall be swaged on
wire rope and tested in accordance with Mil. Spec. MIL-T-6117.
For wire rope that has been in service longer than one (l) year, any wire rope within a hitch grouping which requires
replacement between regular replacement cycles due to damage, necessitates replacement of all ropes within a hitch group.
This is necessary to maintain equal modulus of elasticity for all ropes within the group. For wire ropes with less than one (l)
year service, replacement of damaged cable(s) within a group may be accomplished providing that replacement rope is from
the same lot, construction, and has the same number of wires as the existing ropes within the group.
Each wire rope in a hitch group shall be tensioned within 5 percent. Each hitch group shall be tensioned based on
target flight deck pre-load reflecting the actual platform load condition.
After installation and tensioning, wire rope assembly length shall be such that sufficient hitchbolt adjustment is left at
the engine cross-head to make corrections for future cable stretch.
588b5. Safety Devices
A. Safety Devices, (New and Modified)
The elevator system shall include provision for stopping the platform safely at its location at the time of electrical
failure of all main pumping units.
Slack cable switches shall be provided to stop the travel of the elevator engine in case of failure of or loss of tension in
any one of the hoist cables. Automatic safety devices shall be provided to stop or retard the elevator in case the feedback
control system shafting or control mechanism fails.
In the event of hydraulic system control failure a secondary overspeed safety governor shall be provided separate from
the main speed control system to detect any overspeed condition of 15 percent above design speed.
There shall be a safety circuit in the lift engine flow control valve that will cause the valve to return to center (closed)
position if the high pressure line breaks.
Each safety feature shall operate independently of the others. The overspeed device shall be separate from the main
speed control system. Each of the safety devices shall be capable of stopping an ascending or descending elevator, with or
without the rated load, in 5 feet maximum. When the elevator is to be stopped at the upper, lower or an intermediate station
under normal operation, the deceleration rate shall be no greater than 1.9 ft/sec.
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Where elevators are located in the launching or recovery area, a suspended elevator interlock shall be provided to
prevent deck edge or inboard elevators from being lowered from the flight deck while these operations are in progress.
Flight deck stanchion electrical operation shall be prevented when this interlock is activated. Activation of these interlocks
shall be from Primary Flight Control and shall also energize a warning light at the appropriate hangar deck control stations.
Interlocks shall be provided to prevent operation of elevators when the boom of the boat and airplane crane overhangs
the platform or during replenishment-at-sea operations.
For inboard elevators, a minimum of two emergency stop pushbuttons shall be provided in the pit. These pushbuttons
shall be the palm type in size and shall be labeled to be clearly visible from any position within the pit. The pushbuttons shall
be positioned within easy reach of any personnel that might be in the pit when elevator operations are started. Indicating
lights shall be provided at each elevator control station and the machinery room to indicate when an emergency stop has been
activated.
One or more warning horns, Mil. Spec. MIL-A-15303, type IC/H854, shall be installed at each elevator to be audible at
the flight deck, hangar deck, intermediate levels, and for inboard elevators, auxiliary platform pit. Horns shall be
automatically activated whenever the elevator platform is in motion and whenever the horns switches are actuated at any
elevator control station, except that a cutout switch at the hangar deck control station shall permit silencing the automatic
audible signal.
B. Safety Devices, (Overhaul)
Safety devices shall be repaired, as required, in accordance with paragraph 588b1 of this section.
588b6. Hydraulic Pumping Plant Hoisting Machinery
A. Elevator hoisting machinery - The elevator hoisting machinery hydraulic system shall have a maximum operating
pressure of 2,500 to 3,000 lb/in2 under normal operation. The system shall be in accordance with Sections 505 and 556 and
the requirements specified herein. Each elevator machinery system shall consist of hydraulic pumps, piping, accumulators,
tanks, controls, hydraulic lift engines, electrical motors, and any other equipment required to meet the cycle time and
capacities specified. Adequate provisions and access shall be provided to facilitate maintenance and removal of pumps,
motors and ancillary equipment.
Exhaust tank pressure shall be the maximum possible consistent with the duty cycle and system reliability.
A 4 inch high coaming shall be installed around hydraulic machinery to prevent leaking fluid from spreading over the
deck. Deck covering shall be applied as specified in Section 634 and be compatible with the system hydraulic fluid.
B. Hydraulic pumping plant - Each elevator shall have at least four main pumping units. Pumps shall be class 1,
variable displacement, in accordance with Mil. Spec. MIL-P-17869, and shall be automatically spring-returned to zero
stroke.
Each pump shall be driven directly by its own individual electric motor. Individual pump size shall be based upon
motor starting limitations of Sections 300 through 324. Motor controllers shall be interlocked to prevent simultaneous
starting. Pumps shall be fitted with an integral charge pump to maintain pump cooling at zero stroke. Regulating devices
shall be provided to automatically control the pumps to maintain the working pressure and fluid level in the main
accumulators. The regulators shall not be affected by normal motions of the ship.
Each main pump unit and sump pump unit shall be installed with Distributed Isolation Material (DIM) between the
pumping unit bedplate and the foundation. DIM shall be in accordance with Section 073 and be compatible with the system
hydraulic fluid.
With one or more main pumps out of order, it shall be possible to operate the elevator on a longer time cycle using all
remaining pumps without adjustments to the control system.
Main pump suction shall be from the exhaust tank.
Elapsed time running meters shall be provided on all hydraulic pumping units in accordance with MS17325-2.
Two individual motor driven sump pumps shall be provided for each elevator, each of sufficient capacity to
individually handle all system leakage and with capability to return the loaded elevator from hangar to flight deck. Automatic
motor control shall be provided by high and low level float switches in the sump tank. Pump motor controllers shall have
selector switches to permit control of either motor by each float switch. Sump pump motor controllers shall be Low Voltage
Release (LVR) type.
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A motor driven fixed displacement vane type fluid cooler pump in accordance with Mil. Spec. MIL-P-17869 shall be
provided for each fluid cooler. Suction shall be from the exhaust tank and discharge to the fluid cooler.
A relief valve shall be provided on each main, sump pump and fluid cooler pump, and shall be set to relieve the pump
discharge if pressure exceeds specified pressure. An over-pressure switch shall be provided on each main, sump pump and
fluid cooler pump actuated by pump discharge pressure. The switch shall de-energize the pump motor if pressure exceeds
the relief valve pressure.
C. Hydraulic Plant, (Overhaul)
Power plant hydraulic, electrical and mechanical components shall be repaired in accordance with paragraph 588b1.
Replacement seals shall be compatible with system fluid (Mil. Spec MIL-H-19457) as specified in Section 556.
588b7. Hydraulic Cylinders, Plungers and Main Control Valve
A. Hydraulic Cylinders, Plungers and Control Valve, (New and Modified)
Hydraulic lift cylinders and plungers - Each aircraft elevator lift mechanism shall consist of a single hydraulic cylinder
mounted horizontally with a ram connected to a guided cross-head housing a series of sheaves. Cylinders, ram, cross-head
sheaves and wire rope reeving shall be designed so that no eccentric loads are imposed on the ram, cross-head or cross-head
guide rails.
The hydraulic cylinder shall be designed for the maximum operating pressure, which shall be 2,500 to 3,000 lb/in2. The
effective ram area shall be sufficient to overcome the maximum working load imposed by the system design criteria. The
working pressure acting in the cylinder shall be established with due consideration to all the pressure losses in system
components between the main pumps, accumulators and the cylinder.
The stroke shall be sufficient to move the elevator between the hangar deck and flight deck. Sufficient stroke shall be
designed into the engine and pressure in the hydraulic system to level and maintain the platform against the hard stops at the
flight deck, so that the platform will not sink under the weight of aircraft, or cargo being loaded onto the platform. Ship
motions due to moderate sea conditions shall apply to this requirement. An additional allowance of a one inch margin, on
the cylinder working stroke, shall be added for every 10 feet of elevator travel, to compensate for ship fabrication tolerances.
Adjustable stops shall be provided to limit cross-head travel at the extended and retracted positions.
The lift cylinder, traveling sheaves, feedback control system, control valve and adjacent deflection sheave shall be
mounted on a foundation having the strength and rigidity, independent of the ship's structure, to support the system and
maintain system alignment under all modes of operation.
Main control valve - The rate of fluid flow to and from the lift cylinder shall be controlled by a single main control
valve. The action of this valve is controlled by the speed control feedback system and the speed control governor specified
herein.
The main control valve shall be of the fixed sleeve type with a pressure balanced spool. The valve shall be a three port
variable position throttling valve with a fully blocked center port connected to the engine hydraulic cylinder. The high
pressure port shall be connected to the high pressure accumulators and the low pressure port to the exhaust tank.
The valve stroke shall be designed such that when the platform is up against the hard stops, the valve will be partially
open to maintain pressure in the lift cylinder, and when the platform is at the hangar deck, the valve will be partially open to
the exhaust tank. The valve shall control the fluid flow in a manner that will achieve stepless smooth acceleration and
deceleration of the platform.
Control of travel shall maintain the upper surface of an unloaded elevator platform level with, or not more than 1/2 inch
above the hangar deck level or other intermediate stop. Permissible variation in level between the loaded and unloaded
platform condition shall be not more than one inch when positioned at the hangar deck.
A speed control system shall be provided to control the control valve stroke to maintain constant platform speed
independent of platform load or direction of travel. This shall be accomplished by a closed loop mechanical feedback system
consisting of a differential gear system which uses inputs from a reference rotation, supplied by a hydraulic motor and from
the rotation of the deflection sheave adjacent to the hydraulic lift cylinder.
Platform speed shall be controlled in such a manner that no special adjustments are required to operate at reduced
speeds or with any number of main pumps.
B. Hydraulic Cylinders, Plungers, and Control Valve (Overhaul)
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Cylinders and plungers are to be repaired as specified in paragraph 588b1. Replacement seals shall be compatible with
system fluid (Mil-Spec. MIL-H-19457) as specified in Section 556.
588b8. Piping
(A) Piping, (New and Modified)
Piping - Pipe, fittings, and connections between pumps, accumulators, air flasks, exhaust tanks, control valves and lift
cylinders, including valves and drain connections shall be installed in accordance with Sections 505 and 556. Bite type
fittings and pipe threads are prohibited. Design and installation of the piping system shall consider facility requirements in
flushing, and a flushing diagram shall be provided. System shall be solvent flushed and cleaned in accordance with
MIL-STD-419.
Valves in accordance with Mil. Spec. MIL-V-81940 for hydraulic fluid sampling shall be installed in the combined
main pump discharge line, at the line between the lift cylinder and exhaust tank, and in the line between the sump pumps and
the exhaust tank.
Cutout valves shall be provided to isolate tanks, pumps, accumulators and air flasks. Motor operated cutout valves,
with provision for manual operation, shall be provided on the fluid side of each main accumulator bank in the main pump
suction header and in other lines if the force required to close the valve exceeds 40 pounds at the handwheel and cannot be
closed within one minute.
Hydraulic fluid coolers in accordance with Mil. Spec. MIL-C-15730, type A, shall be installed to maintain hydraulic
fluid temperature below 135 degrees F.
B. Piping, (Overhaul)
Hydraulic piping requiring repair or replacement shall be repaired/replaced in accordance with Sections 505 and 556.
Hydraulic system piping shall be cleaned, if required, as specified in Section 556.
588b9. Tanks and Accumulators
A. Tanks and Accumulators, (New and Modified)
Accumulators - Each elevator shall be provided at least four, high pressure, piston type accumulators manifolded
together in at least two independent banks. Position switches shall be provided on each accumulator for bringing the main
pump units on stroke to automatically maintain normal working volume.
Design of the accumulators and their arrangement in the elevator machinery spaces shall permit removal of the pistons
for overhaul within the space. Accumulators may penetrate one deck level. The accumulators shall be installed vertically
with the gas side uppermost.
The accumulators shall be designed in accordance with ASME Boiler and Pressure Vessel Code, Section VIII, with a
minimum factor of safety of 4. The accumulator piston length shall be equal to or greater than the piston diameter and shall
be equipped with "T" type seals and wear rings.
A separate piston accumulator and air flask shall be provided for retrieving slack wire ropes in the event the platform is
lifted by a wave. The fully charged pressure in this accumulator shall not exceed the minimum exhaust tank pressure.
Tanks - A separate hydraulic exhaust tank shall be provided for each elevator and shall be designed in accordance with
ASME Boiler and Pressure Vessel Code, Section VIII. Exhaust tanks shall have a low level cut-out switch with an audible
and visual alarm which will de-energize the main pumps.
Exhaust tanks shall be designed to conserve energy during down travel of the elevator. Exhaust tank pressure shall be
the maximum attainable consistent with the specified duty cycle.
A relief valve shall be provided on the exhaust tank and shall be piped to direct outlet gas and fluids through a
coalescing filter to prevent fluid and fluid mist from entering the machinery space. The filter shall be capable of reducing the
fluid content in the discharge to 0.5 p/m or less. A differential pressure gage shall be installed to indicate when the filter
cartridge must be changed. An automatic drain system shall be installed to direct the removed hydraulic fluid from the filter
to the sump tank. The air discharge from the filter shall be directed overboard.
A sump tank fitted with a liquid level float gage shall be provided for collecting leakage from the hydraulic
system.
The sump tank shall be designed for a pressure of 8 lb/in2 and shall have an over pressure relief to prevent this pressure from
being exceeded when the tank is filled at the rate of 200 gal/min. Fluid transfer piping from the exhaust tank and high
pressure accumulator banks shall be designed to prevent the sump tank from being filled at a rate greater than 50 gal/min.
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A supply makeup tank, of sufficient capacity to provide the volume of fluid required to permit raising the elevator once
from the hangar deck to the flight deck, shall be provided.
The piping shall be arranged to permit transferring the fluid from the supply tank into the sump tank by gravity or
transfer into the system by the sump pumps taking suction from the supply tank.
All tanks shall be fitted with liquid level gages.
Air flasks shall be in accordance with Section 551. Air tanks or receivers shall be designed in accordance with the
requirements of ASME Boiler and Pressure Vessel Code except that the welded fabrication and inspection shall be in
B. Tanks and Accumulators, (Overhaul)
Pressure tanks, exhaust tanks and sump tanks shall be repaired and cleaned as specified for accumulators or sump tanks
as applicable in Section 556.
588b10. Gages
Gages, (New Installation) - Gages shall be installed to show the pressure in the accumulators, lift cylinder, air flasks
and exhaust tanks. Each gage shall have a range such that the upper dial limit is 100 lb/in2 plus 150 percent of the maximum
operating pressure. Gages shall be connected so that the gage cannot be shut off from the tank, except by a cock with a tee
lever handle.
Gages, (Overhaul) - Overhauled systems shall have gages that are operational and in calibration, in accordance with
applicable drawings and technical manuals. Gage calibration shall be as specified in Naval Ship's Technical Manual,
588b11. Strainers and Filters
A. Strainers/Filters, (New and Modified)
A strainer with 100 mesh screen shall be installed on each sump pump inlet. Disposable element flow filters in
accordance with Mil. Spec. MIL-F-24402, type I, shall be installed at the discharge of each sump pump and fluid cooler
pump. Full flow filters, in accordance with Mil. Spec. MIL-F-24402, type IR, shall be installed at the inlet of each main
pump. Filters may be installed in parallel, if necessary, to meet flow requirements. A differential pressure gage shall be
installed for each filter with a red line to indicate when elements need to be replaced.
B. Strainers and Filters, (Overhaul)
Hydraulic filters shall be repaired and new elements installed in accordance with Section 556.
588b12. Operating Controls and Control Stations
A. Operating Controls, (New and Modified)
Elevator platform motion shall be controlled by electrically or hydraulically actuated hydraulic valves. Valve operation
shall be initiated by pushbutton switch actuation from designated primary and secondary control stations as described herein.
The control circuit shall be arranged to provide for automatic stops at upper, lower and other terminals as specified; and for
manually-controlled starts and stops at any position of travel. The automatic stop mechanism shall decelerate and stop the
elevator platform smoothly and without shock.
Electrical power for the aircraft elevator electrical components and control circuits shall be from the applicable aircraft
elevator load center.
A dedicated aircraft elevator machinery room to provide local power service for motor operated valves, the control
distribution panel, ground detection network and a control power transformer.
A control distribution panel shall be furnished to function as the master distribution and protection point for control
power to solenoid operated valves, elevator control, accumulator level control and indication, and other such necessary
control and indication circuits as may be required for proper control and indication of the aircraft elevator. Exhaust tank level
indication and alarm shall be powered from a vital lighting source via the control distribution panel.
Deck edge elevator platforms shall be positioned at the hangar deck by adjustable plunger stops on the hydraulic engine
cylinder.
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Hand control shall be provided at the primary control station for use when electric control circuits are damaged or not
functioning properly, but the main pumps are still working, or to permit moving the platform on residual power. The hand
controls shall have a readily operated lock fitted to prevent inadvertent operation while electric control is in use. Hand
control shall provide operation identical to electric control but not necessarily at the specified cycle. Shifting control shall be
simple and direct with the elevator in any position. An interlock shall prevent functioning of electric control when the hand
control is in use.
B. Control stations - Control stations shall consist of a watertight operation control panel and appropriate
communication facilities apparatus, as specified in Sections 432 and 433. The primary control station shall function as
master control, while secondary and intermediate control stations shall be considered slaves. Elevator motion shall be
prevented unless control switches at master and slave control stations have been actuated. Manually controlled stops and
starts shall only be initiated from the master control station.
Control stations shall be located as follows:
Deck edge elevators - The primary control station shall be located at the forward end of the platform on the hangar
deck between the hangar bulkhead and shell, and such that the operator has a clear view of the elevator platform and adjacent
deck area. The secondary control station shall be located in the gallery walkway level and in a position to afford the operator
a clear view of the elevator platform, adjacent flight deck area, powered stanchions, and the adjacent deck area of any stops
for which control stations are not provided.
Inboard elevators - The primary control station shall be located at the hangar deck so that the operator has a clear view
of the elevator platform and adjacent deck area. Dual primary stations shall be provided when aircraft can be loaded from
both fore and aft sections of the hangar.
The secondary control station may be located at either the upper terminal in the gallery walkway, if the operator can be
provided a clear view of the platform, powered stanchions and adjacent deck area, or maybe located on the flight deck
adjacent to the platform.
Control panels - Each operator control panel shall contain appropriate switches and indicator lamps to initiate operation,
control and monitor the status of the elevator machinery and platform position, as specified herein.
The elevator operator controls and indicator lamps shall be housed in a watertight control panel. The panel shall be
equipped with a hinged cover to protect the operating controls when not in use. An instruction plate shall be provided on the
control panel giving clear and simple instructions on how to operate the elevator. The instruction shall be keyed to the
controls to enable the operator to easily follow the sequence of operation. All indicating lights and switches on the control
panels shall be clearly inscribed as to function. The control panels shall be designed for day and night time operation.
While more than two automatic stops are specified, the primary control panel shall be designed to permit automatic
elevator operation between the hangar deck and the intermediate level, and between the intermediate level and the flight
deck.
The primary control panel shall be equipped with the following lights and controls:
PUMP POWER AVAILABLE (White indicating light) - Illuminates when any of the main pump electric motors
are energized.
ACCUMULATORS CHARGED (Green indicating light) - Illuminates when all high pressure accumulators are
filled with fluid.
HORN (Pushbutton switch) - Momentary contact switch which the operator depresses to complete the circuit to
energize the warning horn when raising or lowering the platform.
HORN AUTO/DEFEAT (Toggle switch) - When in the DEFEAT position, the HORN pushbutton switch must be
pressed and held to sound warning. When in the AUTO position, and elevator is traveling up or down, the warning horn will
sound automatically.
PLATFORM UP/DOWN (Amber indicating lights) - Separate UP and DOWN lights which shall illuminate when
the gallery deck station operator positions the gallery deck control station MASTER control switch in the UP or DOWN
position, respectively.
MASTER (Control switch) - A pistol-grip switch (spring return to OFF) having DOWN, OFF and UP positions.
Holding the switch in the UP position (both station operators required to hold the pistol-grip switch in the UP position) shall
cause the elevator to move up. Holding the switch in the DOWN position shall cause the elevator to go down (both station
operators required to hold the pistol-grip switch in the DOWN position).
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UP-DOWN (Lever) - Used to shift the hydraulic motor 4-way directional valve. When the system is in the hand
mode of operation, it performs the same functions as the UP and DOWN positions of the MASTER control switches in the
electrical mode of operation.
FAST-SLOW (Lever) - When the system is in the hand control mode of operation, movement of this lever shall
vary the speed of platform travel.
EMERGENCY STOP (Pushbutton switch) - Shall be installed to defeat electrical operation of the elevator and
cause the platform to stop. The switch shall be colored red, and be a "mushroom-head" maintained contact type.
PLATFORM LOCKED (Red indicating light) - Illuminates when all platform lock gangs are fully extended.
PLATFORM UNLOCKED (Green indicating light) - Illuminates when all platform lock gangs are fully retracted.
UP STANCHION (Pushbutton) - Momentary pushbutton causing up operation of the hangar deck stanchions.
DOWN STANCHION (Pushbutton) - Momentary pushbutton causing down operation of the hangar deck
stanchions.
STANCHION MOTOR RUN (Green indicating light) - Illuminates when the hangar deck stanchion motor is
energized and extinguishes when the hangar deck stanchion motor is de-energized.
STANCHION MOTOR STOP (Pushbutton switch) - De-energizes hangar deck stanchion drive motor.
SUSPEND OPERATION (Red indicating light) - Single indicating light for RAS, ASSC Boom Engage, B/A
Crane Boom Engage, Fly Control Suspend Operation or other similar safety feature contingent on the specific elevator.
Specific lights shall illuminate when the respective interlock or safety feature is activated.
The gallery deck control station control panels shall be equipped with the following lights and controls:
CONTROL ENERGIZED (Green indicating light) - Illuminates when control power is made available to the
master station by the machinery space operator and hand control station interlocks are closed.
PLATFORM UP/DOWN (Amber indicating light) - Separate UP and DOWN lights which shall illuminate when
the hangar deck station operator positions the hangar deck control station MASTER control switch in the UP or DOWN
position, respectively.
MASTER (Control switch) - A pistol-grip switch (spring return to OFF) having DOWN, OFF and UP positions.
Holding the switch in the UP position (both station operators required to hold the pistol-grip switch in the UP position) shall
cause the elevator to move up. Holding the switch in the DOWN position shall cause the elevator to go down (both station
operators required to hold the pistol-grip switch in the DOWN position).
EMERGENCY STOP (Pushbutton switch) - Shall defeat electrical operation of the elevator and cause the
platform to stop. The switch shall be colored red and be a "mushroom-head" maintained contact type.
PLATFORM LOCKED (Red indicating light) - Illuminates when all platform locks are fully extended.
PLATFORM UNLOCKED (Green indicating light) - Illuminates when all platform locks are fully retracted.
HORN (Pushbutton switch) - Momentary contact switch which operator depresses to complete the circuit to
energize the warning horns when raising or lowering the platform.
UP STANCHION (Pushbutton) - Momentary push button causing up operation of the flight deck stanchions.
DOWN STANCHION (Pushbutton) - Momentary pushbutton causing down operation of the flight deck
stanchions.
STANCHION MOTOR RUN (Green indication light) - Illuminates when the flight deck stanchion motor is
energized and extinguishes when the flight deck stanchion motor is de-energized.
STANCHION MOTOR STOP (Pushbutton switch) - De-energizes flight deck stanchion drive motors.
MANUAL OPERATION (Amber indicating light) - Illuminates when the elevator is being operated under hand
control from the hangar deck station.
SIGNAL LIGHTS (Key lock switch) - When actuated all indicating lights at the gallery deck control station shall
extinguish.
For inboard elevators having the secondary control station located at the flight deck, the above controls shall be
mounted into a portable, watertight box having a shoulder harness and umbilical cord which plugs into a watertight
receptacle located at the flight deck edge.
Signal lights installed in the hangar deck control station shall be connected to the hangar space lighting control
circuit to dim or extinguish lights as required to maintain light security. Signal lights at upper platform control stations shall
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be shielded to eliminate direct light rays visible from any position except the control station. The design of the lighting
assembly, including the lens, shall be such that there will be sufficient illumination intensity for the lights to be readily
visible in direct sunlight and shall include provisions for varying light intensity by means of a single control device to dim
lights for night and darkened ship conditions. All signal lights shall have two lamps connected in parallel.
For inboard elevators, an additional signal light, ELEVATOR PIT EMERGENCY STOP ACTIVATED with red
lens, shall be provided at all control stations.
C. Operating Controls, Controls, (Overhaul)
Electrical, hydraulic and mechanical components shall be repaired in accordance with paragraph 588b1(B).
588c. Arresting Gear
A. Arresting Gear, (New and Modified)
Arresting gear shall be installed and items necessary for installation shall be provided including the following:
A draining and refilling system for arresting gear engines
Access platforms
Anchor dampers for each deck pendant engine
Arresting gear blow down air discharge lines vented overboard
Barricade stanchions and actuating gear
Castings for purchase cables
Deck and fairlead sheaves for arresting and barricade engine purchase cables
Drains
Foundations designed in accordance with Design Data Sheet DDS185-1
Guards
Lifting lugs in all engine compartments for handling engine components
One pair of sheave dampers in the fairlead for each arresting and barricade engine
Piping and service connections
Remote controls for setting arresting engine control valves from the primary flight control station
Remote (deck edge) controls as required for all arresting and barricade engine control valves, wire supports and
barricades
Wire supports and actuation gear with cylinders at each support for individual operations.
Remote controls for arresting engine control valves and wire supports shall be arranged to permit operation of all
controls for two adjacent arresting engines by one operator.
Controls at barricade control stations shall be arranged for one operator at each barricade.
Deck sheaves and fairlead sheaves shall be located so as to afford the shortest and best practicable leads for the
purchase cables without fleet angle except at the engine and without serious encroachment on usable deck areas. Reverse
bending of purchase cables shall be avoided.
The arresting gear installation shall be such that all arresting pendants will be the same length.
Foundations for arresting gear sheaves shall be designed in accordance with Design Data Sheet, DDS185-1 and
inspected in accordance with MIL-I-45208.
Access shall be provided for the ready inspection, lubrication and removal of all sheaves and equipment.
B. Arresting Gear, (Overhaul)
Shipboard arresting gear shall be overhauled in accordance with applicable NAVAIR Arresting Gear Repair
Procedures, Operation, Maintenance and Overhaul Manuals, service changes and service bulletins.
588d. Catapults
A. Catapults, (New and Modified)
All catapults including holdback deck cleats, retracting gear and bridle arresters shall be installed. All necessary
auxiliary equipment, installation piping and connections to ship systems shall be provided. Deck protuberances shall be
eliminated in way of bridle arrester path.
B.
Catapults, (Overhaul)
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Catapults shall be overhauled in accordance with applicable NAVAIR Catapult Repair Procedure, Maintenance and
Overhaul Manual, service changes and service bulletins. Catapult steam piping shall be repaired/replaced, if required, in
588e. Fittings for Handling Aeronautical Equipment (New, Modified and Overhauled)
Padeyes, trolleys, chain hoists and wire rope hoists shall be provided, as required, to hoist aircraft or aircraft
components.
All trolleys shall have track clamps.
Hoisting equipment shall be of the close-headroom type, so that encroachment on deck height may be kept to a
minimum and maximum lifting height obtained.
New hoists shall be in accordance with MIL-H-904 for hand operated hoists, MIL-H-15317 for electric powered hoists
and MIL-H-2813 for pneumatic hoists.
Hoists requiring repair shall be overhauled as defined in OPNAVINST 4700.7. Overhauled hoists shall be subjected to
a static load test (200% of rated), dynamic load test (l50%) and rated working load test.
588f. Fittings for Securing Aircraft
A. Fittings (New and Modified Systems)
Fittings shall be installed on all decks where aircraft are stowed or handled and on elevator platforms and tractor
parkways so that aircraft, automotive and deck handling equipment can be secured against the motion of the ship and the
forces of wind and waves. All deck fittings shall be of a flush type.
For dimpled plate, installation of tiedown fittings shall be in accordance with Mil. Spec. MIL-S-18957. For other types
of deck construction, installation shall be in accordance with drawing, NAVSEA 805-1916300 or 803-5959209.
Fittings shall be located in forward and aft lines and spaced 8 feet on centers. Lines shall be spaced 5 feet apart.
Fittings in adjacent lines shall be staggered. Fittings around elevator openings, jet-blast deflectors, deck cooling panels and
similar installations shall be spaced no greater than 4 feet on centers.
Deck fittings for high thrust turn-up for aircraft shall be provided in accordance with approved ship drawings on flight
and hangar decks and elevators. Supporting structure shall be designed to a factor of safety of two on the yield strength of
the material as specified under test loads on NAVSEA Hull Std. 805-1916300.
All welds and exposed edges shall be ground smooth. The structural and ballistic strength of the decks shall not be
reduced by the fittings.
Cleats, staples and jackstays shall be fitted, as required, along the edge of the flight deck outboard of the waterway for
securing the overhang of aircraft parked near the deck edge. Where waterway outboard of ballistic deck plating are of light
construction, securing fittings shall be located in the ballistic plating near the waterway. Fittings shall be located to provide
securing points approximately 5 feet apart where such provision does not interfere with gallery walkway facilities and
access.
Random pull test for new installations shall be applied to fittings, as specified in paragraph 588u.
B. Fittings, (Overhaul)
Prior to each major overhaul, a pre-certification inspection shall be performed by Naval Air Engineering Center Field
Team. Purpose of this inspection is to identify deficient areas that should be corrected during overhaul incidental to required
certification.
All aircraft securing fittings shall be inspected and replaced if damage, deformation, excessive corrosion exists or if bar
diameter is 7/16 inches or less. High thrust turn-up fittings to be inspected for damage, deformation, excessive corrosion,
wear and free movement of all parts. For additional information see MRC card H318 Q-1 and H-318/1-AO.
During regular overhauls, existing aircraft securing fittings shall be random pull tested, as specified in paragraph 588u.
588g. Jet Blast Deflectors and Deck Cooling Panels
A. Jet Blast Reflectors/Deck Cooling Panels (New and Modified Systems)
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Jet blast deflectors and deck cooling panels shall be provided aft of catapults where protection is required for ship
personnel and equipment against the effects of the heat and force of blast from the exhaust of planes during catapulting
operations.
The jet blast deflectors shall be of the flat plate type. Deflector location and the number of panels composing a
deflector shall be as specified.
Each panel shall be 14 feet wide and 8 feet fore and aft, pivoted at the forward edge, and shall be constructed of
extruded aluminum, Alloy 6061, or of fabricated aluminum, Alloy 5456 (see Section 100 for material requirements).
Jet blast deflector panels in stowed position shall be flush with surrounding deck.
Each panel shall be raised and lowered by a hydraulic actuator and mechanical linkage. The drive mechanism shall be
capable of raising the panel to a specified angle with the flight deck against the jet engine thrust specified for this condition,
in not more than 5 seconds, and of lowering the unloaded panel in not more than 5 seconds.
In the raised position, each panel shall be locked in place. When locked in the raised position, the panel supports shall
be capable of withstanding the forces imposed by the peak horizontal thrust loads on the panel as specified.
When in the raised position, the deflector panels shall overlap the after edge of the deck cooling panels. Clearance
between the lower edge of the raised jet blast deflector panels and the deck cooling panels shall be kept to a minimum.
Means shall be provided for lowering the unloaded panels manually in the event of power failure.
Hydraulic components and hydraulic fluid shall be in accordance with Section 556.
Controls shall be installed on the catwalk near each deflector. They shall be located to give the operator a clear view of
the deflector area. Each three panel blast deflectors shall have manually operated hydraulic controls to provide panel
operation as follows:
Center panel only
Inboard and outboard panels simultaneously
All three panels simultaneously
One-panel or two-panel deflectors have individual, manually-operated controls for each panel.
Jet blast deflector panel, panel operating gear and other components of the system shall meet grade "A" shock
requirements when panel is in stowed and erect position.
Two deck cooling panels, one on each side of the catapult track, shall be installed flush with the deck. Panels shall be
constructed in full lengths with channels running fore-and-aft. The panels shall be constructed of built-up steel permanently
welded to the deck and shall be saltwater cooled. Before welding to the deck, inside surfaces of the panel structure and top
of deck shall be spray-coated with heat resistant aluminum paint, Mil. Spec. MIL-P-14276.
Fittings in contact with aluminum jet blast deflector panels shall be aluminum alloy or galvanized steel.
The blast deflector and the deck cooling panel installations shall not impair flight deck strength.
Faying surfaces of aluminum in contact with dissimilar metals shall be protected in accordance with Section 631.
(B) Jet Blast Deflectors/Deck Cooling Panels, (Overhaul)
Systems and components to be overhauled shall be repaired in accordance with applicable NAVAIR Repair Procedures,
Operation, Overhaul and Maintenance Manuals, service bulletins and service changes. Saltwater supply piping not included
in above manuals shall be repaired/replaced in accordance with Section 505. See section 521 for jet blast deflector cooling
water.
588h. Visual Landing Aides (New, Modified and Overhauled)
VLA equipment, lighting arrangement, and flight deck marking shall be in accordance with the applicable NAVAIR
Visual Landing Aids General Service Bulletin. Drawings showing the detail design for each class of ships shall be
forwarded to the Naval Air Engineering Center (NAEC SI) for review prior to installation; after completion, NAEC,
Lakehurst, New Jersey, certification of the installation shall be requested in accordance with current NAVAIR Instructions.
588i. Technical Documentation (New, Modified and Overhaul)
Drawings - The Contractor shall prepare general arrangement drawings, separate from ship construction drawings, for
aircraft stowage, handling, launching and landing, and for jet blast deflectors.
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For aircraft handling, the drawings shall show all means for hoisting aboard and handling aircraft onboard, all
clearances, arrangements for launching and landing aircraft, and arrangements for securing and stowage of aircraft and their
large repair parts.
Elevators - Complete general arrangement drawings and operating diagrams, with instructions separate from detail
drawings, shall be prepared for each elevator. These drawings shall be in such detail, and with such dimensions and
designating marks, that any part may be ordered therefrom.
Before development of the detail elevator drawings, a comprehensive analysis and sufficient calculations shall be made
to show the basis for choosing the hydraulic pumps and electric motors proposed, operating pressures, and sizes of pressure
and storage tanks.
Overhaul - New equipment, replacement parts and components shall include Provisioning Technical Documentation
(PTD) in accordance with Naval Ship's Technical Manual 0900-LP-060-0210.
Part II - Operating and Support Systems on Aviation Facility Ships
588j. General
New/Modified System - This section covers helicopter handling, servicing, stowage requirements and operating
systems for aviation facility ships.
The latter comprise surface ships (excluding CV, CVN, LPH and LHA) which provide facilities for takeoff, landing,
HIFR or VERTREP. Helicopter operating area and helicopter facility requirements are defined and specified in drawing,
NAVSEA No. 804-5000983.
Helicopter operating and support systems for each helicopter type are dependent upon the ship mission and are
specified in terms of Level and Class of operation. Table I specifies operating and support facilities to be provided for each
Class and Level of operation along with applicable specification sections.
Overhaul - All helicopter securing fittings are to be inspected and replaced in accordance with information specified in
paragraph 588f.
588k. Helicopter Operating Facilities (New, Modified and Overhauled Systems)
Depending on specified Level and Class of operation as defined in Table I, ships shall be provided with the area
markings and lighting specified in Table II. Locations, markings and characteristics of these facilities shall meet area size
and obstruction clearance criteria in the helicopter operating facilities drawing.
The obstruction clearance envelope for the landing and VERTREP area shall be as specified and defined in the
helicopter operating facilities drawing to permit the helicopter fuselage, wheels, skids and rotors to clear obstructions during
landing, launching and vertical replenishment. The obstruction clearance envelope encompasses the area within the
peripheral markings, approach paths for landing and VERTREP, and rotor sweep areas. Peripheral marking lines shall
indicate an obstruction-free deck area which shall be no less than the minimum landing or VERTREP area for the largest
helicopter specified for the ship. Marking lines shall be white nonskid, l foot wide.
When class 4 or 5 VERTREP operation is required, depending on available ship clearance, a type 2, type 3 or type l
installation and markings shall be provided, in that order of preference. Markings and clearance requirements for each type
shall be as specified. See Section 574 for other requirements when VERTREP helicopter operations are required.
Helicopter In-Flight Refueling (HIFR) area markings and clearances shall be adequate for helicopters for which the
installation is configured and shall equal or exceed the minimum criteria specified in the helicopter operating facilities
drawing.
Lighting equipment shall be provided in accordance with Table II for the Level and Class of helicopter operation
required for the ship. Location of lights shall be in accordance with the helicopter operating facilities drawing. Additional
requirements for installation of lighting equipment are as follows:
(1) Homing Beacon (flashing white) - shall be installed high on the superstructure and shall be visible for at least
330 degrees in azimuth.
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(2) Edge Lights (red omnidirectional) - shall outline the periphery of the obstruction free helicopter deck area and
shall be installed coincident with the peripheral marking of the helicopter landing area, with a minimum of four lights along
each edge of the area.
(3) Touchdown Light (green omnidirectional) - The green touchdown light shall be located at the center of the
touchdown circle to indicate the landing spot.
(4) Line-up Lights (white) - The line-up lights shall be installed coincident with the line-up lines to indicate the
line of approach to the helicopter area. These lights shall be located so that the pilot's view of them is not obstructed during
the helicopter's approach.
(5) Overhead Floodlights (red) - Overhead floodlights shall be provided and mounted above the helicopter area
and oriented to provide illumination of the helicopter landing and traversing areas in accordance with the helicopter
operating facilities drawing.
(6) HIFR Heading Lights (red) - Three Helicopter In-Flight Refueling (HIFR) heading lights shall be installed on
the port side of the ship in a line parallel to the ship's centerline. All HIFR heading lights shall be simultaneously visible to
the helicopter pilot during all phases of the HIFR operation.
(7) Dimmer Control Panel - shall be installed and located in the Helicopter Control Station. It shall contain
controls, indicator lamps and switches for the helicopter VLA lighting specified herein.
Controls, indicator lamps, switches and switch positions shall be identified by appropriate nameplates.
Ships designated for Light Airborne Multi-Purpose System (LAMPS) helicopter operations shall be provided with the
following:
(l) Hangar and other structural illumination floodlights (red) - at least two floodlights (one port and one starboard)
shall be installed to illuminate the after face of a hangar, or other structures forward of the landing area. The deck surface
floodlight shall be utilized for hangar and other flat surfaces. The maintenance floodlight shall be utilized to illuminate the
after face of irregular shaped structures.
(2) Deck Surface Floodlights (red) - shall be installed along the port, starboard, and after edges of the landing
area.
(3) Extended Line-Up Lights - shall be installed at the forward end of the landing line-up line and shall extend
above the flight deck level.
(4) Vertical Drop-Line Lights - a vertical drop-line light bar assembly containing four to six lights, as specified,
shall be installed immediately aft of the landing line-up line (both port and starboard for ships having dual landing
approaches) and below the flight deck in the vertical plane. Drop-line lights shall be oriented in line with the deck installed
line-up lights.
(5) Flash Sequencer - a flash sequencer wired into the landing line-up light circuits shall be provided.
(6) Maintenance Floodlight (red) - an adjustable floodlight shall be provided to illuminate the areas of the
helicopter not illuminated by the standard overhead floodlights.
588l. Helicopter Decks
New/Modified Systems - Deck structure shall be in general accordance with Sections 100 and 130 to withstand landing
and parking loads of aircraft including loads of deck tie-downs for level I, II or III for class 1, 2, 2A or 3 operations. Deck
surface shall be free of obstacles, clutter and excessive waviness which interfere with visibility and recognition of deck
markings or with helicopter movement. See NAEC 91122 Air Capable Ship Aviation Facilities Bulletin for required
clearances.
Overhaul - Inspection acceptance criteria and repair procedure for deck structure shall meet the requirements of Section
100.
588m. Helicopter Securing Fittings and Mooring Aids (New, Modified and Overhauled Systems)
Securing deck fittings shall be provided for level I, II or III for class 1, 2, 2A or 3 to secure helicopters on the flight
deck, traversing area, elevators, hangar deck and parking area. Securing fittings shall be provided in accordance with
approved ship's installation drawings and NAVSHIPS No. 805-1916300 or 803-5959209. Securing fittings shall be located
on alternate intersections of an approximately 42 by 42 inch grid, without interfering with framing of decks, reducing their
structural integrity, nor compromising watertight integrity of decks. Securing fittings shall be flush with the deck.
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Additional fittings shall be provided where hatches, structural members or obstruction require alteration of the grid pattern.
Ship clover-leaf securing fitting installations are acceptable, if required, for other uses and if ship tie-downs pass the strength
tests specified herein. Welds and exposed edges of deck fittings shall be ground smooth. In addition, high point securing
fittings shall be provided in accordance with the requirements of Air Capable Ship Aviation Facilities Bulletin No. 1 (NAEC
91122) to secure helicopters in the hangar.
588n. Helicopter Control Station (New, Modified and Overhauled Systems)
A control station shall be provided for each helicopter operating area. Control stations shall be located outside the
helicopter clearance envelope and at a location that affords maximum feasible unobstructed visibility of the helicopter deck
(inclusive of deck markings), the immediate air space above the helicopter deck, the helicopter approach lanes and LSE. The
control station shall be an airtight enclosure arranged in accordance with human factor analysis techniques of Mil. Spec.
MIL-H-46855 so that operators (VERTREP and Air Officers) can view helicopter operations and man instruments, controls
and communications. Layout shall be in general accordance with drawing, NAVSHIPS No. 825-4435864. If a non-enclosed
control station is specified, equipment for the control station shall be installed in watertight enclosures. Watertight
enclosures shall be in general accordance with drawing NAVSHIPS No. 825-4435862. If the control station and its
equipment location cannot afford the required helicopter operations visibility, a secondary area which affords that visibility
shall be provided. The secondary area shall be provided with separate and equal UHF and communication to those in the
control station. The secondary area shall be readily accessible from, and on the same level as the control station. Control
stations and secondary areas shall have escape routes directed away from the helicopter operating area. Label plates, in
accordance with Section 602, shall be provided where readily visible to indicate escape routes.
Equipment and facilities required for the control station are dependent upon the type of helicopter operation. VLA and
lighting controls shall be provided within the control station for level I or level II for classes l through 6.
Helicopter control stations shall be provided with sound powered telephone communications in accordance with
Section 432.
The capability to transmit and receive loudspeaker announcements via a dedicated announcing system to the helicopter
deck, in accordance with Section 433, shall be provided in control stations that are enclosed or remotely located from the
helicopter deck.
The following special equipment shall be provided in multiple landing area ships: control panel for visual landing aids;
dedicated UHF Radio Transceiver; Rotary Beacon Signal System; MC Station for announcing to helicopter area; Intercom
System in accordance with Section 433 - between the control station and bridge, CIC, and Damage Control Central and
hangar; Ship Service Telephone; Wind Speed and Direction Indicator (CKT HD-HE); Ship's Heading Indicator (CKT LC);
Crash Alarm Actuating Switch; Captain's Ready-Deck Signal Circuit; a Signalling System between the Bridge and Control
Station to permit the Captain to maintain instant control over helicopter operations.
588o. Navigational Aids (New, Modified and Overhauled Systems)
TACAN (Tactical Air Navigation), DAME (Distance Azimuth Measuring Equipment), or similar type homing device,
as specified, shall be provided for all classes of level I operation.
588p. Safety Items (New, Modified and Overhauled Systems)
For fire-fighting facilities and equipment, see Sections 555 and 521 for all levels and classes of helicopter operations to
service helicopter landing, VERTREP, HIFR and hangar areas.
For safety nets and lifelines, see Section 612 for all levels and classes of operation. For landing areas with oblique
approaches, continuous safety net and life line protection shall be provided along deck edge boundaries of the area extending
a minimum distance of 8 feet aft of the after peripheral marking line to the forward clearance limit for helicopters to be
loaded. Lifelines shall be provided aft of the aft end of the net. If lifelines violate helicopter operating clearances, nets shall
be provided in lieu of lifelines. Continuous safety net and lifeline protection shall be provided in all deck edge boundaries of
athwartship landing areas and VERTREP and HIFR clearance areas for helicopters to be operated.
For elevators and warning devices see Part I of this section.
For crash alarm system see Section 433 for all levels and classes of operation.
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For crash and rescue equipment locker see Section 671. This equipment shall be installed in the vicinity of the landing
and VERTREP areas for all levels and classes of operation.
There shall be no fuel, oil or flammable stowages on helicopter operation decks within 25 feet of helicopter peripheral
markings. Label plates, in accordance with Section 602, depicting escape routes from Control Stations and secondary
control operating areas shall be posted at key locations.
Crash and rescue equipment shall be stowed in the vicinity of the landing and VERTREP areas in accordance with
STD-805-2269365, Helicopter Crash Rescue Locker, Arrangement and Details.
588q. Helicopter Servicing Facilities (New, Modified and Overhauled Systems)
Fuel stowage, helicopter defueling, refueling, staring power, auxiliary power, pneumatic service, servicing fluids and
freshwater washdown systems are specified in other sections of the specifications. A JP-5 fuel stowage, fill and transfer
system and service system shall be provided for all levels of class 1, 2, 2A or 6 operations. A Starting and Service Power
System for helicopters shall be provided for all levels of class 1 and 2 operations. A regulated Pneumatic Service shall be
provided for all helicopter operating areas for all levels of class 1, 2 or 2A helicopter operations.
A hangar and work area is required for all levels of class 1 operations. The hangar shall be sized to accommodate entry
stowage, securing, organizational level maintenance and exit of the helicopters deployed. The following requirements must
be maintained:
Minimum clearance between helicopters stowed in the hangar shall be 1 foot. Overhead clearance within the hangar
shall be 1 1/2 feet. The hangar shall permit removal and installation of engines and rotor blades. Clearances at the hangar
door opening, with the largest deployed helicopter in folded configuration, shall be 6 inches at the overhead and 1 foot at the
sides. If space permits, the door opening clearances shall be 1 foot at the overhead and 2 feet at sides. An observation port
is required to permit fire parties to monitor helicopter operations from inside the hangar with the hangar doors closed, and to
man fire stations.
The work area size shall be a minimum of 125 square feet. The work area is required to have a work bench, vise,
grinder, storage cabinets, low pressure air (with drier, regulator and hose) and 115-V, 60 Hz power.
Hoisting facilities are required for removal and installation of engines and rotor blades of the helicopter deployed. The
following are required for all levels of class 1 operation: helicopter office, work shop, spare parts stowage, helicopter engine
stowage, rotor blade stowage and handling systems for components. Onboard repair parts stowage in MDS (Modular Size
Cabinets) is required near the work area in the hangar. An area functionally accessible to handling equipment is required for
the stowage of engine containers.
For Deck Gear Lockers or Crash and Salvage Repair Station Stowage see Sections 671 or 664. The above are required
in the vicinity of the hangar, landing or VERTREP area for stowage of Deck Crew Special Clothing, Special Fire Protection
Clothing, Aircraft Tie-downs and Chocks, Helicopter Grounding Device, VERTREP Equipment, Accessory Visual Landing
Aids, and for Helicopter Fueling Gear.
Stowage for two main rotor blades in containers is required for each specified helicopter type at a location in the hangar
which facilitates handling. Portable handling equipment and fittings are required to handle engine containers and helicopter
blades.
For VERTREP handling space and equipment see Section 571 for all levels of class 4 or class 5 operation.
588r. Component Repair - General
tolerances. The Supervisor's Work Specification shall identify the class of overhaul (i.e., class B) authorized for the item.
exist, or it is not authorized, the overhaul of the item or system shall be in accordance with applicable drawings, or technical
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588s. Shock
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588t. Technical Documentation

588u. Testing Requirements
General (Overhaul) - Hydraulic systems, components and piping shall be tested in accordance with Section 556. All
relief valve settings, including main, servo and replenishing, shall be checked and adjusted, as required, to pressure settings
as specified in applicable technical manuals and drawings.
Overhauled systems shall be operationally tested to prove satisfactory performance. Test procedures shall be prepared
in accordance with applicable technical manuals and drawings.
Aircraft Elevators (New Modified) - During the hydrostatic test specified in Section 556, all valves except the valves of
the control system shall be tested to show that they function properly and that they are tight when seated by hand.
The elevators shall be operated continuously for 1 hour at the specified speeds and load. The functioning of all design
features shall be demonstrated.
The elevators shall be operated on residual power under the conditions of time and loading specified.
Control shall be shifted from automatic to manual to demonstrate satisfactory operation. The elevator shall be operated
under hand control at no specified speed.
It shall be demonstrated that the elevator can be stopped and started at any chosen intermediate position.
Locking gear shall be operated both manually and by power to demonstrate satisfactory operation.
Satisfactory operation of all interlocks shall be demonstrated.
Aircraft Elevators (Overhaul) - Elevators shall be operationally tested, as specified herein, to prove repairs. Testing
shall include satisfactory operation of safety devices, platform locks, automatic stanchions, limit switches and interlocks.
Testing shall be at rated load and speed as specified in applicable technical manuals. Testing shall include elevator operation
utilizing automatic controls for all control stations, emergency operation (sump pumps) and operation by hand control.
Testing shall demonstrate that elevator platforms are level at main and flight decks, and that wire ropes have been properly
tensioned as specified in paragraphs 588b5 and 588b3.
Arresting Gear (New/Modified) - The tests of arresting gear shall be conducted in accordance with applicable NAVAIR
publications and Naval Air Material reports.
Catapults (New/Modified) - Tests of catapults shall be conducted in accordance with applicable NAVAIR publications
to include the following:
(a) Strength tests of hauling and retracting components
(b) Hydrostatic tests of piping assembly, tanks and cylinders
(c) Steam pressure tightness tests, if applicable
(d) Functional and operational tests under reduced pressure
(e) Dynamic tests under full pressure with dead loads
Jet Blast Deflectors (New/Modified) - Each deflector shall be raised and lowered continuously, at the specified cycle, a
sufficient number of times to show satisfactory operation in accordance with applicable NAVAIR publications.
Catapult, Arresting Gear and Jet Blast Deflector Systems (Overhaul) System test shall be in accordance with applicable
NAVAIR Repair Procedure, Operation, Overhaul and Maintenance Manuals. Test requirements for system components, not
included in NAVAIR manuals, shall be tested in accordance with applicable NAEC drawings.
Test requirements for catapult steam and JBD saltwater piping, not included in NAVAIR technical manuals or NAEC
drawings, shall be tested in accordance with Section 505.
Integrated Catapult Control Station (New/Modified/Overhaul) - Testing of the Integrated Catapult Control Station
(ICCS) shall be conducted in accordance with ICCS Design Criteria Manual publication, NAVSEA 0983-LP-003-3010.
Trolleys and Hoists (New/Modified/Overhaul) - Hoists and trolleys for handling aeronautical equipment shall be tested,
as specified for cargo handling gear, in Section 573.
Deck Fittings for Full Power Jet Engine Run-Up (New Installations) - Each Full Power Jet Engine Run-Up Fitting
(Type XIII) shall be tested in accordance with the requirements of standard drawing NAVSHIPS No. 805-1916300.
Airplane/Helicopter Securing Fittings (New Installation) - Deck tiedown fittings shall be tested in accordance with
requirements of Navships drawing 805-1916300 or NAVSEA drawing 803-5959209, as applicable. Where clover leaf
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vehicle tiedown deck fittings are used for securing aircraft, tests shall be in accordance with NAVSEA drawing
804-1213717. High point securing fittings (helicopter) located in the deck and installed per NAVSEA drawing
805-1916300, 803-5959209 or 804-1213717 shall be tested per same. Bulkhead installed high point securing fittings shall
be tested in accordance with NAEC drawings 520764, 520765 or 621220, as applicable.
A minimum of 10 percent of deck fittings shall be load tested, and an additional 10 percent shall be load tested for each
fitting failing the load test. 100 percent of all high point securing fittings shall be load tested.
Fittings installed per 805-1916300, 803-5959209, and 804-1213717 shall be nondestructive tested per same.
Nondestructive test 100% of the installation welds of high point securing fittings after application of test loads.
High Thrust Turn-Up, Helicopter Securing and Airplane Securing Fittings (Major Overhaul/Repairs) - 10 percent of
existing fittings shall be tested. An additional 10 percent if any original fitting fails the test. 100 percent of high point
fittings shall be tested. Run-up fittings - require testing only after major repairs. See NAVSEA drawings 805-1916300,
803-5959209, and 804-1213717 for additional test/inspection information.
Visual Landing Aids (New/Modified/Overhaul) - Insulation-resistance tests shall be conducted in accordance with
Section 320. Visual landing aids shall be tested to demonstrate specified functioning of all lights and controls.
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SECTION 592
DIVER LIFE SUPPORT SYSTEM
592a. Scope
This section contains general requirements for new, refurbished and modified Divers Life Support Systems (DLSS) as
implemented by appropriate Ship Alteration (S/A) or Dive Alteration (DIVEALT) actions. This section also contains
general requirements for the overhaul, repair and testing of existing DLSS, installed in ships and crafts to support diving
operations.
592b. Definitions
Alteration - A change from the as-certified design, material, configuration, or performance.
Appurtenances - An accessory added to a major component, (i.e., viewports, hatches, jettisoning equipment, doors,
piping, support, etc.).
Atmosphere Sampling Systems - Systems which sample Hyperbaric Atmosphere or Breathing Gas Systems, and
provide the sampled gases to analyzers.
Built-in Breathing System (BIBS) - An isolated breathing system to provide chamber occupants with an alternative
breathing mixture for recompression treatment or atmospheric contamination.
Certification - The procedure including application for certification, independent technical review, survey and approval
to ensure the adequacy of the DLSS to safely perform over its operational/emergency spectrum.
Chamber Depth Reference System - Gages and tubing for external monitoring of chamber depth. Internal caisson
gages are provided for monitoring by the occupants.
Continuance of Certification - An extension granted by the System Certification Authority (SCA) for the system
certification period beyond that initially granted.
Deck Decompression Chamber (DDC) - A multiple lock hyperbaric chamber which is a major component of a Deep
Dive System. The DDC is living and additional working space for divers during the prolonged dive and decompression
periods. It may also provide PTC mating capabilities.
Deep Dive System (DDS) - Manned diving system used for long term sustained operations, with hyperbaric living
quarters in a DDC and a PTC for transport to the work site. Usually related to Saturation Diving Operations, but can be used
for nonsaturation diving and observation modes. A DDS is sometimes referred to as a "DDS Complex" due to the extensive
systems and pressure vessels involved.
Diver - Any person who is trained and qualified by current Navy military-personnel requirements to dive underwater
using underwater breathing apparatus equipment or permitted dry hyperbaric exposures in chambers.
Diver Breathing Gas Systems - Collection of equipment which compresses, stores, conditions, mixes, distributes, or
otherwise comes in direct contact with a breathing media (air, helium-oxygen, oxygen or any diluent gas). An integral
system of the DLSS.
Diver Communication Systems - Systems which allow communications between divers and topside support, between
chambers in a multiple chamber unit, or between the chamber and the support vessel.
Diver Electrical Systems - Electrical and electronic systems which provide, distribute, control, or monitor diver life
support systems.
Diver Hot Water Heating System - System which heats sea water and supplies the hot water to divers and PTCs through
umbilicals.
Diver Life Support Systems - Any Certified or Authorized for Navy Use (ANU) system which supports manned
underwater (or hyperbaric exposure) work or military operations. It includes but is not limited to: Underwater Breathing
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Apparatuses, Surface Support Air Systems, Surface Support Mixed Gas Systems, Saturation Deep Dive Systems,
Hyperbaric/Recompression Chambers, and Underwater Vehicles.
Environmental Control Systems - A life support system which maintains a safe, comfortable hyperbaric environment by
control of carbon dioxide level, temperature, humidity and oxygen makeup.
Exhaust Systems - Systems attached to chambers which permit the chamber atmosphere to be dumped overboard.
These systems may provide oxygen exhaust dump from the chamber, preventing abnormal build up of oxygen during the
BIBS operation. Some vents and relief valves require separate exhaust systems.
Explodable Items - Any item containing a noncompensated volume which has the potential for failure under internal
pressure.
Fire Protection System - System which prevents or extinguishes fires in hyperbaric chambers.
Foundation - The permanently installed part of a Diving System which serves exclusively to physically support the
Diving System.
Gas Mixing Console (GMC) - Equipment console which utilizes continuous flow mixing of divers breathing gases.
Normally used to produce Helium-Oxygen mixtures for deep diving. Sometimes referred to as "mix-master", "gas blender",
or "mix maker".
Handling System - That system of the DLSS which is used in deploying, operating, and retrieving the divers and is
intimately related to the safety of DDS personnel. These systems vary in size and complexity; i. e., shipboard davits to
gantry/bridge cranes.
Hard Structure - Pressure resistant structures, including reinforced openings and penetrations, but other than the
pressure vessels, which may experience high differential pressure and that are designed to the same criteria as the pressure
vessel (e.g., buoyancy or variable ballast tanks).
Helium Speech Unscrambler (HSU) - An electronic device, usually installed in the diver communication system which
renders helium speech from a hyperbaric environment intelligible.
Hull Structure - Nonpressure structure which will not experience differential pressure (e. g., floodable structure
supporting equipment including hydrodynamic fairing).
Hyperbaric Chamber - Pressure resistant structure, including pertinent reinforced openings, penetrations, and hatches,
which experience high differential pressure and which provide space for personnel.
Implodable Items - Any item containing a noncompensated compressible volume which has the potential for failure
under external pressure.
Penetrator - The assembly, component, shafting packing gland, seal, or other device which penetrates the pressure
resistant structure (e. g., pressure vessel or hard structure).
Personnel Transfer Capsule (PTC) - A capsule to transport divers between the DDC on the surface to the work site at
pressure or at one (1) atmosphere. Can be mechanically mated to the DDC.
Pneumofathometer - A diver depth monitoring system which uses air against static head to monitor depth on a gauge.
Located on the support platform where the supervisor can easily observe the divers, bell, or PTC depth.
Pressure Vessel - An enclosure, usually steel or aluminum, designed to withstand internal or external pressure.
Examples of pressure vessels are volume tanks, receivers, gas cylinders, etc..
Re-certification - A new certification of system adequacy of a Diving system whose system certification has expired or
has been terminated.
Recompression Chamber - A hyperbaric chamber usually located on the support platform, used for emergency
treatment and surface decompression of divers.
Saturation Diving - A diving technique in which divers are exposed to hyperbaric pressure for a period such that the
decompression obligation will not change for any additional time spent at that pressure (see DDS).
Scope of Certification - A list specifying those systems, subsystems, components, portions of the Diving System, and
maintenance and operational procedures which are needed to preserve the physical well-being of the Diving System
personnel.
Self Contained Underwater Breathing Apparatus (SCUBA) - Normally refers to a diver worn life support rig which
supports a free swimming diver for a limited amount of time.
System Certification Authority (SCA) - The code within either NAVSEA or NAVFAC, as applicable, that has been
delegated, through the Navy chain of command, the responsibility to conduct the certification process.
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Umbilical - The hoses and cables which provide breathing gas, hot water, power, depth monitoring, communications
and strength through tethers to the diver, bell, or to the PTC on the DDS.
Weight Handling System - See Handling System.
592c. General Design Requirements
During repair, replacement or modification of existing DLSS, it is intended that repair and replacement of existing
equipment and structure shall duplicate the existing installation, insofar as possible/practicable. However, in cases of
significant system additions, changes or replacement, it is acceptable to apply new system standards and material.
All material shall be of a quality equivalent or superior to existing material. Specific design requirements of DLSS are
addressed within this section.
592d. Repair and Overhaul of Existing System
performance profiles and not necessarily intended to return overhauled items to the original manufacturing drawing or
accordance with an approved Technical repair Standard (TRS). Where an approved TRS does not exist, or it is not
authorized for DLSS, the overhaul of the item or system shall be in accordance with applicable drawings or technical
manuals unless modified herein. Requirements and definition of class or overhaul (i.e., class A, B) and the use of authorized
TRS are provided in Sect 042.
The overhaul itself will be carried out in accordance with the provisions stated in Section 070.
The care of equipment during overhaul shall be as expressed in Sect 045 with special care taken to ensure approved
re-entry procedures are used when equipment is removed or replaced. Care should be taken also to allow access to the
pressure vessels only when required for a specific task and not allow the pressure vessels to be used for storage.
592e. Re-certification
Re-certification is a new certification of system adequacy of a diving system whose system certification has expired or
has been terminated. All phases of design and fabrication of new or existing DLSS work during overhaul shall take into
account the certification requirements of COMNAVSEASYSCOM OOC to ensure that only certifiable design, material, and
procedures are used. The DLSS shall not be placed in operation until certification is granted.
Design, material, fabrication, installation, cleaning and testing documentation, system drawings and data shall be
provided for the development of the following documentation typically required for the certification process:
System Schematic - Represents total system and components in sufficient detail to identify each component and
demonstrate system operation.
Material List - A list of components in the system keyed to the schematic which identifies each part by
manufacturer, part number, material specification or standard and any additional information pertinent to the intended service
of the component.
Fabrication Procedure - The specific fabrication procedure used in the construction or repair of the system.
NAVSEA approval is required if any departure was made from specification, standard or commercial procedure.
Personnel Qualification - The documentation which verifies that an individual is qualified to perform the selected
fabrication or inspection method.
Fabrication Data - The documentation which provides all pertinent information about a unique joint or component
to verify that the specific procedure was followed (joint fabrication cards).
Fabrication Testing - Documentation is required of fabrication tests with the specified pass/fail criteria, test data,
final resolution and the names of the personnel conducting tests, such as NDT, hydrostatic tests, leak tests, static and
dynamic weight tests.
Cleaning - Documentation citing an approved cleaning procedure, with specific pass/fail criteria used, samples
taken, personnel/equipment utilized and traceability via a clean sheet to unique sections or components.
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Quality Assurance - A procedure for the verification and control of the support documentation and materials
described in this section. (see Section 592f)
Specification Drawing Procedures - Provides proof of an updated documentation package which reflects the as
built condition of the system (i.e., specification drawings, operational and emergency procedures, test memos, etc.), and
meeting the requirements of DOD-D1000 Level II or III.
Operational Test Plan - Provide an operational test plan for the initial and ongoing testing of the system with
capacity and capability calculations in support of the proposed plan (air capacity for depth, duration, weight handling
capability, lines and davits, etc.)
Air/Gas Purity - Provide air/gas sample test results in support of the system air/gas purity with standard referenced
and pass/fail criteria utilized. Care should be taken to verify that test samples can be traced to specific components or
sections.
Calibration - Documentation should be provided in support of all calibrated equipment with the latest test,
pass/fail criteria and periodicity of test.
Maintenance Plan - A documented ongoing preventative maintenance plan with justification for procedures and
periodicity employed (3M program implementation provides the prerequisite justification). Care should be taken to address
those items not covered in general Navy maintenance systems, especially those unique to special diving systems.
Operating and Emergency Procedures - A set of procedures covering all the normal and emergency procedures
encountered in the operation of the system with special attention to specific pieces of equipment, manning requirements and
responsibility assignments.
Re-entry Control Procedures Log - A documented procedural system for control of entry and closure into a
certified system boundary and a log indicating status of each such event.
592f. Quality Assurance
Traceable documentation from hardware to records shall be required for material verification and fabrication specified
by COMNAVSEASYSCOM OOC, and for cleaning, analysis and testing of components and subsystems, including bomb
sampling, in accordance with NAVSEA SK-STD-592-2036118.
Material alloy classification may also be verified by utilizing a Certificate of Conformance (COC) from the supplier, if
random sample verifications in accordance with the preceding methods are performed.
All components, as a minimum, shall be verified as to proper pressure rating and performance characteristics by
obtaining certificates of conformance from vendor or by shop hydro and operational tests.
Documentation for piping shall be keyed to system piping joint identification (mapping) plan. Documentation for
components shall be keyed to unique identification numbers permanently marked on the components.
Re-entry control shall be in accordance with the procedures approved by NAVSEA OOC, and complete, detailed
documentation shall be up-to-date in order to be available and adequate to support the certification/re-certification.
592g. Testing
The systems shall be tested for tightness, strength and functional operation. Tests and test procedures shall be designed
and developed to meet the requirements as specified in NAVSEA SK-STD-592-2036118 and GSO Section 505k.
NOTE
Flasks shall be strength tested in accordance
with MIL-F-22606 and NSTM Chapter 550.
Operational - Upon completion of installation and all other testing, the systems shall be operationally tested as to their
ability to provide flow rates and pressures required for system certification.
592h. Noise and Resilient Mountings
Use of resilient mountings on equipment shall be as specified in Section 073. Noise levels in the chamber control area
shall not exceed category "C" limits specified in Table 1 Section 073.
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592i. Welding and Mechanical Fastening

Structural welding and mechanical fastening shall be done in accordance with Section 074. Threaded fasteners shall
conform to the requirements of Section 075.
592j. Hyperbaric Chambers
NOTE
Authorization from the System Certification Authority (SCA) must be
obtained prior to commencing any structural work on the Pressure Vessel.
592j.1. Materials
All materials used in repair or addition to the chamber boundary shall conform to the requirements set forth in ASME
Boiler and Pressure Vessel Code Section VIII Division 1 and ANSI/ASME PVHO-1. All parts and material shall be tested
and inspected as indicated in ASME Section VIII Division 1 UG-90 to UG-103. All material receipt and inspection shall be
done in accordance with procedures as approved by NAVSEA OOC to allow traceability of receipt inspection and
installation records.
592j.2. Structures
All repairs and changes to the chamber structures shall be in accordance with NAVSEA Publication 0901-920-0003
and MIL STD-278. Hull structural inspections shall be conducted in accordance with NAVSEA Publication 0924-062-0010.
Restoring thickness of a pressure hull shall be in accordance with ASME Section VIII Division 1 and NAVSEA Publication
0901-920-0003. Foundation bolting and bolt holes shall be in accordance with ANSI/ASTM-F-606.
592j.3. Closures and Mating Mechanisms
Inspection and overhaul of closures and mating mechanisms shall be in accordance with the system
operations/maintenance manuals and approved technical repair standards. Such work shall return damaged, worn, or
otherwise defective surfaces, gaskets, seals, and components to compliance with the provisions of the GSO and the
appropriate construction drawings, unless NAVSEA has formally approved an alteration or modification.
592j.4. Penetrators
All pressure vessel penetrations and openings shall conform with ASME Division VIII Section 1, Part UG and UW.
592j.5. Viewports
Acrylic viewports shall conform to the standards in the latest version of ANSI/ASME PVHO-1, Appendix A.
592j.6. Paints
Hyperbaric chambers shall be painted as follows:
Aluminum chambers and structure - paint should not be applied to aluminum surfaces.
Steel chambers, internal and external 2-3 mil inorganic zinc primer
1-2 mil polymide cured epoxy primer
1-2 mil semigloss polymide cured epoxy paint
Steel foundations and structure painting - paint in accordance with Sect 631.
Paint shall be applied as specified in Section 631. Surfaces to be painted must be white metal. Painting should be kept
to an absolute minimum. Only the coats prescribed above are to be applied. If paint exceeds 5-7 mils, remove and repaint.
All interior finishes must be allowed to offgas until thoroughly cured. Only white or light tints should be used to enhance the
lighting.
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CAUTION
Paint should not be allowed to come into contact
with materials which may be damaged by it (i.e.,
acrylic viewports and other plastics).
592j.7. Insulation
Thermal insulation shall be replaced only if required by the Supervisor's Work Specification or removed or damaged as
a result of other repairs or maintenance. PTC insulation (if applicable) shall be designed for submersion and maximum
working depth and shall be approved by NAVSEA OOC.
592k. Breathing Gas Systems
New installations and modifications to existing equipment.
592k.1. Breathing Gas Requirements
Breathing gases shall meet the following purity standards:
Air - Air shall meet or exceed the criterion required by U. S. Navy Diving Manual, Volume One, and FED SPEC
BB-A-1034, Source One, Grade A.
Oxygen - Breathing oxygen shall conform to Mil Spec MIL-0-27210 Type 1 (FSN 9G6830-00-290-4290).
Nitrogen - Nitrogen shall conform to FED SPEC BB-N-411, Type One, Class One.
Helium - Helium shall conform to Mil Spec MIL-P-27407, Type One, Grade B.
592k.2. Materials
All materials installed in DLSS shall be documented, as specified by COMNAVSEASYSCOM OOC, for certification.
Material specifications for pipe, fittings, unions, valves, o-rings, seals, and gaskets are specified in MIL-STD-777 and Table
1 with the following exceptions:
Seals and Gaskets - All breathing gas systems and exhaust systems shall be compatible with the gases in use.
Oxygen Systems - Take-down joints will not be seal welded.
Mixed Gas Systems - Valves may be bronze or aluminum-bronze. Any departure requires NAVSEA OOC
approval. All material receipt and inspection shall be in accordance with Section 592f to provide recorded traceability of
source, receipt, inspection, and end-user identification.
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592k.3. Components
NOTE
The following DLSS items shall be considered "Black Boxes" and
shall be repaired, if required, by their respective manufacturers or
sent to Navy Experimental Diving Unit (NAVXDIVINGU) for
repair:
Mix Makers (GMC)
Oxygen Pumps (including He pumps)
Diving Equipment (Hoses, UBAs)
Hyperbaric Systems
Oxygen Sensors
Diving System Consoles
Flasks - Air flasks shall be in accordance with Section 551c. Flasks shall be internally phosphate coated in accordance
with NAVSEA S6560-AB-MMD-010/Dive Equipment.
Oxygen flasks shall comply with Section 552 and end plugs shall be monel. Testing shall be in accordance with NSTM
Chapter 550.
Helium and Helium/Oxygen flasks shall comply with Section 552.
Foundations for flasks shall be designed and installed as to permit removal of individual flasks without leaving other
flasks unsecured.
Diver volume tanks (accumulators) shall be in accordance with Mil Spec MIL-T-15301 or ASME Section VIII Division
1/2, and internally phosphate coated in accordance with NAVSEA S6560-AB-MMD-010/Dive Equipment.
Compressors - Air compressors for DLSS shall comply with Sect 551 and the requirements of NAVSEA Code OOC.
Compressor lubricants shall be non-toxic and shall conform to Mil Spec MIL-H-17672/MIL-L-17331.
Oxygen compressor (booster pump) shall meet the requirements of NAVSEA Code OOC. Lubricants shall be
non-toxic and shall conform to the requirements specified in NSTM Chapter 262. Oxygen compressors shall be capable of
providing gas at not greater than 200 degrees F.
Helium compressor (booster pump) and compressor lubricants shall have the same basic characteristics as the oxygen
compressor.
Helium and Oxygen compressors may be cross-connected. Helium piping connecting the compressors shall be
compatible with Oxygen service. If installed, cross-connections shall be through a union-ended removable spool. An
approved filter shall be installed in the compressor suction line.
Air, Helium, Oxygen, and HeO2 filters shall be as specified by NAVSEA Code OOC.
Air Coolers - Air coolers shall be capable of cooling air from the compressors to 150 degrees F.
Moisture Separators - Moisture separators shall be in accordance with Mil Spec MIL-F-22606 as specified in Sect 551d
and shall be fitted with needle type valved drain lines.
Relief Valves - Relief valves used in hyperbaric chambers shall be in accordance with ASME Section VIII Division 1
Part UG 125. Pressure setting and installation shall be in accordance with ASME Section VIII Division 1 Part UG 134 and
Appendix M. Relief valves utilized in the piping system are covered in Section 505.
Valves - The arrangement of valves and components welded or brazed into the system shall be in accordance with
Section 505.
Pressure regulators - Inspection and overhaul of all regulators shall be in accordance with manufacturer's instructions,
operation manuals, and approved technical repair standards. Authorized regulators may be sent to the manufacturer for
overhaul.
Gauges and piping - Gauges shall be overhauled and calibrated as per Section 504. Gauges and piping shall be cleaned
in accordance with NAVSEA SK-STD-592-2036118 or MIL-STD-1622 for air systems 1000 psig or less.
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592k.4. Piping
The arrangement and installation of all DLSS piping shall be in accordance with Sections 505, 551 and 552, and
conform to ANSI/ASME B31.1 as applicable. Take-down joints shall be kept to a minimum but shall be adequate to permit
removal of the system components for maintenance. Lines which may be required to be disconnected during normal
overhauls or inspections shall be provided with suitable closure devices for each exposed connection to prevent entry of
foreign materials when the system integrity is broken. Shop fabrication and precleaning of piping assemblies shall be
utilized to the maximum extent.
Oxygen systems unions shall be used as necessary for shipboard piping installation and testing.
The atmosphere sampling and chamber reference systems materials and components shall meet the requirements of the
air system.
592k.5. Labeling, Color-coding, and Nameplates
Labels and nameplates shall be in accordance with Section 507. Nameplates shall be installed for all valves, gauges,
flasks, charging connections, outlets, etc.. Nameplates shall be mounted so they are easily legible to the operators. Pressure
gages shall be labelled to indicate number and function. All diving system valves shall be labelled to indicate function,
contents, and number, and handwheels shall be color-coded consistent with system color code. System piping shall be
marked or labelled in accordance with U. S. Navy Diving and Manned Hyperbaric Systems Safety Certification Manual
(NAVSEA SS521-AA-MAN-010, Appendix B Section 9).
System color coding shall be in accordance with MIL-STD 101, except that paint color shall be as follows:
System
Helium
Oxygen
Helium-Oxygen
Diving Air
Exhaust
Designation
HE
OX
HEOX
DA
EXH
Paint Color
Buff
Green
Buff/Green
Black
Silver
TT-C-5695 Color No.

13594
14187
13594/14187
17038
17178
The divers air supply shall originate at a high/medium pressure air compressor, a bank of high pressure flasks or a
combination of both. The intake arrangement for DLSS air compressors shall be as specified in Section 551. Air flasks shall
be mounted in a vertical or near vertical position; inlet, outlet, and drain connections and their accessibility shall be in
accordance with Section 551. The divers air supply may be cross connected with the ship's engine air starting system and the
ship's low pressure system. In such cases, it shall be physically separated by a locked valve or removable spool, the locked
valve being the preferred method. Regardless of the source, overhaul of the system shall ensure that the air meets the
standards of purity for DLSS, and is supplied at the proper pressure, volume and rate of flow for the diving operation being
supported. It shall pass through filters, coolers and moisture separators and be stored in banks of air flasks and divers
breathing air (volume) tanks. Drain line terminals on separators shall be arranged in accordance with Section 551.
The system shall provide air to the following when applicable: the divers recompression chamber, the SCUBA
charging station, the diving manifolds at the diving station outlets, the divers surface support console and to the outlets for
various diving system components. Pressure reducing stations for the air system shall be in accordance with the
requirements delineated for piping in Section 551. Gages, thermometers, valves, and automatic controls shall be installed to
display and regulate pressures, temperatures, and flow rates, as specified in Section 505b9.
592k.7. Oxygen System
General requirements for oxygen systems are found in Section 552 and 505.
The arrangement of the oxygen system shall ensure that the system is isolated from possible contamination by oil or
grease from other equipment or from proximate sources. Oxygen supply shall originate at a bank of high pressure flasks
filled dockside. Oxygen flask fittings shall be protected from possible contamination. Where applicable a compressor
(booster pump) approved by NAVSEA OOC shall be provided to maintain proper working pressure and to assist distribution
within the system. The location of the oxygen compressor shall be such that ventilation always maintains an oil free
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atmosphere. Distribution, where applicable shall typically be to the divers recompression chamber, to the divers surface
support console, and to the gas mixing console. Gages and automatic controls shall be installed to display and regulate
pressures and flow rates, as specified in Section 505.
592k.8. Helium System
General requirements for helium systems are found in Section 552 and 505.
Helium supply shall originate at a bank of high pressure flasks filled dockside. A compressor (booster pump) shall be
provided to maintain proper working pressure and assist distribution within the system. Since the helium compressor may be
cross connected to service the oxygen system, it should be located as close as possible to the oxygen compressor.
Distribution shall be to the Gas Mixing Console and to the charging connections for the diving system components.
592k.9. Helium/Oxygen System (HE/OX)
General requirements for Helium/Oxygen systems are found in Section 552 and Section 505.
HE/OX mixed gas shall originate at the Helium and Oxygen banks of flasks. It shall be mixed in the gas mixing
console and distributed to the HE/OX flask bank, to the divers surface support console, to the HE/OX charging station and to
the various diving system components. Pressure reducing stations shall be installed in accordance with the requirements of
Section 505. Gages and automatic controls shall be installed to display and regulate pressures and flow rates as specified in
Sect 505.
592k.10. Exhaust System
The exhaust system material and components shall meet the requirements of sub. para. 595k2. This system shall
adequately and safely dispose of the used and vented gases generated within the dive system and the various components of
the DLSS. A separate exhaust system for oxygen which shall be vented overboard is required.
592k.11. General Cleaning Guidelines
DLSS piping, valves and components shall be cleaned and tested in accordance with NAVSEA STD-SK-592-2036118,
MIL-STD-1622 and NAVSEA S6560-AB-MMD-010/Dive Equipment (for flasks).
Adequate re-entry procedures shall be developed and approved to allow re-entry into certified systems without voiding
system cleanliness. All re-entries shall be documented per NAVSEA STD-592-2038142.
Packaging - All components cleaned in accordance with these instructions shall be protected from atmosphere exposure
and labelled "cleaned for DLSS service." Pipe ends, gage and other component pipe connects shall be capped or sealed.
Metallic or plastic caps, plugs or blanks, cleaned in accordance with these instructions shall be used for sealing openings.
Atmosphere contaminant protection shall be provided by double bagging the component with nylon inner wrap and
polyethylene outer wrap. The cleaning label shall be placed between the inner and outer bags.
592l. Environmental Control and Gas Monitoring Systems
(Heating/Humidity Control, Scrubbers, Instruments and Controls) Inspection and overhaul of environmental control
and gas monitoring systems shall be in accordance with manufacturer's instruction/maintenance manuals, the system
operations manual, and approved technical repair standards.
When components are removed or replaced, approved re-entry procedures shall be used.
592m. Diving Auxiliary Systems
Diving auxiliary systems are those systems that support the operational capability of DLSS and are normally located
external to the diving system. Auxiliary systems associated with the hyperbaric chamber may be wholly or partly mounted
on the outside of the hyperbaric chamber to minimize piping, or be grouped as separate modules.
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592m.1. Potable Water System

The potable water system shall supply cold water to the chamber from an external pressure vessel held at approximately
50 psi over the chamber pressure using air as the pressurizing medium. Tracking back pressure regulators set at 60 psi over
reference pressure shall be installed on both the hot and cold water lines to relieve the pressure in the lines when the chamber
pressure is reduced.
592m.2. Sanitary System
The chamber sanitary drain system (showers, sinks, heads) shall be gravity fed into a sanitary holding tank (ASME
code pressure vessels). Valving shall be arranged such that when the sanitary holding tank is full and requires emptying, the
tank will be isolated from the chamber to prevent accidental injury to the occupants. An equalizing line (vent) shall be
provided from the sanitary tank back to the chamber with a filter inside the chamber to eliminate odors. Valves and piping
shall be installed to supply fresh water to flush the tank with back flow prevention, as specified in Section 532.
592m.3. Diver Hot Water System
The diver hot water system may provide sea water from the fire main to a heat exchanger or boiler and shall feed this
water to a heating control panel. Cold sea water shall be supplied to the heating control panel where it is mixed with the hot
sea water to achieve an acceptable temperature level. The heating control panel shall provide temperature, pressure, and
flow rate monitoring and alarms.
592m.4. Fire Protection System
The fire protection system shall provide holding tanks in accordance with MIL-T-15301 filled with water and charged
with a gas to a specified over-chamber pressure. Pressure shall be maintained with a tracking regulator sensing the chamber
pressure and controlling the gas used to charge the holding tank. The holding tank shall be connected to a quick-acting
remotely operated valve which may be operated automatically by sensors inside the chamber or manually from inside or
outside the chamber. Fire protection capacity and flow rate guidance is provided in the National Fire Protection Agency
(NFPA) 99, Chapter 19.
592n. Diving Electrical Systems
The general requirements for the installation of electrical systems is contained in Section 300. The following specific
references are the supplemental requirements of diving systems because of the criticality of their use and the environmental
conditions in which they operate.
Only equipment that NAVSEA OOC has approved for use in the environmental conditions expected are permitted to be
used. All circuits serving equipment located adjacent to hyperbaric chambers shall be installed in rigid metal conduit.
Electrical components used within hyperbaric chambers shall be kept to a minimum. Equipment shall be pressure proof, and
explosion proof or implosion proof, depending on the application. The safety hazard analysis used for the design of the
equipment shall be reviewed during the overhaul to ensure its adequacy. (NFPA 99, Chapter 19). Layout and installation
requirements are specified in Section 300 and NFPA 99, Chapter 19.
592n.1. Components
Distribution equipment - Repair and overhaul shall be as specified in Section 320.
Circuit protection devices - Circuits are to be protected from overloads and short circuits by devices which open all
conductors. Circuits supplying loads within a hyperbaric facility are to have circuit protection devices located outside the
chamber. Loads with built-in overload devices intended for use within a chamber must be designed for the atmosphere and
pressure the chamber is designed to accommodate. Magnetic circuit interruption devices are the preferred type of device.
Installation requirements are specified in Sect 303 and NFPA 99, Chapter 19.
Switches - Switches are not to be used within hyperbaric chambers. All circuits must be controlled from outside the
chamber. All switches should be inspected and tested during overhaul as specified in Sect 400 and NFPA 99, Chapter 19.
Transformers - All electrical equipment used in the DLSS shall be supplied through an isolation transformer. During
overhauls of the system, all transformers will be cleaned and inspected to verify safe and reliable operation. Current leakage
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and capacitive-resistive fault detection equipment will be cleaned and inspected during overhauls per Section 320 and NFPA
99, Chapter 19.
Lighting - Lighting systems must be supplied from two separate power sources to ensure that a normal and emergency
lighting system exists. During overhaul, a review of all lighting systems shall be conducted to ensure that the systems meet
the latest requirements as specified in Section 331 and NFPA 99, Section 10-2.7.1.2.
Penetrators, connectors and cables - Strict compliance is paramount with the installation and component selection must
be used during overhauls for all penetrators, connectors, and cables as specified in Sect 304. Retests of disturbed penetrators
shall be in accordance with American Bureau of Shipping (ABS) rules for Building and Classing Underwater Systems and
Vehicles, Appendix B.33.3 and documented to maintain system certification.
592n.2. Communication and Alarm Systems
Underwater communications systems overhaul and repair shall be per the manufacturer's specifications and meet the
requirements specified in Section 400.
Video system requirements for monitoring and recording shall be as specified in Section 433.
Audio system requirements for monitoring and recording are specified in Section 433.
Alarm system requirements are specified in Sect 436, and in NFPA 99, Section 10-2.8.
592o. Handling Systems
Repair and overhaul of DLSS Handling systems shall be in accordance with Section 573 and meet the design
requirements and safety factors in Appendix C of American Bureau of Shipping (ABS) Underwater Systems and Vehicles
(latest version).
592p. Shock
DLSS equipment and systems have no shock requirements, but must be arranged or located so as not to become a
hazard as per Sectiion 072b, Grade "C".
592q. Technical Documentation
The requirements for technical documentation are specified in Section 085 and 800 for SHIPALT development. Refer
to COMNAVSEASYSCOM OOC for direction concerning development of DIVEALTS. Special documentation
requirements for DLSS Certification are specified in Sub-Section 592e.
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Section 592
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SECTION 593
ENVIRONMENTAL POLLUTION CONTROL SYSTEMS
593a. Scope
This section contains the sewage and waste water pollution control system, solid waste pollution control system and oil pollution
control system technical requirements.
593b. Sewage and Waste Water Pollution Control Systems
Collection, holding and transfer (CHT) systems shall be installed using Naval Sea Systems Command letter 5341/JRJ 9505/593.12
Ser. 138, General Design Guidance for Sewage Collection, Holding and Transfer (CHT) Systems. Where a conflict exist, between this
design guidance and other sections of the GSO specifications the GSO specifications of this section shall take precedence.
593c. Solid Waste Pollution Control Systems
Garbage disposal requirements
Garbage disposal room. The garbage disposal room shall be fitted with a NAVSEA-approved direct food waste pulping system,
consisting of a corrosion-resistant steel pulper and attendant piping together with table and feed chute. The pulper shall be designed so that
silverware and similar metal items, and glass are rejected from the pulping area and do not damage the pulper or cause the pulper to jam.
Seawater connections shall be provided for both the pulping and flushing operations. A cold freshwater outlet shall be provided in the
compartment with a 1/2 inch hose for wash down. The garbage disposal room shall be provided with two 24-gallon food waste cans, Fed.
Spec. RR-C-82.
Crew, CPO, and Wardroom sculleries. A NAVSEA-approved food waste pulper shall be installed in each scullery. The pulper shall
be designed so that silverware and similar metal items, and glass are rejected from the pulping area and do not damage the pulper or cause
the pulper to jam. Seawater and freshwater connections shall be provided with the valve selections for either the pulping or flushing
operations. Freshwater connections shall contain a reduced pressure back-flow preventer in the line. The food waste pulping system shall
be of corrosion-resistant steel. Clean dishware and utensils shall not be stored in compartments where seawater pulping and flushing is
used. Each scullery shall be provided with two 24-gallon food waste cans, Fed. Spec. RR-C-82.
Diverter valves shall be provided so that drainage from food waste pulpers in disposal rooms and sculleries can be discharged
directly overboard or to the CHT tanks. Piping drains for food waste disposal equipment are specified in Section 528. Water supply for
food waste disposal equipment is specified in Sections 521 and 532.
Instruction Plates. An instruction plate with letters 1/4 inch high shall be installed in the vicinity of the pulpers describing valve
settings for each of the following modes:
At sea (unrestricted waters) - pulped waste is flushed directly overboard.
In port - pulped waste is flushed to the ship's CHT tank. The instruction plate shall also include the following:
CAUTION
THIS MACHINE SHALL NOT BE OPERATED WHEN THE SHIP IS WITHIN 12 NAUTICAL MILES OF THE UNITED
STATES COAST.
CLEAN DISHWARE AND UTENSILS SHALL NOT BE STORED IN COMPARTMENTS WHERE SEAWATER PULPING
AND FLUSHING IS USED.
An additional instruction plate shall be installed in the vicinity of the pulper in sculleries with a seawater connection to the food
waste disposer. This plate shall include the following:
CAUTION SEAWATER SHALL BE USED IN THE PULPER ONLY WHEN THE SHIP IS AT SEA.
IN PORT ,ONLY FRESHWATER SHALL BE USED
Additional instruction plates shall be installed at each diverter valve or control point to indicate the setting for each mode.
Flag, Captain, and Wardroom Galley. A NAVSEA-approved direct drive food waste disposer shall be installed in each galley. The
disposer shall be 850 r/min, 3-phase, 60 Hz, 440V, and resiliently mounted under the sink. Freshwater from the sink faucet shall be
provided for the grinding and flushing operation.
1Section
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Trash disposal requirements.

Incinerators. Incinerators shall comply with Mil. Spec. MIL-I-15650. Prior to assembly of the incinerator, the foundation plate shall
be welded to the foundation. The completed foundation shall be open for ventilation on all sides and shall stand about 4 inches above
deck.
Incinerators shall be installed with firing doors facing forward or aft. Space shall be allowed for a firing station of about 6-foot
radius. Each unit's exhaust gas outlet shall be located as close as possible to the ship's uptake space with sufficient space allowed for
normal cleaning and maintenance. See Section 162 for requirements for uptakes and smoke pipes for incinerators.
Each incinerator room shall be provided with a trash stowage bin. The bin shall extend from deck to deck and shall be fabricated of
expanded metal, Mil. Spec. MIL-M-17194. The arrangement of the bin shall permit simultaneous unloading of collected trash and loading
of the incinerator with minimum interference with firing operations.
Instructions for operation of the incinerator shall be posted in a conspicuous place in each incinerator room. Sufficient air, either by
natural or forced draft, shall be supplied to the incinerator room so that the room is always under negative pressure. Where a forced draft
fan is used to supply air to the room, it shall be interlocked to operate with the incinerator fans.
A saltwater sprinkling system in accordance with Section 521 shall be installed in the incinerator room.
Trash compactor. The trash compactor shall comply with Mil. Spec. MIL-C-24501. The compactor shall be installed in an approved
location. Additional space shall be provided for trash storage. The storage space shall be fitted similar to drawing, NAVSHIPS No.
804-4563096, with fixed battens, telescopic tube battens, deck grating and overhead grating. A cold freshwater outlet shall be provided in
the compartment with a 1/2 inch hose for washdown.
An instruction placard with letters 1/4 inch high shall be installed in the vicinity of each compactor describing the procedures for the
automatic and manual modes.
Classified Document disposal. Where a NAVSEA approved food waste pulping system is installed in the garbage disposal room,
that pulping system shall also be used as a classified document destructor. If an approved food waste pulper is not installed, a separate
NAVSEA-approved classified document destructor shall be installed.
The unit shall be a security approved wet pulper installed with a sizing ring with apertures not greater than 0.255 inch diameter. The
pulper shall be of corrosion-resistant steel. Seawater shall be provided for the pulping and flushing operation and drainage shall be directly
overboard. A cold freshwater outlet shall be provided in the compartment with a 1/2-inch hose for washdown. Water supply for the CDD
is specified in Sections 521 and 532. Drainage is specified in Section 528.
Drainage from the classified document destructor shall be discharged directly overboard through a gag scupper valve.
An instruction plate describing the unit's operation shall be installed in close proximity to the classified document destructor. The
plate shall also include the following:
CAUTION
THIS MACHINE SHALL NOT BE OPERATED IN PORT OR WHEN THE SHIP IS WITHIN 50 NAUTICAL MILES OF ANY
COAST
An additional instruction plate shall be installed in cases where a food waste pulper in the garbage disposal room is used for
classified document destruction. This plate shall include the following:
WARNING
WHEN THIS MACHINE IS USED AS A CLASSIFIED DOCUMENT DESTRUCTOR ,DRAINAGE SHALL BE DIRECTED
OVERBOARD AND NOT TO THE CHT TANK.
593d. Oil Pollution Control Systems
Definitions
Oily Waste (OW): Any mixture of oil and water that produces a sheen on the surface of the water or causes a sludge or emulsion to
be deposited below the surface of the water.
Oily Waste Holding Tank (OWHT): A tank specifically designated for the collection of tank draining, tank washings, and other oily
mixtures.
Waste Oil (WO): Contaminated petroleum in any form, including contaminated crude and fuel oil, sludge, and oil refuse.
Waste Oil Tank (WOT): A tank specifically designated for the collection of shipboard oil residue and oil sludge.
Oil Waste Bilge Sump Tank: A sump tank located in the bilges for the purpose of holding oily waste drainage until transfer by the
OW bilge transfer pump.
General requirements
The requirements of this section provide ships with the ability to transfer, store, process and off-load oil and oily waste to shore.
Requirements for reduction in generation of oily waste is contained in other sections herein.
Each installed oil pollution control system shall be capable of performing the following operations:
Collecting and holding WO/OW from fuel and cargo tank washings/strippings, ship's bilges, and from areas containing
accidental spills or leaks.
Processing, when under way, collected oily wastes by means of a shipboard oil-water separator (OWS). Separated oil shall be
retained for shoreside processing or disposal, and effluent water shall be discharged overboard.
Transferring all OW/WO to appropriate tanks, shoreside facilities, or overboard discharge lines (for emergency situations).
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Automatically monitoring OWS effluent and, where effluent does not meet standards, rerouting back to the oily waste holding
tank (OWHT).
Sources of shipboard oily wastes include:
a.
Lubricating Oil
Leakage and drainage from equipment and systems into bilges.
Contaminated oil from centrifugal purifiers.
Used oil from equipment during oil change and maintenance.
b.
Fuel Oil
Spillage
Leakage
Contaminated fuel settling tank strippings
Ballast water from fuel tanks
Machinery drainage
c.
Petroleum Based Hydraulic Fluids - Leakage of petroleum based hydraulic fluid from glands and seals into hydraulic
pump room bilges.
Oil/water separator. NAVSEA-approved OWS's (approved for limited production and approved for full production) shall be used to
process oily waste. The OWS shall discharge processed water overboard, above the waterline, and discharge separated oil to a WOT. The
OWS system shall be provided with piping to allow the system to service all the major areas where oily waste is generated or likely to
accumulate. These areas will include, but not necessarily in all cases be limited to, the machinery space bilges and the OWHT. The OWS
shall be placed as close to the OWHT and WOT as possible.
The OWS pump(s) shall share a common suction with the oily waste transfer pump (OWTP). This will enable the OWS to process
oily waste directly from bilges and drainage tanks, and from the OWHT in the event that the OWTP should fail. For ships with OWHT(s),
the preferred mode of operation shall be for all oily waste to be transferred to the OWHT prior to being processed by the OWS.
The motor controllers and electrical connection boxes for the OWS shall be mounted in areas free of possible water damage, or shall
be protected from water damage.
The Fram OPB-10NP OWS is a 10-gpm OWS designed for installation on auxiliary, amphibious and combatant ships.
Oil content monitors. The OCM shall be installed downstream from the OWS and shall be capable of determining the oil content of
the OWS effluent. The OCM output signal shall control a three-way solenoid valve. If an unacceptable effluent oil content is detected, the
control valve shall activate to return effluent to the OWHT, to the bilges in the absence of an OWHT or in some cases to the bilge water
collecting tank (BWCT).
Oily waste holding tank. OWHT's are required to hold oily waste prior to processing by the OWS, and are also used to hold oily
waste on ships without separators while the ship is transiting restricted waters and/or waiting to discharge oily waste to shore facilities.
The OWHT capacity will vary depending on shipboard constraints; however, the capacity should be sufficient to hold all the oily waste
generated in 1/2 day by a ship in an auxiliary steaming mode.
On ships requiring an OWHT of over 1000 gallons, and where space is critical, the OWHT capacity shall be a minimum of 1000
gallons. The approximate tank capacities for these tanks are given below:
SHIP TYPES
CV, CVT
CVN
AGF, AO, AOE, AOR, LCC, LKA, LPD, LPH
CG (except CG-47)
AD, AE, AFS, AGDS, AS, LSD, LHA, LST
DD (except DD 963), DDG, FF, FFG 1
CGN
DD 963, DDG 47, FFG 7
ATS
ASR
OWHT CAPACIY (GAL.)

67,500
33,750
12,500
7,500
6,500
5,000
3,750
2,500
1,000
50
Ships which receive the ITOWS system are not required to be outfitted with an OWHT. The ITOWS system will process oily waste
directly from the bilges and drainage tanks, utilizing pumps located in each machinery space.
The OWHT shall be provided with a connection for the suction lines of the OWTP and the OWS. The OWHT shall receive oily
water from the OCM recirculation line, fuel stripping pump(s), and all OWTPs. The OWHT shall be provided with an air vent, sounding
tube, overboard overflow, high level alarm, and a tank level indication system.
The OWHT shall be provided with an overflow overboard, except for ships that were built with overflow tanks serving the OWHT,
this overflow tank shall have an overflow discharging overboard. When multiple OWHTs are present, overflows may be combined to
eliminate large runs of pipe. The overflow piping shall initiate from a point low in the OWHT so that water which accumulates at the
bottom of the tank will overflow before the oil. The overflow piping shall discharge at least one deck height above the full load waterline
via a swing check valve. The swing check valve shall be located in a fore and aft horizontal position near the shell penetration.
All suction piping valves shall be full port ball valves (MIL-V-24509). All tank suction piping shall include a check valve located at
the tank boundary outside the tank.
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Waste oil tank. The WOT is provided to hold the oil processed from the OWS. It is desirable to have a tank with a capacity to hold
all the oil separated during a 60 day mission. The oil content of bilge water varies from 0.1 to 1.0 percent oil in water. A value of 1.0
percent oil in water was used to calculate the WOT holding capacity. The approximate WOT capacities are listed below:
SHIP TYPES
CV, CVT
CVN
AGF, AO, AOE, AOR, LCC, LKA, LPD, LPH
CG (except CG-47)
AD, AE, AFS, AGDS, AS, LSD, LHA, LST
DD (except DD 963), DDG, FF, FFG 1
CGN
DD 963, DDG 47, FFG 7
ATS
ASR
WOT CAPACITY (GAL.)

81,000
40,500
15,000
9,000
7,800
6,000
4,500
3,000
1,200
60
The WOT shall receive the oil discharge from the OWS. The OWTP shall take a suction from the WOT. A sounding tube, vent, and
TLI's with high level alarms shall be provided.
The WOT shall overflow to the OWHT or if necessary to eliminate excessively long piping runs, the WOT shall overflow overboard.
The overflow piping shall initiate from a point low in the WOT so that any water which may have accumulated will overflow before the
oil.
Tank construction. When two tanks are provided by the division of an existing tank, an oiltight bulkhead shall be installed to
separate the two tanks.
All new or modified tanks are to be provided with two (2) manholes (see Section 624). All new and modified tanks shall be
provided with air escapes, overflows, and sounding tubes to comply with Section 506. Design new tanks in accordance with Sections 100
and 192.
All internal tank surfaces, including ladders and other ferrous structures, fittings, pipe supports, etc., shall be coated to prevent
corrosion from oily waste and waste oil. Care must be taken to ensure complete coverage of all such surfaces. The coating shall have a
final total dry film thickness of 10 mils, minimum, in accordance with Section 631.
Extreme care shall be taken to ensure that proper and complete surface preparation has been accomplished prior to coating.
NOTE: Tank level indicators shall not be coated by the manufacturer.
The OWHT and the WOT shall be provided with cathodic protection as specified below. ZHC-47 zinc anodes shall be installed in
the tanks in accordance with NAVSEA Drawing No. 805-921865. One anode shall be installed for every 80 square feet of tank surface.
These anodes shall be distributed in concentrations proportional to the amount of time that the area of the tank will spend submerged. In
the OWHT, for example the greatest concentration of anodes shall be installed below the OWS cutout switches since this area will be
submerged continuously. The next greatest concentration of anodes should exist between the OWS cut-in and the OWS cutout switches.
Anodes shall be concentrated progressively in the WOT with the greatest concentration at the bottom of the tank. Anodes shall also be
located in the vicinity of dissimilar metal combinations in the tank such as piping penetrations. The tank surface shall be coated prior to
installing the anodes. After installing the anodes, the studs shall be touch-up painted.
Tank liquid level indicators. Liquid level indicating systems shall be in accordance with MIL-L-23886, Type IC/MF magnetic
float-type liquid level indicator with audible high level alarms. The system shall be installed in accordance with NAVSEA Drawing No.
803-2145532, revision A. These indicators are to be installed in all WOTs, OWHTs, and any tanks that contain any liquid petroleum
product and overflow directly overboard with the following exceptions: (1) Gasoline tanks which use static head type liquid level
indicator system drawing, NAVSHIPS No. 810-1385847, type III, class A. (2) Auxiliary fuel service tanks 500 gallons or less which use
direct-reading glass column type gauge indicators. TLIs should also be installed in feedwater and potable water tanks to preclude their
overflowing to the bilge. See Sections 504, 541 and 542.
High level alarms shall be set to give at least two minutes warning before overflow occurs (see Section 541).
Primary receivers and high level alarms for pollution abatement tanks shall be located in a continuously manned space in a protected
area.
The OWHTs and WOTs shall be provided with TLIs to indicate oil-water interface and oil-air interface. TLI secondary receivers for
WOTs and OWHTs shall be located at the pump manifold or tank cutout valves. High level alarms for the WOTs shall be located at the
OWS. OWHT high level alarms shall be located at each pump that is capable of discharging to the OWHT. The WOTs and OWHTs shall
also have high level alarms in the boiler/engine control station or console, or enclosed operating station when provided, and in a space that
is continuously manned while on cold iron watch.
Overboard overflows. Reducing potential for overboard discharge of fuel can be accomplished by minimizing the number of fuel
tank overflows which discharge directly overboard. Direct overflows to sea from fuel tanks shall be minimized to the maximum extent
practicable considering Section 506 criteria. In combining overflows, consideration shall be given to the tank filling sequence and
grouping tanks served by common fill manifolds and deck connections.
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Overflow piping from all overflow tanks and overflow mains shall be sized to accommodate the maximum combined filling rate of
all the tanks served.
A swing check valve shall be installed in the overflow line from each tank for fuel, diesel oil, JP-5, waste oil and oily waste. Each
check valve shall be installed in a fore and aft horizontal section of piping. Check valves for these tanks shall be located at the high point
in the overflow piping, unless the overflow discharges overboard.
A swing check valve shall be installed near the shell penetration in all overflows which discharge overboard. For overflows from
single tanks, such as the Contaminated Fuel Settling Tank (CFST), only the check valve at the shell penetration is required.
If the ship is provided with an OWHT, the CFST may overflow to this tank provided the CFST overflow is higher than the OWHT
overflow and long runs of overflow piping do not result.
JP-5 and fuel tank overflows and air escapes shall be separate from each other and from all other overflow and air escape systems.
New tank label plates shall be provided for those tanks which have been designated as overflow tanks. The Damage Control Book
and Ship's Information Book liquid loading instructions should be updated to reflect the new overflow arrangement. Overflow tanks
should be the last tanks (in the overflow group) to be filled, and the first tanks to be emptied.
Deck discharge connection/oily waste transfer pump piping risers. OWTP piping risers with deck discharge connections are required
to enable ships to discharge oily waste and waste oil to shore facilities while in port. The riser(s) shall allow the OWTPs, and the fuel
stripping pump(s) to discharge on the lowest weather deck. The riser(s) shall terminate in standard 2 1/2 inch cam lock deck discharge
connections. The riser(s) shall be sized to accommodate the maximum flow from the individual pump or the total flow when more than
one pump discharges to a common riser. The number of risers required must be determined on an individual ship basis; however, a
minimum of two connections, located approximately amidships port and starboard, are required on most ships to allow for shore service
from either side. On small ships, a single connection may be satisfactory, provided it is located such that discharge can be directed to both
port and starboard sides of the ship. The number of deck connections may be increased to accommodate the required flow rates. On AD
and AS type ships, a connection shall be provided aft to allow for a Mediterranean moor.
Each deck discharge connection shall be in accordance with NAVSEA Dwg. No. 810-2145526. Navy stock number 9C
4730-00-602-3160 has been assigned to the standard deck discharge connection.
Oily waste transfer pumps/fuel stripping pumps. Ships shall have dedicated OWTP(s) and dedicated fuel stripping pump(s).
Where there is only one existing fuel stripping pump, the suctions and discharges for the fuel stripping and OWTPs shall be
cross-connected. The cross-connection on the pump suctions shall be through a ball valve and a swing-check valve. This will permit the
OWTPs to take a suction on the fuel stripping pump suction manifold in the event of the failure of the fuel stripping pump. The
cross-connection on the pumps' discharges shall be via a locked closed valve. This will permit the fuel stripping pump to discharge to the
OWHT (from the CFST low suction), overboard, and to shore facilities via the deck discharge connections. The discharge
cross-connection may be utilized to allow the OWTP to act as the fuel stripping pump if the fuel stripping pump becomes inoperable.
On ships equipped with more than one existing fuel stripping pump, a cross-connection shall be installed between the discharges of
the fuel stripping and OWTPs. The cross-connection shall be through a locked closed ball valve and a swing-check valve. This will
permit the fuel stripping pump to discharge overboard, to the deck connections or to the OWHT.
Existing bilge or bilge/stripping pumps shall be replaced based upon the following criteria:
On ships equipped with steam reciprocating bilge or bilge/stripping pumps, at least one motor driven pump will be installed to
replace one steam pump. These new pumps shall be designated as the OWTP(s). The remaining bilge/stripping steam pump(s) shall be
redesignated as the fuel stripping pump(s).
On ships equipped with steam reciprocating bilge or bilge/stripping pumps that are no longer maintainable, these pumps shall
be replaced with motor driven pumps.
New motor driven pumps will be installed on those ships that have eductors only.
No new or replacement OWTPs shall be steam driven. OWTPs should be capable of providing at least a 10-psi pressure at the
weather deck discharge connections. The capacity of the new or replacement pumps shall be determined on the basis of off-loading the
OWHT in approximately one to two hours. On aircraft carriers, an off-loading time up to 4 hours in duration is acceptable. Replacement
pumps shall be of a type designated by NAVSEA.
The OWTP shall take suction from:
a. bilge wells and hose connections,
b. oily waste bilge collection tanks,
c. oily waste holding tank(s),
d. waste oil tank(s),
e. and other oily waste collection points considered necessary.
The discharge of the oily waste transfer pump shall have connections provided to allow discharge overboard, to the OWHT and to
the deck discharge connections.
Remote OWTP(s) may be required to supplement the main OWTP(s). These pumps are used to service areas too remote to be
serviced by the OWTP(s). The design of these pumps shall be specified by NAVSEA. The capacity of remote pumps shall be determined
based on the oily waste water generation of the space serviced. Remote pumps shall take a suction on the space(s) serviced and discharge
to the OWHT.
The fuel stripping pump shall take suction from the fuel storage tanks, fuel service tanks, and the CFSTs. The fuel stripping pump
shall discharge overboard, to the OWHT, the fuel oil storage tanks, the CFSTs and the deck connections. The fuel stripping pump shall be
used to strip the CFST of contaminated fuel and water via the low suction tail pipe and to reclaim fuel via the high suction tail pipe.
OWTP suction piping shall normally be sized according to the following rated pump capacity:
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Pump Capacity
10 gpm
Up to 15 gpm
Up to 50 gpm
Up to 100 gpm
Up to 200 gpm
Suction Pipe (NPS)

1 1/2 in.
1 1/2 to 2 in.
2 to 2 1/2 in.
2 1/2 to 3 in.
3 to 4 in.
However, the actual pipe size to be used as OWTP suction piping will depend on:
(1) The suction lift limitation of the pump employed (worn pump conditions).
(2) The suction lift created by the piping system.
(3) The location of the oily waste transfer pump.
The OWTP suction main shall be connected to the main drainage system via a check valve and a ball valve so that the main drainage
system can take suction from the oily waste transfer system. All cutout valves on the suction side of the OWS and on the suction side of
all pumps shall be full port ball valves.
A recirculation chamber shall be provided for all Blackmer rotary vane bilge pumps. The rotary vane pump requires a small amount
of priming water to seal the vane clearances, reduce friction and keep the pump cool. This priming water is provided by slightly opening
the recirculation valve. Excessive rattling due to cavitation, can be eliminated by further opening the recirculation valve. The chamber
shall be located in series with the pump discharge piping, the minimum practicable distance from the pump, upstream of any pump
discharge cutout valves. Chamber size shall be approximately 8 gallons for 100/200 gpm pumps and 5 1/2 gallons for 15/50 gpm pumps.
Chamber shall be a bottom-flanged design, with 1 inch ips valved drain to the bilge or oily water collecting system. Chamber flanged top
shall incorporate the following items: an automatic float vent valve, a valved funnel fill, and a pressure gage connection. The
recirculating line shall be 1/2 inch ips with globe valve; shall connect to the chamber near the bottom; and shall connect to the pump
suction piping the minimum practicable distance from the pump. A suction vacuum pressure gage connection shall be provided between
pump and suction strainer.
Hose connections shall be installed just upstream and downstream of pump cutout valves to enable temporary "sandpiper" pump
connection in the event the OWTP fails.
Oil/water drain segregation. The segregation of waste water and oily water drainage systems allows non-oily water to be discharged
overboard or collected separately without entering the bilge and adding to oily waste.
For waste water drainage system criteria, see Section 534.
NOTE: Synthetic oil waste drainage, such as the lubricating oil for gas turbines, and the gas turbine water wash drainage shall
be collected in separate tanks or containers and held for off-loading to shore facilities. Synthetic oily waste and gas turbine water wash
drainage shall not be processed by the ship's OWS.
An oily waste drainage system shall be installed in main and auxiliary machinery spaces in order to maintain reasonably clean dry
bilges under all operating conditions.
The oily waste drainage system shall collect oil and oily water drainage (excluding that collected in accordance with Section 262 and
Section 541) and shall discharge to the oily waste bilge sump tank. The branch line from each collection point shall have a funnel except
for drip pans and drains from open pockets of equipment where the leakage is visible. Level indicators serving bilge sump tanks formed
by inner bottom structure shall be of a design that will not affect watertight integrity in the event of shell damage in way of the tank.
The oily water bilge sump tank shall have a minimum capacity of 250 gallons. The tank may be either independently constructed or
structural. Access openings, level indicators, sounding tubes, and vents shall be provided.
Bilge sump tank drainage shall be as specified in Section 529 and herein.
The drain mains shall be provided with a valved low-point drain to the bilge in each compartment.
Independently constructed sump tanks shall be provided with a submerged tank overflow discharging through a funnel to the nearest
bilge drain well (see Section 529). Overflow height shall be below that of the lowest funnel served by the system to prevent overflow at
funnels when the tank is full.
Drainage from equipment and piping outside of the main and auxiliary machinery spaces shall be led to deck drains, drain wells or
sump tanks, as applicable, so as to preclude overboard discharge of oily waste, and to contain waste water.
Low points of boiler air casings shall be drained to the oily water drainage system.
Unless otherwise specified, relief valve discharges which could possibly be contaminated with flammable fluid shall discharge to the
oily water drainage system.
Placards, diagrams and plates. Each overboard discharge valve and pump that is capable of allowing the discharge of oily waste
shall have an information plate which reads as follows:
WARNING
DISCHARGE OF OIL PROHIBITED
The Federal Water Pollution Control Act prohibits the discharge of oil or oily wastes into or upon the navigable waters of the United
States, or the waters of the contiguous zone, or which may affect the natural resources belonging to, appertaining to, or under the
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management authority of the United States, if such discharge causes a film or discoloration of the surface of the water. Violators are
subject to substantial civil penalties and/or criminal sanctions including fines and imprisonment.
Oily waste transfer system placards shall be placed near each OWTP and OWS.
Each OWS shall have a system operating placard.
and not necessarily intended to return overhauled items to the original manufacturers drawing tolerances. The Supervisor's Work
Specification shall identify the class of overhaul (i.e., class B) authorized for the item. Where applicable, the Supervisor's Work
accordance with applicable drawings, or technical manuals as modified by the overhaul criteria paragraphs of other GSO Sections.
593f. Shock
The requirements for technical documentation relating to the shipalt development process are specified in Section 085. Other
Sewage and Waste Water
CHT system tank pump discharge piping shall be hydrostatically tested to 135 percent of system design pressure, but not less than 50
lb/in2 with clean fresh or seawater. CHT header piping shall be tested like plumbing drains in Section 528. The general and precautionary
requirements specified in Section 505 shall apply. Tightness and completion tests of the CHT tank shall be in accordance with Section
192. The CHT tank shall be hydrostatically tested to a pressure equivalent to a hydrostatic head of 2 feet above the Flooding Water Level
I of the ship or the highest point of the CHT tank vent piping, whichever is greater.
No leakage shall be allowed.
Tightness test of the CHT tanks and piping shall not be performed until all structural work, including any structural attachments
which might affect tightness, is complete. All permanent access fittings and closures shall have been installed. Completion test (Section
192) need not be conducted.
Unobstructed flow test - Following hydrostatic testing of the CHT tank, the aeration or aspirator system (if installed) shall be
operated at design flow to demonstrate unobstructed flow.
Operational tests - The operational capability of the CHT system shall be demonstrated in accordance with Section 505. The CHT
pump discharge pressure shall be tested for compliance with the requirements that the pressure at the deck discharge connection pressure
be at least 10 lb/in2 under shut-off head condition. This shall be accomplished by the use of pressure gages at the sewage pump discharge
immediately downstream of the pump and at the shore connection valve which shall be throttled to induce the 10 lb/in2 pressure. Each
pump shall be tested individually.
The pump(s) control level sensor and alarm system shall be demonstrated as follows:
Manual mode:
1. Selector switch set to "MAN1". Each pump shall be manually actuated independent of the level sensors or tank liquid level.
2. Selector switch set to "MAN2". Each pump shall automatically stop at the low liquid level (10 percent of the tank capacity).
Automatic mode:
1. Alternation of duty pump operation in the sewage transfer mode shall be demonstrated.
2. Low level pump cutout shall be demonstrated.
3. Duty pump starts when the tank liquid level reaches about 30 percent of the tank capacity.
4. Standby pump starts when the tank liquid level reaches about 60 percent of the tank capacity.
5. The visual and audible high level alarm signal is actuated when the tank liquid level reaches about 85 percent of the tank
capacity. The audible alarm shall be silenced with the visual alarm remaining activated.
System flushing and cleaning performance shall be demonstrated by diverting the seawater flow from the firemain to the CHT tank
through the spray nozzles. The manual mode selector switch should be set to the "MAN2" position, so that one sewage pump is
operational. Under these conditions, the flow into the tank shall not exceed 100 percent of the discharge capacity of the operating pump.
Tank overflow operation shall be demonstrated by shutting down the sewage discharge pump, closing all valves on the soil and waste CHT
drains which originate below the waterline to assure that the flow discharges at the overboard discharge.
Comminutor (if installed) maintenance accessibility shall be demonstrated by closing the comminutor isolation valves on the inlet
and discharge of the comminutor and introducing water through the drain system. All water shall enter the CHT tank through the
comminutor bypass.
Operation of the CHT pump room sump and eductor system shall be demonstrated.
Operational tests of the CHT system diverting shall demonstrate that the system piping and valves operate as specified.
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Waste food disposers. After installation, each waste food disposer shall be operated without a garbage load, but with flushing. The
disposer shall operate satisfactorily and show no undue vibration.
Incinerators. Each incinerator shall be tested in accordance with Mil. Spec. MIL-I-15650 except that the tests may be limited to 2
hours.
Trash compactor. After installation, the trash compactor shall be tested with a trash load to demonstrate satisfactory operation.
Classified document destructor. After installation, the classified document destructor shall be tested for capacity and effectiveness of
destruction. The unit shall be operated at rated capacity destroying a mixture of: 40 percent single ply teletype paper; 20 percent single
ply continuous flat-fold paper; 30 percent single ply bond paper; and 10 percent data processing computer cards. The test shall be
conducted for a minimum of 15 minutes. The unit shall meet its rated capacity and destroy the test material to the degree specified in
OPNAVINST 5510.1.
Oil pollution. Hydrostatic, tightness and operational tests shall be in accordance with Section 505.
The following additional tests are required:
The oil/water separator shall be tested at rated capacity to determine proper separation capability. Effluent water shall be
checked for oil content by laboratory analysis.
The oil content monitor system shall be tested for proper oil content determination, alarm/control valve set points, and time
delay.
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SECTION 595
MECHANICAL HANDLING SYSTEMS FOR ELECTRONIC EQUIPMENT
595a. Scope
This section contains general requirements for repairs, modifications and new installations of mechanical handling
systems for the following electronic components/systems:
1. AN/SLQ-25 Transmitting set, Torpedo countermeasures (Nixie)
2. Torpedo countermeasures, T Mark 6
3. AN/SSQ-61; AN/SSQ-61A Bathythermograph Set (XBT)
4. AN/SQA-13(V) Sonar Detecting-Ranging Set (VDS)
595b. General (New and Repaired)
The system shall be arranged to be compatible with the surrounding ship structure. Safety features, such as grab rails
on bulkheads and cable guards, shall be installed.
595c. New System Installation
AN/SLQ-25 Transmitting Set - Torpedo Countermeasures (Nixie)
The mechanical handling system shall be designed and installed to satisfy the operation characteristics specified in
Chapter 1 of NAVSEA 0967-LP-490-3010 (Note: Chapter 1 Confidential). System shall be in general accordance with
figure 9-1 of NAVSEA 0967-LP-490-3010, NAVSEA 403-4714827, and approved drawings. Drums shall be grooved and
an adequate method provided for fair leading cable.
AN/SSQ-61; AN/SSQ-61A Bathythermograph (XBT)
For launcher installation refer to the NAVSHIPS Installation Drawing RE-D-2697546 Rev A, titled "Launcher,
Bathythermograph MX-8377/SSQ-61" and figure 2-2 of NAVSEA 0967-LP-33-6010. Installation of the launcher requires
penetration of the hull and shall be done per the above referenced NAVSHIPS drawing. The procedure is as follows:
1. Remove Launcher from its packing crate and disassemble by removing the 5/8 inch studs.
2. Mount ship's adapter to hull.
3. Install 5/8 inch studs in ships adapter.
4. Insert urethane launch tube into ship's adapter.
5. Place ring washer over studs and seat on the face of the launch tube.
6. Mount ball valve on 5/8 inch studs in a manner which permits operation of the valve handle without
interference from surrounding ship's structures and framing.
NOTE: The ground connection described below is critical. A good ground shall be maintained at all times.
7. Install breech adapter assembly and secure with 5/8 inch nuts, two per stud, attaching ground cable to one of
the studs.
8. Route Launcher cable to Recorder.
595d. Overhaul and Repair Requirements
Requirements and definitions of class of overhaul (i.e., Class A, B) and the use of Technical Repair Standards (TRS)
are provided in Section 042 herein.
Overhaul and repairs shall be made in accordance with approved drawings and applicable technical manual as noted
herein:
AN/SLQ-25 (Nixie)
NAVSEA 0967-LP-490-3010
Torpedo Countermeasures
NAVSHIPS 0981-062-5010
T Mark 6
NAVSHIPS 0920-040-7010
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NAVSHIPS 0920-040-8010
NAVSHIPS 320-0470
AN/SSQ-61: AN/SSQ-61A (XBT)
NAVSEA 0967-LP-333-6010
AN/SQA-13 (V) VDS
NAVSEA 0967-LP-370-2290
NAVSEA 0967-LP-370-2300
NAVSEA 0967-LP-370-2310
NAVSEA 0967-LP-370-2330
Structural - A structural member which has been damaged to the extent that it can no longer accomplish its design
function or which presents a safety hazard must be replaced or repaired. Adjacent weld and mechanical joints shall be
inspected for cracks or other evidence of failure. Cracked welds and deformed mechanical fasteners shall be repaired or
replaced.
to determine the extent of damage due to corrosion, shall be accomplished. An engineering analysis, considering current and
projected deterioration, shall be performed to determine if the corroded structure is within allowable stress values. Repair or
replacement is required, in accordance with applicable drawings, where stress levels in corroded areas exceed the allowable
stress values. Corrosive control procedures, in accordance with Section 631 shall be implemented in areas found subject to
corrosive attack. Fabrication welding and inspection shall be in accordance with Section 074.
Tow Cable - Shall be replaced in accordance with criteria given in the applicable technical manual.
Sheaves and fair leads - Shall be replaced or repaired when damaged or where groove wear affects service life of the rope.
Worn sheave bearings shall be replaced in accordance with applicable technical manual.
Limit switches - Shall be repaired or replaced when incapable of providing specified control of system component in
Mechanical systems - Winches, fleet angle compensators, and anti-slack devices shall be repaired in accordance with
applicable technical manual or drawing specification requirements.
Electrical/hydraulic/piping system - Electrical/hydraulic piping components shall be repaired in accordance with
595e. Shock
General - Tests shall demonstrate that handling equipment and systems are designed, fabricated, installed, aligned, and
adjusted and will accommodate the loads that they will be required to handle. Handling through the specified routes shall be
demonstrated. Tests shall also demonstrate that all electrical, hydraulic, pneumatic, and mechanical controls and interlocks
provided will operate and perform their designed functions.
conditions. Power-operated gear shall be tested to demonstrate control, safety, emergency stop, emergency run, automatic
operating features and interlocks, speed, manual operating features, and freedom from interference with ships structure and
other equipment while carrying specified loads.
Performance and ease of operating for emergency manual operation of power-driven equipment shall be demonstrated
Equipment shall be operated to demonstrate the adequacy of fittings and equipment based, on loads to be handled.
Testing is required only after new installations, and following repairs or overhaul.
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Dock Side Testing - The towed body handling system without tow cable shall be statically tested with a test pull equal to
200% of rated load in accordance with applicable technical manual instructions for a period of 10 minutes with no
deformation of the equipment or foundation, permissible. The tow cable shall not be used to apply the test load.
The towed body handling system shall be operated at dock side prior to ship trials to demonstrate mechanical operation
of the handling equipment.
Sea Trials - During ship trials, the towed body handling system shall be launched and streamed at full scope of cable,
retrieved and stowed. Operation shall demonstrate the handling equipment complies with all requirements in the applicable
technical manual.
This test shall be conducted in conjunction with the underway test specified in Section 473.
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SECTION 602
HULL DESIGNATING AND MARKING
602a. Scope
This section contains the requirements for compartment designation, compartment numbering, label plates, instruction
plates, and special identification and marking.
602b. Designation of Compartments, Spaces and Stations
The designations of compartments, spaces and stations shall be in accordance with DOD-STD-2150 (SH).
Designations shall not be abbreviated unless the names are lengthy and the abbreviations are given in MIL-STD-12.
Where two or more similarly named spaces or stations occur in the ship, the spaces shall be designated by name and
suffix number as follows:
Spaces other than machinery spaces.
When two or more such spaces are to be numbered (i.e., Radar Room No. 1, Radar Room No. 2) the numbers
shall be assigned consecutively, starting with No. 1, by applying one or more of the following general rules in the order
given:
a. From forward, aft
b. From top, down
c. From starboard to port
The forward bulkhead of the space in question shall be used in determining its longitudinal location within the ship.
After original number assignment, any additional space, the number of which as determined above would duplicate a number
already used, shall be assigned the number of the space immediately preceding it, followed by the letter "a". (For example,
an additional Radar Room occurring between Radar Room No. 2 and Radar Room No. 3 shall be designated Radar Room
No. 2a.) similarly, a space the number of which would precede that of the space numbered "1", shall be assigned the number
"1" preceded by the letter "A" (As Radar Room No. A1).
Aircraft fueling stations shall be numbered to indicate:
Location of station (serving Hangar Deck or Flight Deck) by prefix letter, "H" for Hangar Deck, or "F" for Flight
Deck.
Location of station (with respect to fore and aft location in the ship) by approximate frame number in the station
number.
Location of station (with respect to ship centerline) by using odd frame number for starboard stations and even
frame number for port stations.
Type of fuel dispensed by suffixed letter "G" for aviation gasoline and "J" for jet fuel (JP-5). Where two fuels are
dispensed from the same station, suffix for both fuels shall be used. Example (1) station located between frames 74-77,
starboard gallery deck, for aviation gasoline and JP-5, number will be "F"-75-JG". Example (2) station located between
frames 141-144, port hangar deck, for JP-5, number will be "H-142-J".
602c. Compartment Numbering
Compartments shall be numbered for identification and to facilitate location and damage control. The identification
assigned shall locate each compartment relatively and shall indicate, in general, its function. Existing numbering systems
shall be maintained and modified as necessary for new or relocated compartments.
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602d. Access Closure Numbering

Access closures (doors, hatches, manholes, and scuttles) shall be numbered for identification and to facilitate location
and damage control. Existing numbering systems shall be maintained and modified as necessary for new or relocated
closures.
602e. Damage Control Classification
All damage control classification for access and system closures shall be in accordance with table 079-9 of NSTM
NAVSEA S9086-CN-STM-020, chapter 079, volume 2.
602f. Numbering of Gun Mounts, Missile Launchers, Directors, and Ammunition Hoists
Gun Mounts and Missile Launchers - In general, mounts or launchers of the same caliber or type shall be numbered
consecutively from forward to aft and starboard to port with odd numbers to starboard and even numbers to port. Where two
or more mounts or launchers of the same caliber or type are installed at approximately the same frame but at different levels,
the higher mount or launcher shall have the lower number.
For gun mounts, the caliber shall be indicated by a prefix number added to the designation number. Mounts shall have
only one designation number regardless of the number of guns housed. The designation numbers shall comply with the
following:
Caliber of Gun
20 mm
40 mm
3-inch
5-inch
Mount Designation
21, 22, 23
29, 210, 211
41, 42, 43
49, 410, 411
31, 32, 33
39, 310, 311
51, 52, 53
59, 510, 511
In mounts housing more than one gun, the individual guns shall be designated as follows, based on the observer
standing at the breach end and looking toward the muzzle of the gun:
Type of Mount
Twin
Triple
Quadruple
Gun Designation
Right (R); left (L)
Right (R); center (C), left(L)
Right (R); center,
right (CR); center
left (CL); left (L)
Torpedo tubes, rocket launchers, mortars, and other types of armament shall be numbered the same as turrets, guns and
missile launchers.
Directors - On ships having gun mounts or missile launchers, or both, the directors shall be numbered consecutively
from forward to aft and starboard to port with odd numbers to starboard and even numbers to port. Where ships have a
battery of only missile launchers, and these launchers are only of one type and where only one director is primarily
associated with an adjacent launcher, such directors shall bear the same numbers as their associated launchers. Additional
directors shall have succeeding numbers.
Directors for torpedo tubes, rocket launchers, and other types of armament shall be numbered the same as the units they
control.
Guidance transmitters and illuminators - Guidance transmitters and illuminators shall be numbered consecutively and
independently.
Ammunition hoists - Each hoist shall be designated to correspond with the number of the gun mounts it serves. Where
two or more hoists at different levels serve one gun mount, all hoists shall have the same basic designation but suffix letters
shall be added: "A" for the upper, "B" for the next lower, and so on. Where one hoist or group of hoists serves more than
one mount, the hoist or group of hoists shall be given a compound designation to reflect the mounts served, such as "7-8".
Where hoists serve no particular mount, such as those serving conveyors, they shall be given consecutive numbers,
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increasing from forward to aft, with the first number assigned being the next higher consecutive number after the highest
number assigned to hoists serving specific mounts.
602g. Requirements for Label Plates
Label plates shall be provided for all new or modified spaces or equipment.
Except as otherwise specified, label plates shall comply with drawings, NAVSHIPS No. S2803-980208 and
S2803-980209.
Label plates for any specific purpose shall be as nearly the same size as practicable. A symmetrical and well-balanced
arrangement of letters and lines shall be obtained. Clarity of characters shall be assured for maximum legibility.
Fabrication and installation of propulsion plant valve label plates shall be in accordance with Section 507.
Materials - Hull label plate material shall be in accordance with drawing, NAVSHIPS No. S2803-980208, except
that pressure-sensitive vinyl closure classification labels shall be used as specified herein.
Inscriptions - Abbreviations given in MIL-STD-12 shall be used for long inscriptions. Arabic numerals shall be
used.
Label plates for access closures shall be combined with compartment designation plates. The first line of the
inscription shall give the access closure number; the second line, the name of the compartment to which access is provided;
and the third line, the compartment number.
For Example:
2-16-2
CPO Storeroom
2-14-2-A
Label plates for access closures located in a normal route to, and serving as access for, a number of compartments shall
indicate all compartments served. The name and number of the first compartment entered shall be placed highest, and the
compartments on the same level entered from it shall be listed under and indented. Only the topmost hatch and the highest
point of direct entry to a trunk through a door shall list all the names and numbers of the compartments below, for which
access is provided. The hatch or closure labels for those closures below such topmost closures shall indicate only the closure
number and the name and number of the compartment directly below. In cases where there is more than one door or closure
from a trunk on one level, those doors which provide access to other compartments on that level or lower levels should
include on the bottom of the access label, in 1/4 inch letters, "TO COMPT" and list compartment numbers entered via that
door. The compartments shall be grouped by levels and shall be separated by double vertical spacing between groups of
compartments on different levels.
Bulkhead number plates shall also be combined with access and compartment plates, wherever practicable.
Tank capacity information, expressed in gallons, shall be included in label plates for tanks not an integral part of the
ship structure. Capacity label plates shall be installed in conspicuous locations on these tanks. On each gravity or freshwater
tank, small label plates, inscribed with the capacity of the tank at that level, shall be installed opposite each 6-inch level of
the gage glass or each petcock. Wherever gages, or other instruments for indicating capacities are provided in tanks, and
such gages or instruments clearly indicate total capacities as well as actual contents, capacity label plates may be omitted.
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Damage control closure classification label plates shall have colors complying with the following:
Classification
W
X
Y
Z
Circle
W
Circle
X
Circle
Y
Circle
Z
Z inside D
Color of Lettering
Black
Black
Black
Red
Black
Black
Black
Red
Red
Color of Circle or D
--------Black
Black
Black
Red
Black
Access closure classification plates shall be 4 inches square wherever that size can be used; otherwise, the size may be
reduced, provided that legibility is maintained and the small size complies with drawing, NAVSHIPS No. S2803-980208.
Pressure-sensitive vinyl closure classification labels, Mil. Spec. MIL-M-43719, type I, class 1, shall be used where such
labels can be installed on vertical surfaces and on the undersides of hatches, manholes and scuttles. Vinyl closure
classification labels shall not be used for the following:
Areas subject to foot traffic
Hot spaces (such as machinery rooms)
System valves or fittings
Any application of any kind involving or related to special propulsion applications
Colors for vinyl closure classification plates shall comply with Mil. Spec. MIL-P-8793. The background shall be
aircraft gray. Insignia red and gloss black, as appropriate, shall be used for the respective markings. The sizes of 2, 3 and 4
inch square vinyl closure classification labels, and the sizes of the markings on these labels shall be the same as those
specified for their metal counterparts in drawing, NAVSHIPS No. S2803-980208.
The closure classification letter for bolted plate manholes may be added to the access closure label plate, thus avoiding
the need for a separate plate. Closure classification label plates for piping, heating, ventilation and air conditioning systems
shall be of the same general type as those specified for access closures, except that the letters may be as small as 1 inch in
height provided legibility is maintained.
Installation - Label plates shall be located to ensure maximum visibility. Where it is necessary to group several plates,
a symmetrical and well-balanced arrangement shall be obtained. Plates shall be secured in accordance with drawing,
NAVSHIPS No. S2803-980209, except that plates installed in the weather shall be secured with adhesive, Mil. Spec.
MIL-A-22895.
Labels attached to only one side of a beam shall be located on the midship side of the beam. Where labels are attached
to beams, they shall be as near the lower edge, as practical. Labels attached to bulkheads shall be placed in locations most
suitable for their functions, provided visibility is maintained.
Where access closure covers hinge open against a bulkhead, label plates shall be installed on the bulkhead just above
the open position of the cover. Where access closure covers do not hinge against a bulkhead, the label plates shall be fitted
on both sides of the cover about 6 inches from the edge on the side opposite the hinges. Where access closure covers are not
hinged, label plates shall be fitted on the exposed side of the cover and on the adjacent structure.
Door and compartment designation label plates shall be located on the bulkhead above the door.
Where space above the door is insufficient, the label plates shall be located on the bulkhead adjacent to the door on the side
away from the hinges.
Compartment designation plates for companionways shall be placed on the inside of the hatch coaming, opposite the
ladder or ladder rungs.
A stateroom label plate shall be located on the bulkhead outside each room over the center of the entrance. Where
staterooms are located on opposite sides of a narrow vestibule leading off a main passageway, the plates shall be located
where they can be read from the passageway, but shall clearly indicate the staterooms to which they apply.
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One frame label plate shall be installed every 24 feet of length of weather decks and hangar deck. On weather decks, or
decks where there are no beams overhead, frame number label plates shall be located on bulwarks, superstructure, or other
convenient structure at a suitable height above the deck. For long stretches of deck without erections (except flight decks)
frame numbers only, about 2 1/2 inches high and without the word "frame," shall be provided. Interior frame locations shall
be marked in accordance with MIL-STD-2046. A transverse bulkhead label plate is required for compartments having a
tightness requirement only if the bulkhead cannot be identified by other means, such as the door label plate. Where required,
bulkhead number plates shall be placed at the same height as the frame number plates on beams and, where possible, at the
midwidth of compartments. Where these locations are impracticable, conspicuous places shall be chosen. Where bulkheads
extend more than one deck height, the plates shall be located about 5 feet above walking levels. Bulkhead number plates are
not required for tanks, voids and cofferdams, for nonstructural, expanded metal or nontight bulkheads, or for other spaces
such as magazines and storerooms in which the label cannot be seen or used when the space is loaded.
A label plate, Figure No. 23, drawing, NAVSHIPS No. S2803-980209, shall be installed inside each director tube on its
centerline, forward, at each deck or level intersecting the tube.
Working load label plates for load handling equipment, padeyes, and other fittings shall be in accordance with drawing,
NAVSHIPS No. S2803-980209, and shall be installed in or near each device or fitting.
Label plates giving serial designations of ammunition hoists shall be installed near the bottom of each hoist trunk and
above each door or opening in the trunk through which ammunition is handled.
Access closure classification plates shall be installed on both sides of each cover. Closure classification plates for
bolted manholes, however, need be fitted only on the side of the closed cover visible from outside the space to which the
manhole gives access. Closure classification labels for piping and Heating, Ventilation, and Air Conditioning (HVAC)
systems shall be installed as required by Section 507. Closure classification label plates shall be installed for ammunition
handling facilities which penetrate tight subdivisions. These labels shall be located so that they are clearly visible from any
point from which operation is possible, regardless of the state of closure. The locations shall also avoid ambiguity as to
which item it applies.
602h. Warning, Caution, Operating, and Instruction Plates and Charts
In addition to plates required by drawing, NAVSHIPS No. 805-1640412, applicable references, and these specifications
for particular applications, warning, caution, operating and instruction plates and charts shall be installed:
Wherever necessary to minimize the possibility of injury to personnel, or damage to machinery, equipment, or
systems due to faulty operation resulting from lack of posted instructions.
Wherever necessary to minimize the possibility of damage to machinery or equipment due to faulty operational
maintenance resulting from lack of posted instructions.
Wherever special safety precautions must be exercised.
Wherever necessary to ensure proper use of stowage spaces and fittings, especially for spaces in which universal
and modular stowage facilities are provided.
These plates and charts shall include operating instructions, maintenance instructions, lubrication charts, diagrams,
warnings, cautions or safety instructions, as applicable.
Operating or maintenance instruction charts or plates for complex systems, normally tended by trained specialists,
should not be prepared in extensive detail, but should be limited to emergency and safety instructions.
Warnings are used in connection with operating or maintenance procedures, practices, conditions or statements, which,
if not strictly observed, could result in injury to or death of personnel. Cautions are used in connection with operating or
maintenance procedures, practices, conditions or statements, which, if not strictly observed, could result in damage to or
destruction of equipment, or loss of mission effectiveness.
Fabrication - Warning, caution and safety plates shall be fabricated from anodized-hydrated aluminum and shall comply
with Mil. Spec. MIL-DLT-15024, type H. These plates shall have a red inscription on a black background, visible in both
low level red and white illuminated areas. A 1/4 inch wide, red and black, diagonally striped margin shall be provided
around the border of the plate. The color contrast shall provide both legibility and readability of the warning or safety plate,
as well as a visual alerting effect, in both low level red and white illuminated environments. The color combination shall
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conform to FED-STD-595 by having the red inscription similar to Color Number 31158 and the black background similar to
Color Number 37038.
Operating instructions not exposed to weather shall be fabricated using plastic sheeting conforming to Type GCP-H of
Fed. Spec. L-P-387. Total thickness shall be 0.0625 inches. The finished placards shall have a matte finish. The type of
printing used shall be of a clear and simple form with proportionally larger print used for titles and paragraph headings.
Lettering shall be black. Operating instructions shall be 8 by 10 1/2 inches overall, where practicable. Smaller or larger
sizes, preferably 8 by 5 1/4 inches or 16 by 10 1/2 inches, shall be used where more suitable for the proper display of the
material.
Operating instruction charts exposed to the weather shall be fabricated from aluminum by metal photo process in
accordance with Mil. Spec. MIL-DLT-15024.
Mounting - Placards in the interior shall be mounted in a conspicuous place on or near the component, or, on or near the
component control point, by use of the following methods which are listed in order of preference:
a. Direct mounting on the machinery or equipment they serve, or on the adjacent structure, provided they can be
easily read from an advantageous position or operation station.
b. Standard card holders, drawing, NAVSHIPS No. 805-1639213.
c. Visible index file frames and brackets for holding operating instructions and safety precautions cards in spaces
where it would be impractical to make separate displays in accordance with drawing, NAVSHIPS No. 805-1749000.
Placards exposed to weather and mounted on deck equipment bulkheads shall be fully bedded in adhesive to exclude
moisture.
602i. Card Holders
Damage Control Check-off Lists - Card holders, drawing, NAVSHIPS No. 806-1639213 shall be provided, as required,
for new compartment check-off lists. For damage control check-off lists mounted in the weather, or in a high humidity area
within the ship, a moisture-proof holder, drawing NAVSHIPS No. 804-4563101, shall be provided. High humidity areas are
described as, but not limited to, areas such as sanitary, laundry, scullery and fireroom spaces.
Staterooms - A metal card holder, drawing, NAVSHIPS No. 805-1639213, type D, shall be installed outside each
stateroom for each officer berth therein. The card holders shall be installed on the bulkhead adjacent to the door opening
about 5 feet above the deck. For staterooms, the doors of which are located in a vestibule so that cards cannot readily be
seen from the main passage, additional card holders shall be placed on the bulkhead in the passage adjacent to the vestibule
entrance. If the vestibule provides access to only two staterooms, card holders shall be fitted only on the bulkhead in the
main passageway.
Miscellaneous - Card holders, drawing, NAVSHIPS No. 805-1639213, shall be provided, as required, for safety
precautions and other instructional or identifying uses.
In machinery or other spaces where the bulkheads are cluttered and there is insufficient space to fit individual card
holders, safety precautions or other instructions may be mounted in hinged frames which are fitted into a bulkhead bracket.
The numbers, sizes and locations of these card holders or hinged frames shall be determined in conjunction with the
Supervisor and the Commanding Officer.
602j. Special Designating and Marking
Access closures - Access closures to gasoline tanks shall have both sides painted yellow, Formula 42.
A label plate shall be installed on the main access to spaces containing escape scuttles that are required to be locked.
The label plate shall read:

WARNING
ESCAPE SCUTTLE SERVING THIS SPACE SHALL BE UNLOCKED AT ALL TIMES
WHEN THE SPACE IS OCCUPIED.
A label plate shall be installed on top of escape scuttles inscribed with 1-inch red letters as follows:
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WARNING
ESCAPE SCUTTLE DO NOT OBSTRUCT OR BLOCK.
Air conditioning boundary - Doors to air-conditioned areas from weather, heat producing spaces, and ventilated spaces,
shall have a label plate on the upper halves of both sides of the door and read:
CAUTION
AIR CONDITIONED AREA. KEEP THIS DOOR CLOSED
To indicate where a bulkhead has been utilized as a part of a ventilation system and to prevent unauthorized alteration
of the bulkhead, a label plate shall be attached to the bulkhead inscribed as follows:
WARNING
THIS BULKHEAD FORMS A PART OF VENTILATION SYSTEM.
DO NOT ALTER WITHOUT PROPER AUTHORITY.
Alarm circuits - At their respective locations, visual and audio alarms, shall be identified.
Ammunition stowage spaces - Pressure-sensitive vinyl, Mil. Spec. MIL-M-43719, or painted labels, 5 by 9 inches in
size, shall identify the external side of boundaries of ammunition stowage spaces. The label shall consist of 3/4-inch high
black letters bordered by black slanted lines, all on a yellow background, with words as follows:
WARNING
AMMUNITION FAR SIDE.
Labels shall be installed on the external side of all boundaries of the spaces, except those external surfaces that are on
the weather side of the ship or, are covered with decorative material.
Markings on bulkheads shall be located 5 feet above the deck and spaced 12 feet apart, horizontally, as practical.
Markings on decks and overheads shall be spaced 12 feet apart, as practical. Deck markings shall be located to ensure
maximum visibility, consistent with the necessity for preventing destruction of the labels during normal ship operations.
Anchor chain - Chain shall be marked as follows:
Detachable links shall be painted red, Fed. Spec TT-E-489 (Color 11105) for the 15-fathom link; white, Fed.
Spec. TT-E-490, for the 30-fathom link; blue, Fed. Spec. TT-E-489 (Color 15123) for the 45-fathom link; red for the
60-fathom link and so on, repeating the red, white and blue scheme.
One link on each side of the 15 fathom detachable link shall be painted white, Fed. Spec. TT-E-490.
Two links on each side of the 30-fathom detachable link shall be painted white.
Three links on each side of the 45-fathom detachable link shall be painted white, and so on.
For auxiliaries, the number of painted links on each side of detachable links may be limited to one where the distance
between hawse pipe and wildcat is too short to show the maximum number of painted links which would otherwise be
required.
However, links in the last 15-fathom length inboard shall be painted red, Fed. Spec. TT-E-489, (Color 11105), and all
links in the next adjoining 15-fathom length shall be painted yellow, Fed. Spec. TT-E-489, (Color 13538). For these lengths
the detachable and adjacent links shall not be painted red, white and blue, as would otherwise be required.
Antenna Designations - Numbering of antennas shall conform to NAVSEAINST 9405 and be in accordance with the
individual ship class topside arrangement drawings.
Armament designation - Designation labels for gun mounts, guns, directors, illuminators and launchers shall be painted
on, in conspicuous locations. Characters shall be as large as space permits but not more than 4 inches high. Numbers shall
be Arabic; letters, block capitals. Paint shall be either black, Fed. Spec TT-E-489 (Color 17038) or white, Fed. Spec.
TT-E-490, as required for contrast.
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Battle dressing station routes - Routes leading to battle dressing stations shall be marked as follows:
Interrupted arrows shall be painted on exterior bulkheads in sufficient number and in conspicuous locations to
indicate the principal route from each space manned during Condition ZEBRA to the nearest battle dressing station. Each
arrow shall be 12 inches long and 1 inch wide, with a 4-inch cross at the center. Arrows and crosses shall be red, Fed. Spec.
TT-E-489 (Color 11105) with 1/8 inch border of black, Fed. Spec. TT-E-489 (Color 17038). Interior route markings shall be
applied in accordance with MIL-STD-2046.
Label plates, drawing, NAVSHIPS No. S2803-980208, Figure 1, with red letters, shall be installed on the covers of
hatches along the route. Each door leading into a battle dressing station from the weather shall have a label plate inscribed
"ACCESS - BATTLE DRESSING STATION" affixed to it in a readily visible location. Interior battle dressing station doors
shall be marked in accordance with MIL-STD-2046.
Emergency escape kickout panels - Kickout panels and borders shall be clearly marked in accordance with
MIL-STD-2046. Additionally, a label plate shall be located in the center of the panel on both sides and shall read:
WARNING
EMERGENCY ESCAPE. DO NOT OBSTRUCT.
The letters of this label plate shall be red, reflector type, 1 inch in height.
Bench marks - alignment bench marks, permanently affixed to ship structure, shall be used to aid in the accurate
alinement of guns, directors, launchers, torpedo tubes, antennas, arrays, ship inertial navigation systems, degaussing
magnetometer probes, pelorus stands, magnetic compasses and gyro compasses. Benchmarks for alinement of new systems
shall be installed in accordance with the ships present bench mark system.
Berths - Each troop, Marine, crew and CPO berth shall be numbered with a label plate, Figure 24 of drawing,
NAVSHIPS No. S2083-980209. These plates shall be attached to the berths, in the following sequence, in each
compartment: The compartment shall be divided fore and aft into two equal parts, then along the forward bulkhead, the first
tier of berths to starboard shall be numbered 1, 2, 3; the next tier of berths, to starboard along the forward bulkhead shall be
numbered 4, 5, 6. This procedure shall be followed until the starboard bulkhead is reached; then the second row of berths
shall be numbered in sequence from the centerline to starboard, working aft on the starboard side of the compartment. In a
regular shaped compartment, one half of the berths shall be numbered on the starboard side. Then, the first tier of berths to
port of the centerline, along the forward bulkhead, shall be assigned the next three numbers following the last number
assigned on the starboard side and the same sequence followed working from the centerline to port. In the event the
centerline goes through a tier or tiers of berths, these berths, shall be included with the starboard numbers.
Compartment identification - The compartment identification shall be painted on a bulkhead readily visible upon entry
to the compartment for all compartments to which a number is assigned, except tanks and voids, in accordance with
MIL-STD-2046.
Compartment identification shall contain the following data:
1. The compartment number
2. The frames which bound the compartment
3. The division/squadron responsible for cleaning and maintenance, as determined by the supervisor. For
Example:
2-81-1-Q
FR 82-87
S-2 DIV
In compartments opening directly to weather, the compartment identification shall:
1. Have a 12 inch high by 15 inch wide yellow background
2. Have 2-inch stenciled black letters
Damage control fittings - Wherever a fitting requiring a damage control classification is located within a normally
closed compartment, a label plate inscribed to call attention to the fact that such a fitting is located inside shall be installed at
the access to the closed compartment.
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Decontamination stations - Route markers shall be installed at each weather access door indicating the principal and
most direct route to the closest decontamination station. These markers shall be label plates, drawing, NAVSHIPS No.
S52803-980208. Interior route markers shall be installed in accordance with MIL-STD-2046.
For ships with collective protection decontamination station entrances, exits and interiors shall be marked with label
plates, drawing, NAVSEA No. 804-5959203.
For ships without collective protection, decontamination station entrances, exits and interiors shall be marked with label
plates, drawing, NAVSHIPS No. S2803-980208. Interior entrance doors shall also be marked in accordance with
MIL-STD-2046.
Compartment designation label plates for shower spaces, which are also freshwater or fresh and sea water
decontamination stations, shall include designation "FRESHWATER DECONTAMINATION STATION" Or "FRESH
AND SEA WATER DECONTAMINATION STATION", respectively.
A label plate bearing the legend "SEAWATER - DO NOT USE FOR GENERAL PURPOSE SHOWERING", shall be
installed on the flushing cutout valve to the seawater decontamination showers.
Emergency air breathing mask lockers - Lockers shall be marked in accordance with MIL-STD-2046, and labeled to
indicate the quantity of masks stowed in the locker.
Fire lanes - On decks where movable equipment or aircraft are parked or stowed, fire lanes shall be marked with a
4-inch wide yellow circular arc having an outside radius of 4 feet from center of each fire station, OBA Locker door, and
repair party station door. Inside the arc the word "FIRE LANE" shall be painted in 4-inch yellow letters.
Fireplugs - Fireplugs shall be marked as follows:
Fireplug and fireplug handwheels shall be painted red, Fed. Spec. TT-E-489 (color 11005).
Fireplug location identification shall be painted on the bulkhead immediately above the fireplug. Fireplug
identification shall contain the following data:
1. The fireplug number.
2. The locations of the two closest cutout valves for isolating the fireplug.
For example:
FPL 2-47-2
COV 2-31-2
COV 2-54-4
Exterior fireplug identification shall have an 8 inch high by 18 1/2 inch wide red background with 1 1/2 inch stenciled
white letters and numbers.
Interior fireplug identification shall be marked with photoluminescent paint in accordance with MIL-STD-2046.
Flight deck marking - Flight decks shall have footage figures and every fifth frame shall be indicated by numerals
painted yellow, Formula 42.
The landing area shall be marked in accordance with VLA requirements, see Section 588.
Frame number marking - In steel surface ships, the zero frame (except on ships with bow mounted sonar) and every
one-hundredth frame shall be marked with the number of the frame in welded bead figures on the outside of the shell plating
just above the turn of the bilge. On steel surface ships with bow-mounted sonar, the first frame mark shall be at least 4 feet
aft of the after end of the sonar dome. The figures shall be Arabic numerals, 3 inches high. Above the numerals, a vertical
welded bead 2 inches long shall indicate the exact location of the frame. In addition, a similar mark without numerals shall
be placed at each tenth frame.
Gas-free certification - Accesses to voids and tanks shall be conspicuously marked with the following permanent label:
DANGER
THIS SPACE MAY CONTAIN DANGEROUS GASES OR LACK ADEQUATE OXYGEN FOR LIFE.
BEFORE ENTERING, SPACE MUST BE CERTIFIED BY GAS-FREE ENGINEER.
CALL ________________________
FOR CERTIFICATION.
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Hangar deck equipment - In addition to the label plates required for individual items of equipment, hangar deck
equipment shall be identified by labeling with characters 6 inches high painted in color contrasting with the background, and
located about 14 feet above the deck. The following items and others of similar importance shall be so identified:
Access to weather or decks above
Aircraft air charging stations
Aircraft electric service stations
Aircraft fueling stations
Ammunition hoists and elevators
Aviation lubricating oil outlets
Battle dressing stations
Decontamination stations
Electric outlets
Elevator controls
Fire plugs
AFFF Hose reel controls
AFFF Hose reels
AFFF/SW sprinkler system controls
Hangar division door controls
Lighting controls
Low pressure air outlets
Repair stations
Roller curtain controls
Sound powered and dial telephone outlets
Tire inflation flask charging stations
Used aviation lubricating oil drains
Weapon elevators
Helicopter marking - For markings for helicopter operations, see Section 588.
Hospital ship marking - Crosses shall be red, Formula 40, and have a width about the same as the height with a width of
arms about 1/3 the width or height of the cross.
Three crosses shall be painted on each side of the hull with the center of each cross at the same distance above the full
load waterline. Each cross shall be of the maximum possible height but shall not exceed 90 percent of the freeboard at that
particular location. The forward cross shall be located near the bow to take advantage of hull form and make this cross most
readily identifiable when viewed from dead ahead. The center cross shall be located just aft the Pilot House. The aft cross
shall be located about halfway between the center cross and the stern. Minor variations in cross location are permissible
when such variations permit larger crosses.
Crosses, 34 feet by 34 feet where practicable, shall be painted on top of the superstructure, helicopter platforms, or
awnings in locations forward and aft that are visible from above. The surrounding area shall be blocked in with white paint.
Four crosses, of maximum practical size shall be painted on the four sides of the smokepipe. The cross on the afterside
shall be located for maximum visibility from astern.
One cross of maximum practical size shall be painted on the forward most surface of the superstructure in a location for
maximum visibility from ahead.
Boats shall have a 15-inch by 15-inch cross, on each side of the stern. Life rafts shall have 15-inch by 15-inch crosses
on each side.
Key tags - See Section 604 for requirements for key tags.
Enlisted personnel lockers - The locker or lockers, except the pan type, assigned to each troop, Marine, crew and CPO
accommodation shall be numbered with a label plate, Figure 24 of drawing, NAVSHIPS No. S2803-980209. This number
shall be the same as that of the berth assigned to the accommodation. See berth numbering system above.
Life jacket lockers - Life jacket stowage lockers shall have label plates, drawing, NAVSHIPS No. S2803-980209,
indicating types and quantities of life jackets stowed. These plates shall be located on the doors of the lockers.
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Portable trolley tracks - A label plate, drawing, NAVSHIPS No. S2803-980208, Figure 2, shall be installed near each
watertight door through which portable trolley tracks extend.
Photoluminescent marking - The following emergency routes, damage control systems and equipment shall have
photoluminescent markings applied in accordance with MIL-STD-2046:
OBA canister cabinets
OBA and EEBD storage cabinets
EAB mask cabinets
EAB manifolds
Damage control locker entrance doors
First aid kits
Portable HALON, PKP, AFFF and CO2 and stowage designations
APC, HALON and AFFF actuators
Firemain segregation valves classified "ZEBRA"
Fire zone bulkheads
Hatch coamings
Inclined ladders
Vertical ladder rails
Egress routes
"EXIT" signs on doors
"NO EXIT" signs
Sheathing - Where hinged or portable panels are required in sheathing or ceiling (see Section 637) for access to items
such as valves, piping and electrical units, panels shall be labeled with name and service of item to which access is given.
Label plates shall be in accordance with drawing, NAVSHIPS No. S2803-980209.
Ship name and distinguishing marks - Distinguishing numerals and letters shall be painted as required by the following:
Title
Distinguishing marks for battleships and cruisers
Distinguishing marks for destroyers and destroyer types
Distinguishing figures and special insignia for DM
Distinguishing figures and special insignia for ADV, DMS, APD
Distinguishing figures for landing craft
Distinguishing figures for minecraft
Distinguishing figures for miscellaneous ships
Distinguishing figures and special insignia for AVP and ASR
Drawing, NAVSHIPS No.

S2804-921791
S2804-860345
S2804-860343
S2804-921582
S2804-921783
S2804-921769
S2804-921819
S2804-860342
The ship's name shall be installed as shown on drawing, NAVSHIPS No. S2804-860347.
The name shall be located, insofar as practical, directly on the stern at the centerline in a location below the main deck.
On ships with a sharp stern or interferences in the stern area, the name shall also appear on each quarter.
Two portable, varnished mahogany name boards, 9 inches wide by 1 1/4 inches thick, shall be provided. These boards
shall bear the name of the ship. Letters shall be brass, 6 inches high by 3/16 inch thick, secured by brass wood screws. Clips
shall be installed both port and starboard on the side of the bridge, or at the rail, for the purpose of securely mounting the
boards for display.
For hospital ships the name shall also appear on each side of the bow.
The wording U.S. NAVY HOSPITAL SHIP shall be 12 inches high for ships less than 450 feet and 16 inches high for
ships 450 feet or longer. The wording of the ship's name shall be 16 inches high for ships less than 450 feet and 20 inches
high for ships 450 feet or longer.
11
Section 602
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2004 Edition
602k. Replacement Requirements For Overhaul

Label plates, special identifying marks, and instruction plates shall be replaced or added new when removed or
damaged as a result of repairs, maintenance, SHIPALT modifications, or as directed by the Supervisor.
Section 602
12
S9AA0-AB-GOS-010
2004 Edition

SECTION 603
DRAFT MARKS
603a. Scope
This section contains general requirements for locating and installing draft marks.
603b. Definitions
Appendage draft mark - Marks provided to indicate the draft at any projection below the keel and used for navigational
purposes only.
Calculative draft marks - Marks provided to indicate the draft above the bottom of the keel and to determine
displacement and trim.
Limiting draft marks - Marks provided to indicate the maximum safe draft.
603c. General
The vertical extent of draft marks shall be adequate to cover the draft of the ship under all probable conditions of
loading and corresponding trims with the ship undamaged.
Numerals and letters shall be sized as required herein and shaped as shown on standard drawings for ship names and
distinguishing marks, as specified in Section 602.
Draft marks shall be black above upper limit of the boot topping and white below. The centerline of each set of draft
marks shall be in a plane perpendicular to the ship's centerline plane and to the molded base plane.
Relocation of draft marks, if required, shall be accomplished during the first available dry dock period. Relocated draft
marks shall be verified for accuracy and calculative draft mark corrections recorded in general notes of the ship's docking
drawing.
Steel ships without sonar domes shall be raised medium steel figures, 1/8 inch thick, secured by continuous fillet
welding around the periphery of each figure.
Steel ships with sonar domes - Draft marks located forward of sonar domes, or less than 50 feet aft of the deepest
section of the aftermost sonar dome shall consist of painted figures. A bench mark shall be provided, located with its upper
edge at the bottom of the highest figure in each set of marks. This bench mark shall consist of a horizontal bead of weld
metal or metal compound 3 inches long.
Draft marks located greater than 50 feet aft of the deepest section of the aftermost sonar dome shall be raised medium
steel figures, 1/8 inch thick, secured by continuous fillet welding around the periphery of each figure.
Ships with aluminum or glass reinforced plastic hulls - Draft marks shall consist of painted figures. A bench mark shall
be provided, located with its upper edge at the bottom of the highest figure in each set of marks. This bench mark shall be 3
inches long and consist of a horizontal bead of weld metal or metal compound when applied to aluminum hulls and a
horizontal bead of epoxy or resin compound when applied to glass reinforced plastic hulls.
Stern draft marks - Where side draft marks are difficult to read, stern draft marks shall be installed on the centerline of
the ship in addition to port and starboard.
Ships with wooden hulls - The outline of draft marks shall be cut into the hull, not more than 1/16 inch deep.
603d. Appendage Draft Marks
Appendage draft marks shall be block Arabic numerals, 6 inches in vertical projected height. Bottoms of figures shall
correspond to multiples of 1 foot of draft. Only the last digit shall be used except for drafts which are multiples of 10 feet or
the uppermost mark, then both digits shall be used.
A set of appendage draft marks shall be provided port and starboard over any nonretractable projection below the keel,
except where two appendages are within 0.1 length between perpendiculars (LBP) of each other, appendage marks shall be
Section 603
S9AA0-AB-GOS-010
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placed only over the deeper of the two projections. Each set of appendage draft marks shall indicate the draft to the lowest
point of the ship at that location, including the projections.
The abbreviation "PROJ" shall be installed in 6-inch high block letters, with the bottom 6 inches above the top of the
uppermost draft mark.
603e. Calculative Draft Marks
Calculative draft marks shall be block Arabic numerals, 6 inches in vertical projected height. Bottoms of figures shall
correspond to multiples of 1 foot of draft. Only the last digit shall be used except for drafts which are multiples of 10 feet or
the uppermost mark, then both digits shall be used.
Calculative draft marks shall be provided, port and starboard, as near the bow, the stern, and amidships as practicable
with due regard for external fittings and the shape of the hull. Calculative draft marks shall indicate the draft above the
bottom of the keel at their location except in cases where the keel is cut away at the bow or stern. Where the keel is cut
away, calculative draft marks shall be located vertically so that zero draft is below the keel a distance equal to the designed
rise of the keel at the location of draft marks. The bottom of the keel directly below calculative draft marks shall be used as
the reference point for establishing calculative draft readings.
Calculative draft marks shall not be installed amidships on ships less than 300 feet in length.
603f. Well Draft Marks
Draft marks of block Arabic numerals 6 inches high shall be installed close to the forward and after ends and at the
middle of the well on ships having a well deck. Draft marks shall be raised medium steel figures, 1/8 inch thick, secured by
continuous fillet welding around the periphery of each figure and shall extend in 1-foot intervals from the bottom of the well
to reasonable heights above the bottom. Only the last digit shall be used except for drafts which are multiples of 10 feet or
the uppermost mark, then both digits shall be used. If batten boards are installed at locations in way of draft marks, then
draft marks shall be cut into the face of batten boards not more than 1/16 inch deep and painted within the cut outline.
Numerals shall be painted yellow, formula 42, see Section 631.
603g. Limiting Draft Marks
Limiting draft marks shall be provided, port and starboard, in locations specified by NAVSEA. The form of these
marks shall be as shown on Mil. Std. MS-18291.
603h. Exceptions
Where existing draft marks are a combination of Arabic numerals (for appendage draft marks) and Roman numerals
(for calculative draft marks), requirements of paragraphs 603d and 603e do not apply. However, if authorized, the
combination of Arabic and Roman numerals shall be replaced and conform with above specifications.
Section 603
S9AA0-AB-GOS-010
2004 Edition

SECTION 604
LOCKS, KEYS AND TAGS
604a. Scope
This section contains the requirements for locks to provide access security to compartments, lockers, boxes, bulletin
boards, and furniture.
604b. General
Accesses to the following compartments (except secondary escape scuttles) are to be locked.
Accesses (security accesses involved in stowage of nuclear weapons)
Ammunition handling rooms
Ammunition hoist terminals in unlocked spaces
Armory
Auxiliary machinery rooms
Balloon inflation room
Band room
Barber shops
Brig security and detention cells
Brig cell lobby and vestibule
Cabins
Central stations
Central control stations
Chart Room
CIC, and CIC equipment room
Conning stations that are enclosed
Crew training room
Crypto room
Damage control repair station spaces
Dental spaces
Diet pantry
Doors, hatches, or manholes that control access to a group of compartments or spaces that are in the same master key
system and do not require locks for all of the individual compartments or spaces.
Electronic spaces (1)
Enclosed Operating Stations
Fan Rooms
Fire control stations that are enclosed
Flight deck control station
Food service spaces
Gasoline compartments relating to stowage and handling
Gun mounts (enclosed)
Gyro rooms
Hangar deck control station
Ice cream bar
I.C. rooms
Section 604
S9AA0-AB-GOS-010
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Incinerator room
Issue rooms
Laundry
Library
Lockers:
Acid
Alcohol
Ammunition
Battle dressing station equipment
Cleaning gear
Deck gear
Explosives, (all types)
Helicopter crash rescue
Linen
Miscellaneous ordnance
Motion picture equipment
Potable waterhose
Pyrotechnic
Rain clothes
Refrigerators
Repair party
Replenishment at sea
Small arms
Magazines, and ready service rooms, for all types of ammunition, explosives, and pyrotechnics.
Medical spaces
Missile spaces
Motion picture projection room
Offices, and office complexes
Photographic spaces
Refrigerated stores spaces
Repair Part Boxes
Repair Rooms
Secondary Control Station
Ship store
Shops
Staterooms
Storage battery rooms
Storerooms
Supply support centers
Test laboratory
Torpedo rooms
Uptake spaces
NOTE: (1) For special security locking requirements for secure areas see MIL-STD-1680.
New locks will be required to fit master key systems if existing. If not, an individually keyed lock shall be provided.
Brig cells shall be fitted with a jamb (frame) mounted lock. The door to the brig and the door from the sentry-vestibule
to the cell lobby shall be fitted with manually operated prison type locks, each keyed differently. All cell doors shall be
operable by a single key. Cell doors shall be fitted with electric locks with control circuit to sentry desk as required on
Newly installed hasps and staples shall be so fitted that when the door is opened or closed locks will not catch between
the door and the door frame. Newly installed hasps and staples on all doors and hatches to storerooms, issue rooms, and
Section 604
S9AA0-AB-GOS-010
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ship's store shall be riveted or welded. Mortise cylinder locks, Fed. Spec. FF-H-106 type 161-T4 as modified by joiner door
hull type plans, shall be used in lieu of padlocks on new joiner doors required to be locked, except for those joiner doors
hereinafter specified to be fitted with padlocks. Locks for doors to spaces such as staterooms, cabins, offices, or the office
complex, chart rooms, and conning stations shall be passed by their own key, its duplicate, a master key, and no other. The
master key for locks for stateroom and cabin doors shall not open the locks in the doors of offices or the office complex, and
the chart room which shall be provided with a separate master key. Locks provided for the access doors to spaces where
nuclear weapons or missile warhead sections are stowed, shall be passed by their own key, two duplicates, and no others.
Joiner doors to the post office shall be fitted with a mortise lock which shall be keyed different from any other lock on the
ship.
A combination lock, Mil. Spec. MIL-L-15596, shall be fitted to the Registered Publication Office Strong Room (See
Section 624). Combination locks, Mil. Spec. MIL-L-15596, where used, shall be fitted with a plastic dust cover.
604c. Padlocks
See Naval Ships Technical Manual Chapter 604, NAVSEA Publication S9086-UK-STM-000 KH604, Table 604-2, for
accesses required to be locked with a padlock.
For lock requirements for small arms magazines, landing force equipment room, armories, and lockers for small arms,
grenades, grenade fuses, demolition charges, blasting caps, small arms ammunition (smaller than 20 mm.), other
miscellaneous ordnance, and pyrotechnics, see Sections 703 and 797.
Main accesses to missile spaces and nuclear weapon and warhead spaces shall be fitted with padlocks. Padlocks for the
missile spaces shall have one keying, and nuclear weapon and warhead spaces another keying. These padlocks shall be
keyed differently from any other padlock on the ship and shall not be master keyed or grand master keyed. For padlock
requirements see Section 792.
The locks and the keys or combinations to the locks for the nuclear weapon and warhead spaces shall be safeguarded as
secret material prior to installation. After installation the keys or combinations shall remain classified secret and the locks
shall be kept closed in place when not in use.
Padlocks and keys, except as noted above, shall be in accordance with Mil. Spec. MIL-P-17802 and combination
padlocks, Fed. Spec. FF-P-110, type DE, class l, with a case hardened steel shackle. Padlocks in accordance with Mil.-Spec.
MIL-P-17802 or Fed. Spec. FF-P-110, where required, are to be government furnished, however, the contractor will supply
appropriate hasps and staples for new or modified closures. All keyed padlocks, except those intended for use on glass front
bulletin boards (group 8), shall be fitted with clevis and chain. Padlocks on doors leading from main access trunks shall be
located within the trunks. Locks on elevator door panels shall be located on the exterior side of the elevator trunk.
Small arms lockers shall be locked, even though the lockers are within the armory, (See Section 797).
When a joiner door is provided for a space to be secured with group l, 2, 3 or 4 padlocks (N.S.T.M. CH 604, Table
604-2), this door shall be fitted with a mortise latch, hasp, staple and the correct group padlock.
604d. Furniture Locks
The same key change shall be used for all furniture in each single-berth stateroom. In double-berth staterooms,
different key change shall be used for furniture assigned to each officer and two key changes accordingly furnished. Locks
for each secretary bureau in bunkrooms shall be of different key change. For cabins or staterooms in which linens,
silverware and other dining or housekeeping items are stowed in furniture, the doors or drawers shall be secured with a lock
keyed different from the other furniture locks in the space. Locks for desks, key cabinets and bookcases in cabins shall be of
the same key change as locks for the furniture in the corresponding cabin stateroom. Locks for each desk and key cabinet in
office spaces shall be of different key change and different from other furniture locks. Locks on different ships may be
keyed alike. Each furniture key change shall be provided with three keys.
Section 604
S9AA0-AB-GOS-010
2004 Edition
604e. Key Tags

Keys, including duplicates, shall be provided with key rings and tags, Fed. Spec. FF-T-77 for all locks installed during
the overhaul.
Each new or repaired lock shall be operated by its provided key to demonstrate satisfactory fit of keys and operation of
locks. New or repaired combination locks shall be operated to demonstrate satisfactory performance.
Section 604
S9AA0-AB-GOS-010
2004 Edition

SECTION 605
RATPROOFING
605a. Scope
This section contains requirements for ratproofing.
605b. General
Ratproofing is not required in spaces such as tanks, voids, and similar spaces which do not contain fittings or structure
which could harbor rats. Elsewhere, however, and particularly in spaces where food is stowed, prepared, and consumed,
where mess gear is cleaned and where garbage and trash are collected and disposed of, every practicable means to ensure
effective ratproofing shall be provided. For acceptable methods and details for ratproofing, see Handbook on Sanitation of
Vessel Construction published by the U.S. Department of Health, Education, and Welfare, Public Health Service Publication
No. 393. Details that conflict with requirements contained elsewhere in these specifications are not applicable. Wherever
practicable, ratproofing shall be accomplished by the nature of the construction rather than the use of additional fittings,
plates, and screens. Enclosed inaccessible spaces shall be eliminated. Where this is impracticable, these spaces shall be
closed to exclude rats.
605c. Detail Requirements
Bulkheads - Bulkheads forming boundaries of food service spaces, ship stores, ice cream bars, storerooms, machinery
spaces, electrical-electronic spaces, and other spaces where rats could subsist or where the existence of rat infestation would
not be readily detected, shall be constructed so that, when doors are closed, passage for rats will be prevented.
Openings - Circular openings shall be limited to 1/2-inch diameter, and the side dimension of square openings shall not
exceed 1/2 inch. Openings in louvers and parallel-sided openings, such as around doors and expanded metal bulkheads, shall
not exceed 3/8 inch in width.
Deck gratings and portable flats in storerooms, except refrigerated storerooms, shall be constructed and fitted so that no
openings are wider than 1/2 inch.
Ventilation openings requiring ratproofing shall be fitted with ratproof screens.
Pockets - Inaccessible pockets in foundations shall be closed with sheet metal or screens. Battens, bins, shelves,
furniture, lockers, racks, and similar equipment shall be fitted to eliminate inaccessible pockets. If this is not practicable,
such pockets shall be closed to exclude rats.
Miscellaneous - Electric and electronic equipment with holes larger than 1/2 inch shall be fitted with temporary covers,
after installation on the ship, to prevent rats nesting in the equipment and possible damage to the installation during
construction of the ship.
The run of electric cables, groups of pipes, and ventilation ducts shall avoid inaccessible pockets and ledges of
sufficient size to harbor rats. Where practicable, installations shall be completely accessible for inspection and cleaning.
Where cables, pipes, or ducts are run close to one another or to adjacent structure, clearances shall be kept to not more than
1/2 inch, or shall be made large enough to permit ready inspection. Where neither of these conditions is practicable, these
inaccessible void spaces shall be ratproofed. Where cables or pipes pass through nontight structure, or enter a duct or trunk,
the opening shall be fitted with a collar or ratproof screen if that clearance is 3/8 inch or more. Where headroom and other
considerations permit, vertical rather than horizontal racks shall be used to carry a group of cables, in order to eliminate flat
horizontal surfaces and to facilitate inspection.
Section 605
S9AA0-AB-GOS-010
2004 Edition
Materials - Minimum thicknesses of ratproofing material shall be as follows:

Material
Screen wire
Sheet metal, aluminum
Sheet metal, steel
Sheet metal, for expanded metal
Section 605
Minimum Thickness in Inches

0.064
0.0403
0.0359
0.049
S9AA0-AB-GOS-010
2004 Edition

SECTION 611
HULL FITTINGS
611a. Scope
The requirements herein apply to new, modified and repaired items.
This section contains general requirements for davits, padeyes, deck screw reversible eyebolts, cleats, jackrods, eyebolts, rubbing and
chafingplates, propeller guards, and leadsman platforms.
10
20
30
611b. Davits (New and Modified Installation)

General - Hatch davits shall be installed in accordance with approved drawings and in general accordance with hull type 805-1645271.
Number, location and capacity shall be as necessary for the convenient and rapid handling of stores to and from storerooms, and for
striking down ammunition to magazines. Hatch davits shall also be suitable for handling ship fenders, stores and ammunition over the side
of the ship, if other portable or permanent arrangements are not provided for this purpose.
In general, all hatch davits shall be portable and furnished complete with tackle. Stowage locations for portable davits shall be
carefully selected for convenience to point of use, so as not to form an obstruction in lines of traffic, to be protected from boarding seas,
and to eliminate the possibility of davits being jarred out of position and falling into the line of fire of guns or missiles.
The number of sizes of davits shall be kept to a minimum and all davits of the same capacity shall be interchangeable.
Working load - Ammunition handling davits shall be designed to handle a working load equal to the heaviest piece of ammunition
stowed in the magazines served by the davit, except that if chain hoists or electric wire rope hoists are attached, the davit shall be designed
for the capacity and weight of the hoist. Stores and fender handling davits shall be designed for a working load of 1000 pounds, except
that those for destroyer types and smaller ships shall be designed for a working load of 500 pounds. The working load shall be stamped or
otherwise marked on the davit label plate in such a manner that it will not be obliterated by painting.
New aluminum and steel 500 to 2500 pound load handling davits shall be fabricated in accordance with NAVSEA Standard drawing
805-1645271. If the capacity of ammunition davits is approximately that of the stores davits, both types shall be designed for the heavier
working loads. New and modified davits shall be tested in accordance with the test paragraph 611k.
Working and test load label plates, in accordance with Section 602 shall be installed on each davit.
Sockets for davits - Sockets shall be provided at all hatches to be used for striking down stores or ammunition. In general, they shall
be located at the corners of hatches but clear of the corner radius of strength deck hatches. Sockets shall also be provided on all
superstructure levels for handling material from one level to another. Sockets shall also be provided in other locations, where necessary,
for handling ship fenders, and for handling machinery parts through hatches between machinery spaces, workshops and engineer
storerooms.
For ships not furnished with permanent or other portable arrangements for handling ship fenders, stores and ammunition over the side,
sockets shall be provided, located port and starboard, forward, amidships and aft, as required to use davits for this purpose.
611c. Portable Weight Handling Devices (New and Modified Systems)
Sockets and fittings shall be installed in accordance with approved drawings for stepping portable cranes, sheer legs, hatch davits or
other portable weight-handling devices in locations where they can be utilized for handling heavy ammunition, torpedoes, and machinery
parts through hatches and over the side, and for handling stores in cargo nets over the side of the ship.
40
50
611d. Padeyes (New, Modified, and Temporary Installations)

Padeyes shall be provided in number, location and capacity per approved drawings, as necessary, for convenient and rapid handling of
stores to and from storerooms, for striking down ammunition to magazines, handling equipment, handling gear (propellers, shafts, rudders,
etc.) and for securing Jacobs ladders, anchor ladders, and abandon ship ladders.
Padeyes for lifting machinery on surface ships and non-nuclear loads shall be in accordance with drawing, NAVSEA No. 8045184133. Hogging in padeyes shall be in accordance with drawing, NAVSEA No. 804-5184134
Newly installed padeyes shall be designed with a safety factor of six, based on ultimate strength of materials for safe working load.
Below the full load waterline, recessed lifting fittings, drawing NAVSHIPS No. 805-1834505, shall be used in lieu of padeyes for ships
capable of a sustained speed of 20 knots or more.
Weight handling padeyes or devices which are proof-tested do not require inspection of welds by penetrant, magnetic or radiograph
methods unless otherwise specified.
Non-destructive testing of permanent padeyes can be utilized in lieu of proof-testing where proof testing is not practical.
Non-destructive testing of proof-tested padeyes is not required.
Padeyes shall be provided over auxiliary machinery, as may be necessary for lifting parts of the machines during overhaul and repair.
For replenishment-at-sea padeyes see Section 571.
For lifting requirements for machinery components see Section 200.
Section 611
S9AA0-AB-GOS-010
2004 Edition
Where beam clamps, eyebolts and other portable fittings cannot be used, temporary padeyes shall be installed in accordance with
Uniform Industrial Process Instruction 6111-451. Where padeyes are removed from HY80/100 steel, the HY80/l00 plate must be MT
inspected in way of weld removal.
10
20
30
40
50
611e. Cleats, (other than those specified in Section 582), Jackrods and Eyebolts (New and Modified Installation)
General - Cleats and fairleaders shall be installed in accordance with approved drawings for the proper leads and belaying of signal
halyards and rigging.
Eyebolts, ringbolts, deck screw reversible eyebolts, and cleats necessary for the attachment, working, belaying and securing of all parts
and equipment shall be in accordance with approved drawings.
Deck Screw Reversible Eyebolts - All deck screw reversible eyebolts of equal size shall be interchangeable. All deck screw reversible
eyebolts and other portable fittings on deck shall be arranged to leave the deck flush when the portable parts are removed and stowed.
Eyebolts are to be installed in accordance with hull standard 805-1639000.
Cleats - A steel cleat shall be installed per approved drawings, and hull STD 805-2276338 in a convenient location for each hatch
fitted with a weight-lifting eye. The cleats shall be welded to the structure.
Cleats shall be provided for checking steadying lines for boats and aircraft while they are handled by cranes, and also for securing lines
from boats alongside.
Cleats shall be provided inboard of the deck edge for positioning and securing ship fenders over the side. Two lines shall be used to
support each fender. Fender stowage shall be as required by Section 671.
Cleats shall not be installed on bulwark, rails or in other locations where undue interference would result when handling material over
the side.
Fittings for securing aircraft - Fittings for securing aircraft in the hangar and on the flight deck shall be as required by Section 588.
Jackrods shall be fitted to the sides of the ship, forward of accommodation ladders, to permit the use of boat hooks from small boats.
611f. Fenders, Rubbing and Chafing Plates (New and Modified Systems)
Rubbing plates shall be fitted per approved installation drawings to take the chafe of cables, hawsers, leads to winches, and gypsy
heads, and in general, wherever necessary for the protection of structure, fittings and appurtenances. CRES plates shall be provided as
necessary under anchor chains.
The watertight integrity of compartment boundaries shall not be impaired by the attachment of rubbing or chafing plates. Screws
entering watertight boundaries shall be backed up by tapped bosses welded to the opposite side of the deck or bulkhead from the chafing
plate.
If screws are used, they shall be corrosion-resisting for plates of corrosion-resisting steel, and nickel-copper alloy or bronze for brass
plates. CRES screws shall be used for steel plates.
All rubbing and chafing plates shall be fitted over suitable gasket material or bedding compound, to prevent the ingress of water under
the plates. Portable fenders shall be installed to protect the hull of boat/ship during ship to ship contact at sea or in port. See NAVSHIPS
S9086-US-STM-000/CH 611.
611g. Leadsman Platform (New and Modified System)
A portable platform for leadsman, consisting of aluminum alloy 5086-H32 grating, frame, braces, rails and stanchions shall be
provided such that it can be shipped on either side. For welding, see Section 074.
Stanchions, rails and lifelines shall be fitted on the platform. Rails shall be three courses high and equally spaced with the topmost rail
and lifelines being 38 inches high. Stanchion and rail sizes are to be in accordance with Section 612. On the outboard side, 1/2 inch
diameter CRES, A1S1 300 series, wire rope lifelines shall be suspended between the stanchions so as to have a 2 inch sag at their
midpoint. The wire rope shall be covered with a plastic coating system, Mil. Spec. MIL-P-20689. The rope shall be fitted at each end with
a closed hot poured socket (Type B socket in accordance with Fed. Spec. RR-S-550) and shackled to aluminum alloy 5086-H32 pads
welded to the fore and aft outboard stanchions. All miscellaneous fittings and fasteners shall be CRES, AISI 300 series.
611h. Propeller Guards (New and Modified Installation)
Propeller guards shall be installed when the tip of the propeller blade projects beyond the hull lines when the ship is in the full load
condition and heeled 5 degrees. Propeller guard installation shall comply with, NAVSHIPS No. S1205-860127, and approved ships
installation drawings.
Section 611
10
S9AA0-AB-GOS-010
2004 Edition
611i. Repair Requirements

Davits/sockets, padeyes, cleats, jackrods, eyebolts, rubbing/chafing plates, corrosive protectors, propeller guards and leadsman
platforms which have been damaged to the extent that it can no longer accomplish its design function or which presents a safety hazard
must be replaced or repaired. Adjacent weld and mechanical joints shall be inspected for cracks or other evidence of failure. Cracked
welds and deformed mechanical fasteners shall be repaired or replaced.
Where visual inspection of the structure indicates deterioration affecting the structural integrity; non-destructive testing to determine
the extent of the corrosive damage shall be accomplished. An engineering analysis, considering current and projected deterioration, shall
be performed to determine if the corroded structure is acceptable. Repair or replacement is required in accordance with applicable
drawings where stress levels in corroded areas exceed the allowable stress values. Corrosive control procedures, in accordance with
Section 631, shall be implemented in areas found subject to corrosive attack.
Fabrication, welding and inspection shall be in accordance with Section 074.
611j. Shock
20
30
40

Davits - Hatch davits, other portable davits, and davit sockets shall be tested in accordance with NAVSEA drawing 805-1645271. The
weight of power hoists shall be considered as part of the design working load for test purposes.
Hand lines supporting test loads shall be secured as in normal service. Swing davits shall be tested in several locations of train as
necessary to prove the strength of the sockets and supporting structure. Portable davits, which are required to be interchangeable in the
sockets, shall be proved for interchangeability by fitting each davit in each socket. Testing is required when newly installed, relocated, or
if major structural repairs or modifications are made. Periodic testing is not required unless deterioration or damage is suspected.
Leadsman platform - The leadsman platform shall be rigged on each side of the ship and loaded with an equally distributed test weight
of 440 pounds. The test weight shall be held for 10 minutes on each side without any permanent distortion or damage to the platform or
supporting structure. Stanchions, rails and lifelines are to be tested in accordance with Section 612. The ability to rig the platform in the
stowage position shall be confirmed by shipboard observation. Testing is required when newly installed or after major structure repair or
modifications.
Padeyes permanent - Padeyes shall be given a static test of twice the design working load when installed. Padeyes are required to hold
the test load for a period of 10 minutes without damage or permanent distortion occurring to the fitting or supporting structure. The weight
of power hoists shall be considered as part of the design working load for test purposes. After passing the static load test, the padeye shall
be marked with safe working load and the date tested in accordance with drawing, NAVSEA No. 804-5184133. Periodic testing of
padeyes is not required unless deterioration or damage is suspected.
Cleats - Static test in accordance with Hull Type 805-2276338. Test load is to be held for a period of 10 minutes without damage or
permanent distortion of the cleat or support structure.
Ammunition handling and stowage - See NAVSEA Technical Manual S9086-XG-STM-000/CH-700 R1 for requirements incidental to
periodic testing.
Reversible eyebolt - Static test in accordance with Hull Type 805-1639000. Test load is to be held for a period of 10 minutes without
damage, permanent distortion or thread damage to eyebolt or support structure. Reversibility of eyebolts and interchangeability of equally
sized deck screw reversible eyebolts shall be demonstrated.
Section 611
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Section 611
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SECTION 612
LIFE RAILS, STANCHIONS, LIFELINES AND SAFETY NETS
612a. Scope
This section contains requirements for new, modified and repaired shipboard liferail, lifeline, stanchion,and safety net
systems.
612b. General (New and Modified)
Liferails or lines shall be installed in accordance with approved drawings and NAVSEA type or standard drawings.
Liferails or lines are provided along all boundaries wherever there is danger of personnel falling overboard, falling to a lower
level in the ship, or to protect personnel from the dangers of operating machinery.
To prevent loss of life overboard between bottom liferails or lifelines in destroyer types and other ships in deck locations
subject to green seas, netting or snaking shall be provided on those decks between the middle line or rail and the deck or
waterway bar as shown on drawing NAVSHIPS No. 804-4353897.
Heavy weather lifelines shall be in accordance with drawings, NAVSHIPS 805-2636908 and 805-2636909 and installed
along one side of walkways in traffic areas of weather decks which are subject to green seas and not provided with lifelines,
grab rails, or equivalent means of safety within reasonable accessibility of the walkways.
Design, materials, construction, and installation of lifelines, liferails and stanchions shall be in general accordance with
drawings, NAVSHIPS Nos. 805-1409910, 805-1409911, 805-1409912, 805-1409913, and 805-1409914 or 804-5184155 as
specified in ships construction drawings. NOTE : Where existing installations do not conform to hull type 804-5184155,
replacement in accordance with 804-5184155 shall be made only where all rails/stanchions on a particular deck level require
replacement or modification for other reasons. Drawing 804-5184155 shall not be used for piecemeal replacement, except
where ship's construction drawing specifies same.
Awning installation shall be in accordance with Section 613.
Where the Electromagnetic Interference (EMI) reduction requirements of MIL-STD-1310 apply, rails, stanchions, and
lifelines shall be constructed of a nonmetallic material. Methods and materials shall be in accordance with drawings,
NAVSEA Nos. 803-5000903, 803-5000938 and NAVSHIPS No. 804-4354051.
Wire rope insulator fittings - In areas of heat and blast of guns, missiles, or jet engines, where metallic ship lifeline
systems may cause EMI or IMI problems, each end of each separate wire rope lifeline shall be electrically isolated from
contact with ship's hull or ground potential by the insertion of an approved insulator-type link fitted between the lifeline
turnbuckle assembly and sister-hook attachment on the end and fitted between the lifeline clevis assembly and sister-hook
attachment on the other. Lifeline insulators shall be installed in topside CRES wire rope lifelines over 6 feet in length only.
The insulator wire rope fitting shall be in accordance with drawing NAVSEA No. 803-5184149 and shall conform with the
requirements of FED. SPEC. QQ-P-35 for passivation. Casting testing and inspection shall be certified acceptable to
MIL-STD-278, Part II.
Chafing sleeves (heat-shrinkable) - In installations where phosphor-bronze or cres wire rope lifelines pass through
intermediate stanchion J-hooks, or where lifeline abrades other structures, or where lifeline end-fittings abrades
stanchions-braces, chafing sleeves shall be fitted as follows:
Lifeline protection shall be in accordance with Mil. Spec. MIL-I-23053/15 class 1, size 02, color 0, except that the
absolute minimum unrestricted wall thickness shall be 0.160 inches and the coating shall be an adhesive with a room
temperature peel strength to steel of 15 lb/in. width minimum. Length in-way of J-hooks shall be 9 inches and as required in
way of other structures.
Section 612
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Stanchion brace protection shall be in accordance with Mil. Spec. MIL-I-23053/15 class 1, size 05, color 0, except that
the absolute minimum unrestricted wall thickness shall be 0.170 inches and the coating shall be the same as for lifeline
protection. Length shall be 30 inches.
Both the insulator fitting and chafing sleeves shall be used in conjunction with each other to comprise the only
components necessary for the insulation of metallic ship lifelines from ship structure and thereby negate EMI or IMI
problems.
Wherever circular carbon steel pipe or tubing is specified herein or in referenced specifications and drawings, standard,
ASTM A500, grade B or ASTM A501, may be used.
Liferails shall be installed on all radar and servicing platforms located on mast and island. Height of rails shall not
interfere with the radar antennas.
612c. Stanchions and Stanchion Sockets (New and Modified Systems)
Stanchions and stanchion sockets for following applications shall be installed in accordance with approved drawings and
applicable NAVSHIPS type drawing.
Combination stanchions, in accordance with type drawings, shall be used where stanchions support awnings in addition
to rails or lifelines. Braced stanchions shall be provided where necessary for taking awning ridge ropes and stays and the
pull of lifeline turnbuckles.
Stanchions for heavy weather lifeline shall be of 2 inch diameter extra strong steel pipe with threaded foot. The
stanchions shall be stowed inside the superstructure near the walkways.
Stanchions which interfere with lines of fire, the operation of ordnance equipment, handling and stowage of boats, or the
loading of ammunition and stores, shall be portable or shall be hinged to eliminate any interference.
Stanchion sockets or bulkhead padeyes shall be provided at all hatches so that lifelines can be rigged around hatches.
Stanchions for these sockets shall be interchangeable. Stanchions shall be stowed inside the ship adjacent to the hatches for
which they are intended. Stanchions and lifelines fitted around hatches shall not require unshipping to open or close the
hatch cover.
Sockets for portable stanchions shall be flush with the deck wherever adjacent to flush hatches or where traffic conditions
require a flush surface. Sockets for heavy weather stanchions shall be flush with the deck, except in way of strength
members or tank tops.
Flush socket plugs for use when stanchions are stowed shall be provided for all flush deck sockets. Flush deck
stanchions shall be designed to have flush-deck plug in stanchion cap, when rigged.
Portable stanchions not equipped with flush sockets shall be provided with a hinged base as shown on Type or standard
drawing and equipped with two quick-removable pins in accordance with drawing No. 804-2258314 to facilitate rapid
unshipping.
612d. Liferails and Lifelines (New and Modified Systems)
Liferails and lifelines shall be installed in accordance with approved type or standard drawings.
In general, lifelines or liferails shall be three courses high at a height of 42 inches from center of top liferail or lifeline to
deck, spaced 14 inches center to center or as indicated on hull type drawings. Wherever the height of rail is restricted, a
minimum height of 36 inches shall be provided.
Unguarded openings between adjacent sections of liferails or lifelines or between the ends of the rails or lines and
adjacent structure shall be kept to a minimum and in no case greater than 5 inches.
In destroyer types, lifeline snaking shall be provided on the main and forecastle decks between the middle lifeline and the
deck as shown on drawing, NAVSHIPS No. 804-4353897.
In areas subject to missile blast, CRES lifelines and fittings shall be used in lieu of phosphor bronze. Such lifelines and
fittings shall be installed five high, spaced approximately 7, 7, 7, 7 and 14 inches apart measured from the deck.
Portable, interchangeable stanchions and lifelines shall be provided for use around weapons elevator openings in flight
deck.
Portable lines and stanchions and lifelines shall be provided around access platforms leading from flight deck to gallery
walkway.
Section 612
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Portable, interchangeable stanchions and lifelines shall be provided for use around weapons elevator openings in flight
deck.
Portable lines and stanchions shall be provided around access platforms leading from flight deck to gallery walkway.
Portable, athwartship chain guards, 36 inches high, shall be provided at the forward and after ends of flight deck and
forward end of angle deck, so arranged that they can be removed and stowed elsewhere without disconnecting the chain.
Lifelines shall be used with all hinged or portable stanchions. Lifelines shall be set up with turnbuckles with 3/4-8 Acme
threads in accordance with Mil. Spec. MIL-S-21433. Access openings under 6 feet in length in Liferails and Lifelines in
such locations as in way of accommodation ladders, hatch openings, and other deck openings used for egress or ingress, or
elsewhere as required to facilitate ready disassembly, shall be fitted with short lengths of the following access guardline
assemblies:
For topside access and hatch guard openings in the weather:
7/16 inch phosphor-bronze rope with brass or bronze end-fittings in steel liferails, phosphor-bronze lifelines, or
between steel structures.
7/16 inch CRES wire rope with CRES fittings in aluminum liferails or between aluminum structures.
For areas subject to EMI or IMI reduction requirements, except in way of heat or blast where CRES wire rope shall be
used:
5/8 inch diameter polyester rope Mil. Spec. MIL-G-30500 or 3-strand nylon rope per MIL-R-17343 shall be used.
For access and hatch guard openings within the ship:
1/4 inch close-linked steel chain in steel liferails or hatch guard openings.
For access in way of jet engines, gun or missile blast, and heat areas:
7/16 inch CRES wire rope with CRES end-fittings in CRES liferails, lifelines, or hatch guard openings.
Access, guardline, or hatch guard assemblies and other fastening applications requiring attachment and easy detachment,
shall be made up with 5/16 inch anchor shackle, screw pin, type 4, class 1, in accordance with Fed. Spec. RR-C-271 at one
end and a 4 inch galvanized steel snap hook with safety guard at the other end. The snap hook shall have a 5/8 inch diameter
eye, a 3/4 inch throat opening, and shall withstand a proof-load of 5,000 pounds.
Access guards of chain shall incorporate a 3/8 inch connecting link, type II, grade C, on each end and a 1/4 inch
galvanized steel chain type I, grade C, conforming to Fed. Spec. RR-C-271 in addition to the above. Chain shall not be used
on weather deck areas subject to EMI or IMI requirements. Access guards of synthetic or wire rope shall use a terminating
eye piece at each end in addition to the above, except that synthetic thimbles shall be used with synthetic rope with a 3/8 inch
anchor shackle, screw pin.
These assemblies shall be made up so that when installed in the opening, the sag at any midspan of rope or chain is not
greater than 3/4 inch/ft of span between the supporting stanchions or structure. When employing synthetic rope, the length
of rope necessary to achieve minimum sag shall be measured only after the rope has been subjected to a minimum of six
initial pulls of not less than 30 percent of the rated breaking strength of the rope in order to assure that the "construction
stretch" is imparted prior to fitting the rope. Maximum length of openings protected by rope or chain shall not exceed 72
inches.
Where a greater length of opening is required, intermediate portable stanchions shall be provided to support the rope.
The number of courses of rope or chain shall be the same in number and height from deck as the adjacent courses of liferail
or lifeline.
Lifeline around hatches and other deck openings - Lifeline stanchion sockets (flush or nonflush) or bulkhead padeyes
shall be provided so lifelines can be rigged around all hatches and other deck openings through which personnel could fall.
Lifelines around hatches and other deck openings shall be one course of wire rope, chain or synthetic rope spaced 42 inches
above the deck. Those lifelines used with steel stanchions or structure 6 feet and over in length shall be 7/16 inch diameter
phosphor-bronze wire rope with bronze turnbuckle or clevis sister-hook assemblies the same as Lifelines at deck edges.
Those Lifelines with aluminum stanchions or structure shall be CRES with CRES-fittings. Lifelines under 6 feet on weather
decks shall be set up with terminating eye splices either manual or with swaging sleeves for wire rope. Chain fitted around
hatches or deck openings inside the ship shall be 1/4 inch close linked galvanized steel chain, or 5/8 inch diameter 3-strand
nylon rope, or 5/8 inch diameter polyester rope. Terminating and fittings or hardware for short spans of wire rope, chain, or
synthetic rope shall be the same as those called out for access openings.
Section 612
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Heavy weather lifelines - The heavy weather lifeline shall be a single course 5/8 inch diameter wire rope (improved
plowsteel, type 1, class 3, IWRC, Fed. Spec. RR-W-410) located 78 inches above the deck, supported by portable steel
lifeline stanchions. Heavy weather lifelines shall be set-up with galvanized steel turnbuckles, type II, class B, and Clevis
type 1, class A, in accordance with Mil. Spec. MIL-S-21433 to suit wire rope size.
Navy standard parachute-type safety harness with two lanyards for use with heavy weather lifelines shall be provided in
accordance with Mil. Spec. MIL-M-24460.
Power operated stanchions and lifeline - Stanchions and lifeline of 9/16 inch diameter 6x19 CRES 304 wire rope for
protection of personnel shall be provided at the edges of inboard and deck edge aircraft elevator openings at the flight deck
and hangar deck. Stanchions and lifeline shall be designed to raise when the elevator platform leaves the deck on which they
are located and to lower and be housed when the elevator platform fills the deck opening. With stanchions and lifeline
housed, a flush deck surface shall be presented, with no possibility of engaging airplane hooks. Fully raised lifelines shall be
36 inches high. Deck penetrations for stanchions shall be sufficiently tight to exclude water with the stanchions in any
position. Automatic and nonautomatic electric powered operation and manual handcrank operation of the stanchions and
lifeline shall be provided. At each operating station a selector switch shall be provided to select "Automatic" or
"Nonautomatic" operations, and pushbutton switches marked "UP," "DOWN," and "STOP" shall be provided for
nonautomatic operation. An automatic stopping device shall be provided to stop motion of the stanchions when the fully
raised and fully lowered positions have been reached under automatic and nonautomatic control. The automatic and
nonautomatic stopping devices shall be installed in pairs connected in series, with one each of the like pair installed in each
end stanchion mechanism.
Under automatic and nonautomatic control, the complete raising or lowering of any group of stanchions shall be
accomplished in not more than 5 seconds.
Automatic control arrangements shall be such that the stanchions are controlled by the elevator control pushbuttons as
follows:
To start rising when control is operated for the platform to leave the deck.
To start lowering in time to be housed when the platform reaches the deck.
Nonautomatic control shall permit any desired raising, lowering, and intermediate stopping of stanchions, regardless of
position of the elevator platform.
Power operated stanchions and rails shall be tested to demonstrate compliance with the requirements specified herein.
Manual control shall be provided by means of a handcrank. A handcrank interlock switch shall be provided to prevent
power operation during manual operation.
612e. Safety Nets (New and Modified System)
Safety nets shall be installed along flight deck area wherever there is a danger of personnel falling overboard. These
safety nets shall be of CRES material, or as specified on builders drawings. Installation shall be in accordance with approved
ships and Navy hull type drawing, NAVSHIPS No. 803-5000902 and 803-5184097.
Safety nets shall be installed in accordance with approved ships drawings in areas around landing signal officers
platforms, helicopter platforms, open sides of deck edge elevators, along the forward and after ends of flight deck, and along
forward end of angled deck.
Grounding of CRES nets shall be in accordance with MIL-STD-1310.
Hatchway safety nets and deck edge safety nets shall be in accordance with approved ships drawings and NAVSHIPS
Nos. 803-5184097, 803-5000902 and 804-5184163. CRES safety nets shall be installed in ship areas subjected to heat or
blast, or both; and nylon safety nets shall be used in all other areas, except where builders drawings specify CRES. Portable
nylon safety nets shall be installed at alternate deck levels, starting at the uppermost deck, in access trunks (except machinery
escape trunks) that are provided with vertical ladders, and extend through three or more decks.
Unless otherwise indicated on the arrangement drawings, hinged type safety nets shall be provided for helicopter
platforms, so that they form lifelines in the vertical position.
Protective padding, Mil. Spec. MIL-P-15280 type 1A, 2 inches thick, shall be securely lashed to the safety net for signal
officer's platform. The pipe frame shall be covered with l/2 inch of protective padding. Replacements are to conform to
applicable ships installation drawings and do not have to conform to latest hull type drawings.
Section 612
S9AA0-AB-GOS-010
2004 Edition
612f. Repairs
All structural/mechanical components of liferails, lifelines, stanchions, stanchion sockets, heavy weather lifelines, safety
(deck edge, hatchway, between deck) net, and lifeline snaking which have been damaged to the extent that it can no longer
accomplish its design function or which presents a safety hazard must be replaced or repaired. Adjacent weld and mechanical
joints shall be inspected for cracks or other evidence of failure. Cracked welds and deformed mechanical fasteners shall be
repaired or replaced. Where visual inspection of system indicates deterioration affecting the structural integrity or
operational capability exists, repair or replacement is required. Corrosive control procedures in accordance with Section 631
shall be implemented in areas found subject to corrosive attack.
Electrical/hydraulic components of power operated stanchions to be accomplished in accordance with Sections 302 and
556.
612h. Shock
Section 072 defines the requirements for shock as it relates to ship's overhaul.
Deck sockets - All deck sockets for fixed and portable lifeline stanchions and liferails shall be hammer tested for
soundness and strength.
Lifeline assemblies - 10 percent of each size of deck edge lifelines, turnbuckles, sockets, hooks, and fittings when
assembled as a line with its end fittings shall be given a test-pull of 2100 pounds for 7/16 inch diameter line and 3000 pounds
for 9/16-inch diameter line. The load shall be held on each assembly for 10 minutes.
1. Metallic lifeline: No resulting evidence of failure deformation or permanent set in any components is allowed.
2. GRP lifeline: Slippage at each end shall be less than or equal to one inch. The Lifeline shall not exhibit any visible
defects.
Ten percent of lines and fittings for hatchways and similar protected openings shall be tested as an assembly, with a
test-pull of 1100 pounds held for 10 minutes. This test shall apply to any material employed for lifeline, whether chain, wire
rope or non-metallic rope.
Testing required on new installation and after structural repairs are made to Lifeline assemblies. No periodic testing
required.
Liferails and stanchions - Liferails and stanchions shall be static tested in accordance with applicable ships drawings,
following new installations or after major repairs are accomplished.
Note: Where hull type dwg applicable to specific shipboard installations specifies no testing criteria, no testing is
required.
Where installations are in accordance with NAVSEA 804-5184155, test requirements areas noted herein.
Intermediate lifeline stanchions - A static concentrated load of 300 pounds will be applied at stanchion head outboard at
90 degrees to the lifeline. After release of the load, the stanchion assembly shall not exhibit any visible defects or loosening
of joints due to having had the test load applied. At least 10 percent (minimum of one) of each combination of base detail
and material shall be tested.
Braced lifeline and awning stanchions - At least 10 percent (minimum of one) of each combination of base detail and
material for stanchion and brace shall be tested with a 300 pound load applied as for intermediate stanchions. In addition,
each selected stanchion shall be pull-tested as follows:
Top lifeline stanchion eye or staple: 3,000 pounds parallel to line of lifelines.
Center and lower stanchion eyes or staples: 2,200 pounds each parallel to line of lifelines.
All other lifeline and awning support fittings shall be tested for fit and function.
Section 612
S9AA0-AB-GOS-010
2004 Edition
Heavy weather lifelines shall be tested by suspending a 500 pound load at the center of each span. Test shall not be
performed unless there is at least an initial sag of 8 inches. The heavy weather lifeline with end fittings, shall be tested with
a 3,000 pound test pull applied to each complete lifeline assembly and applied horizontally to each rigging attachment point.
Liferails - At least 10 percent of the liferail stanchions shall be tested in place by a pull or 300 pounds from the head of
the stanchion applied horizontally outboard and perpendicular to the liferail.
All portable liferail assemblies shall be shipped and unshipped to demonstrate satisfactory condition, fit and stowage.
Interchangeability of duplicate portable lifeline or liferail stanchions and proper stowage of portable stanchions shall be
demonstrated.
Deck edge safety nets - Satisfactory operation of each portable deck edge safety net shall be demonstrated in accordance
with drawings, NAVSEA No. 803-5184097 or 803-5000902. At least 10 percent (minimum of 1) of deck edge safety nets
shall be tested while in the horizontal position as follows:
A load of 500 pounds at each 1/3 point of the outboard frame member shall be applied for 10 minutes with no evidence of
damage or failure or permanent deformation of the frame or its components. A load of 1000 pounds shall be applied in the
net for 10 minutes with no evidence of tearing or other evidence of failure. The loads shall be applied independently.
Note: This testing procedure is applicable regardless of frame length. Where two nets are joined together, test each net
independently.
For triangular filler nets, the following is applicable: Apply 500 pounds in center of net for 10 minutes with no evidence
of damage/failure or permanent deformation. No test load to be applied to outside margin rope.
Testing to be accomplished for new installations, following repair, or as necessary to satisfy flight deck certification
requirements.
Trunk safety nets - New nylon trunk nets are to be shop tested by suspending net snaphook on one side from a suitable
support. Attach a load of 1750 pounds from opposite webbing snaphook. Hold static load for ten minutes. Ten percent of
strap assemblies per net panel are to be tested.
Staples securing net to trunk sides are to be hammer tested at installation for structural soundness. Periodic testing of
trunk nets is not required. Testing is required only after new installation or following repairs.
Power operated stanchions and rails - Operational tests shall be conducted after overhaul and major repairs or
modifications. Power operation stanchion shall be tested by the repair activity to demonstrate compliance with requirements
Section 612
S9AA0-AB-GOS-010
2004 Edition

SECTION 613
RIGGING AND CANVAS RIGGING
613a. Scope
This section contains requirements for new, modified, and repaired rigging and canvas systems.
613b. General
Rigging. - Standing rigging shall be 6 by 19 galvanized improved plow steel wire rope, Fed. Spec. RR-W-410, Type I,
class 2.
For maximum allowable tensions in mast stays, see Section 170.
For standing rigging members designed to be installed without initial tension, the maximum calculated working tension
shall not exceed 28.5 percent of the minimum breaking strength of the rope.
Approved procedures and methods for fabricating, installing, repairing, and designing wire rope installations shall be in
accordance with approved drawings and as shown in publication, NAVSEA 0900-LP-008-2010. For additional information
see Naval Ships Technical Manual NAVSEA S9086-UU-STM-000, chapter 613.
The following procedure shall be followed for cleaning and lubrication:
1. Preparation - Wire rope received from manufacturer coated with preservative shall be treated to remove
preservative and all foreign matter before being placed into service. Cleaning of wire rope may be accomplished by applying
turbine oil MIL-L-17331 (2190-TEP) or JP-5 sparingly by hand using rags, wire brush or steel sponge to prevent the
penetration of cleaning agents into the inner wires. If desired, wire rope may be soaked in turbine oil. Under no
circumstance is wire rope to be soaked in JP-5.
2. Wire rope end fittings - Dip end fittings, plus an additional foot of wire rope, in turbine oil (2190-TEP).
3. Lubrication - Apply Mil-Spec lubricant, MIL-G-18458, sparingly, working the lubricant into the valleys and
between the strands using sufficient lubricant to coat the outer wires. Thoroughly lubricate the wire rope at the base of end
fittings.
Rigging for masts stayed by standing rigging shall be in accordance with Design Data Sheet No. DDS-170-0.
Where standing rigging elongation (stretch) must be controlled or kept to minimum and no method of adjustment, such
as a turnbuckle has been provided, pre-stress wire rope to 40% of its breaking strength prior to assembly fabrication.
All standing rigging shall be installed in accordance with approved drawings. Hand ropes, lacings, lashings, and stays
shall be fitted as may be necessary for awnings, gaffs, life nets, masts, king-posts, electronic equipment antennas, side
curtains, weather cloths, yards, and other required purposes.
Stays and guys shall be so run as to produce minimum interference with radio frequency antenna systems, lines of fire
for armament, and lines of sight for directors (see Section 070).
Standing rigging in way of the zone of fire of armament or which must be quickly disconnected for handling of booms
or cargo shall be set up with rigging screws with pelican hooks, drawing, NAVSHIPS No. S1801-860234. All other
standing rigging shall be set up with turnbuckles having lock nuts, Fed. Spec. FF-T-791, type I, form I, class 7.
In general, socket fittings shall be used instead of clamps or eye splices for connections at the ends of standing rigging
as follows:
Wire rope connectors, Mil. Spec. MIL-S-21433 or swaged fittings, may be used for such applications as boat
boom rigging, life lines, tiller ropes, slings, safety nets, shrouds, stays, topping line fittings, wire rope antennas, and towed
devices involving the use of armored electric cable, provided that the design of such items of rigging is based on a breaking
strength of not more than 85 percent of the minimum breaking strength of the wire rope used.
For installations designed to be capable of developing 100 percent of the minimum breaking strength of the rope, the
socket fittings shall be of the poured zinc type, in accordance with, either Fed. Spec. RR-S-550 or drawing, NAVSHIPS No.
S1801-860288.
Section 613
S9AA0-AB-GOS-010
2004 Edition
Sockets shall be attached to wire rope in accordance with the procedure given in NAVSEA S9086-UU-STM-000,
chapter 613.
Running rigging - Unless otherwise specified, running rigging shall be 6 by 37 uncoated improved plow steel or extra
improved plow steel wire rope, Fed. Spec. RR-W-410, type 1, class 3.
Approved procedures and methods for designing wire rope installations are shown in publication, NAVSEA No.
0900-LP-008-2010.
In general, poured zinc type sockets capable of developing 100 percent of the minimum breaking strength of the wire
rope shall be used unless otherwise specified.
The socket fitting shall be in accordance with Fed. Spec. RR-S-550 and installed as specified in publication, NAVSEA
No. S9086-UU-STM-010, NSTM, Chapter 613.
For installation designed based on a breaking strength of not more than 85 percent of the minimum breaking strength of
the wire rope used, wire rope connectors, Mil. Spec. MIL-S-21433, swaged fittings or manually spliced eyes may be used.
Installation of fittings and splicing shall be as specified in publication, NAVSEA No. S9086-UU-STM-010, NSTM, Chapter
613.
Canvas, awnings, weather screens, and covers - Canvas, awnings, weather screens, and covers shall be installed in
accordance with approved drawings and shall be made of coated cloth, Mil. Spec. MIL-C-43006. Items for weather
locations shall be dark grey in color.
613c. Flag Hoists
Flag hoist halyards shall be plaited polyester rope in accordance with applicable drawings and NAVSEA No.
804-5l84208. Flag boards are covered in Section 671.
Signal flag hoists - Signal flag hoist halyards shall be installed on signal yards and shall provide accommodations for
five flags on each halyard except for ships receiving size eight flags which shall be provided with halyards accommodating
not less than three flags. For design purposes, the distance between flags on a hoist shall be taken as 9 inches.
Hoists shall be provided on the signal yard, port and starboard, as follows:
Ships receiving size 3-l/2 flags 3
Ships receiving size 4 flags 3
Ships receiving size 6 flags 2
Ships receiving size 8 flags l
For flag ships, one additional signal flag hoist shall be provided port and starboard on the yard arm, or an additional
hoist shall be provided for the triatic stay.
The following minimum distances between adjacent flag hoists, and between a flag hoist and the nearest superstructure
obstruction, shall be provided:
Ships receiving size 3-l/2 flags - 4 feet.
Ships receiving size 4 flags - 3-l/2 feet.
Ships receiving size 6 flags - 2-l/2 feet.
Ships receiving size 8 flags - 2 feet.
A retriever halyard shall be provided inboard, port and starboard, a minimum of 6 inches from the inboard flag hoists.
Hoists for other than signal flags - Flag hoists for national ensign, personal flags, commission pennants, and command
pennants shall, unless otherwise specified, be provided as follows:
At least two hoists on the battle gaff.
Three hoists arranged on a trident truck at each masthead.
One additional hoist (for personal flag, command pennant, or commission pennants) at the aft masthead or, on
flagships, on the gaff(s).
One hoist for the day shapes.
Hoists for a personal flag, command pennant, or commission pennant shall be run to the highest point on the mast
consistent with other arrangements.
Section 613
S9AA0-AB-GOS-010
2004 Edition
613d. Dressing Lines

Dressing lines shall be in accordance with approved drawings and NAVSEA No. 804-5l84208.
Dressing lines shall be rigged from the foot of the jackstaff to the mastheads and thence to the foot of the flagstaff.
Peculiarly masted or mastless ships shall make a display as little modified from this "rainbow" effect as is practicable.
Dressing lines shall be rigged so that they do not add eccentric loads to masts and platforms supported by the mast.
Each line shall be made up with sister hooks at one end and a swivel at the other end. Long lines shall have additional
swivels as necessary to prevent turns in the line.
Dressing lines shall be sized so that the breaking strength is at least equal to the load calculated by the following
formula:
T = 1.52 LF where:
T = Load in pounds
1.52 = A constant (based on sag and loading of the dressing line, including an allowance for wetness, for weight
of dressing line, and a factor of safety).
L = Actual length of the span in feet.
F = Length of fly of the flag, determined as follows:
Size of Flag
Fly (feet)
3-1/2
5.80
4
4.35
6
2.90
8
1.75
Gantlines shall have 50 to 75 percent of the breaking strength of the dressing lines.
613e. Grounds and Insulators
Grounds - Metallic standing rigging members and metal parts on nonmetallic spars shall be grounded in accordance
with MIL-STD-1310.
Insulators - Metallic rigging members shall be fitted with insulators in accordance with drawing, NAVSHIPS No.
805-921939, except that rigging supporting masts or kingposts which carry booms for cargo handling or weight handling
shall not be fitted with insulators. Insulators in shrouds and stays shall be capable of withstanding the minimum breaking
strength of the wire rope in which installed. Insulators shall not be coated in any way nor shall they come in contact with any
parceling, seizing, or tarring of the rigging. Insulators shall be in accordance with Mil. Spec. MIL-I-17918.
613f. Splicing and Serving
General - When whipping of wire or fiber rope is required, it shall be applied against the lay.
Wire rope manual splicing - Approved methods of splicing wire rope are shown in NAVSEA 0900-LP-008-2010.
Metallic standing rigging shall be wormed, parceled, and served in way of splices and thimbles, and in places where
chafing is likely. The worming, parceling, and serving shall be in accordance with the following:
Preparation - Before serving, steel wire rope shall be thoroughly clean and bright, free from rust, and shall be
given two coats of red lead primer, Mil. Spec. MIL-P-17545. The primer shall be well worked into the lays of the rope.
Worming - After the coat of primer is applied, wire rope 3/4 inch in diameter and larger shall be wormed with
tarred hemp seizing, Fed. Spec. T-R-650, type II, class 2, sized as necessary to work smoothly into the lays of the rope.
Rope less than 3/4 inchs in diameter shall not be wormed.
Parceling - Cotton cloth sheeting, Fed. Spec. CCC-C-430, type I, class 1 shall be applied in strips approximately 3
inches wide. Parceling shall be with the lay of the rope, each turn overlapping the other one-half its width, so that it forms
double thickness. A coat of red lead primer, Mil. Spec. MIL-P-17545, shall then be applied to the parceling, before serving.
Serving - Steel wire rope up to 7/16 inch in diameter shall be served with marline, Fed. Spec. T-R-650; from 7/16
inch to 1 inch in diameter, with houseline Fed. Spec. T-R-650; and above 1 inch in diameter with roundline, Fed. Spec.
T-R-650. The serving shall be against the lay of the rope, and shall be tight and close together without overlapping.
Steel wire rope more than 3/4 inch in diameter, which is spliced around a thimble, shall be double served over the
splice; the length of the first serving shall equal once around the thimble plus the circumference of the rope; the length of the
second serving shall equal once around the thimble plus twice the circumference of the rope. After the first serving,
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parceling shall be applied, as described above, for the limits stated for the second serving. For rope 3/4 inch and less in
diameter, single serving only shall be applied and the length of serving shall equal once around the thimble plus twice the
circumference of the rope.
Covering - When splices are required to be covered with canvas, a single layer of No. 6 cotton canvas, Federal Spec.
CCC-C-428 shall be used. The edges shall be turned in at the seam about 1/2 inch, and sewed with closely spaced overhand
stitches.
Wire Rope, Mechanical Splicing - The making of splices in wire rope by swaging a metal sleeve around the rope with a
hydraulic press is approved as an alternate to manual splicing subject to the following:
(a) A set of eye splices covering the range of wire rope sizes capable of being spliced by the machine shall be
given a tensile test in a testing machine capable of developing the breaking strength of the wire rope.
(b) Before acceptance of the machine or process, the eye splice, when subjected to the tensile test, shall develop at
least 90 percent of the rated breaking strength of the wire rope.
(c) Tests shall be witnessed and certified by a representative of the American Bureau of Shipping or by a
representative of NAVSEA or a field activity under its management control.
(d) Only one such group of tests need be made for each model of machine.
(e) The operating instructions furnished by the equipment manufacturer shall be rigidly adhered to.
No seizing is necessary.
Wire rope, electrical sealing of bitter ends - The sealing of bitter ends of wire rope by means of an electric current is an
approved alternate to manual seizing or whipping. Such sealing may be accomplished on all sizes of wire rope from 3/16 to
1 1/8 inches in diameter.
Fiber and Double Braided Line - For splicing instructions incidental to fiber and double braided line, see Chapter 3 of
Navy Training Course NAVPERS 10121-D (Boatswain's Mate 3 and 2).
613g. Awnings
Awnings shall be installed or replaced as shown on approved arrangement drawings and in general accordance with
drawings, NAVSHIPS Nos. 805-1629551, 805-1629552, 805-1629553 and 804-5184159. They shall have sufficient pitch to
drain off water. Awnings shall be so arranged that they will not interfere with the training, elevation, and firing of weapons.
The arrangement shall permit showing of motion pictures with the dismounting of the minimum number of awning sections,
and without disturbing sections contiguous to those dismounted.
613h. Weather Screens
Weather screens shall be installed where metal windshields or metal enclosures are not installed on bridges and on
conning and piloting levels.
613i. Covers
Protective covers shall be provided for new and replacement equipment when not supplied by the equipment
manufacturer for equipment requiring protection on weather decks, in accordance with approved ships drawings.
Security covers shall be provided for new and replacement equipment, dials, and displays that would reveal classified
information in areas accessible to visitors. Covers shall be of a single color, with necessary fasteners.
Covers shall be provided for compasses, searchlights, hawser and wire rope reels, and other equipment requiring
protection on weather decks.
Log or chart desks installed in weather locations shall be fitted with a weatherproof light-excluding hood supported by
a curved metal frame.
Covers shall be marked to indicate which piece of equipment they are to cover.
613j. Repair Requirements
Awnings, covers and weather screens - Awnings, covers and weather screens shall be repaired or replaced in
accordance with applicable drawings.
Wire rope - Wire rope shall be replaced, when damaged or worn, in accordance with the criteria given in NAVSEA
S9086-UU-STM-000, Chapter 613.
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Fiber ropes - Fiber ropes shall be replaced, when damaged or worn, in accordance with the criteria given in NAVSHIPS
0901-280-0001, Chapter 9280.
613l. Shock Requirements
Section 072 defines the requirements for shock as it relates to ships overhauls.
613m. Testing Requirements
Newly installed or modified flag hoists and halyards shall be rigged for service and operated to ensure satisfactory
operational capability.
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SECTION 621
NONSTRUCTURAL BULKHEADS AND PARTITIONS
621a. Scope
This section contains requirements for material, construction, location, sizes and installation of nonstructural bulkheads
and partitions.
621b. General
Nonstructural bulkheads are of three general types; joiner bulkheads, expanded metal bulkheads, and nonload bearing,
nontight lightweight plate bulkheads. The latter type bulkheads are those of thickness greater than joiner bulkheads.
Except where structural bulkheads are required for strength or tightness, nonstructural bulkheads shall be installed.
Bulkheads for bounding and subdividing such spaces as offices, passages, quarters, food service spaces, pantries,
medical-dental spaces, and trunks shall, in general, be joiner type; however, nonload type bulkheads may be used where
appearance is of secondary importance.
To secure storeroom areas and cargo space areas against pilferage, expanded metal bulkheads shall be installed around
hatchways, inclined ladders, or passages which provide access to other storerooms or cargo spaces.
All nonstructural bulkheads attached to portions of decks subject to blast from 5-inch guns or larger, blast from
missiles, or aircraft landings, shall have a deflection joint at the top as shown on drawing, NAVSHIPS No. S1105-1426382.
Provision shall be made to prevent buckling due to welding shrinkage in surrounding structure, or to distortion of decks
during tests of compartments.
Nonstructural bulkheads, in addition to the regular stiffening, shall be stiffened locally in way of furniture, lavatories,
urinals, water closets, door hooks, door stops, clothes hooks, and other articles supported from or attached to bulkheads.
Nonstructural bulkheads in the way of showers shall be lapped onto the inside of the coaming at the bottom.
Bulkheads enclosing the carpenter shop and those enclosing any shop within or adjacent to living and messing spaces
shall be solid for the full deck height.
Construction of bulkheads which separate air conditioned from non-air conditioned areas shall be of fumetight
construction. Bulkheads of darkrooms, aviation examining rooms, eye, ear, nose, and throat treatment rooms and similar
spaces shall be constructed so as to exclude light. Bulkheads forming boundaries of staterooms shall be constructed so as to
exclude light wherever required by arrangement conditions.
Where grade A or grade B shock resistant equipments are mounted in way of, or on nonstructural bulkheads, provisions
shall be made, if necessary, for withstanding the loads and deflections that will be developed. Deflection connections, or
additional or reinforced attachments shall be provided as required.
Screws and bolts used for the purpose of mounting equipment to bulkheads shall be furnished with "Acorn" or "Cap"
nuts in areas where exposed threads may subject personnel to injury.
Bulkheads around the Registered Publications Office, or the Registered Publications Strong Room, when both an office
and a strong room are specified, shall be constructed with plating thickness not less than 1/8 inch steel or 3/16 inch
aluminum. Bulkheads shall have no openings other than the access door and any necessary piping, wiring conduits, and
ventilation ducts. Bulkheads shall be closely fitted around pipes, conduits and ducts.
Where lightweight aluminum or steel plate is used for storerooms, an expanded metal insert, approximately by 21
inches, shall be provided in the upper section in each storeroom. The insert shall be located as remote as practicable from the
door.
Periphery bulkheads for ordnance stowage spaces, such as magazines, ship lockers and armory, shall be constructed of
a minimum 14 gage steel or 1/8 inch thick aluminum. Bulkheads constructed of double wall extruded aluminum or
aluminum honeycomb type are not acceptable. Bulkheads shall be of all welded construction, except solid core rivets or
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mechanical fasteners in accordance with Mil. Spec. MIL-P-23469 or MIL-P-23470 shall be used for fastening dissimilar
metals. Rivets and mechanical fasteners shall be a minimum 1/4 inch in diameter. The use of pop rivets is prohibited.
621c. Joiner Bulkheads
Joiner bulkheads shall comply with drawing, NAVSHIPS No. S1105-1426382. They shall be of aluminum alloy or
steel except that .050 inch thick sheet CRES shall be used for boundaries for washroom, water closet, and shower spaces.
For those locations where double-faced metal bulkheads are required to provide a flat surface to receive decorative treatment,
and including such spaces as wardrooms and cabins, joiner bulkheads shall be in accordance with drawing, NAVSHIPS No.
805-1749247, for extruded type bulkheads or drawing, NAVSHIPS No. 804-4623540 for honeycomb type bulkheads.
If openings for natural ventilation are required, they shall be cut in the upper portions of bulkheads, with metal hoods
installed wherever light-tightness is required.
If practicable, joiner bulkheads shall be located in the lines of stanchions.
Bulkheads around spaces, such as washroom and water closet spaces which have mechanical exhaust and natural
supply ventilation, shall be of a completely closed joiner type with openings located as required for ventilation purposes.
Penetrations, such as for piping and wiring, need not be fitted with collars provided that clearances are less than 1/2 inch.
621d. Expanded Metal Bulkheads
Wherever an enclosure is necessary for a space which does not require a solid bulkhead, expanded metal may be used.
Expanded metal bulkheads, curtain plates, deck coamings, erection members and fasteners shall be constructed in general
accordance with drawings, NAVSHIPS Nos. 805-1649742 and 805-1649743. They shall be free from sharp or rough edges,
and shall be zinc coated after manufacture.
Expanded metal bulkheads, with locked doors, shall be installed around auxiliary machinery located in passageways
and living spaces. Firefighting and damage control equipment such as foam proportioners and CO2/HALON flooding
systems, shall be fitted with doors without locks.
Within storerooms protected by inert gas flooding systems, nonstructural bulkheads and nonstructural enclosures shall
be constructed of expanded metal in accordance with drawing, NAVSHIPS No. 805-1649742.
Lockers located within protected storerooms, which are used for controlling sensitive inventory, such as medical stores
and alcohol stock, may be fabricated of sheet metal provided louvers are included at the top and bottom of locker doors. For
specific locker requirements, see Sections 671 and 672.
Clear openings around edges of expanded metal bulkheads shall be not greater than 3/8 inch.
Except within storerooms protected by inert gas flooding systems, light sheet metal may be used in lieu of expanded
metal. Light sheet metal includes 0.064 inch thick sheet aluminum, 0.050 inch thick sheet steel and 0.050 or 0.040 inch thick
textured or embossed aluminum or galvanized steel sheet, respectively.
Expanded metal bulkheads shall be installed around gyrocompass equipment if the equipment is not located in a central
station or in a separate compartment.
Doors to spaces with expanded metal bulkheads shall also be expanded metal.
621e. Nonload Bearing Light Plate Bulkheads
Nonload bearing light plate bulkheads constructed in accordance with drawing, NAVSHIPS No. 805-1649526, shall be
used for nonstructural bulkhead boundaries of storerooms, and may be used in lieu of joiner bulkheads for
shops and for miscellaneous built in lockers.
621f. Partitions
Partitions for water closets and urinals shall be in general accordance with drawings, NAVSHIPS Nos. 805-2250460
and 805-2250461 or for Honeycomb Partitions, NAVSHIPS No. 806-4501629. Shower partitions shall be in general
accordance with drawings, NAVSHIPS Nos. 805-1646045 and 805-1646044.
A 2-ply polyester glass system (two layers of glass with at least four coats of resin) shall be installed on wood
bulkheads and partitions bounding shower stalls (interior side only) to obtain watertightness. The resin above the top layer
of glass shall be pigmented a pastel green color similar to FED-STD-595, color No. 24664. Bulkhead covering shall be
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applied directly to the structure to avoid dead air spaces. Additional installation requirements shall be the same as for
decking, see Section 634.
Partitions at ends and backs of groups of showers, and partitions for single showers shall be lapped onto the inside of
the coaming at the bottom. They shall be made with watertight joints.
Partitions shall be installed at each end of a group of urinals, between adjacent urinals, and at each side of urinals
mounted singly except where bulkheads or other partitions provide comparable privacy.
Berth partitions - Partitions in accordance with drawing, NAVSHIPS No. 805-1646044, shall be installed between all
double tiers of berths, if not provided with a panel assembly between adjoining tiers of berths as part of the berth design. For
single tiers of berths adjacent to passages, hatches, ladders, and doors, partitions shall be provided for the full length of the
berth, extending from deck to overhead. For single tiered berths without partitions, angles shall be fitted between the
stanchions at each berth for attaching two towel racks per berth.
For crew and CPO berthing where head-to-foot berthing exists, berth end privacy partition, drawing, NAVSHIPS No.
805-2214469, shall be installed.
Light traps - Means for darkening ship shall be provided. Light traps shall be installed as required to permit access
from the weather to lighted spaces without violating darken ship security. The type of traps and details of construction shall
be in accordance with drawings, NAVSHIPS Nos. 805-1630833 and 805-1630834. No access closures, closure plates, or
other possible sources of light leakage (such as openings around piping or electrical cable) shall breech the black-painted
area of light traps.
621g. Coamings for Nonstructural Bulkheads
Bulkheads surrounding galleys, vegetable preparation room, ice cream making room, meat preparation space, garbage
grinder room, scullery, pantries, laundry, bacteriological laboratory, sterilizing room, bathrooms, and washroom and water
closet spaces shall have a watertight coaming extending to 6 inches above the deck.
Wherever an expanded metal bulkhead bounds a space likely to have water or oil upon the deck, a watertight coaming 6
inches high shall be installed for the extent of the bulkhead.
Each shower shall be bounded by coamings in accordance with drawing, NAVSHIPS No. 805-2250461.
Coamings for aluminum or steel bulkheads shall be 6 inches high and shall be of ungalvanized steel plate, 0.109 inch
thick, except there the deck is of aluminum alloy, coamings shall be of aluminum alloy, 0.1875 inch thick.
Coamings of nonstructural bulkheads around washrooms, water closet spaces, and sculleries, and in way of
steam-jacketed kettles, laundry washer-extractors, and vegetable peeling machines shall be of CRES 0.109 inch thick, AISI
TYPE 304, 2B finish.
Where watertight coamings are required, such tightness shall be achieved by watertight welding to the deck and to
vertical structure at the end of the coaming. Coamings of aluminum alloy shall be welded by the inert gas metal arc process.
Where the deck is of riveted aluminum construction, aluminum angles only shall be used instead of a coaming plate and
angle.
621h. Free Standing Coamings
Free-standing coamings on steel decks shall be of corrosion-resisting steel, 0.125 inch thick, CRES, AISI TYPE 304,
2B finish. The top edge of all free standing coamings shall be finished with a 1/2-inch diameter CRES rod or pipe, AISI
TYPE 304. Aluminum coamings shall be installed on aluminum decks.
Free standing coamings shall be installed in way of steam-jacketed kettles, laundry washer extractors, vegetable peeling
machines, and bulk stowage areas within the bakery, on those sides not bounded by bulkheads. Coamings shall be 6 inches
high, except that in way of laundry washer-extractor they shall be 3 inches above deck covering, and in bulk stowage areas
within the bakery they shall be the same height as the bulk stowage gratings.
Coamings, 4 inches high, shall be installed around fog foam proportioner stations and around all installed portable foam
proportioners. Coamings shall extend in way of the wye gate fitted on the discharge side of the proportioners.
Six-inch high coamings shall be installed around gasoline pumps in gasoline pump rooms and around gasoline pumps
and hose reels in open and enclosed gasoline replenishment or service stations.
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SECTION 622
LADDERS, HANDRAILS, FLOOR PLATES, STAGING, AND GRATINGS
622a. Scope
This section contains the requirements for the installation, modification, inspection, and repair of ladders, handrails, floor
plates, staging, and gratings.
622b. General
Attachments to structure or equipment (such as electrical panels or machinery) shall be made only where the structure or
equipment is specifically designed or reinforced for such purposes and where equipment is neither sound isolated nor
resiliently mounted.
622c. Ladders, Ladder Rungs, Foot Holes, and Debarkation Ladders
General - Ladders shall be installed as necessary to provide access to all compartments, duty station passages, walkways,
and all important operating parts of machinery and systems. All ladders and handrails shall be located so as not to interfere
with the opening and closing of hatches, doors, gratings or manholes. Inclined ladders shall be installed as the main access
to all machinery compartments, except where not feasible due to access location or the machinery arrangement.
Access ladders shall be securely fixed in place, but shall be removable where necessary under service conditions. Where
removal is not required ladders may be built in or fixed in place.
Aluminum shall be used wherever the service permits, except as indicated below. Aluminum parts and accessories shall
be coated as required in Section 631.
Steel shall be used for all machinery space access ladders and ladder rungs and for fuel tanks and other tanks capable of
being flooded with seawater, except that nonmagnetic materials shall be used where dictated by magnetic signature
requirements.
Brass ladders shall be used in gasoline pump rooms and in access trunks to gasoline pump rooms.
Where the EMI reduction requirements of MIL-STD-1310 apply, inclined ladders shall be constructed of nonmetallic
materials. Methods and materials shall be in accordance with drawing, NAVSEA No. and 803-5184099.
Ladder rungs, grabrods, or vertical ladders shall not be installed within the underwater side protective system.
Wherever circular carbon steel pipe or tubing is specified for ladder rails, handrails, and similar applications, herein or in
referenced specifications and drawings, square or rectangular Tubing, ASTM A-500, grade B, or ASTM A-501 may be used
if of equivalent strength.
New ladders shall be made of material similar to other existing ladders in the space without conflicting with the above.
Photoluminescent marking requirements for ladders and handrails are covered in Section 602.
Inclined tread-type ladders - Ladders in accordance with drawings, NAVSHIPS Nos. S1604-860039, S1604-860040,
S1604-860041, and 805-1749113, shall be provided.
Inclined ladders installed in locations specified in Section 572 shall be fitted with folding-leaf ladder chutes in accordance
with drawing, NAVSHIPS No. 805-1749080.
To facilitate maintenance, the number of types and sizes of treads used shall be kept to a minimum.
Top treads of inclined ladders shall be 9 inches wide. The distance from the side of the top tread to the bulkhead or hatch
coaming shall not exceed 2 inches. If necessary, the width of the top tread shall be increased to suit. All other treads shall be
6 inches wide for inclined ladders installed at angles of 50 to 60 degrees with the deck, and 4 inches wide for inclined
ladders installed at angles greater than 60 degrees.
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Wherever practicable, interior inclined ladders shall be installed at an angle of 50 to 60 degrees with the deck, and
exterior inclined ladders at an angle of 50 degrees with the deck. Headroom shall be at least 75 inches between the lower
edge of the hatch coaming and the ladder tread directly below.
Unguarded openings between the upper end of handrails, chains or ropes of inclined ladders and adjacent rails or
structures of the upper level shall be kept to a minimum and in no case greater than 5 inches.
Sheet metal shields, shall be fitted on the underside of ladders over machinery and equipment and in quarters. Shields
shall be aluminum alloy, 0.032-inch thick, except shields for machinery space access ladders shall be of the same material as
the ladder to which fitted. The shields shall be securely fastened to prevent vibration, but shall be readily removable for
cleaning and preservation. Similar sheet metal shields, extending from the stringers to the overhead, shall be provided for
the sides of ladders to crew living compartments, if there is no passageway between the ladder and the closest tier of berths.
Pipe rails shall be fitted on all ladders, on or leading to weather decks and on steep ladders to spaces such as storerooms.
Pipe rails shall be fitted on ladders from hangar to gallery deck.
In way of watertight hatches, the pipe rails shall end below the hatch cover, and chain shall be fitted as shown on
drawings, NAVSHIPS Nos. S1604-860040 and 805-1749113.
The foot connection of ladders shall permit free movement of the ladders either up or down, as indicated on drawings,
NAVSHIPS Nos. S1604-860039, 805-1749113, and 803-5184099.
Ladders in enclosed trunks shall be portable.
Ladders provided in the usual route from squadron ready rooms to the flight deck shall be 24-inch width where
practicable, but in no case less than 21 inches.
Vertical ladders, ladder rungs, and foot holes - These shall be fitted where necessary to afford access to or on masts,
replenishment-at-sea padeyes, signal and navigating lights, cranes, trunks, ducts, and bulkheads, and in compartments for
access to manholes and elsewhere, as necessary, for access or escape. Vertical ladders shall comply with drawings,
NAVSHIPS Nos. S1604-860091, 805-1360280, and 803-5184098.
A climber safety rail shall be installed at each permanently installed topside ladder on masts, kingposts, and other similar
topside structure providing access to a fall hazardous location at which a man is expected to wear a safety harness or when he
can fall more than one deck level. Climber safety rails shall be in accordance with drawing NAVSHIPS No. 804-4563125.
The climber safety rail shall be grounded in accordance with the requirements of MIL-STD-1310. Where safety rails are
installed and where a climber must transfer from one ladder to another, or from ladder to platform, suitable attachment points
shall be provided at locations to enable the climber to make a transfer while tethered at all times to either a padeye or the
climber safety rail.
Where the hatchway in which an inclined ladder is fitted forms the only access to a compartment and where the inclined
ladder may be unrigged for handling stores or ammunition, a vertical ladder shall be provided in addition to the inclined
ladder.
Vertical ladders shall be so located as not to interfere with the opening or closing of hatches, doors, or manhole covers.
Where this is not practicable, the ladders shall be portable.
Vertical ladders shall be close enough to the edge of hatches so that the top step can be used safely. Where vertical access
is required on oiltight bulkheads, vertical ladders shall be provided.
Ladder rungs - Where conditions preclude the installation of vertical ladders, ladder rungs shall be welded or riveted to
the bulkheads or other structure.
Rungs shall be provided, as necessary, to afford access to hose connections, anchors, and blisters.
Rungs shall be about 12 inches long, of 5/8-inch diameter rod, riveted or welded to the structure. Rungs fitted against a
curved surface shall be curved to allow ample toe clearance. Rungs shall be stirrup type, drawing, NAVSHIPS No.
S1604-860091.
Escape trunks from machinery spaces shall be provided with continuous ladder rungs around two adjacent sides, but not
in way of openings. Rung size, spacing, attachment, and material requirements shall be in accordance with NAVSEA
Drawing 804-5184093.
Foot holes - Semi-circular foot holes, instead of ladder rungs, shall be provided in swash bulkheads and swash plates,
where practicable. The foot holes shall be semi-circular, not less than 5 inches in diameter, with the flat at the bottom of the
semi-circle. Edges of holes shall be smooth and rounded. The horizontal portion of the hole shall have a 1/2-inch flange or
half round for a tread if the plating is less than 20 pounds.
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Foot holes, in conjunction with lightening holes, shall be provided in the nontight transverse webs of the underwater side
protective system, as necessary, to afford access to the bottom of those spaces.
Accommodation ladders - Portable inclined accommodation ladders shall be provided.
Fixed tread type ladders shall be in accordance with drawing, NAVSEA No. 804-2255407 and applicable installation
drawings.
Feathering tread type ladders shall be in accordance with drawing, NAVSEA No. 804-2255402.
Long ladders shall be of the two stage type, with an upper, intermediate, and lower platform. The upper and intermediate
platforms shall be supported from the ship side by braces and pads and the lower platform shall be supported by the lower
end of the ladder and by tackle from the ship's side. See drawing, NAVSEA No. 804-2260981.
Stowage and handling arrangements for accommodation ladders shall be in general accordance with drawings, NAVSEA
No. 804-2255401 or 804-42255406 as applicable.
On ships where there is only one accommodation ladder, fittings for rigging on either side shall be provided.
For ships that have landing type craft come alongside during operations, a boat fender shall be provided in accordance
with drawing, NAVSEA No. 804-2255405. For other ships, boat fender shall be in accordance with drawing, NAVSEA No.
804-2255403.
Vertical side ladders - A vertical side ladder in accordance with drawing, NAVSHIPS No. 805-1363660 (or 805-1363174
where free board is in excess of 7 feet) shall be provided on destroyer type ships for boarding ship from small boats.
Arrangements for handling and stowing shall be provided in accordance with approved ships' drawings and arrangement.
Gangplanks - On destroyer type ships a gangplank, drawing, NAVSHIPS No. 805-1749049 shall be provided.
Arrangements for handling and stowing shall be provided.
Jacob's ladders - Jacob's ladders shall comply with drawing, NAVSHIPS No. 804-5000900. They shall be provided for
use during anchor handling, and on boat and airplane booms. In general, two ladders will be required on each boat and
airplane boom, adjacent to guess warps, and for access from the deck to boats stowed on davits.
Jacob's ladders, shall be provided as required for the following purposes:
Abandon ship
Man-overboard
Mast and topside landings
Stern ladder
Jacob's ladders shall be provided for access to underwater side protective system compartments for which foot holes
cannot be used for access.
Diver's ladders shall comply with drawing, NAVSHIPS No. S9400-860161.
Debarkation ladders - Debarkation ladders for troop transports and landing ships shall be fabricated and installed in
accordance with drawing, NAVSEA No. 804-5184225.
Pilot ladders - Pilot ladders for all ships except service craft and aircraft carriers shall be fabricated and installed in
accordance with drawing, NAVSEA No. 804-5000900.
622d. Floor Plates and Grating Plates and Grating
General - Floor plates and grating shall be configured, installed, and attached to supports in accordance with drawing,
NAVSHIPS No. 804-1340709 and in accordance with the following:
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Material
Medium steel
Aluminum alloy
Corrosion-resisiting steel (CRES)
Perforated plating
Material
Aluminum alloy, heavy duty
Aluminum alloy, light duty
Medium steel, heavy duty
Medium steel, light duty

CRES, heavy duty
(See Note 1)
CRES, light duty
(See Note 1)
FLOOR PLATES
Drawing, NAVSHIPS No.,
or Spec. No.
QQ-F-461
ANSI/ASTM B632
MIL-F-20138
805-921931
GRATINGS
Drawing, NAVSHIPS No.,
or Spec. No.
MIL-G-18015, Type II
MIL-G-18014, Type B
or MIL G-18015, Type IV
MIL-G-18014, Type A,
Class b or MIL-G-18015,
Type I, Class 1
MIL-G-18015, Type III
class 1
Class b or
MIL-G-18015, Type I
Class a or MIL-G-18015,
Type III
Note 1. Except that the chemical composition shall be equivalent to AISI Type 304 or type 316, and the grating shall not be
galvanized.
Floor plates and gratings in machinery spaces of combatant ships and ships where nonmagnetic materials are dictated by
magnetic signature requirements shall be corrosion-resisting steel (CRES 304 or 316). Where galvanized steel is originally
specified for floor plates or gratings in a machinery space, galvanized steel may be utilized for new installations.
Supporting structure and fittings of medium steel shall be zinc coated in accordance with Section 632.
Floor plates and gratings of nonsparking brass shall be used in gasoline pump rooms.
Floor plates and gratings for walkways shall be installed to provide access to all operating machinery and equipment and
to permit operation, inspection, removal, maintenance, or repair of machinery and equipment. Unnecessary weight and
complication shall be avoided but the load to be supported, including machinery overhaul tools and parts, shall be considered
in determining the length of span. Extra support shall be provided at all points where heavy weight or particularly rough
usage is expected. Plates or gratings shall not be attached to or supported from boiler casings.
Portable or hinged sections of floor plates or gratings shall be fitted in areas where access is required below them for
periodic inspection of equipment, maintenance and cleaning. Where access is required for operation of valves or other
controls, hinged sections shall be used. Fasteners shall be of a design that will not open or come apart by shock or vibration,
and shall be of material compatible with the section to which they are attached. Sections and fittings shall lie flush and be
designed to facilitate lifting by hand.
Walkway platforms in the weather shall be of perforated plating or grating in areas that do not have walking surfaces
beneath, such as gallery walkways on aircraft carriers. Walkways of solid plating shall be installed elsewhere.
Unless otherwise specified, floor plates and gratings shall be aluminum.
Floor plates - Floor plates of nonskid type shall be installed in the lower levels of machinery rooms and shaft alleys and in
hydraulic catapult machinery rooms. Floor plates shall be installed on the upper levels of machinery rooms in way of
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switchboards but shall not have a raised pattern around the normal operating area in front of, and extending 2 feet in back of
switchboards.
For noncombatant ships, floor plates in way of ladder landings and high wear areas in machinery rooms shall be CRES
304 or 316. (High wear areas shall be construed to mean permanent underway and at-anchor watch stations). The CRES
ladder landings shall extend 3 feet out from the foot and head of the ladder, where possible, and extend between the outside
edges of the ladders stringers. If there is a system of ladders adjacent to each other through two or more levels, the landing
shall extend from the outside edge of one ladder to the opposite outside edge of the adjacent ladder.
Floor plates shall be firmly secured to steel angle bar ledges and bearers of T-sections and provided with drain holes.
For treatment of faying surfaces of steel and aluminum, see Section 631.
Floor plates with a raised pattern, the long axis of which is in one direction, shall be installed so that this direction is
approximately parallel to the centerline of the ship. Plates with a raised pattern, of the long axis of which is at right angles,
shall be installed so that the axis is at an angle of approximately 45 degrees to the centerline of the ship.
Floor plates shall be designed to sustain a distributed load equal to 300 lb/ft2, except that loading of 175 lb/ft2 may be
used for overhead access walkways and in other locations where only light loadings will be encountered in service. The
unsupported span of plates shall not exceed 3 feet.
Panels shall not exceed 6 feet in length.
Gratings - In machinery rooms, gratings shall be used on the upper levels except in the way of switchboards.
Hinged sections of grating shall also be used over accesses to the lower level of machinery rooms where these accesses
are located in passageways and are not provided with life lines or life rails.
Galvanized steel or aluminum alloy sheets shall be fitted to the underside of steel or aluminum gratings respectively,
where necessary to protect personnel.
The standard panel size for grating shall be 2 by 6 feet. The maximum acceptable unsupported span for any type or class
of grating shall be 3 feet in the direction of the bearer bars.
Panels shall be supported by angles or bars, spaced not to exceed 2 feet in the direction of the cross bars. Supporting
framework for overhead walkways may be of aluminum alloy, where light duty aluminum alloy gratings are used. Under all
conditions, the supporting framework shall be designed to support the loading required of the type grating used, as indicated
in the referenced specifications.
All panels and special sections of grating shall be secured to the supporting framework by clips or bolts (see Section 632).
The design and fit of the securing clips or bolts shall ensure positive locking and ready disassembly. Clips or bolts shall not
extend above the surface of the grating.
Metal gratings shall be provided for hatchways in passages around which life lines or life rails are not provided.
Chain locker gratings - Galvanized steel gratings shall be fitted in chain lockers, arranged in sections of suitable size for
passing through the access hatchways or manholes. The size of the bars shall be determined by the size of anchor chain, as
follows:
Chain Size
1 inch or less
Larger than 1 inch, and not over 2 inches
Over 2 inchs
Size of bars (inches)

1 by 3/8
1-1/2 by 1/2
2 by 3/4
The bars shall be spaced so that the distance between the bars is about 1/2 the diameter of the wire of the chain, but not
greater than 1 1/2 inches.
Refrigerated stores space gratings - Portable aluminum gratings shall be in accordance with Mil. Specs. MIL-G-18014,
type B or MIL-G-18015, type IV. They shall be fitted so as to preclude damage to the lining from traffic or the handling of
stores and to provide adequate drainage and ventilation of the space under the gratings. Gratings shall be raised 1 inch above
the deck by aluminum supports welded to the bottom of the grating at 12 inch intervals in a direction which provides for air
flow under the grating in both directions. Gratings shall be arranged for convenient removal and they shall be marked for
location and easy identification.
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Storeroom and issue room gratings - Aluminum gratings, Mil. Spec. MIL-G-18014, type B or MIL-G-18015, type IV,
shall be fitted on the portions of decks which are set off by portable battens for bagged provisions or bulk stores, in order to
keep such provisions and stores from direct contact with the deck and to permit circulation of air. Gratings shall be of such
construction to provide air flow in at least one direction.
Waterway gratings - Waterway gratings shall be aluminum, Mil. Spec. MIL-G-18014, type B or MIL-G-18015, type IV.
Bridge gratings - Aluminum gratings, Mil. Spec. MIL-G-18014, type B, or MIL-G-18015, type IV, shall be installed on
open bridges. The enclosed Pilot House and bridge shall have the above type gratings in bridge wings outboard of Pilot
House. Aluminum supports shall be attached to the grating to lift it approximately 1 inch above the deck to provide adequate
drainage for water.
Wood gratings - Gratings shall consist of Douglas-fir lumber 1 1/4 inches by 4 inches or 6 inches, with 2-inch by 4-inch
bearers spaced at 18 inches. Gratings shall be varnished in accordance with Section 631.
622e. Handrails and Grabrods
Handrails - Handrails and bulkhead handgrips shall be provided around all elevated platforms and gratings, walkways,
passageways, switchboards, and moving parts of machinery.
Handrails in front of switchboards shall be of hardwood, placed at sufficient distance to prevent interference with open
switches or circuit breakers.
Handrails shall be similar to those shown on drawings, NAVSHIPS Nos. S1604-860040 and 805-1749113, and shall be
firmly secured but readily removable. In machinery spaces, welded or bolted connections may be used instead of the
methods of attachment shown on the drawings provided that the handrails are firmly secured and the necessary portability is
ensured.
Steel shall be used for handrails, stanchions, and grabrods in all machinery spaces except where non-magnetic materials
are dictated by magnetic signature requirements.
Stanchions supporting handrails shall be perpendicular to the walking level, where practicable.
The lower ends shall pass through the walking surface and be secured from below, or the ends shall be provided with
palms and bolted to a secure seating.
Grabrods - Grabrods shall be fitted where they will aid personnel in ascending, descending, or stepping from ladders,
where considered necessary along passageways, and on weather sides of deck houses.
Where a bulkhead or side of a trunk is available, a vertical grabrod shall be provided at the head of all vertical and steep
inclined ladders to assist persons in stepping from the top of the ladder to the deck.
A horizontal grabrod shall be provided on the under side of all hatches located at the top of vertical ladders and on the
egress side of bulkheads over hinged manholes and scuttles located in bulkheads.
Horizontal grabrods shall be fitted in the coamings of all companion hatchways on the side opposite the ladder to afford
support to persons descending the ladder. Where a horizontal flange projects from the coaming of a hatchway so as to afford
a suitable grab, the horizontal grabrod shall be omitted and a steel sheet shall be wrapped around the edge of the flange as
indicated on drawings, NAVSHIPS Nos. S1604-860039 and 805-1749114, to protect the paint.
Grabrods shall be so designed that they can be secured to the ship's structure by riveting or welding and effectively
caulked where tightness is required. Where grabrods are required on oiltight bulkheads, they shall be attached by welding
only.
Corrosion-resisting steel tubing grabrods shall be provided in shower stalls.
622f. Staging
Permanent staging brackets, installed in all tanks which are of sufficient depth to require staging, shall comply with
drawings, NAVSHIPS Nos. 805-1749022 and 805-1749023. Painter's stages, complete with necessary rigging, shall comply
with drawing, NAVSEA No. 804-5000901. Padeyes shall be provided under the flare of the bow and in other locations
where flare exists to support painters' stages. In addition, padeyes shall be installed on superstructure, masts, and stacks to
support stages for maintenance of topside areas that are difficult to reach. Stowage shall be provided for the stages and
fittings when not in use.
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622g. Moving Stairways

All machinery components shall be enclosed within a fabricated supporting structure, making the stairway a
self-contained unit.
The top end of the stairway supporting structure shall be rigidly secured to the ship's structure. The center support and
bottom end of the supporting structure shall be secured to the ship's structure in a manner that will permit expansion and
contraction of the supporting structure in the direction of stairway travel.
622h. Safety Platforms
Safety platforms shall be installed in vertical access trunks which extend 25 feet or longer in clear distance and utilize a
horizontal hatch for access closure. The safety platform, to provide safe footing while operating the hatch scuttle, shall be
located approximately 6'-0" below the access. The platforms shall be fabricated of perforated aluminum plate stiffened to
support 75 pounds per square foot and hinged for stowage in the vertical position for clear access. Positive stop fittings shall
be permanently installed to support the platform in service position. Ladder wings and grabrods shall be installed on the
trunk bulkheads to facilitate rigging the platform in the service and stowed positions. Safety platforms shall not be installed
in machinery room emergency escape trunks.
622i. Inspection and Repair
All new or modified components for escape trunks shall be in accordance with applicable NAVSEA standard and type
drawings. Escape exits shall be kept clear of projections that may injure personnel or damage escape appliances during
escape operations.
Where authorized, gratings in dry storerooms shall be replaced by homogeneous vinyl sheet Fed. Spec. L-F-450.
The Contractor shall adequately protect floor plates and gratings, if removed, storing them until required for
re-installation.
When floor plates are required to be temporal removed, each floor plate shall be clearly marked to indicate its exact
location and orientation and shall be returned to that exact location and orientation upon reinstallation of the floor plates.
Where climber safety rail installations are repaired, replacement parts are to match the existing installation.
622j. Testing Requirement
Testing of accommodation ladders, vertical ladders, climber safety rails, jacob ladders, grating, gangplanks, and painter's
stage padeyes are not required except after major repairs.
Ten percent of padeyes for painter's stages, chosen at random, shall be given a static test in accordance with Section 611
when installed. The remainder of these padeyes shall be visually inspected for completeness and soundness of welding,
provided that each of the 10 percent padeyes tested checks out as specified in Section 074. Failure or sign of failure, of any
one padeye tested shall require all remaining padeyes to be tested. Padeyes failing the tests shall be replaced and retested.
Accommodation ladders shall be tested by loading the ladder while it is rigged and suspended from the davit on an angle
of 50 degrees with the horizontal, with a distributed load of 300 pounds on each tread and a distributed load of 70 lb/ft2 on
each platform. The bail and bail brackets or davits which support the ladder in service position shall be independently tested
under a load equal to the above ladder test load plus twice the weight of the ladder without damage, or permanent distortion.
Ladder handling davits shall be tested in accordance with Section 611.
Accommodation ladders shall be rigged in place, unshipped, and stowed under service conditions, to demonstrate
adequacy of handling and storage facilities. Glass reinforced plastic (GRP) accommodation ladder shall be tested in
accordance with 804-4477927.
Glass reinforced plastic (GRP) vertical ladders shall be tested in accordance with 803-5184098. Safety climb installations
shall be tested in accordance with 804-4563125.
Glass reinforced plastic (GRP) grating to be tested in accordance with 804-4477915.
Shipboard gangplanks shall be tested while simply supported at the ends in a horizontal position, under a static test load
of 300 pounds per linear foot, held for 10 minutes, without damage or permanent distortion.
Jacobs labbers - Test in accordance with the requirements of drawing, NAVSEA No. 804-5000900.
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Pilots ladders - Test in accordance with the requirements of drawing, NAVSEA No. 804-5000900. Debarkation ladders Test in accordance with the requirements of drawing, NAVSEA No. 804-5184225.
Moving stairways - Moving stairways shall be subjected to a static proof test of twice the specified working load, and
shall not take any permanent set due to this test. They shall be operated at the specified cycle for one hour, alternately
running the stairway up and down at full speed with no load. There shall be no excessive heating, objectionable noise, or
vibration in any part. The ability of the stairway to perform all specified operations, including effectiveness of the slack and
broken chain safety devices to stop and hold the loaded stairway, shall be demonstrated.
General requirements for shipboard tests and ship trials are specified in section 092 and 094 herein.
Section 622
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SECTION 624
DOORS, HATCHES, SCUTTLES, EMERGENCY ESCAPE PANELS AND MANHOLE COVERS
624a. Scope
This section contains the requirements for installation, testing, inspection and repair of access closures.
624b. General
All added or modified compartments, usable spaces and non-filled voids within the ship shall be provided with doors,
hatches, scuttles, manholes, arches and removable plates, as appropriate, to afford the most convenient practicable access.
See Section 071.
Doors, hatches, manholes and scuttles shall be in accordance with NAVSEA hull type or standard drawings. Where
special sizes or types not covered by type or standard drawings are required, hardware and fittings, as indicated on the type
or standard drawings, shall be utilized, unless otherwise specified, to reduce repair parts requirements. Welded construction
shall be used for metal fabrication in compliance with Section 074. Painting shall be in accordance with Section 631.
Photoluminescent marking requirements for doors, hatches and emergency escape panels are covered in Section 602.
Corrosion resisting (CRES) parts of doors, hatches, and scuttles, which are not to be painted, shall be thoroughly cleaned to
remove all foreign matter such as dirt, grease, graphite and iron. Where galvanizing is specified for frames, coamings and
panels, inorganic zinc coating may be used as an alternative for Hot-Dip galvanizing in accordance with Section 632.
Inorganic zinc coating shall be applied to applicable areas after fittings have been welded in place.
Structural closures, except ballistic closures and closures required to be of non-magnetic material, shall be constructed
of ordinary strength or higher strength steel. See Section 100.
The order of preference for the selection of deck closures shall be raised, low profile (LP), ramped low profile (RLP),
and flush. Raised deck closures shall be used for all primary accesses that may encounter wet conditions. Raised deck
closures are preferred for secondary and emergency accesses, except where they would interfere with operation, stowage or
traffic. RLP closures shall be used in areas adjacent to helo circles and aircraft landing zones, in vehicular operating areas,
and where raised or LP closures would interfere with operations such as line handling (including mooring), vertical
replenishment and replenishment at sea. LP closures shall be used in areas bordering operations requiring RLP closures,
where a slight protrusion is tolerable. Interior flush deck closures shall be used in areas where an irregular deck surface
would interfere with fork lift or foot traffic. The location of deck closures in helicopter circles and aircraft landing zones
shall be avoided, if practicable. Where required, however, flush closures shall be used. Drains are required for exterior flush
deck closure recesses.
The degree of tightness of doors, hatches and manhole covers shall be the same as that of the structure in which they are
installed.
The following doors, regardless of the structure in which installed, shall be watertight and designed for at least 13 lb/in2
external pressure and 5 lb/in2 internal pressure in accordance with NAVSEA standard drawings, however, the test pressure
for these doors shall not be less than that required for the structure in which they are installed:
Aircraft carriers - Doors opening to the weather on the gallery decks, in the forward 20 percent of the ship's
length, and doors opening to the weather below the gallery deck.
Surface ships (except aircraft carriers) - Doors opening to the weather on and below the 02 level.
For structural closures, the maximum allowable stress, as applicable to design for tightness pressure, and the maximum
yield stress, as applicable to design for proof test pressure, shall be in accordance with Section 100. However, no watertight
or oiltight closure shall be designed for a tightness pressure of less than 5 lb/in2.
Airtight doors, hatches, and scuttles shall be designed for a tightness pressure of 2 lb/in2.
Section 624
S9AA0-AB-GOS-010
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Air lock doors shall be designed for a proof test pressure of 4 oz/in2 for main machinery spaces. Fume-tight and
nontight doors, hatches and scuttles shall be designed to withstand a uniformly distributed load of 1 lb/in2. Nontight closures
shall be sufficiently tight without gaskets to exclude a 1/16 inch feeler gage.
Hinged closures installed in weather locations shall be hinged on the forward side, unless otherwise specifically
approved by NAVSEA.
Locking devices shall be provided, as required herein and in accordance with the requirements of Section 604, on all
closures giving access to spaces or areas required to be locked.
Access to missile spaces and magazines which carry nuclear warheads and are controlled by a security guard, shall have
doors operable from either side. Other doors to these spaces shall be operable from the inside only.
Doors and scuttles (for emergency escape) located in the boundaries of a secure communication space, or Integrated
Operational Intelligence Center (IOIC) shall be operable only from within such spaces. The closure shall be equipped with a
closure position alarm (see circuit DL, Section 436). The door or scuttle shall be connected to the supporting structure by
means of a flexible ground strap. Securing devices (such as hinge pins, locking bolts and anchor bolts) shall be constructed
to prevent removal except by forcible means.
Metal doors, hatches and scuttles located in the weather on the main deck and above shall be grounded to ship structure
in accordance with MIL-STD-1310.
All doors, hatches, scuttles and manhole covers, and their respective frames and coamings, shall be designed and
constructed to be as light as practicable, consistent with necessary strength, tightness, rigidity and ballistic requirements, and
fire-retardant characteristics. They shall withstand, without permanent distortion, the specified test pressures when applied
to both sides (not simultaneously), or the specified design loadings (considering wheel loads, gun blast, missile blast or
nuclear blast where applicable). Closures subject to gun blast, missile blast, or nuclear blast shall be designed and
constructed to withstand the blast pressure, heat and debris or the other design loadings appropriate to their location,
whichever is the greater.
When hinged closures are designed to seat gaskets tightly around their entire periphery (by dogs or other securing
devices), the hinges shall be designed with elongated holes to prevent damage to the hinges or closures in the tightening
process.
All watertight and airtight doors, hatches and scuttles shall be fitted with retained gaskets of material as specified
herein. The closures and the retaining devices shall be constructed to hold the gaskets securely in place. The frames or
coamings for all closures fitted with retained gaskets (excepting those ballistic closures in which the gaskets seat against the
face of the main plate) shall have corrosion-resisting steel bearing edges and so shaped as not to cut into the gaskets.
Gaskets for airtight and watertight structural doors, hatches and scuttles and for ballistic closures with plating of less than
25.5 lb/ft2 shall be in accordance with Mil Spec. MIL-R-900. Gaskets for ballistic closures with plating of 25.5 lb/ft2 or more
shall be rubber, two-line, in accordance with Mil Spec. MIL-G-20078, Type B, secured to the gasket strip with adhesive,
Fed. Spec. MMM-A-121, 1/8 inch by 5/8 inch flat bar and No. 10 flat head machine screws, spaced about 5 inches center to
center. Gaskets in fire-zone doors, including ballistic doors, shall be glass-metallic covered, rubber core in accordance with
Mil Spec. MIL-G-17927. Gaskets for hatches and scuttles in fuel handling areas and in missile blast areas shall be in
accordance with Mil Spec. MIL-G-17927, double braided, 40 + 5 durometer.
Gaskets to shield against radio frequency shall be constructed of 0.0045-inch diameter, type A monel wire, Fed. Spec.
QQ-N-281. Gaskets shall be rectangular knitted mesh not less than 1/2 inch by 3/4 inch with a maximum variation of plus
0.047 inch and minus zero inch. Gaskets shall be installed so that the widest dimension of the mesh is under pressure.
Radio frequency shielding gaskets are required for weather deck closures (such as missile strikedown hatches,
component hatches, and blowout covers) installed in compartments used for handling or check out of disassembled missiles
or warheads. Radio frequency shielding gaskets shall be installed in accordance with drawing, NAVSHIPS No. 94552.
Shielding arrangement shall conform to the individual installations, and shall suit the type of watertight and airtight seal
designs provided for the closure. For blowout covers, see Section 100. Gaskets shall not be provided in closures installed in
nontight structure.
Bolted plate manhole covers shall be fitted with the nonretained type gaskets as follows: For watertight and airtight
structure, Mil Spec. MIL-R-900; for freshwater tank service, Mil Spec. MIL-G-1149, class 2; for all other tank
services, including oil, aviation fuel, and saltwater, Mil Spec. MIL-C-6183, class 1. Gasket material for manhole covers
located in elevator machinery rooms shall be in accordance with Mil. Spec MIL-G-23652, Type I.
Section 624
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All closures having, during normal operations, an air pressure equivalent to 50 pounds total force or more on the
closure shall be provided with "controlling devices" to assure that the closure can be opened or closed safely.
Flush weather deck hatches and scuttles, both ballistic and non-ballistic, shall be fitted with troughs and drains, except
where the hatch or scuttle provides the only access to a small coffered space which is itself adequately drained. Trough size
for those hatches which are required to be open during the operation, fueling, rearming or movement of aircraft shall be
approximately 6 inches wide by 7 inches deep. Other troughs shall be sized to accommodate 2 inch drains. Where the
installation of troughs and drains creates areas which are inaccessible for maintenance of the preservative coating, troughs
shall be constructed of corrosion-resistant material. The minimum drain size for flush weather and hangar deck hatches and
scuttles shall be 2 inches. The minimum number of drains shall be one for each 8 feet, or fraction thereof, of trough length,
plus at least one drain for each isolated deck recess or hinge pocket which is not completely drained by the hatch or scuttle
trough. For other drainage requirements, see Section 528.
624c. Doors
General - Doors shall be of the classes given in Table I. The abbreviations given are for use on drawings prepared by
the Contractor. For doors to refrigerated spaces, see Section 638. Where structure is required to be watertight, gaskets shall
be provided to maintain water tightness.
Sizes of watertight doors and heights of sills - Sizes of watertight doors shall be in accordance with Table II.
Where doors of greater width are required for handling large items, such as airplane parts, bombs and warheads, they
shall be of sufficient width to provide passage of the transporting device.
Doors required to facilitate handling of bombs and similarly large and heavy items, may be provided with low sills.
The tops of all doorways, through which portable sections of trolley rails are to be rigged, shall be high enough above
the deck to permit the best lead of the trolley rails and, where practicable, a headroom of at least 75 inches shall be
maintained under the trolley rails.
Joiner doors shall have sills high enough to allow a minimum clearance of 1/2 inch between the bottom of the door and
the deck covering throughout the arc of swing of the door except that sills are not required on decks having no sheer or
camber.
Issuing windows in watertight or airtight bulkheads shall have covers of the same material and degree of tightness as
the bulkhead in which they are fitted.
Special Purpose Doors - Requirements for special purpose doors, such as carrier hangar bay division doors, are
contained in individual ship building specifications. Repair and refurbishment of special purpose doors not described herein
shall be in accordance with original ship construction drawings, or as further directed by NAVSEA.
Swing of doors - Doors, in general, shall open into rooms and not into passageways, except where local conditions
make the swing in the other direction necessary, and except as indicated below:
Air lock doors shall be hinged to swing against the air pressure.
Ballistic doors shall open out of the protected spaces.
Doors to primary magazines and ready service magazines shall open outward from the magazines.
Doors to refrigerated spaces shall open outward from these spaces.
Doors to brig cells shall open outward from these spaces.
Doors in the outboard side of deckhouses shall open outward.
Doors in built-in lockers and small spaces should swing outward to conserve space.
Design - See paragraph 624b.
Door plates in which rotating or basket type ammunition passing scuttles are installed shall be locally stiffened in way
of the scuttles and hinges. Hinge strength shall ensure that under normal operation the door will not deflect enough to affect
the proper operation of the scuttle.
Doors in structural and ballistic bulkheads shall have rounded corners. Door frames in structural bulkheads shall be
bracketed as required in Section 120.
Materials - Joiner doors shall be of aluminum alloy except that doors in expanded metal bulkheads shall be of the same
material as the bulkhead.
Materials for structural doors shall be as specified in paragraph 624b.
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Doors and frames in the vicinity of magnetic compasses shall be constructed of non-magnetic material in accordance
with Section 070.
Fixed lights - Fixed lights, 4 inches in diameter, shall be provided in doors to air locks, Supply Department Offices
(Disbursing), and to spaces where additional visibility is necessary because of traffic considerations, but not in watertight
doors below the damage control deck (except where required in doors to magazines in which air-launched guided missiles
containing liquid propellants are stowed) or in doors leading to the weather, except where otherwise specified. Fixed lights
in watertight doors shall be of sufficient strength to maintain the damage control strength requirements and resistance to
damage features of the watertight door in which it is installed. Quick-acting doors for routine passage on and above the
damage control deck shall be provided with 4-inch diameter fixed lights.
Locks - Doors which are secured by dogs and which are required to be locked shall be provided with hasps, staples and
padlocks.
See Section 604 for spaces required to be locked, and for details of locks.
Door closers and other fittings - Door closers shall be in accordance with Fed. Spec. FF-H-121 and ANSI A156.4, Type
CO 1012 with optional feature PT-4C.
Door closers shall be installed on joiner doors in the following locations:
Doors to water closet and washroom spaces.
Doors affording principal access to, or passage through, officer living areas.
Doors to wardrooms.
Doors in boundaries designated FZ.
Doors in constant general use.
Air conditioning boundary doors.
Unless otherwise specified, door closers shall be fitted only on joiner doors.
Doors shall be provided with hooks or other devices for holding the doors fully open with the exception of doors in air
conditioned boundaries, in boundaries designated only FZ and in balanced type joiner doors at the bottom of escape trunks
and at the top and bottom of access trunks to machinery spaces. See Section 071 for escape trunk balanced joiner doors.
Rubber tipped metal bumpers shall be installed for joiner doors, and any other doors that may require them for the
protection of equipment, fittings or light structure. Bumpers shall be located to strike the door in an area backed by door
framing.
Air lock doors - These shall be of the quick-acting type. Each air lock door shall be fitted with a manually-operated,
spring-loaded valve, seating with the pressure and manually-operated to permit equalizing pressure on the door. Air lock
doors for sonar trunks shall be in accordance with drawing, NAVSHIPS No. 804-2229441.
Ballistic doors - These shall be of the same thickness and material as the plating in which they are fitted, and shall be
designed to maintain the ballistic qualities and tightness of the structure. The edges of doors and their openings in the
plating, 25.5 lb/ft2 and above, shall have matching 45-degree bevels, to prevent any door from being driven through its
opening under ballistic impact and to insure that the door, when closed, will be approximately flush with the plating.
The hinges for ballistic doors shall be located on the outer (exposed) side, and shall be so designed that the hinge pins
will be in double shear. The weight of the door shall be carried on the lower hinge, and bronze washers shall be provided for
the bearing surfaces of all hinges. Hinge pins and connecting link pins shall be fitted with 1/8-inch diameter cotter pins to
prevent loosening or loss of the securing nuts. Three hinges shall be provided on any door weighing more than 1,000
pounds.
The bearing surfaces for the securing dogs of ballistic doors shall be wedge shaped, so that the doors will be drawn to a
tight seat when dogged shut. Each door shall have at least six dogs, three operating on the hinged edge and three on the
opposite edge.
Doors (other than quick-acting) in ballistic plating of 25.5 lb/ft2 and above shall have penetrating type dogs installed in
the door panel which are operable individually from both sides. The outer ends of the spindles shall be either flush and
slotted, or protruding and hexagonal, as specified. For each door requiring outside operation, a suitable wrench shall be
provided and stowed close to the door. Material for dogs and spindles shall be either HY80 steel bar, Mil. Spec.
MIL-S-21952, or HY80 castings, Mil. Spec. MIL-S-23008.
Section 624
S9AA0-AB-GOS-010
2004 Edition
Doors (other than quick-acting) in ballistic plating of less than 25.5 lb/ft2 shall have penetrating type dogs, mounted in
the door frame and operable individually from both sides by means of dog handles. Construction of dogs shall be similar to,
and material the same as for, standard structural nonballistic doors.
Handles shall be provided on both sides of all ballistic doors.
Quick-acting doors - Watertight and airtight doors (including those in ballistic structure), used for routine passage and
access throughout the ship or for access to manned vital spaces, shall be quick-acting, and shall be operable from both sides.
Quick-acting doors with a knife edge periphery of 185 inches or less shall be designed to have all dogs operate
simultaneously by the single movement of a lever located on the bulkhead frame; the dogs for doors with a knife periphery of
more than 185 inches and not exceeding 370 inches, shall be operated by two levers located on the bulkhead frame; each
lever operating half of the dogs simultaneously. Where conditions require a quick-acting closure, but door is too large for
such operation to be practical, the large door shall be individually dogged and shall have a smaller quick-acting door
mounted in the panel.
Cargo or gangway ports - These ports shall be designed and constructed to withstand wave and sea action. (See also
Section 100 and Section 111. They shall be capable of being made watertight from inside the ship, and the strongback
installation and the arrangement of dogs shall ensure that the gaskets may be brought into compression as soon as the doors
are closed. The corners of the opening shall have radii equal to at least 1/8 of the height of the opening, unless otherwise
specified. The outboard face of the door plate shall not project beyond the face of the shell plating.
Joiner doors - New metal joiner doors shall be either extruded aluminum honeycomb construction, in accordance with
drawings, NAVSHIPS No. 805-1642434, 805-1642752, and 805-1648655 (for aluminum panel) and 805-4629248, types 1
or 2 (for honeycomb core).
Joiner doors shall be installed in the following locations:
Access to office and officer quarter areas.
All officer staterooms (unless otherwise specified).
In way of ballistic or structural doors weighing 250 pounds or more, which provide the main access to manned spaces
that are not air-conditioned and to manned air-conditioned spaces from the weather, with the joiner doors installed and
hinged to swing in a direction opposite to the ballistic or structural doors.
In way of passageways leading from a weather access door to an air conditioned area.
Access doors to air conditioned spaces opening into a ventilated passageway.
In way of passageways or access hatches leading from a ventilated area to an air conditioned area, except where there is
an airflow from the air conditioned area to the ventilated area.
Joiner doors, Dutch-type - In general, unless issuing windows are fitted separately, or the space is air conditioned and
opens into a ventilated passageway, dutch-type metal joiner doors, drawing, NAVSHIPS No. 805-1642990 or 805-4629248,
type 3, shall be provided to the following spaces:
Armory
Bakery
Bread-room
Diet-pantry
Galley
Issue rooms
Laundry
Pharmacy
Also, to the following offices:
Air Department offices
Air Division offices
Air Group Commander's office
Aviation Maintenance Office
Aviation office
Aviation Supply Office
Captain's Office
Section 624
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Division commander office

Educational Supervisor's office
Electronic material office
Engineering Department offices
Executive Department offices
Flag office
Flight Operations office
Marine offices
Medical records office
Sergeant of Guards office
Ship office
Squadron offices
Supply Department offices
Wardroom Mess Treasurer office
All other offices shall have one piece metal joiner doors (except where otherwise specified).
The scullery shall have a dutch-type metal joiner door in addition to the passing window, except where the scullery
opens into an air conditioned space.
When access to frequently used storerooms or issue rooms is through a watertight door, the lower half of an expanded
metal dutch-type door shall be fitted in addition to the watertight door.
Hospital doors - The operating room, surgical dressing room, medical x-ray room, medical treatment room, ward, quiet
room, and intensive care room shall be fitted with double metal joiner type doors, type Z, drawing, NAVSHIPS No.
805-2224381. Where passageway outside these spaces is less than 5 feet wide, an offset shall be provided in the passageway
bulkheads to permit entry with a patient on a litter or stretcher. The passageway adjacent to the spaces to be fitted with type
Z double doors shall be clear of any obstruction which would impede or prohibit entry into the spaces with a litter or
stretcher patient.
Pilot house doors - Pilot house doors to the weather shall be quick-acting type, with a fixed light in accordance with
Post office doors - these shall be in accordance with drawing, NAVSHIPS No. 805-1643220.
Brig cell doors and lobby door - These doors shall be in accordance with drawing, NAVSHIPS No. 805-1637354.
See Section 436 for door alarm and lock operating system.
Roller curtain doors - Shall comply with Mil. Spec. MIL-D-24151.
Secure communication space doors - Metal joiner doors, drawing, NAVSHIPS No. 805-1642752 and 805-1642434,
shall be installed at the entrance to secure communications spaces. The doors shall be self-closing and self-locking. In
addition to the lockset shown, they shall each be provided with a manipulation-resistant three-tumbler combination lock, Mil.
Spec. MIL-1-15596. The combination lock shall be equipped with a pinch-proof deadlock extension. Securing devices
(such as hinge pins, locking bolts, and anchor bolts) shall be installed in a manner to prevent removal except by forcible
means. The door shall be bonded to ground by means of a flexible ground strap in accordance with MIL-STD-1310.
Ship stores and ship stores storeroom doors - The door to the ship's store shall be a lock type joiner door, single, type 1
with glass panel, in accordance with drawing, NAVSHIPS No. 804-4661750. The hinges for the doors to these spaces shall
be of the fixed pin type.
Ordnance stowage space doors - In spaces such as weapons magazine, small arms magazine, gun ammunition
magazine, armory, and other miscellaneous ordnance and pyrotechnic spaces, doors shall be structurally equivalent to the
bulkheads and, unless otherwise specified, shall be in accordance with drawings, NAVSHIPS No. 805-1400066 for
watertight, NAVSHIPS No. 805-1400074 for airtight, or NAVSHIPS No. 805-1400075 for nontight construction.
Moreover, the armory door shall be fitted with one 4 inch diameter fixed light, drawing, NAVSHIPS No. 805-1400055.
Accesses to magazines which are controlled by a security guard, shall have doors operable from either side. Other
doors to these spaces shall be operable from the inside only.
Hinges for ordnance space doors shall have non-removable, fast type hinge pins. Where hinge pins are located external
to the space, the door shall be fitted with one high security bracket or bar per hinge to prevent opening the door if the hinge
pins are removed. Brackets and bars shall be installed as shown in Chapter 793 of the Naval Ship's Technical Manual
Section 624
S9AA0-AB-GOS-010
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S9086-XG-STM-000. Brackets shall be installed on doors with standard dogs and bars shall be installed on quick-acting
doors. A hook and staple shall be installed on the interior side of the armory access door.
Soundproof doors - For acoustic absorptive treatment of doors to fan rooms and plenum chambers, see Section 635.
Hinges on insulated doors shall allow full swing of the door.
Vault type doors - General purpose vault type doors shall be in accordance with drawing, NAVSHIPS No.
804-5184141. A steel vault type door and associated wire mesh door, drawing NAVSHIPS No. 805-1637353, shall be
installed at the entrance to the Registered Publications Office, or to the Strong room if both a strong room and an office are
specified.
Expanded metal doors - Doors in expanded metal bulkheads shall be in accordance with drawings, NAVSHIPS Nos.
805-1649742 and 805-1649743.
Water closet stall doors - Metal or honeycomb construction doors shall be provided for water closet stalls in accordance
with drawing, NAVSHIPS No. 804-4501629 (honeycomb), or 805-1648669. Doors shall be single where space will permit.
Hinges shall be of the spring type and arranged so that the door will normally remain open. The doors shall swing into the
stalls (except where shown otherwise on arrangement drawings), and shall be provided with latches and rubber bumpers, the
latter in metal sockets.
Shower and shower area doors - Shower and shower area doors shall be in accordance with drawing, NAVSHIPS NO.
604-4714619.
Fumetight doors - Doors for use in fumetight fire zone bulkheads and other fumetight bulkheads shall be in accordance
with latest NAVSEA drawing.
Machinery escape trunk doors - Trunk doors shall be balanced type in accordance with drawing, NAVSEA No.
804-5184129. See Paragraph 624j for installation acceptance criteria.
Machinery space main access trunk doors - Doors used as secondary closures in heavy traffic areas shall be balanced
type in accordance with drawing NAVSEA No. 804-5184129. This door may be used in other heavy traffic areas to
maintain differential pressure and to restrict heat transfer between spaces. See paragraph 624j for installation acceptance
criteria.
Emergency escape panels - Emergency escape panel, drawing, NAVSHIPS No. 804-4563128, shall be installed in
joiner bulkheads where indicated on the ship's general arrangement drawings.
624d. Hatches
General - Hatches shall be of types and classes given in Table III. The abbreviations given are for use on drawings
prepared by the Contractor.
All hatches shall be hinged. Weather deck hatches shall be hinged on the forward side. Hatches in other locations
shall, wherever practicable, be hinged on the forward or after side, except where hatches are located adjacent to a bulkhead
or deckhouse side, the hatch shall hinge up against the structure to avoid obstruction of passages or deck areas. Means for
securing hatches open shall be provided. The securing device shall be designed with a locking pin to insure positive holding,
and shall be readily accessible and operable in a seaway without unnecessary risk to the operator.
All hatches to manned stations shall be operable from above and below except where hatches are fitted with escape
scuttles, in which case the hatches shall be operable from above only. All hatches to vital spaces shall be quick-acting or
shall be fitted with quick-acting scuttles.
Raised hatches - Hatches, except in ballistic decks, shall be of the raised type, unless otherwise indicated on the contract
drawings. Raised ballistic hatches shall be provided only where shown on contract drawings.
Size - Unless departures are specifically approved to afford access for certain equipment, hatchways shall be limited to
the following sizes:
24 by 24 inches
24 by 30 inches
30 by 36 inches
30 by 48 inches
30 by 60 inches
36 by 42 inches
Section 624
S9AA0-AB-GOS-010
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36 by 60 inches
36 by 72 inches
42 by 48 inches
48 by 48 inches
60 by 60 inches
72 by 72 inches
Hatchways shall be located with larger dimension fore-and-aft, wherever conditions permit.
Nonballistic, quick-acting, watertight hatches shall be limited to the following sizes, unless otherwise specified:
24 by 30 inches
30 by 36 inches
36 by 42 inches
42 by 48 inches
Ballistic, quick-acting, watertight hatches shall be limited to the following sizes, unless otherwise specified:
24 by 24 inches
24 by 30 inches
30 by 36 inches
Coamings - Coamings of all hatchways shall be of welded construction and shall extend through the deck. Where
reinforcing rings are required by Section 100 in addition to the coaming, the reinforcing ring may be extended to the
necessary coaming height and serve in lieu of the coaming, provided that the ultimate design of the extended reinforcing ring
does not exceed in weight the combination of reinforcing ring and coaming. For raised hatches, the lower edges shall be
rounded and the upper edges finished to suit the tightness of the hatch. For open hatchways, upper and lower edges shall be
rounded.
Raised hatches in weather locations shall have coamings with minimum heights above the deck covering as follows:
On main deck 12 inches
On levels above main deck
9 inches
All interior raised hatches and all open hatchways shall have coamings with minimum heights of 6 inches and 4 inches,
respectively.
Hatch and hatchway coamings installed in strength decks shall be designed to incorporate reinforcing features as may
be made necessary by the locations of the openings. Hatches designed with insert plates shall have the plates reinforced by
the installing activity to maintain structural continuity with the deck and to minimize stress. An acceptable method of
accomplishing such design is given in Design Data Sheet, DDS100-1.
Design - See paragraph 624b. All hatchways shall have round corners. The radii for the corners shall be not less
than 1/8 of the transverse dimension of the opening. The radii for the corners of hatchways in all strength decks for the 3/5
length amidships shall be not less than 1/4 of the transverse dimension, except when specifically indicated otherwise on
contract or type drawings.
Exterior raised hatches and interior raised hatches in wet spaces, which are required to be operable from one side only,
shall be secured by corrosion-resisting steel drop bolts on the coaming and with slotted lugs on the cover. Nuts for the drop
bolts shall be nonferrous alloy. Other interior raised hatches, which are required to be operable from one side, shall be
secured by forged steel drop bolts.
Panel edges, troughs, recessed hinges and fittings for flush exterior hatches shall be of Series 316 CRES. Where
feasible, however, internal hinges (non CRES) shall be provided. See paragraph 624b for troughs and drains.
Panel edges, troughs, recessed hinges and fittings for flush interior hatches shall be Series 304 CRES.
Hatchways leading to cordage and canvas storerooms shall be fitted with rollers where these will facilitate getting lines
and canvas through the openings.
Hatches that are too heavy for manual lifting shall be spring balanced as required to comply with MIL-STD-1472.
However, spring balancing may be omitted for seldom-used hatches when lifting means are provided or are available.
Hatches for access to and escape from machinery spaces that do not contain an escape scuttle shall be spring balanced.
Hatch braces in accordance with the appropriate hull type drawings, shall be provided wherever necessary.
Section 624
S9AA0-AB-GOS-010
2004 Edition
Ballistic hatches - Flush ballistic hatches shall be of the same material and thickness as the deck in which installed. In
the case of multiple course decks, hatches shall be of the same material as the upper course and in one thickness equal to the
total thickness of the deck.
Flush hatches in ballistic decks shall, in general, be spring balanced. They shall be of the dogged type. Unbalanced
hatches, operable from upper side of deck only, shall be installed only in locations approved by NAVSEA. Hand operated
chain hoists, Mil. Spec. MIL-H-904, shall be provided and installed to operate such unbalanced hatches, unless power hoists
suitable for this use are required for handling stores or other material through the hatchways.
Troughs shall be installed around ballistic strikedown weapons handling hatches where it is not practicable to provide a
watertight protective coaming. Troughs shall be sized and configured to contain any probable initial fuel or other liquid spill
at ship angles up to 30 degrees. For drainage requirements, see Section 528.
Springs and other parts for balanced hatches shall be so designed that the hatch is balanced as nearly as practicable in
all positions. The springs shall be of the compression type, Mil. Spec. MIL-S-16846. The springs and working parts shall be
fitted with metal enclosures. The force of the spring throughout the arc of opening shall be sufficient to ensure that the hatch
may be easily opened and closed by one man from either above or below. Roller or ball bearings shall be provided to reduce
friction to a minimum.
Hinge pins and connecting link pins shall be fitted with 1/8-inch diameter cotter pins to prevent loosening or loss of the
securing nuts. The lower end of all spring compression rods, below the lock nuts, shall be provided with 1/8-inch diameter
cotter pins to prevent backing off of the nuts and releasing of the springs.
The edges of flush ballistic hatches and of the deck plating in which they are installed shall have matching 45-degree
bevels. The top of the hatch shall be fitted practically flush with the top of the deck plating (or with the top of the landing
strip if installed). In order to allow for compression of the gasket, the clearance between the hatch and deck plating in way
of the bevel, when the cover is closed, shall be about 1/8 inch measured vertically. The hatch shall not be rabbeted or
otherwise recessed to facilitate securing the gasket.
624e. Scuttles
General - Scuttles shall be of types and classes tabulated in Table IV. The abbreviations are for use on drawings
prepared by the Contractor.
Quick-acting, watertight scuttles, 21 inches in diameter, shall normally be provided in nonquick-acting watertight
access hatches in way of inclined ladders, including ballistic hatches, as follows:
One in each single access hatch.
Two in each double access hatch.
The quick-acting scuttle may be omitted in way of weather deck restrictions, such as missile handling, provided an
alternate egress is available in near proximity.
Quick-acting scuttles in bulkheads shall normally be 25 inches in diameter with the centerline 38 inches above the deck,
and shall open left or right out of the compartment being exited, unless specified otherwise. See Sections 622 and 071.
Quick-acting scuttles fitted for routine access through decks, platforms and trunks shall be either 21 or 25 inches in
diameter, provided the structural or ballistic properties of the structure will not be impaired thereby.
Operating handwheels or levers for quick-acting scuttles shall be removable where necessary to maintain a flush deck
or platform. Stowage facilities for the handwheels and levers shall be provided as near the scuttle as practicable. (See
Section 665).
For message passing scuttles in communication spaces, see Section 435.
Design - See paragraph 624b.
Ballistic scuttles shall be of the same thickness and material as the plating in which installed, and the edges of the
scuttle and the plating shall have matching 45 degree bevels. In multiple course decks, the scuttles shall be of the same
material as the upper course, and in one thickness equal to the total thickness of the deck.
Scuttles 21 inches in diameter and less shall be of the three dog type. Scuttles 25 inches in diameter shall be of the four
dog type.
Scuttles installed in hatches shall be designed for the same design pressure as the hatch in which they are installed.
Section 624
S9AA0-AB-GOS-010
2004 Edition
Scuttles designed with insert plates shall have the inserts reinforced by brackets or headers, by the installing activity, to
maintain structural continuity with the deck and to minimize stress concentrations.
Flush exterior scuttles shall have interior hinges, troughs and 2-inch trough drains. See Section 528 for drainage
requirements.
Ammunition passing scuttles - These scuttles shall be provided in bulkheads, doors, decks, platforms, or sides of
deckhouses at locations where required for passing ammunition. Flap type scuttles shall be provided where required for
passing powder or cartridge tanks, or fixed ammunition. A watertight cover shall be provided on the magazine side of the
bulkhead.
624f. Manhole Covers
General - Manhole covers, in general, shall be of the classes listed in Table V. The abbreviations given are for use on
drawings prepared by the Contractor.
Flush-deck manholes shown on drawing, NAVSHIPS No. 805-1480210 shall be used in working, walking, or operating
areas, where above-deck projections create a personnel hazard. Elsewhere, flush type manholes may be in accordance with
drawing, NAVSHIPS No. 805-1626726 or 805-1647868.
Raised manholes in accordance with drawing, NAVSHIPS No. 805-1626698 shall be used in inner bottom or upper
inner bottom plating. Raised manholes shall be located out of walking areas on inner bottoms. Where there is a possibility
that bilge water may enter an open manhole, the high coaming type shall be installed.
In way of universal weapons and ammunition stowage areas, flush inner bottom manholes shall be in accordance with
Manhole covers installed on vertical surfaces shall be hinged if the cover weighs over 30 pounds or if the cover weighs
over 20 pounds and the centerline of the cover is more than 4 feet above the deck. If the cover hinges up, means shall be
provided for holding it open. Hinged manhole covers in decks shall be provided with hooks to hold them open where
structure or other obstruction prevents them from hinging open 180 degrees.
The height of coamings shall be kept as low as practicable, except in locations where high coamings are required. In
general, heights of coamings for bolted manhole covers in inner bottoms shall be 6 inches in machinery spaces, and 2 1/2
inches elsewhere. The minimum height of coamings for hinged manhole covers shall be 2 1/2 inches, in accordance with
appropriate hull type drawings.
Manhole covers installed in way of ballistic plating shall be of the bolted plate type, and of a design to be approved by
NAVSEA. Ballistic manhole covers shall be of the same material and thickness as the plating in which installed. For
multiple course decks, the cover shall be of the same material as the upper course and in one thickness equal to the total
thickness of the deck. Each cover shall have a tapped hole for inserting a starting screw to facilitate lifting. A guidance
drawing will be furnished by NAVSEA on request.
Material - The metal parts of all manhole covers, coamings and fittings, that are not nonferrous alloy, special treatment
steel or corrosion-resisting steel, shall be ordinary strength steel and shall be galvanized when installed in plating required to
be galvanized.
Doors, hatches, scuttles, emergency escape panels and manhole covers shall be visually inspected to identify material or
operation deficiencies. Repairs shall be accomplished to correct material and operational deficiencies to meet the
requirements, as specified herein, and in the individual ship's specifications.
624i. Shock
624j. Testing Requirements (New or Overhauled Access)
Section 624
10
S9AA0-AB-GOS-010
2004 Edition
Airtight, watertight and oiltight doors, hatches, scuttles and manhole covers shall be tested in conjunction with the
tightness test of the structure. See Section 192 for testing requirements and methods.
In addition to the tests for tightness and strength, all doors, hatches and hinged manhole covers shall be operated to
demonstrate thorough reliability and effectiveness.
Power-operated doors and hatches shall be tested to demonstrate satisfactory operation and reliability. Operating gear
for doors and hatches shall be tested by opening and closing or raising and lowering each door and hatch by its operating
gear a sufficient number of times to demonstrate reliability and satisfactory operation. Balanced hatches shall be operated a
sufficient number of times to demonstrate that the balances are properly adjusted.
The following criteria shall be used for tightness acceptance of balanced doors used for secondary closure to main
access trunks in heavy traffic areas - When hatches and scuttles are the main boundary for tightness leading to machinery
spaces, minor airflow across the door (one-sixteenth inch clearance along top and bottom of door) is acceptable when
hatches or scuttles are open.
The following criteria shall be used for tightness acceptance of balanced doors to machinery room escape trunks Direct (not reflective) light leakage up to 15% of door perimeter is allowed. The 15% leakage is measured by the total linear
footage of the outer perimeter of the door panel. The closing time of a balanced door should not exceed 7 seconds with a
smooth transition rate from fast to slow at the last 10 degrees of closing.
Class
Abbreviation
Structural (Nonballistic)
STRUCT DR
Structural (Ballistic)
HY80
Special treatment steel
HYDR
TABLE I - DOORS
Method of
Operation
Individually
operated dogs
Quick-acting
Individually
operated dogs
Quick-acting
Power operated
STSDR
Joiner
Hollow steel
JHDR
Single
Double
Dutch
Balanced
Expanded metal
Expanded metal, dutch
JDR
JDRDBL
JDUTCHDR
JDRBAL
EMDR
EMDUTCHDR
Abbreviation
QA
POPR
Degree of
Tightness
Watertight
Airtight
Fumetight
Nontight
Watertight
Airtight
Fumetight
Nontight
WTRTT
AT
FT
NT
WTRTT
AT
FT
NT
---
Fumetight
FT
-------------
Nontight
Nontight
Nontight
Nontight
Nontight
Nontight
NT
NT
NT
NT
NT
NT
--QA
---
Hinged-latch
door closure
Hinged
Hinged
Hinged
Pivoted
Hinged
Hinged
Abbreviation
TABLE II - SIZE OF WATERTIGHT DOORS

Location
Small doors, where desirable for structural or other reasons
Magazines and storerooms
Doors on decks below the damage control deck
Traffic doors on damage control deck and ondecks
or levels above
Wide doors for strikedown; weapons handling
11
Size of Door
(inches)
18 by 36
26 by 45
26 by 54
26 by 66
Height of
Sills (inches)
-20
15
9
30 by 66
Section 624
S9AA0-AB-GOS-010
2004 Edition
TABLE III HATCHES

Type
Class
Abbreviation
Compartment
and access
Individually operated
Quick-acting
H
QAH
Striking
down
Special
Section 624
dogs
HY80
Special treatment
steel
Quick-acting
HY80
Special treatment
steel
HY80
Special treatment
steel
structural
Coaming
Abbreviation
Degree of
Tightness
Abbreviation
Raised
Flush
Ramped
Low
profile
Low
profile
Raised
RSD
FL
RLP
Watertight
Airtight
Fumetight
WTRTT
AT
FT
Nontight
NT
RSD
Watertight
WTRTT
Flush
FL
Airtight
AT
Raised
Flush
Ramped
low
profile
Low
profile
Raised
Flush
RSD
FL
RLP
Watertight
Airtight
Fumetight
WTRTT
AT
FT
Nontight
NT
RSD
FL
Watertight
Airtight
WTRTT
AT
Raised
Flush
Ramped
low
profile
Low
profile
RSD
FL
RLP
Watertight
Airtight
Fumetight
WTRTT
AT
FT
Nontight
NT
LP
HYH
STSH
HYQAH
STSQAH
H
HYH
STSH
H
12
LP
LP
Type
Class
Access
dogs
Quick-acting
Passing
dogs
HY80
Special treatment
steel
Quick-acting
HY80
To suit requirements
Class
Bolted plate (Nonballistic)
Bolted plate (Ballistic)

HY80
Hinged
TABLE IV - SCUTTLES
AbbreviCoaming
Abbreviation
ation
Raised
RSD
S
Flush
FL
S9AA0-AB-GOS-010
2004 Edition
Degree of
Tightness
Watertight
Airtight
Abbreviation
RLP
LP
Fumetight
Nontight
FT
NT
RSD
FL
Watertight
Airtight
WTRTT
AT
HYS
Fumetight
FT
STSS
Nontight
NT
QAS
HYQAS
STSQAS
PS
Ramped
Low Profile
Low Profile
Raised
Flush
As required
As required
TABLE V - MANHOLES
AbbreviaCoaming
Abbretion
viation
BPMH
Raised
RSD
Flush
FL
Degree of
Tightness
Watertight
Oiltight
Abbreviation
WTRTT
OT
Flush
FL
Watertight
Oiltight
WTRTT
OT
Raised
RSD
Watertight
Oiltight
WTRTT
OT
HYBPMH
STSBPMH
MH
WTRTT
AT
13
Section 624
S9AA0-AB-GOS-010
2004 Edition
Section 624
14
S9AA0-AB-GOS-010
2004 Edition

SECTION 625
AIRPORTS, FIXED PORT LIGHTS AND WINDOWS
625a. Scope
This section contains the requirements for the installation, modification, inspection and repair of airports, fixed port
lights and windows.
625b. Airports and Fixed Port Lights
The number and location of airports and fixed port lights in ballistic structure shall not be changed from that shown on
deck arrangement drawings, unless specifically approved by NAVSEA.
If the number and location of airports and fixed port lights in nonballistic structure, shown in weather boundaries on the
deck arrangement drawings, is changed during the development of working drawings, the following criteria apply:
Below the uppermost strength deck, airports or fixed port lights shall not be installed in shell plating, except for
the conning station on aircraft carriers.
Above the uppermost strength deck, the installation of airports and fixed port lights is restricted to the following:
Fixed port lights shall be installed in staterooms and cabins of executive officers and more senior officers,
and in wardroom, messroom and lounge, on the basis of one fixed port light for each 8 linear feet of weather boundary.
Details of airports shall be in accordance with the NAVSEA type drawings, NAVSEA Nos. 804-5184212,
804-5184213, and 804-5184214 for 10 inch, 12 inch, or 16 inch airports, as applicable.
Details of fixed port lights shall be in accordance with NAVSEA type drawings, NAVSHIPS Nos. 805-1749037 and
805-1749038 for 12 inch and 16 inch fixed port lights.
The height from the walking surface to the centerline of the airports or fixed port lights shall be 5 feet, 4 1/2 inches.
Watersheds shall be fitted over airports in locations exposed to the weather, except where the airports are protected by
overhanging structure.
Airports and fixed port lights shall be clear, heat-treated glass, Mil. Spec. MIL-G-2697. Fixed lights in fire zone doors
and in doors of machinery space Enclosed Operating Station (EOS) shall be a single light of polished wire-mesh glass, Fed.
Spec. DD-G-451, transparent, condition A, form 1, with mesh M1.
625c. Protective Covers
In nonballistic plating, all airports and fixed port lights, except those installed in the Pilot House, shall be fitted with
covers in accordance with NAVSEA type drawings, NAVSEA No. 804-5184215. Covers shall be fitted on the air
conditioned side.
In ballistic plating - All airports and fixed port lights shall be fitted with ballistic covers in accordance with drawing,
NAVSHIPS No. S1203-921843. Peepholes indicated for the cover on this drawing are not required, except in conning
stations.
625d. Windows
Windows of the fixed, sliding, portable, hinged or non-icing types, shall be provided for fly control stations, Pilot
Houses, and other locations, as indicated on the guidance drawings. Windows shall be tilted forward 10 degrees at the top,
except on aircraft carriers where windows shall tilt forward 30 degrees at the top.
Window frames and bars shall be designed to minimize weight and shall be of corrosion-resistant metal construction,
Series 304. The design shall permit ready removal and replacement of the glass.
Window panes shall be clear, heat-treated glass, Mil. Spec. MIL-G-2857, or clear laminated heat-treated glass, Mil.
Spec. MIL-G-8602, class II, or clear laminated non-icing glass, Mil. Spec. MIL-W-18445. The number of different sizes of
Section 625
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panes on any one ship shall be kept to a minimum. Windows shall be mounted to prevent vibration and rattling, and to
provide a cushioning effect to protect the glass, as far as practicable, from damage due to shock caused by gun or missile
blast.
Sliding windows shall be operated by a crank mechanism of such design that the glass will remain in any position
without being dogged or otherwise held. Crank handles shall operate clockwise for raising windows. The glass shall lower
enough to place its upper edge level with or below the sill. Means shall be provided for lubricating the operating
mechanism.
Portable windows shall be readily removable and stowage arrangements shall be provided in the general vicinity of the
installed positions of the windows.
Hinged windows in enclosed or semi-enclosed stations shall hinge up, with means provided to secure them in both
closed and open positions, and shall be of the same degree of tightness as the structure in which they are fitted.
Non-icing windows of the electrical conducting type, Mil. Spec. MIL-W-18445, shall be installed in all fly control,
Pilot House, and bridge areas. The center window and sufficient additional windows shall be hinged up and in, to permit
cleaning and adequate ventilation. Remaining windows shall be fixed. Non-icing windows on bridges shall be 20 by 26
inches, unless otherwise specified.
Drains shall be provided for all window pockets. Each pocket drain shall be fitted with a strainer accessible for
cleaning.
Passing windows in the perimeter of food service spaces and office spaces shall be in accordance with drawing,
NAVSHIPS No. 805-1749004, except that grills shall be omitted from food service passing windows.
CRES roller curtain, push-up windows shall be installed to completely shield the entire length of the crew food serving
line above the tray rail. Where the lack of overhead clearance prevents the installation of roller curtain windows, CRES
panels hinged at the top shall be installed.
Passing windows in the perimeter of secure communications spaces (except SUPRAD) shall be in accordance with
drawing, NAVSHIPS No. 804-5184152 (see Section 435). The door (shutter) shall be electrically bonded to the supporting
bulkhead by means of a flexible ground strap installed as specified in Section 400. A curtain or barrier shall be installed
inside the secure space, behind the window, to prevent viewing the secure area while conducting business at the window.
Passing windows shall not be installed in perimeter of supplementary radio room (SUPRAD).
625e. Window Wipers
Window wipers, Mil. Spec. MIL-W-3459, shall be fitted on all non-icing windows and other windows as specified.
Windows equipped with window wipers shall be provided with a window washing system in accordance with Section 532.
As an alternative to present shipboard deicing window and pendulum wiper type window cleaning systems, and when
specifically authorized by an approved SHIPALT, spinning windows in accordance with Kearpott Model KS-18,000-B, or
equal, shall be installed in selected or critical locations of ships bridge/pilot house to improve visibility during inclement
weather. The spinning window is not intended to replace each and every window/pendulum wiper in each bridge/pilot
house, but to be used in conjunction with them.
Spinning windows should be installed in critical positions where an unobstructed view ahead can be obtained and must
be maintained in all conditions of inclement weather and where the user can position himself immediately behind the
window so as to obtain the widest possible field of view. Spinning windows should not be installed in windows on ship or
pilot house centerline, at normal conning stations, in hinged windows, where the window slope is more than 10 degrees from
vertical, where the supporting glass panel would be smaller than 19 inches by 25 inches clear opening (20 inches by 26
inches glass), where the prescribed thickness of the glass in the pilot house windows is less than 3/8 inch or greater than 1
inch, or where windows are other than rectangular in shape. Window washers are not required for spinning windows.
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Airports, fixed port lights, windows, and window wipers shall be visually inspected to identify material or operational
deficiencies. Repairs shall be accomplished to correct material or operational deficiencies to meet the requirements as
specified herein and in the individual ship's building specifications.
Airports, fixed port lights and windows shall be tested in conjunction with the structure. See Section 192 for testing
requirements and methods.
Section 625
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Section 625
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SECTION 630
CORROSION CONTROL
630a. Scope
This section contains provisions for protection/refurbishment of materials both structural and mechanical which operate in severe
corrosion/erosion/wear environments.
630b. General
Other protective/repair methods, not contained in this section, shall be used when dictated by work specifications. The use of any
corrosion/erosion repair or preventative system specified in this section may be used at the discretion of the overhauling Contractor, except
as limited herein or in the Supervisor's Work Specifications. Any deviations must be approved by the Supervisor.
630c. Aluminum/Zinc Thermal Spray
Aluminum/Zinc thermal spray or other NAVSEA approved coatings, specifically for corrosion control of structural components,
external machinery casings and miscellaneous fittings, shall be applied in accordance with DOD-STD-2138(SH) "Military Standard Metal Sprayed Coating Systems for Corrosion Protection Aboard Naval Ships". The requirements for applications, qualifications and
safety precautions shall be as specified in DOD-STD-2138(SH).
630d. Thermal Spray for Machinery Parts
Thermal spray for restoration to design dimensions or corrosion/erosion protection of finished or internal machinery parts shall not
be accomplished unless authorized by work specifications or approved by the Supervisor. Performing Contractors shall qualify and apply
thermal spray coatings on machinery parts in accordance with MIL-STD-1687(SH) "Military Standard - Thermal Spray Processes for
Naval Ship Machinery and Ordnance Applications."
630e. Epoxy Repair and Fairing Compounds
Epoxy (two component) cement compounds used for machinery/structure buildup, preventing erosion and cavitation damage or
fairing, shall conform to the requirements of DOD-C-24176 (SH) "Military Specification - Cement, Epoxy, Metal Repair and Smoothing."
Unless dictated by work specifications or other sections of the GSO, the use of epoxy repair compounds shall be approved on a case basis
by the Supervisor. Applications of epoxy compounds shall be made in strict compliance with manufacturer's directions or as further
instructed by the Supervisor.
630f. Metallic - Ceramic Coatings
Metallic - ceramic coatings, when specified, shall be applied and conform to the requirements of MIL-C-81751 "Military
Specifications - Coatings, Metallic-Ceramic."
630g. Thermoset Powder Coating System
1.
Surface Preparation - The metal substrate to be coated shall be cleaned by abrasive blasting to minimum near-white metal in
accordance with SSPC-SP-10. Surface profile shall be 2-3 mils.
2.
Coating material- For surfaces that will be exposed to the weather, triglycedial isocyanate polyester (TGIC) powder Mil-C24712, Type IV shall be used. For interior surfaces Mil-C-24712 Type I shall be used.
3.
Coating Application - The powder coating shall be applied to the cleaned blasted surface as soon as possible and before
oxidation of the surface discernible to the unaided eye occurs. This time shall not exceed 4 hours.
4.
Requirements for powdered coating.

a.
Coating thickness - The powder shall be capable of providing a cured coating of 8 to 12 mils. A minimum of 10
measurements shall be taken approximately evenly spaced along the part. At least 90 percent of these measurements
shall be within specified limits and no measurement shall be less than 8 mils.
b.
Continuity of coating - After curing, the coating shall be free of holes, voids, cracks and damaged areas discernible to the
naked eye.
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c.
Impact resistance - The powder shall be capable of providing a coating that will have a minimum impact resilience of
100 inch-pounds, both direct and reverse, without cracking or loss of adhesion.
630h. Severe Corrosion

For repair of severe corrosion problem areas, the coating techniques and procedures contained in NAVSEA S9630-AE-MAN-010
"Standard Corrosion Control Manual", NAVSEA S9630-AD-MAN-010 "Corrosion Control Manual for AO 177 Class," NAVSEA
S9630-AC-MMA-010 "Corrosion Control Manual for FF 1052 Class," NAVSEA S9630-AB-MAN-010 "Corrosion Control Manual for
DD-963 Class," Arinc Research Publication 2630-11-1-2671 "USS FORRESTAL (CV-59) Corrosion Control Plan for Service Life
Extension Program (SLEP)" or similar NAVSEA publications should be utilized to reduce corrosion with the approval of the Supervisor.
630j Recessed Electrical Boxes
Use of recessed electrical boxes shall be maximized to provide for greater corrosion resistance.
Section 630
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SECTION 631
PAINTING
631a. Scope
This section contains requirements for painting and preservation of new, modified or repaired structure, equipment and materials.
631b. General
When authorized by work specification, in applicable drawings, Supervisor specifications, or as further directed in this section of the
General Specifications for Overhaul of Surface Ships, surface preparation and painting shall be in accordance with Naval Ship's Technical
Manual, NAVSEA S9086-VD-STM-000 Chapter 631, (NSTM Chapter 631).
When NSTM Chapter 631 is referenced in this section, all safety precautions, paint or preservative application procedures, and
further documents referenced in NSTM Chapter 631 are hereby invoked.
Upon completion of an overhaul or availability, paint work shall be complete and in a serviceable condition. Coated surfaces shall
show no film failures; that is, loss of adhesion, blistering, rusting, pinholing, checking, cracking, runs or sags greater than 1 percent of any
100 square feet or as further directed by the Supervisor. The contractor shall furnish the materials required and do repainting, as necessary,
to obtain this result.
Where a primer or epoxy primer is specified herein, it shall be MIL-P-24441, Formula 150.
Where powdered coatings are specified, it shall be either type I or type IV per Mil-C-24712 as defined by NSTM Chapter 631
Where film thickness is specified it shall be Dry Film Thickness (DFT), except as may otherwise be noted in this section.
Where the word "blast" or a derivative thereof is specified without other specific instructions as to the degree of surface preparation
required, it shall be a near-white metal blast (SSPC-SP 10) as defined by NSTM Chapter 631.
631c. Materials
Materials shall conform to the formulas and specifications listed in Naval Ship's Technical Manual, NAVSEA S9086-VD-STM-000
Chapter 631 (NSTM Chapter 631). The contractor shall furnish the materials and shall certify that the paints to be used conform to the
applicable specification requirements. Coatings selected for repainting shall be compatible with existing coatings. The contractor shall
provide certification to the Supervisor, no later than 30 days before application, that paints to be used conform to the applicable
specification requirements and applicable NAVSEA-approved lists.
631d. Applications
A minimum of two coats shall be applied to satisfy all requirements for minimum film thickness except where one coat is
specifically permitted. Unless otherwise specified, after the first coat has been applied, subsequent coats shall not be applied until the
preceding coat has become properly dry to recoat. The dry film shall be free of surface contaminants including moisture. Before the
application of any coat, all bare spots on the preceding coat shall be "touched-up."
Touch-up, where practicable in the judgment of the Supervisor, shall be used in lieu of complete repainting. A full "dress-up" coat is
not classified as touch-up. Where repairs are made and completed by welding, burning, chipping or grinding, the effected areas are to be
touched-up with paint to match the surrounding area in accordance with NSTM Chapter 631.
Where specifications require bare steel, surfaces shall be coated with rust-preventive compound, Mil. Spec. MIL-C-16173, grade 2 or
conforming to NATO Code C-620 to provide temporary protection for weather-exposed surfaces. This coating shall be renewed, as
necessary, to provide continued protection. Prior to delivery, the temporary coating shall be removed from those surfaces where its
continued existence may cause subsequent contamination.
631e. Surface Preparation (Metal, Plastic and Wood)
Surface preparation shall be as specified in NSTM Chapter 631 or as further directed in this or other sections herein.
Priming coats shall be applied as soon as practicable after surface preparation, but in no instance longer than 24 hours.
All surfaces shall receive at least one priming coat after surface preparation. Exterior surfaces shall also receive a complete second
coat of primer, where specified.
As an alternate method, bilge surfaces may be citric acid cleaned in lieu of the requirements of NSTM Chapter 631. The Contractor
shall submit a written procedure for accomplishing this task to the Supervisor for approval 10 working days prior to commencing work.
To alleviate the possible recontamination of cleaned bilge surfaces, where practical, the Supervisor shall block a time segment during
the overhaul in which no other work is being done in the compartment in which the bilge's are to be worked. This method of blocking time
segments for painting should be attempted by the Supervisor for all large painting repairs such as tanks, voids and flight decks.
Precautions shall be taken to protect machinery, equipment and structure from abrasive damage, and to prevent contamination and
spread of abrasive and dust.
The Supervisor may substitute walnut shell blasting for use on all types of surfaces (e.g., steel, aluminum, plastic, wood) at his
discretion, except in confined spaces and as prohibited by NAVSEAINST 9210.36.
Pickling steel which is to be galvanized (see Section 632) shall not be immersed in the rust inhibiting solution.
Change C
Section 631
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For aluminum surfaces which require abrasive blasting prior to painting, the surfaces should be blasted with aluminum oxide grit or
garnet grit. If aluminum oxide and garnet are not available, the Supervisor may authorize light abrasive blasting with chilled steel shot or
grit. If the surfaces are in a fit-for-use condition, such as new plates with primer coats, blasting may be eliminated and the surfaces only
solvent wiped to remove surface contamination prior to painting.
Pickling - Steel shall be handled on edge and shall not be laid flat. The pickling procedure shall comply with NSTM Chapter 631.
631f. Pre-treatment and Priming (Metal and Plastic)
Pre-treatment and priming coats shall be applied as soon as practicable after surface preparation, but in no instance longer than 24
hours.
Formula 84D may be used in lieu of Formula 84 to provide color contrast. Primers shall be applied to a minimum dry film thickness
of 1 mil.
Ungalvanized steel - Pickled steel shall be painted with one coat of alkyd primer, Formula 84, or other quick-drying primer.
Pre-treatment Formula 117 may be applied in lieu of the rust-inhibiting bath. Formula 117, if used, shall be applied as soon as
practicable after removal from water rinse bath.
Steel cleaned by any method other than pickling shall receive one coat of Formula 150 or one coat of Formula 84. Areas which
become bare or show rust shall be cleaned and reprimed prior to fabrication, as is necessary to attain plates in a fit-for-use condition.
Where automatic blasting and painting equipment is used, a NAVSEA approved quick-drying primer, demonstrating equivalent
corrosion-resistance and satisfactory performance as an undercoat, may be used in lieu of the above two-coat method. Formula 84 or 150
may be used for touch-up maintenance of the respective coating.
Pre-construction primer, after-pickling primer or after-blasting primer, if sound and intact, may be considered as one coat of primer
for interior applications. For bilge's, voids, tanks, underwater hull, and exterior surfaces, these primers shall be removed by abrasive
blasting prior to application of the primer of the specified coating system.
Steel intended for locations where the first paint coat is Formula 84 may be primed with the first coat of the paint system to be used
and shall be maintained with that primer.
Where specifications require bare steel, the steel surfaces shall be coated with rust-preventive compound, Mil. Spec. MIL-C-16173,
grade 2, in lieu of Formula 84 or any other primer or paint, before erection, to provide temporary protection for weather exposed surfaces.
This coating shall be renewed as necessary for continued protection until structural work is enclosed from the weather. This coating shall
be removed prior to putting the components, system or the ship into service.
During construction, areas which become bare or show rust shall be cleaned and one coat of primer applied. Where welding has
been completed, one coat of original primer shall be reapplied.
The original priming coat, touched-up as required, shall constitute the first coat of primer where one or more coats are specified.
All interior surfaces shall receive at least one priming coat. Exterior surfaces shall receive a complete second coat of primer, except
where an inorganic zinc or epoxy type coatings are specified. Edges, rivet heads, weld and other protruding objects shall be given an
additional coat of primer.
For exterior topside coatings on surface ships, see paragraph 631h.
Faying surfaces (steel) - Before being riveted or welded, the upper surface of the lower course, the under surface of the upper course,
and both surfaces of intermediate courses of plating or other structure shall be thoroughly cleaned and coated with rust-preventive
compound, Mil. Spec. MIL-C-11796, type B, except that two coats of primer, Formula 150, shall be applied in those instances where the
welding procedure causes the rust-preventive compound to flow into the joint being welded.
Nonwelded faying surfaces shall receive two coats of primer, Formula 150, on each surface in addition to gaskets or other water and
oil stops (see Section 100) which may be required by applicable drawings. Faying surfaces in freshwater and oil tanks shall not be painted,
but intact after pickling primer may be retained.
Plastic surfaces (where painting is required to provide correct color) - In order to remove residual mold release compounds,
glass-reinforced or other plastic surfaces shall be washed with a mixture of water and liquid detergent cleaner, Mil. Spec. MIL-D-16791,
type I, then rinsed with freshwater, then wiped with xylene, Fed. Spec. TT-X-916. After washing, the surface shall be lightly abraded in
such a way that the surface is only slightly roughened, and the glass underlay is not exposed. Dust shall be removed before painting.
Surfaces to be painted shall receive one coat of Formula 150.
Where constructed of galvanized steel, the following surfaces shall not be painted unless they abut painted surfaces and painting is
desirable for appearance:
- Bins, gratings, lockers, shelving and miscellaneous fittings in storerooms
- Gratings, ladders, rails, and upper surfaces of floor plates in machinery spaces
- Unless otherwise specified herein, internal surfaces of ventilation ducts.
Unless otherwise specified, interior surfaces of aluminum alloy which are to be painted shall be given one coat of Formula 150, or be
chemically cleaned and given one coat of Formula 84. The following interior surfaces shall not be painted when constructed of aluminum
alloy, but items enclosed in parentheses shall be finished with a clear lacquer or waxed:
- (Battens and fittings)
- (Bins, drawers, dressers, shelves)
- Frames and stanchions of pipe berths
- Gratings, (hand rails), and upper surfaces of floor plates
Section 631
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631g. Underwater Hull

When, and as specified by the Supervisor, a complete or partial anti-fouling system shall be applied to the exterior underwater hull,
bilge keels, fin stabilizers, rudders, stern tubes, struts, and appurtenances (including seachests up to the valve).
The underwater hull coating system shall consist of a NAVSEA approved anti-corrosive epoxy system and Formula 121 or 129
anti-fouling, or other coating systems specified in NSTM Chapter 631. All over-hauling activities shall maintain complete and accurate
quality control records during the underwater hull painting process. These records shall include, as a minimum: surface preparation
method (including type of abrasive used); dry film thickness for each coat; hours between coats; ambient temperature, metal surface
temperature, relative humidity and dew point at regular intervals during the painting process; and any available information about paint
(name of paint and manufacturer, batch number, date of manufacture and contract number). Quality control personnel shall confirm the
conformance to requirements inspections. Results of required inspections shall be attached to docking report (NAVSEA 9997/1).
Waster rings and zinc anodes shall not be coated. Strainer plates shall be abrasive blasted and coated the same as the interior of the
seachest.
The interior walls and edges of holes and slots shall be fully coated.
Where interval between coats exceeds 1 week, appropriate mechanical cleaning techniques (power wire brush or abrasive sweep
blasting) shall be used to remove surface contaminants and provide a suitable surface for adhesion of the subsequent coat. A mist coat of
epoxy anti-corrosive shall be applied as a tie coat over aged epoxy anti-corrosive.
In the hull area around impressed current anodes apply over abrasive blasted steel the dielectric shield coating system specified in
Section 633. When the coal-tar epoxy (Mil. Spec. MIL-P-23236, class 2) is in its final tacky stage, before complete cure, apply one coat of
the anti-fouling to ensure adhesion of the vinyl anti-fouling coating to the coal-tar epoxy. The specified two coats of antifouling may then
be applied at a later date.
631h. Exterior Topsides
Exterior topside surfaces shall be abrasive blasted and painted in accordance with NSTM Chapter 631 except as noted herein.
Horizontal surfaces, where slip-resistant coverings are to be applied, shall not be primed with inorganic zinc silicate coatings.
Extensive corrosion problem areas may be thermal sprayed with aluminum and coated in accordance with Section 630.
Lettering and marking shall comply with Section 602.
Overheads which are exposed to open view, including those which are formed by the underside of decks or overhead structures or
supporting structures, shall be finish painted with two coats Fed. Spec. TT-E-90.
Service craft, tugs and self-propelled barges - Exterior steel surfaces above the boot topping shall be abrasive blasted and coated with
an inorganic zinc silicate coating specified for surface ships. Vertical and horizontal surfaces shall receive one coat of Formula 151 or
Formula 150, respectively, as specified for surface ships, before finish coating. Vertical surfaces above the upper limit of boot topping
shall have two finish coats, silicone alkyd, Fed. Spec. TT-E-490, Color No. 26270, see FED-STD-595, and horizontal surfaces two finish
coats, Formula 20. Personnel walkways shall be coated with a slip-resistant deck covering over abrasive blasted steel. Application shall
be in accordance with the requirements of Section 634.
631i. Interiors
Interior surfaces shall be painted and preserved in accordance with NSTM Chapter 631, except as noted herein.
During bilge area coating, monel boiler blowdown piping shall be protected from application of the coating. Except for repair of
damaged galvanizing, painting may be omitted for spaces which are completely galvanized, except where such spaces may be subjected to
flooding or immersion. Where these surfaces are galvanized, the second coat of primer may be omitted. Although tanks and voids are
required to be tested before painting, this requirement does not prohibit priming steel immediately after pickling or sandblasting or coating
surfaces, other than plate edges, with the first coat of the specified paint system.
Insulation - Fibrous glass board shall be painted with one coat of chlorinated alkyd paint to match surrounding structure. Steel
structure behind new installed fibrous glass insulation shall be coated with two coats of Formula 84.
Unicellular type insulation (MIL-P-15280) shall be coated with a three coat Ocean Chemical Co., one coat Ocean 634 at 1-2 mils
DFT and two coats Ocean 9788 at 5 mils DFT per coat, system or other NAVSEA approved flexible coating system. The surfaces behind
the insulation should receive two coats of Formula 150.
Fire zone bulkheads - Uninsulated surfaces of fire zone bulkheads on or above the main deck shall be primed with one coat of primer
(Formula 150), then coated with two coats of paint, (MIL-C-46081) to a dry film thickness of 10 to 13 mils.
Acoustical absorptive treatment - Where considered desirable for cosmetic purposes, acoustical absorptive treatment may be painted
with one coat of paint (two coats, if required for hiding) to match surrounding structure. The paint shall be sprayed on in thin coats and
care shall be taken to avoid bridging or sealing the perforations in the sheathing or facing of the treatment with paint.
Chlorinated alkyd paints may be applied over clean, dry, existing primer (Formula 84 or 150) which has been touched up as
necessary. Touch-up painting shall cure 48 hours before topcoating.
If necessary for satisfactory hiding, additional coats of finish paint shall be applied. Six hours drying time shall be allowed between
coats.
Surfaces, which are to be sheathed, shall be primed and finish painted with Formula 124 before being closed in.
Wet spaces - Wet spaces include wash rooms, water closets, shower stalls, galleys and scullerys. Aluminum and steel bulkheads and
overheads, except where sheathing is specified, shall be coated with two coats of epoxy-polyamide, Formula 150 and topcoated with
Formula 152, of Mil. Spec. MIL-P-24441 to a minimum film thickness of 8 mils. Where wet spaces exhibit excessive corrosion, surfaces
should be thermal sprayed with aluminum in accordance with Section 630.
Section 631
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Fan rooms - Decks and bulkheads of fan rooms, for a distance of 12 inches above the deck, shall be treated similar to wet spaces
except that the finish coat shall be red, Formula 156 or class 1 of Mil. Spec. MIL-P-23236 may be used as an alternate coating system with
the finish coat to match the color of Formula 23, deck red or Formula 156, red.
Decks and walking surfaces - Decks for which coverings are specified do not require finish painting except around non-slip cloth
treads or where the deck covering consists of false decking, gratings, rugs, or portable material and where the deck covering does not cover
the entire deck. Surfaces of aluminum, copper-nickel alloy or corrosion-resisting steel shall not be painted. Surfaces of aluminum shall
not be painted except where rug and tile covered decks are not completely covered.
Steel decks, under deck covering, shall be primed with one coat of epoxy primer, Formula 150.
Unless otherwise specified, all interior decks shall be coated with three coats of an epoxy system, which includes the primer,
conforming to Mil. Spec. MIL-P-24441, to a minimum total film thickness of 6 mils. Unless otherwise specified, the final coat should be
Formula 151 or pigmented to match the color of Formula 20. Before painting, decks shall be abrasively cleaned to bare metal and solvent
cleaned to remove grease, oil and other contaminants.
Ungalvanized ferrous parts, such as panels and structural frames, shall be cleaned, pre-treated, and primer applied after fabrication
and before assembly of equipment in the boards.
Surfaces that will be inaccessible for painting after assembly shall be coated with primer and finish coat before assembly.
Surfaces requiring primer coat shall also have one finish coat, Formula 111, class 2.
Surfaces of front panels shall be given a second finish coat, Formula 111, class 2. These surfaces shall be smooth and free of nicks,
scratches and unevenness of finish.
All surfaces painted with a finish coat shall be touched up as required.
631j. Machinery and Piping
When machinery and piping are received in an unpainted condition, or if paint is damaged before or during installation, painting
should be in accordance with the requirements of NSTM Chapter 631 except as noted herein.
As an alternative, external machinery surfaces and piping may be thermal sprayed with aluminum and painted in accordance with the
Painting of thermal insulation shall comply with Section 508. Lagging which may be subjected to combustible fluids or hydraulic
fluids shall be coated with an epoxy system conforming to Mil. Spec. MIL-P-24441. Heat-resisting aluminum paint which has not been
covered with lagging or thermal insulation shall not be finish painted with a cosmetic coat to match the surrounding compartment. Glass
cloth or tape lagging shall be painted the same as surrounding area.
Care shall be taken to exclude paint from sprinkler heads and heat sensors within magazines.
Internal surfaces of seawater piping (ferrous and nonferrous) shall not be painted.
Stenciling and identification painting of piping and valves shall comply with Section 507.
631k. Hydraulic Equipment
Surfaces that may be subjected to hydraulic fluid exposure shall be coated in accordance with NSTM Chapter 631.
631l. Electrical and Electronic Equipment
Unless otherwise specified herein, when electrical or electronic equipment is received in an unpainted condition or if paint is
damaged before or during installation, painting shall be in accordance with the requirements of NSTM Chapter 631.
Where practicable, existing electrical and electronic equipment shall be cleaned and a touch-up coat of primer and one finish coat
applied. Damaged areas shall be recoated to the extent deemed necessary by the Supervisor.
If the finish coat specified herein is not compatible with the coating furnished by the equipment manufacturer, then the coating shall
be removed, surfaces prepared, primed, and finish painted, as specified herein. Damaged areas shall be recoated as required for the
original painting.
Before installation of front-serviced electronic equipment, the bulkhead and deck area which will become inaccessible shall be
painted with two coats of primer.
Identification, instruction, safety and warning plates shall not be painted. External fasteners and assembly screws which are of
contrasting color to the equipment on which they are used, shall not be painted.
Antennas - Before installation, aluminum alloy transmitting and receiving antenna whips shall be given a chrote conversion coating
in accordance with Mil. Spec. MIL-C-5541, and two coats of Formula 150, NAVSEA-approved epoxy polyamide, to 4-mils minimum film
thickness. Ferrous antenna whips shall be abrasive blasted and given two coats of Formula 150, NAVSEA-approved epoxy polyamide
primer to 4-mils minimum film thickness. After installation, aluminum and ferrous antenna whips shall be given two coats of
silicone-alkyd haze gray, Fed. Spec. TT-E-490, color number 26270 of FED-STD-595. Before applying the haze gray coating, the epoxy
shall be cleaned and a thin mist-coat of the same epoxy applied and allowed to cure to a "tacky-stage" before applying the first coat of haze
gray.
Electrical contact points (except for finished ground connections exposed to weather), ceramic insulators, rubber parts of shock or
noise isolation mounts and insulation materials of all kinds shall not be painted and shall be protected against paint spattering.
Radomes and other similar housings for exposed radiators shall be coated in accordance with the applicable instruction book
provided with the item. No other coating shall be applied.
Waveguide - Before and after installation, the interior and exterior of waveguide shall be preserved and protected in accordance with
publication, NAVSEA 0967-000-0110, Section 5 (see Section 404).
Section 631
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Sonar domes - Exterior surfaces of rubber sonar domes and rubber windows shall not be painted. Domes shall be otherwise painted
as specified in publications, NAVSEA 0967-LP-412-3010 through NAVSEA 0967-LP-412-3040.
631m. Service Craft, Tugs, and Self-propelled Barges
Exterior steel surfaces above the boot topping shall be abrasive blasted and coated with an inorganic zinc silicate coating specified
for surface ships or thermal sprayed with aluminum in accordance with Section 630. Vertical and horizontal surfaces shall receive one
coat of Formula 151 or Formula 150 before finish coating. Vertical surfaces above the upper limit of boot topping shall have two finish
coats, silicone alkyd, Fed. Spec. TT-E-490, Color No. 26270 per FED-STD-595, and horizontal surfaces two finish coats, Formula 20.
Personnel walkways shall be coated with a slip-resistant deck covering over abrasive blasted steel. Application shall be in accordance with
the requirements of Section 634.
631n. Miscellaneous
Ship components not specified in this section of the GSO shall be preserved in accordance with NSTM Chapter 631 or as further
directed in the GSO.
Accommodation ladders- Wood accommodation ladders shall be finished as natural wood and given three coats of varnish, Fed.
Spec. TT-V-119. Steel portions of accommodation ladders should be thermal sprayed with aluminum in accordance with Section 630.
Aircraft deck markings - All aviation facility deck markings shall be in accordance with applicable Naval Air Engineering Command
Certification Bulletins.
Anchor chains, Anchor and Securing Chains - These items shall be abrasive blasted and preserved in accordance with NSTM
Chapter 631. See Section 602 for marking anchor chain.
Wood - Preserve wood items as specified by NSTM Chapter 631.
Bilge keels, shaft struts and skegs - Internal surfaces of bilge keels, shaft struts and skegs shall be coated with corrosion preventive,
Mil. Spec. MIL-C-16173, grade 1, by filling and draining. External surfaces shall be coated the same as the adjacent hull.
Blow-off trunk - The interior of the blow-off trunk shall be abrasive blast cleaned and coated with a MIL-P-24441 coating system.
The film thickness shall be 15 to 20 mils. After installation, any of the coating system that has been damaged by welding shall be cleaned
to bare metal and the system reapplied by complete touch-up painting. Only that section of the trunk that will see direct contact or
exposure to seawater shall be coated with the epoxy system. The epoxy shall be overcoated with the vinyl anti-fouling system, specified
for the underwater hull. The remainder of the trunk shall be coated as otherwise specified.
Shipboard items not to be painted - Ship components not to be painted, unless otherwise specified by the GSO or work
specifications, shall be in accordance with NSTM Chapter 631.
Cargo and Raymond releasing hooks - Blast to near white metal. Apply one coat NAVSEA approved inorganic zinc mist-coat,
Formula 150 (MIL-P-24441); one tie coat, Formula 151 (MIL-P-24441); and two coats silicone haze gray, TT-E-490, to be applied while
Formula 151 is tacky.
Chain for securing cargo or vehicles - Chain shall be abrasive blast cleaned and coated the same as anchor chain.
Deck drains - The steel sleeve of deck drains installed in spaces that are covered with deck covering shall be coated with a 3-coat
epoxy coating system, MIL-P-24441. The coating system shall consist of Formula 150 primer coat, Formula 151 gray coat and Formula
156 deck coat. Each coat shall be applied to a dry film thickness of 2-3 mils/coat. The coating shall be applied to both sides of the sleeve,
including the sleeve to deck weld. The strainer shall be removed to allow coating of the inside sleeve lip.
Dumbwaiter - All of the interior surfaces of the dumbwaiter shaft (walls, bottom, top) shall be blast cleaned and coated in the same
manner as prescribed for the elevator trunks.
Elevator trunks - On walls of elevator shaft from the weather deck to the bottom of the shaft, including all of the bottom sump or pit,
and any steel foundations or appurtenances therein, apply three coats of epoxy-polyamide coating system over abrasive blasted steel.
Coating system shall consist of one coat each of Formulas 150, 151 and 152 of Mil. Spec. MIL-P-24441. Film thickness/coat shall be 2 to
3 mils, with a total minimum thickness of 8 mils and a maximum of 10 mils. For all aluminum surfaces of the elevator shaft walls above
the weather deck, the aluminum shall be lightly brush blasted and treated with a chemical conversion treatment conforming to Mil. Spec.
MIL-C-5541. The cured chemical conversion coating shall then be coated with the same epoxy-polyamide coating system as that which
has been specified for the steel walls of the elevator shaft and to the same film thickness. The interior of the doors at each level shall be
treated the same as the adjacent surface coating system. The exterior of the doors shall be treated the same as the coating system on the
adjacent surface.
Elevator machinery room - Decks, bulkheads and overhead, shall be coated over abrasive blasted steel, with the same
epoxy-polyamide coating system in the same number of coats and mil thickness as is specified for the steel walls of the elevator shaft,
except that the final coat of the deck coating shall approximately match deck color gray 20L. Surfaces to be painted which are in the way
of components of the hydraulic system using phosphate ester base hydraulic fluid, and which may be subject to leakage or spillage, shall
be coated as set forth in NSTM Chapter 631.
Fittings - Exterior fittings of wood, GRP or metal shall be finish painted to match the color of the structure surrounding their stowed
position.
Furniture and joiner doors - Repainting, where required, shall be with Formula 111 (types I, II or III). Mil-C-24712, type I powdered
coatings applied in accordance with UIPI 0631-0901 may be substituted for military formula Mil-E-15090
Gageboards - Gageboards shall be painted in accordance with NSTM Chapter 631 (Table 631-30). If corrosion is prevalent during
repairs, one coat of Formula 84 may be added prior to the first coat of Formula III.
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Navigation lights - All surfaces of navigation light screens directing light from the lens shall be coated with one coat of Formula 150
followed by two coats of Formula 153. All other surfaces of the screens shall be painted with the same paint system as the adjacent areas.
Photoluminescent markings - requirements for marking select damage control equipment and emergency egress are covered in
Section 602.
Propulsion shafting - Anti-fouling paint, type and number of coats as specified for the hull bottom in NSTM Chapter 631, shall be
applied over pre-treatment, Formula 117 on rubber or resin-impregnated fibrous glass cloth covering outboard shafting (no anti-corrosive
paint shall be applied). That portion of the shafting within the stern tube shall not be painted. Inboard shafting shall be given primer,
Formula 150 and one finish coat, Formula 111, class 2.
For steam turbine ships, 24 equal - width, alternate red (Fed. Spec. TT-E-489, color No. 11105) and white (Formula 30) stripes, shall
be painted on propulsion shafting for a length of 2 feet immediately aft of the reduction gear casing. These stripes shall be applied over the
finish paint on the shafting and shall be visible from the machinery control station.
Rigging - Rigging in way of insulators shall be painted with two coats of Formula 150. All other rigging and insulators shall be kept
entirely free of paint.
Rudders - Internal surfaces shall be coated with corrosion preventive, Mil. Spec. MIL-C-16173, grade 1 or conforming to NATO
Code C-632. External surfaces shall be coated the same as the adjacent structure.
Small boats - Touch up painting, as necessary, shall comply with the painting requirements of the boat specifications.
Stern tube - The interior of stern tube shall be abrasive blasted and coated per MIL-P-24441, one coat (3 mils) of Formula 150, one
coat (3 mils) of Formula 151, one coat (3 mils) of Formula 152 and topcoat with two coats (4 mils) of Formula 121. Care shall be
exercised to ensure a smooth uniform surface free of runs, snags or puddling.
Stacks and surfaces subject to combustion exhaust gas discoloration - The outer surface of the uptakes and inner surface of the stack
shall be painted with two coats of heat-resisting paint, Fed. Spec. TT-P-28 over bare steel, and touched up, as necessary, to render paint
intact after installation. Exterior surfaces shall be painted as specified for other exterior vertical surfaces with the following exceptions,
which shall be finish painted as follows:
Stacks - All stacks shall be painted Haze Gray TT-E-490.
Combined mast/stack configuration shall be painted Haze Gray TT-E-490.
Ventilation ducts and trunks - Internal surfaces of ungalvanized steel exhaust trunks and plenums, located within 10 feet of the
weather discharge, and all internal ungalvanized steel supply trunks and plenums should be coated with thermal sprayed aluminum in
accordance with Section 630. As an alternate, surfaces may be painted with two coats of epoxy-polyamide primer, Formula 150.
Unless otherwise specified, painting of internal surfaces of aluminum or galvanized steel ducts and trunks is not required.
Internal surfaces of ducts handling corrosive fumes shall be covered with one of the following:
1. Four coats of epoxy polyamide paint, Mil. Spec. MIL-P-24441 (one coat Formula 150 primer and three coats Formula 151/152).
2. Plastic plastisol, Mil. Spec. MIL-P-20689, type I (dip-coating).
External surfaces of ductwork shall be painted the same as the adjacent structure, except where an antisweat coating is used (see
Section 509).
Waterways - These shall be painted the same as the adjacent inboard deck or thermal sprayed with aluminum in accordance with
Section 630.
631o. Wood Ships and Craft
Surface preparation - All dents, holes and checks shall be filled prior to coating. All wood members shall be finished smooth. The
outside hull shall be fair, free from tool marks, and sanded smooth.
Caulking - All seams shall be fair and continuous prior to caulking and shall be watertight when caulked.
Seams in hull planking shall be caulked.
The following caulking compounds are approved for use depending on type of service. A general description of each compound is
presented following the listing.
- Polysulfide base caulking compound, MIL-C-18255C, type I
- Metal and wood seam caulking compound Interim Fed. Spec. TT-C-001796 (GSA-FSS)
- Polyurethane caulking compound, MIL-S-24340
Polysulfide base caulking compound is a two-part polymer which cures to a resilient heat and gasoline-resistant material. It was
required on flight decks from which jet aircraft operate, but has been superseded by Polyurethane, Type MIL-S-24340. Polysulfide base
caulking compound is under QPL-18255 and is available from standard stock system. To ensure compatibility, the primer should be of the
same brand as the caulking compound. The NSN for 1 gallon of this caulking compound is 9Q-8030-00-682-6745 and for 5 gallons is
9Q-8030- 00-682-6746. For metal surfaces, the manufacturer's recommended primer should be obtained.
Metal and wood seam caulking compound (semi-drying oil type) is a material similar to common putty which skins over and remains
soft inside. It may be obtained through standard stock system NSN 9Q-8030-00-550-8652, 5-gallon pail.
Polyurethane caulking compound is a two-part liquid polymer which cures to a resilient heat and gasoline-resistant material. Apply
in accordance with supplier's directions.
Where to use:
- Polyurethane caulking compounds are approved for the following:
1. Flight decks of aircraft carriers (wood decks)
2. For repair of seams on ships which have rubber caulking, including wooden minesweepers.
3. For replacement of marine glue on ships where upgrading of the seam compound is considered necessary.
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4. For repairs and new construction of small boat hulls and decks.
- Metal and wood seam caulking compound may be used on small boat decks or for repairs required on ships already having such
material.
Weather decks covered with wood and helicopter platforms shall be unpainted, except for a square white area to be painted around
red crosses. Steel weather decks shall have two finish coats, Formula 20. Application of slip-resistant deck covering (non-skid) shall be as
specified in Section 634. Outer smoke pipe casing, booms, masts and boats shall have two finish coats, white, silicone alkyd, Fed. Spec.
TT-E-490, as required for safety.
Prior to the installation of wood decking in a well deck area, each individual plank shall be liberally coated with wood preservative,
Mil. Spec. MIL-W-18142, type A. Particular attention shall be given to the end grain, bolt holes, and Sapwood to ensure that these
surfaces are liberally coated with preservative. Application of the coating shall be by brush to ensure maximum penetration. This type and
kind of wood shall be as specified in Section 634.
Weather deck seams shall be caulked with cotton and oakum and filled with caulking compound, Mil. Spec.
MIL-C-18255 or MIL-S-24340, or other NAVSEA-approved
equivalent. Interior deck seams shall be filled with caulking compound or with marine glue, Mil. Spec. MIL-G-413, class 2.
Before application of compound, seams shall be cleaned to bare wood and shall be free of dirt, grease, paint, preservative or other
contaminants. Primer, as required by manufacturer of the caulking compound, shall be applied prior to filling the seam with the
compound. Excess compound shall be removed to provide a smooth deck. Upon completion, seams shall be watertight.
Painting - Wood planking on steel weather decks shall be preserved with a heavy coat of wood preservative MIL-W-18142. These
surfaces shall not be painted.
Priming - All other wood, except underwater hull, chain lockers and machinery space bilges, shall be primed with aluminum paint, as
soon as practicable, after treatment. Special care shall be taken to ensure that end grain is painted.
Exterior underwater hull surfaces shall be primed with Formula 150, prior to painting.
Underwater body - Shall be painted in accordance with NSTM 631.
Exterior above the boot topping - Vertical surfaces shall have two-finish coats of silicone alkyd, (Fed. Spec. TT-E-490) and
horizontal surfaces two-finish coats of Formula 20. Main decks on wood mine sweepers shall not be finish painted. Aluminum primer,
exposed to view, shall be removed prior to overhaul completion.
Interior - Except as otherwise specified, compartments shall be finish painted in accordance with Table 631-37 of NAVSEA
S9086-VD-STM-000 Chapter 631, except that wood surfaces shall have two-finish coats.
Wood decking, including slat flooring, shall have two-finish coats of Formula 201. Wood gratings in refrigerated spaces shall be
heavily coated with preservative, Fed. Spec. TT-W-572 (Composition A) or MIL-W-18142 (type B). Brush application shall be used.
After preservative is thoroughly dried, gratings shall be varnished with three coats of Fed. Spec. TT-V-119. Special care shall be taken to
ensure that end grain is preserved and varnished.
The chain locker, bilges (except machinery space bilges) and inaccessible spaces shall not be painted, but shall receive a heavy coat
of wood preservative, Mil. Spec. MIL-W-18142. Machinery space bilges shall be coated with a Mil. Spec. MIL-P-23236, class 1, or Mil.
Spec. MIL-P-24441 coating system.
Wood masts and spars - Wood spars and the portions of wood masts exposed to the weather shall be treated as follows:
All surfaces, including checks, boltholes and faying surfaces to wood or other metals shall be copiously treated with wood
preservative, Mil. Spec. MIL-W-18142, type B. Where large seasoning checks, cracks, or holes exist, oakum shall then be chocked into
these voids. Only enough oakum to serve as a backing shall be used. Cracks shall then be filled with white putty, Formula 69. Small
seasoning cracks and other functional holes shall be filled with white putty only after treatment. Treatment shall include injecting and
flooding inside surfaces of cracks and holes with preservative. Cracks and damage holes shall then be filled with white putty, Formula 69,
except that for large areas oakum shall be chocked in as a backing before filling with putty. Sealing compound, Fed. Spec. TT-C-1796,
type I may be used in lieu of white putty. Two coats of aluminum paint shall be applied, followed by two coats, silicone alkyd, Fed. Spec.
TT-E-490.
631p. Severe Corrosion
For repair of severe corrosion problem areas, the coating techniques and procedures contained in Section 630 should be consulted.
631q. Emergency Underwater Repair and Touch-up Prior to Undocking
For minor touch-up of approved epoxy paint system in seawater tanks, hull and freeflood areas exposed to seawater, MIL-P-23236
type paints or MIL-P-24441 paints may be used to support scheduled events such as undocking, fast cruise, completion of overhaul,
deployment or emergent work. Minor touch-up is classified as one percent or less of effected area.
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Section 631
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SECTION 632
METALLIC AND METALLIC-ENRICHED COATINGS
632a. General
This section contains requirements for corrosion prevention and control of metal surfaces by the use of metallic and
metallic-enriched coatings of new, modified or repaired structures, equipment, fittings and materials. These coatings are
defined as the following:
Metal sprayed aluminum
Metallic-ceramic
Inorganic zinc
Galvanizing
Coating of equipment not specified in this section shall comply with the requirements in sections 630, 631 or the
specification section for the particular equipment.
632b. Quality Control
The contractor shall ensure that the proper application procedures (i.e., surface preparation, method of application, dry
film thickness) have been followed as required by the appropriate coating specification. Surfaces shall be coated after
bending and assembly, wherever practicable. The contractor shall repair any damage to the coating surface by using the
appropriate touch-up method. However, touch-up procedures are not to exceed 10 percent of the entire coated surface. In
areas where damaged coating requiring touch-up exceeds 10 percent of the coated surface, the surface shall be completely
prepared and a new coating applied. In order to reduce damage to the coated equipment during shipboard work, temporary
protective covers should be used were necessary.
632c. Prohibitions
Metallic and metallic-enriched coatings shall not be applied to the following surfaces:
Surfaces intended for continual submerged service applications (i.e., underwater hull, tanks)
Non-metallics (i.e., plastic, rubber, wood, painted surfaces)
Non-magnetic steels other than Hadfield maganese steel
Stainless steels (i.e., CRES, 17-4PH)
Surfaces subject to strong acids or bases
Within 3/4-inch of surfaces to be welded
Copper and copper alloys (i.e., brass, bronze, Cu-Ni)
Steel alloys with yield strength greater than 120 ksi
Metal spray zinc coating system may not be used as galvanizing coating.
The following shall not be galvanized or coated with heat-applied galvanizing repair compounds:
Corrosion-resisting, high yield, steel
Nonmagnetic steels other than Hadfield steel
Nonferrous metals other than copper-zinc alloys
Surfaces subject to strong acids or bases
Surfaces behind damping materials
The insides of structure, tanks, and piping forming part of hydraulic systems, lubricating oil, gasoline, JP-5, and other
shipboard fuel systems shall not be galvanized or coated with heat, applied galvanizing repair compounds, but may be coated
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with a NAVSEA approved inorganic zinc coating (See Section 632f), epoxy tank coating MIL-P-23236 (TYPE I OR IV), or
MIL-P-24441 epoxy coating, except where damping is required (See Section 636).
632d. Metal Sprayed Aluminum
Aluminum metal spray shall be applied in accordance with DOD-STD-2138(SH) "Military Standard - Metal Sprayed
Coating Systems for Corrosion Protection Aboard Naval Ships." The requirements for applications, qualifications, and
safety precautions shall be as specified in DOD-STD-2138(SH).
Metal sprayed aluminum coating may be applied to the following components:
Exterior Areas:
Aircraft and cargo tiedowns
Anchor chain locker
Anchor hawse pipe
Antenna foundations and 6" of surrounding structure
Bitts, bitt foundations and 6" of surrounding structure
Bulkhead and deck padeyes, cleats, and shackles
Chocks (including bullnose)
Combat system foundations and 6" of surrounding structure
Deck machinery foundations and 6" of surrounding structure
Electrical fixture steel supports
Hatches and scuttles
Lockers
Safety net supports (Steel)
Stanchions, liferails, and lifeline supports
Watertight doors
Interior Spaces:
Air conditioning plant and refrigeration machinery foundations and 6" of surrounding structure
Decks in washrooms and water closets
Distilling plant foundations and 6" of surrounding structure
Propulsion plant carbon and alloy steel valves in water and steam service (high temperature aluminum spray
coating system)
Main and auxiliary machinery room foundations and 6" of surrounding structure
Pump room foundations and 6" of surrounding structure
632e. Metallic-Ceramic Coatings
Metallic-ceramic coatings shall be in accordance with MIL-C-81751, type I, class 4 with a phosphate-chromate seal
coat. Metallic-ceramic coatings shall be 1.0 to 1.5 mils where tolerance requirements exist, such as for machined surfaces, or
1.5 to 4.0 mils for normal applications where no tolerance limitations exist. Ceramic-metallic coatings on threads of
fasteners shall be 0.4 to 0.7 mils to avoid changing pitch diameter.
632f. Inorganic Zinc Coatings
Inorganic zinc coatings should conform to the list of NAVSEA approved coatings in NSTM S9086-VD-STM-000/Ch
631, Section 631-7.97. Mixing and curing of inorganic zinc coatings shall be in accordance with manufacturer's instructions.
The coatings shall be applied to dry film thickness of 2 to 4 mils over abrasive blasted surfaces prepared to a "Near-White"
finish in accordance with the Steel Structures Painting Council, Surface Preparation Specification No. 10 (SSPC-SP10).
Additional applications for inorganic zinc are discussed in Section 631.
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632g. Galvanizing
Unless otherwise specified, all galvanized coatings shall be accomplished by using an approved inorganic zinc coating
or the hot-dip process meeting the requirements of standard, ASTM A153. Zinc purity and process shall be in accordance
with ASTM A153. Repair of welds and damaged surfaces on hot dipped galvanizing shall be painted, as required, in Section
631 or repaired with heat applied galvanizing repair compound (Federal Specification 0-G-93).
All ordinary strength and high tensile steel, except when damping is required as prohibited above, shall be hot-dip
galvanized or coated with inorganic zinc type coating in the following locations:
Inaccessible structure adjacent to shaft tubes.
All plating, bars, and shapes exposed to water or the weather when the scantlings of the materials are 1/8-inch or
less.
Ventilation ducts and trunks when the scantlings of the materials are 1/8 inch or less.
Structure and fittings in contact with wood where exposed to weather or conditions of high relative humidity.
Structure (such as coamings) and fittings attached to aluminum alloys, where exposed to weather or seawater.
Fittings or other installations which, owing to the nature of their use, location, or configuration, cannot be
effectively protected by painting such as life net supports and associated fittings.
Piping as required in Section 505.
Where required by standard and type drawings.
Drain collecting tanks, bilge wells, and sumps.
Sea chests.
Topside exterior surfaces as specified in Section 631.
Interior surface of catapult through bottom in way of steam heating and smothering piping penetrations.
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Section 632
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SECTION 633
CATHODIC PROTECTION
633a. Scope
This section contains the requirements for installation, modification, overhaul and testing of the cathodic protection
system.
633b. General
This section contains the cathodic protection requirements for the protection of underwater metallic areas from
corrosion by means of an automatic impressed current cathodic protection system or by galvanic anode protectors (zinc
anodes) or both. Zinc anodes shall conform with Mil. Spec. MIL-A-18001 and be installed in accordance with drawing,
NAVSHIPS No. 805-921865, unless otherwise specified.
Stern tube and strut bearings. - Type ZEP anodes are installed on stern tube and strut bearings (within the fairwater).
Quantity and size of anodes shall be the maximum that the stern tube and strut bearing tolerances will allow. Drawings,
NAVSHIPS Nos. 805-921865 and 810-1385664 shall be used as guides for quantity, location, and type of zinc anodes
required.
In addition, type ZHC zinc anodes are installed for corrosion control of internal stern tube surfaces of each shaft as
follows:
Four access covers are installed with two zinc anodes attached to each cover, located such that two covers are
staggered, at an angle greater than 90 degrees, approximately 1 foot from each stern tube bearing and two covers staggered,
at an angle greater than 90 degrees, 1 foot from each stern tube seal.
Between the foregoing access covers, additional access covers are installed with two zinc anodes attached
staggered along the length of the stern tube every 5 to 7 feet. The internal stern tube surface shall be coated as described in
Sect. 631.
Machinery - Zinc anodes for machinery (such as heat exchangers, condensers and evaporators) shall be installed as
required, by applicable drawings and specifications for these components.
Sewage Collection, Holding and Transfer (CHT) Tanks - Type ZHC zinc anodes shall be installed in sewage CHT
tanks. One anode shall be installed for every 80 square feet of tank surfaces. These anodes shall be distributed in
concentrations proportionate to the amount of time that the area of the tank will spend submerged. Fifty percent of the
anodes shall exist below the pump cut-out sensor (see Section 593), since this area will be submerged almost continuously.
Thirty percent of the anodes shall exist between the duty pump cut-in and the pump cut-out sensors. Twenty percent of the
anodes shall be located above the duty pump cut-in sensor. Anodes shall also be located in the vicinity of dissimilar metal
combinations in the tank, including the pump suction and along the line of the air diffuser headers, specifically in the area of
the header supports. After installing the anodes, the studs should be touch-up painted.
Bilges and seachests - Zinc anodes shall be installed in all bilge spaces which are subjected to water more than 25
percent of the time and in those areas which are susceptible to excess corrosion. One zinc anode, type ZHC or ZHS, shall be
installed for every 250 square feet of steel surface area in accordance with drawing, NAVSHIPS No. 805-921865. For
aluminum hulls, the internal bilge areas shall be protected with one square foot of exposed anode surface for each 200 square
feet of coated surface area or every 50 square feet of bare metal. Anodes of type ZHC, ZSS or ZEP shall be used as best to
meet the requirements of the area being protected. All longitudinal frames shall provide drainage into the cathodically
protected center line keel areas. Zinc anodes shall be located in areas submerged when bilge water is present. Copper alloy
piping and equipment should be located to avoid bilge water contact.
As specified in ship's drawings, medium steel protectors shall be fitted in sea chests to prevent deterioration of the hull
due to galvanic action. If nonferrous sea valves are fitted in conjunction with steel sea chests, a medium steel protection
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sleeve, to serve as a waster piece, shall be fitted inside the sea chest at the junction of the sea chest and the valve. The sleeve
shall project well down into the sea chest and be of such length that it can be removed for replacement through the opening
resulting from the removal of the valve, or alternatively, may be fitted in sections which may be removed from the exterior of
the ship through the sea chest, as indicated on drawing, NAVSHIPS No. 803-1749026. The steel protection sleeves shall not
be painted on their outside surfaces. In addition to steel waster pieces, anodes type ZHS, ZHS-47 or ZHC-47 should be
installed in sea chests in accordance with drawing, NAVSHIPS No. 805-921865.
Nonferrous sea chests are fitted with a medium steel protector ring on the shell plating around the opening for the sea
chest. The steel protection sleeves shall not be painted on their outside surfaces.
Sonar Domes. - One type ZHC-23 zinc anode shall be installed in the sonar cavity to protect each 200 square feet of
steel or 25 square feet of corrosion-resisting steel regardless of any painting within the dome. Anodes shall be bolted to
welded stud attachments and shall be as evenly distributed as practical about the surface being protected. Installation shall be
made so as not to interfere with sonar operation.
Dissimilar metals. - On aluminum surfaces exposed to water or salt spray, metals other than aluminum shall not be
joined directly, unless otherwise specifically stated. Exceptions are metals used for electrical grounding straps. Electrolytic
corrosion shall be prevented by insulating dissimilar metals from each other with gaskets, washers, sleeves and bushings of
insulating materials. Faying surfaces shall be treated in accordance with Section 631.
Ballast Tanks. - One type ZHC-47 anode shall be installed in each major segment of the tank bottom. Anodes shall be
located at the lowest point in the web section. Anodes shall be installed to protect each tank flooding valve. Tanks where
sidewalls extend over 5 feet high shall be protected by type ZSS anodes, evenly distributed over the sidewalls area. All
anodes shall be attached by bolting. Additional anodes shall be provided for dissimilar metals regardless of coating. Anodes
shall be located near (within 2 feet) the dissimilar metal, but at a slightly lower level. Fuel tanks, which are exposed to
seawater for ballast, shall have identical cathodic protection as ballast tanks.
633c. Hull Protection - Automatic Impressed Current Systems
A NAVSEA approved automatic impressed current cathodic protection (ICCP) system shall be installed to reduce
corrosion on the underwater hull and appendages. Electrical equipment and installation of the cathodic protection system
shall meet the requirements of Mil. Spec. MIL-E-16400, Sections: Surface Examination, Transient Voltage, Heat Test,
Temperature Test (class 4), Radio Interference and Undesired Radiation Test, and Shock and Vibration. Table I is a guide to
the basic requirements of the system.
Only NAVSEA approved platinum-tantalum anodes and gland assemblies shall be installed. Passage of connecting
cables through fuel tanks and other critical areas is to be avoided, if practicable; otherwise, cables shall be protected in
Anodes and reference cells shall be permanently installed on the exterior hull at least 5 feet below the waterline (light
ship condition) and located in areas most protected against physical damage. Anode-to-anode, anode-to-electronic log
equipment, and anode-to-reference cell separations shall be a minimum distance of 40 feet. In locating anodes, specific
consideration shall be given the corrosion protection of the following areas:
(1) main condenser sea chests
(2) Propellers and other appendages. For 4-screw ships, two anodes shall be located between the forward and aft
propeller planes; one port, one starboard, and if practicable, in an area where turbulent flow of seawater is minimal. In all
other cases, anodes and reference cells shall be located forward of the propeller plane.
The two silver/silver chloride reference cells (port and starboard) shall conform to Mil. Spec. MIL-E-23919, and shall
be installed in conjunction with stuffing tubes conforming to Mil. Spec. MIL-S-23920.
For anodes, a dielectric shield made up of capastic applied over abrasive-blasted steel shall be applied 3 feet around the
periphery of all anodes. Coal tar epoxy conforming to Mil. Spec. DOD-P-23236, Class 2, shall be applied over the capastic
shield (13-foot x 16-foot area for 4-foot anode) (13-foot x 20-foot area for 8-foot anode) to a minimum dry film thickness of
22 mils. (Note: If capastic has cured it must be lightly sandblasted prior to applying coal tar epoxy.) The shield shall be
coated with two coats of formula 119 and two coats of antifouling formula 121/63, as soon as practicable. On ships being
overhauled, the dielectric shields shall be visually inspected to determine the required repairs and the effectiveness of the
installed system.
Section 633
S9AA0-AB-GOS-010
2004 Edition
The controller shall be of a magnetic amplifier variety, capable of being operated both automatically and manually.
The automatic control setting shall be capable of maintaining a hull potential of 0.85 V (plus or minus 0.04 V) in the
automatic control position. It shall be mounted at eye level in a readily accessible area. A concise, step-by-step operating
instruction shall be installed on the controller or the bulkhead near the controller. Switching devices shall be provided on the
controller panel to permit operation with either reference cell, and to measure the hull potential with the power to the anodes
turned off. Internal electric equipment shall be located in areas which are free from excessive moisture, heat (above 125
degrees F), and vibration. The degree of enclosure shall be the minimum permitted for the type of space (see Section 300).
The power supplies shall be saturable reactor control, utilizing ships 440-volt, 3-phase, 60 hertz power to provide d.c.
output to the anodes.
A grounding rig conforming to drawing, NAVSHIPS No. 805-1749216 shall be installed on each shaft.
A tinned, braided, copper grounding strap (at least 1-1/2 inches wide) shall be welded to each rudder and stabilizer fin
stock.
TABLE I
REQUIREMENTS FOR AUTOMATIC IMPRESSED CURRENT
CATHODIC PROTECTION SYSTEM
Underwater Wetted
No. of Anodes
No. of Anodes
Design Current
No. of
Surface Area (Hull and
Type I (1)
Type II (2)
of System,
Controllers,
Appendages), sq. ft.
Minimum
(Optional)
Amperes,
Minimum
Minimum
0- 10,000
Special design criteria, NAVSEA 05MI assistance required
10,000- 23,000
4
0
300
1
23,000- 30,000
6
0
375
1
30,000- 50,000
4
2
600
1
50,000- 60,000
6
2
700
1
60,000- 80,000
8
2
875
1
80,000-100,000 (3)
8
4
1100
2
100,000-105,000 (3)
8
4
1200
2
105,000-115,000 (3)
10
4
1300
2
115,000-125,000 (3)
12
4
1400
2
125,000-135,000 (3)
8
6
1500
2
135,000-145,000 (3)
10
6
1600
2
145,000-155,000 (3)
12
6
1700
2
155,000-165,000 (3)
8
8
1800
2
165,000-185,000 (3)
10
8
2000
2
No. of
Reference
Cells
2
2
2
2
2
4
4
4
4
4
4
4
4
4
NOTES:
1. Type I anode - an anode designed to operate at currents up to a maximum of 75 amperes.
2. Type II anode - an anode designed to operate at currents up to a maximum of 150 amperes.
The number of type I and type II anodes are additive. If the quantity of type II anodes permitted are not installed, a
sufficient number of type I anodes to obtain the required protective current shall be installed. The maximum current output
of an anode is determined at 25 plus or minus 5 degrees C in 25 ohm-centimeter sea water at the maximum operating voltage
of the system.
An "anode" or "anode site" refers to either a single anode unit or an anode array which is supplied current from the
interior of the ship through a single hull penetration.
3. Large ship design utilizes two complete systems fore and aft.
633d. Galvanic Hull Anode Protection
Wood or Plastic Hulls
Section 633
S9AA0-AB-GOS-010
2004 Edition
Zinc anodes shall be installed to reduce electrolytic corrosion of appendages and fittings where dissimilar metals are
used or where dezincification may impair the structural strength of the underwater components. Anodes shall be installed by
welding to protected fittings or by attachment to the hull and connecting with positive metallic contact to the fittings to be
protected as shown on drawing, NAVSHIPS No. 805-921865. Anodes for struts shall be attached to the strut palm or a
positive electrical contact to the strut palm made by flat bar of a composition similar to the protected metal. Anodes on
rudders shall be located outside of the propeller flow, insofar as practicable. One type ZHB zinc anode, Mil. Spec.
MIL-A-18001 (6 by 12 by 1 1/4 inches) shall be installed for each 25 square feet of underwater metal area. A minimum of
one anode per rudder face, strut face or sea chest shall be used. Skegs, where used and in metallic contact with a protected
fitting, shall be considered a part of the fitting. For areas too small for a 6 by 12 by 1 1/4-inch anode, this size may be cut in
half to form a 6 by 6 by 1 1/4-inch anode.
Aluminum Hulls
Zinc anodes shall conform to Mil. Spec. MIL-A-18001 and shall be installed in accordance with drawing, NAVSHIPS
No. 805-921865, unless otherwise specified.
Two-year protection - Zinc anodes shall be installed on the hull over a complete hull anticorrosive coating system.
Anodes shall be installed long axis fore-and-aft and butted end to end in locations where more than one anode is installed.
Anode attachment studs shall be welded to doubler plates if the hull thickness is not adequate to support the anode. If three
or less type ZHC-23 anodes are required, four type ZTS or two type ZSS anodes may be substituted for each type ZHC-23
anode required. The type ZTS anode shall be modified for stud attachment by drilling a 3/8-inch hole centered 1/2 inch from
each core end. The quantity of hull type ZHC-23 anodes (6 by 12 by 1 1/4 inches) shall be calculated from the formula:
N=
6.5W
1000
N = Number of type ZHC-23 anodes required

W = Wetted surface area (sq. ft.)
Location and distribution of hull anodes:
Stern area - Forty percent of the hull anodes shall be installed in the stern area in locations not interfering with the
struts, propellers, propeller shafts, rudders or high-velocity waterflow. Anodes shall be installed equally divided, port and
starboard, on the hull adjacent to the propellers in locations always submerged when the ship is not moving. Where
high-velocity water flow prevents installation adjacent to the propellers, the type ZHC-23 or ZHS-23 anodes shall be
installed on the transom.
Midship and forward area - The remainder of the anodes shall be installed in the midships and forward area in locations
always submerged (ship at rest and light load condition), and if possible, out of high-velocity water flow. To avoid
high-velocity water paths of planing ships, anodes shall be installed ahead of midships in areas which rise out of the water
under high speed conditions, but are submerged under light load rest conditions. For weight-critical installations on planing
ships, 1/2 of the anodes intended for the midships area shall be installed on the transom.
Steel Hulls
All surface ships not protected by an impressed current system shall be protected by zinc anodes. The number of zinc
anodes required for underwater hull protection is determined from the wetted surface area by the following formula:
S
N = 100
N = Number of zinc anodes required
Type ZHC-23, ZHC-47, ZHS-23 or ZHS-47
S = Wetted surface area (sq. ft.)
Section 633
S9AA0-AB-GOS-010
2004 Edition
Location and distribution of hull anodes:

Stern area. - Same as for aluminum hulls.
Midship and forward area. - Same as for aluminum hulls.
633e. Temporary Cathodic Protection Systems
Temporary cathodic protection (C/P) systems are not permanently installed and are designed for dockside use only.
Either sacrificial anodes or impressed current cathodic protection systems are acceptable for temporary use. The following
criteria should be used as guidance for implementing temporary cathodic protection when necessary.
Sacrificial anode C/P may be utilized by attaching a heavy gauge electrical cable to a sacrificial anode and suspending
the anode in the water, per NSTM NAVSEA S9086-BS-STM-000/CH 050. It is critical that a low resistance bond between
the anode lead and the ship hull be maintained. When the anode is in the water it should not contact the underwater hull or
rest on the bottom mud or other surface. The quantity, location, and distribution of anodes around the hull should be
determined for the particular ship class and approved by NAVSEA. The objective of the system design is to maintain a hull
potential of negative 850 millivolts (mV). Two consecutive readings outside the negative 0.75-0.95 volt range shall be cause
to take corrective action to reestablish 0.85 plus or minus 0.05 volt. The negative 850 mV (silver/silver chloride reference)
will prevent excessive corrosion of underwater hull areas. Sacrificial anode systems are acceptable for up to three months.
In conjunction with sacrificial anodes, a hull potential survey must be completed twice per week and not on the same or
consecutive days. The survey shall consist of at least one measurement point port and starboard for every 60 feet in ship
length. These measurements shall be accomplished utilizing a silver/silver chloride portable reference cell and include one
set of measurements as far aft as possible. Measurements shall be taken at points as far from anode sites as possible. The
standard depth for surveys shall be between 10 and 15 feet below the waterline, and shall be recorded. A copy of the record
shall be given to the ship electrical officer for filing with the NAVSEA Form 9633.
Automatic control temporary ICCP system shall include power supply, controller, reference electrode, anodes, and
cabling as described in NSTM NAVSEA S9086-BS-STM-000/CH 050. These components are temporarily installed in lieu
of an operational ICCP system or full hull zinc anode system. This system provides C/P to the underwater hull by
responding automatically to the changing conditions of the underwater hull environment. Power supply, controller, and
reference readings shall be recorded weekly, and a monthly hull potential survey shall be completed. All measurements shall
be recorded on the ship ICCP Log (Navsea Form 9633) for monthly review by the appropriate naval activity, usually
SUPSHIPS, NAVSSES (Philadelphia) or NAVSEA.
When the hull potential measurement at any location becomes less negative than minus 750 mV (i.e. minus 650 mV),
versus a standard silver/silver chloride reference cell, the measurement shall be repeated in 12 to 24 hours. If the second
measurement is also less negative than minus 750 mV, corrective action should be initiated. This action may include
determination of electrical continuity, additional sacrificial anodes, redistribution of anodes and reference electrodes, or
mitigation of stray current sources. Reading more negative than negative 0.95 volt shall be cause to initiate redistribution or
reduction of cathodic protection.
All temporary cathodic protection system designs must be approved by NAVSEA 05M, otherwise the shipboard ICCP
or full hull sacrificial anode system must be installed and protecting the hull within 15 days of the ship being waterborne.
633g. Inoperative Cathodic Protection Systems
During overhaul periods, the overhaul activity shall schedule work on water borne hulls so that the hulls are not without
cathodic protection for a period greater than 15 days during any phase of the overhaul. If this condition cannot be met, the
overhaul activity shall install a temporary cathodic protection system to protect the ship from accelerated or stray current
corrosion.
Section 633
S9AA0-AB-GOS-010
2004 Edition
633h. Inspection and Repair

Automatic impressed current systems. - An operational check and inspection shall be performed, including reviewing
ships cathodic protection logs, prior to ships overhaul to determine extent of repairs required to magnetic controller and
saturable reactor power supplies.
If the visual examination of shields shows signs of deterioration or calcareous deposits, indicating the shield has failed
at that point, they shall be repaired and returned to the original specifications.
Visually inspect anodes and reference cells for damage and loose or missing mounting bolt hole epoxy filler. Newly
installed anodes shall have a minimum of one megohm resistance between ground (ships hull) and the anode cable lead.
Anodes that have been in service shall have a minimum of 0.001 megohm resistance. Reference cells shall have a minimum
of one megohm resistance.
Anodes shall be replaced if damaged, or if 25 percent or more platinum is missing from electrode rods. Reference cells
shall be replaced if damaged and shall be refurbished in accordance with NAVSEA Technical Manual 0901-LP-190-0002 at
the 5 to 7 year period.
On ships being overhauled a visual inspection of the shaft grounding slip rings and brush rigging assembly shall be
performed. They shall be refurbished in accordance with NAVSEA Technical Manual 0901-LP-190-0002. A tinned,
braided, copper grounding strap (at least 1 1/2 inches wide) shall be welded to the rudder or stabilizer fin stock. On ships
being overhauled a visual inspection of the ground straps and welds shall be performed and repairs made as necessary.
Anodes and electrodes shall be masked or otherwise protected during painting or abrasive blasting.
Zinc Anodes - Upon entering drydock the ship shall be inspected to determine the need for anode replacement. Anodes
shall be renewed when they will not last until the next scheduled or anticipated maintenance period involving a drydocking
of the ship. As a general criteria, anodes should always be replaced during an interim drydocking in accordance with Table
II.
Anode Type
ZHC, ZHS,
ZSS OR ZTS
TABLE II
GALVANIC ANODE REPLACEMENT CRITERIA
Remaining
Life Remaining at Following Steel Hull Potentials (Years)
Thickness
(Inches)
More Electro-0.80 to -0.70V
More Electro-Positive
Negative than
than -0.70V
-0.80V
1.5
3.0
2.5
2.0
1.0
0.75
0.50
Exposed core or
strap
Anode Type
ZEP
Section 633
2.5
1.5
0.5
0.25
2.0
1.0
0.25
Replace anodes
1.5
0.5
0.1
Replace anodes
TABLE II
GALVANIC ANODE REPLACEMENT CRITERIA
Remaining
Life Remaining at Following Steel Hull Potentials (Years)
Thickness
(Inches)
More Electro-0.80 to -0.70V
More Electro-Positive
Negative than
than -0.70V
-0.80V
0.75
3.0
2.5
2.0
0.50
2.0
1.5
1.0
Less than 0.50
Replace anodes
Replace anodes
Replace anodes
S9AA0-AB-GOS-010
2004 Edition
In replacing zinc anodes, care shall be taken to ensure that an adequate coating exists between the anode and the hull.
If the hull coating where the anode is to be located is satisfactory, the anode may be installed over this. The straps and welds
or studs shall then be either touch-up painted or coated with the remainder of the hull after anode masking. If the hull
coating under the anode is unsatisfactory, the area shall be painted in a manner similar to that provided on the hull, prior to
installing a new anode.
The automatic impressed current cathodic protection system shall have insulation resistance tests performed on anodes,
reference electrodes, and interconnecting cables in accordance with Section 300.
Systems shall be activated in accordance with manufacturer's instructions and maintained as soon as practicable after
the ship is water borne.
With the ship in the water, the cathodic protection system shall be tested to ensure that control of the hull potential on
automatic settings are met, and current output capability on manual control is demonstrated.
Section 633
S9AA0-AB-GOS-010
2004 Edition
Section 633
S9AA0-AB-GOS-010
2004 Edition

SECTION 634
DECK COVERING
634a. Scope
This section contains general requirements for the installation of deck coverings.
634b. General
Unless otherwise specified, deck covering shall cover the entire deck area of a compartment. Deck covering (except on-deck
insulation deck covering) shall not be installed under enclosed built-in furniture nor under equipment with enclosed foundations. Decks
for which deck coverings are specified shall be primed with epoxy primer as specified in Section 631, but do not require finish painting
except around slip-resistant treads or where the deck covering consists of false decking (unless otherwise specified), gratings, carpets or
portable material. Areas for which no deck covering is specified shall be painted. Areas for which painting is required shall be painted as
specified by Section 631. For habitability spaces, the color of the deck shall be coordinated with the color scheme for the space.
Deck coverings shall be repaired in accordance with Naval Ships' Technical Manual, Chapter 634, NAVSEA Publication
S9086-VG-STM-000. Repair material shall be the same as that being repaired unless otherwise specified. Repair material shall be the
same thickness, size, texture and color, if possible. When color cannot be matched, a close matching shade shall be used. Material shall
be in accordance with Section 634e.
Before any deck covering is installed, the decks shall be cleaned free of all rust, grease, oil, scale and dirt. Paint and primers may
remain intact if well adhered to deck, unless otherwise specified by manufacturer of deck coverings.
Before any deck covering is installed, all attachments and penetrations to new or modified structure to be covered shall be completed
and the structure tested as required by Section 192.
Before resilient deck covering or carpets are installed, decks shall be faired with underlay material in way of laps, rivet heads,
depressions in plating, weld seams, and similar conditions. Welds in excess of 1/16 inch high shall be ground down to not more than 1/16
inch. Deck and underlay material shall be sanded smooth, if necessary, to prevent high points and rough spots from showing through the
finished surface. Metal decks beneath the underlay shall be primed as specified in Section 631. Unless otherwise specified, wood or
plastic decks do not require priming.
In shower stalls, within coamings, and in the immediate vicinity of drains, underlay material shall be used to slope the deck for
drainage.
Prior to the application of deck covering, the integrally cast steel sleeve of deck drains installed in interior spaces shall be coated in
Deck covering or underlay material shall not be installed when the temperature of the space or surface to be covered is below 40
degrees F, unless otherwise specified.
Spaces shall be closed to all traffic for as long a period of time as is required to prevent damage to the deck covering during the
curing period.
At the completion of overhaul of the ships new or repaired deck covering shall be free of gouges and other imperfections. Mastic
and terrazzo deck covering shall be dense, smooth and free of open pores, and shall be sealed as specified. Roll goods and tile shall be
well adhered to the deck with edges tightly butted. Deck coverings shall be clearly in new condition.
634c. Materials and Installation
Concrete and Aluminum Diamond Plate - The decks, bulkheads, coamings and foundations in spaces where liquid gas stowage
containers are installed, such as the oxygen nitrogen producer, storage, and fill rooms, shall be thermally isolated from the effects of
liquified gas spillage by covering them with lightweight concrete and an aluminum diamond plate. To protect the bulkheads, coamings,
and foundations in these spaces, the concrete and aluminum diamond plate protective covering shall extend up to a height sufficient to
contain the maximum quantity of liquified gases which could spilled into the compartment because of damage to stowage containers. The
protective covering shall also extend up around hatch openings and deck covering penetrations (such as ducts, pipes, conduits). Liquid gas
containers which are elevated above deck level by supporting members shall have protective covering installed beneath the containers such
that there are no exposed decks, bulkheads, coamings and foundations. Supports or foundations for equipment installed in these spaces
shall be protected either by installing a coaming with protective covering, surrounding the foundation, or protective covering may be
provided for each supporting member. The installation shall be designed to contain spillage within the protective covering. All individual
sections of the aluminum shall be connected together by continuous butt welds. Each deck drain fitting (see Section 528) shall be sealed or
welded to the aluminum around the perimeter of the fitting's sleeve or body (as applicable).
Concrete shall consist of a mixture of portland cement and lightweight aggregate (vermiculite or pumice), and shall have minimum
28-day strength of 1,000 lb/in2. It shall be installed 2 inches thick. An aluminum alloy plate, ANSI/ASTM B632, 3/16 inch thick, shall be
installed over the concrete. The underside of the aluminum shall be painted with one coat of wash primer, Formula 117, and three coats of
Section 634
S9AA0-AB-GOS-010
2004 Edition
zinc chromate primer, Formula 84 (see Section 631). The concrete shall be treated to neutralize its alkalinity prior to installation of the
plate and given one coat of an alkali-resistant paint in accordance with Section 631.
Corrosion-resistant steel pan and coaming - A 6 inch high coaming of corrosion-resistant steel, at least 0.125 inch thick, conforming
to the Fed. Spec. QQ-S-766, Class 304, Finish 4, shall be installed on the deck around the steam-jacketed kettles and vegetable peeling
machines. The coaming shall extend at least 6 inches beyond the outermost boundary of the kettles, and their spigots. In addition, a
corrosion-resisting steel pan, Fed. Spec. QQ-S-766, Class 304, Finish 4, 0.125 inch thick, shall be installed within the coaming and sloped
to deck drains to ensure positive drainage. Pans shall be welded to steel decks and the coaming as specified in Section 074. An air soap
solution pressure test shall be made to ascertain that welds are watertight.
On wood decks (pans and screws shall be type 304), corrosion-resisting screws shall be used to attach the pans to the deck. Screws
shall be soldered to make the pans watertight. Fortified wood bedding sealing compound, Mil. Spec. MIL-S-19653, type 1, shall be
applied between the pans and wood surfaces.
Resilient Roll and Tile Deck Covering:Rolled deck covering and adhesives shall be stored at not less than 70 degrees F for at least 24
hours before installation. Spaces shall be maintained at a temperature at least 70 degrees F prior to, during, and 24 hours after the
installation is completed. Before resilient sheet or tile deck covering is installed, decks shall be faired with underlay material in way of
laps, rivet heads, depressions in plating, weld seams, and similar conditions. Weld seams in excess of 1/16 inch high shall be ground down
to not more than 1/16 inch. Deck and underlay material shall be sanded smooth, if necessary, to prevent high points and rough spots from
showing through after installation of resilient deck covering, underlay material shall be used to a minimum extent in order to conserve
weight. Beading sealer, Mil. Spec. MIL-D-17951, silicone sealer, Mil. Spec. MIL-A-46106, Type I, or polysulfide sealer, Mil. Spec.
MIL-S-8802, class B, shall be used to waterproof all free edges. After cementing, resilient sheet and tile deck covering shall be rolled and
weighted, as necessary, to provide positive contact pressure for adhesion to the deck. It shall be closely butted to vertical surfaces. Before
delivery of the ship, sheet and tile deck covering shall be cleaned and coated with a self-polishing type, slip-resistant floor finish.
Vinyl Sheet - Vinyl sheet shall conform to Fed. Specs. L-F-450, L-F-475, grade A, or Mil. Spec. MIL-M-15562 and the fire
requirements specified in MIL-STD-1623 or Mil. Spec. MIL-M-15562. It shall be secured to the deck with cement, Mil. Spec.
MIL-A-21016. Seams in water chemistry spaces, dental spaces, and Mechanical Instrument Repair and Calibration Shop ((MIRCS) shall
be heat or chemically sealed. Edges shall be turned up to make a 4-inch integrated base cove.
Deck Tile - Deck tile, fire retardant, asbestos free, shall conform to Mil. Spec. MIL-T-18830. Tile shall be secured with cement,
Mil. Spec. MIL-A-21016. Where deck tile is specified in baths, toilet/shower, laundry and galleys, an epoxy tile adhesive, Mil. Spec.
MIL-A-24456, shall be used.
Mastic - Mastic deck covering shall conform to Mil. Spec. MIL-D-3134, type II. It shall be installed l/4 inch thick above the steel
deck except within coamings where the minimum thickness shall be l/4 inch and the thickness shall be adjusted for proper drainage.
The deck covering color shall be green if not otherwise specified. A 2 inch to 4 inch high coving shall be installed. The installation
and sealing of the mastic shall be in accordance with Manufacturer's directions.
Terrazzo - Terrazzo shall conform to Mil. Spec. MIL-D-3134, type I class 1 or class 2. Terrazzo shall be installed to a minimum
thickness of l/4 inch above the surface of the deck. A 2 inch to 4 inch high cove shall be installed. The deck covering color shall be light
tan with white, cream, tan and brown marble chips, if not otherwise specified. The installation and sealing shall be in accordance with the
Manufacturer's instructions except that the top surfaces shall be ground smooth and the steel decks beneath the terrazzo shall be primed in
accordance with Section 631. At least two coats of sealer, Mil. Spec. MIL-S-24522 shall be applied to the finished deck of the class I, type
I, terrazzo with a minimum drying time of 2 hours between seal coats.
Cosmetic Polymeric System - Cosmetic polymeric deck system shall conform to Mil. Spec. MIL-D-24613. A 2-inch to 4-inch high
cove shall be installed. Cosmetic polymeric deck coverings shall be installed in accordance with manufacturer's instructions. Underlay
shall be used to slope the deck for proper drainage. Where underlay is required it shall conform to Mil. Spec. MIL-D-3135, Type I, class
2.
Electrical Grade Mat or Sheet - Electrical grade sheet deck covering conforming to Mil. Spec. MIL-M-15562, type I, shall be
installed on decks located in compartments designated as electrical or electronic spaces. Prior to installing the deck covering, the deck
shall be primed in accordance with Section 631.
No seams shall be within 3 feet of electrical/electronic equipment, panels, and workbenches. If this is unavoidable, seams shall be
heat welded or chemically sealed to provide a
continuous surface free of seams, craters or porosities. Electrical grade seam tape or matting strip may be used under vinyl type coverings
only when the repair activity or ship's force does not have seam welding capability.
If the compartment contains electrical equipment such as electrical workbenches, switchboards, or panels, but is not an electrical area
as designated herein (see table, paragraph 634d.), a portable mat conforming to type II or III of Mil. Spec. MIL-M-15562 may be installed
for personnel safety over the deck covering specified in lieu of Mil. Spec. MIL-M-15562, type I sheet covering. The electrical grade mat
shall be installed in way of insulated workbenches and operating and servicing areas of electrical panel and switchboards over a minimum
area necessary to prevent the hazards of electrical shock, but not less than 3 feet wide.
Cementing of the mat is optional. Cementing of the sheet material shall be in accordance with the Manufacturer's instructions.
Underlayment as needed and beading sealer shall be the same as specified for rolled deck covering to provide a smooth, level surface with
waterproof edges. In way of removable deck plates, the sheet shall be installed without cement.
Joints of portable deck plates which have vinyl sheet in way of electrical and electronic equipment shall be covered with epoxy
fiberglass strips, Mil. Spec. MIL-P-18177, type GEE, secured with nylon screws in accordance with drawing, NAVSHIPS No.
805-2104467.
Section 634
S9AA0-AB-GOS-010
2004 Edition
Latex Concrete - Latex Concrete deck covering, Mil. Spec. MIL-D-21631 shall be installed between the deck channels in the weapon
stowage spaces. Prior to installation of fill material, all surfaces (including deck and channels) in contact with fill material shall be cleaned
to remove rust, paint, oil, grease, and other foreign matter to provide a clean surface.
Rubber Standing Mats - Mats shall conform to the following specifications:
Barber chair, Fed. Spec. ZZ-M-42
Watch stations, Mil. Spec. MIL-M-910 (30 x 36 inches)
Door mat, Fed. Spec. DDD-M-156 (22 x 36 inches)
Aluminum Safety Tread - Tread shall conform to Fed. Spec. RR-T-650, Style l or 2, and shall be attached to the deck with
countersunk aluminum screws. Style l (flat-back) treads are intended for use on decks which may be drilled and tapped for screws to
secure the tread to the deck. Style 2 (hollow-back) treads are intended for use on decks which may not be drilled and tapped, such as tank
tops. To install Style 2, l/4-inch steel plates shall be templated to fit screw holes and plates shall be welded to deck. Style l (flat-back)
treads secured to deck with epoxy base adhesive may be used in lieu of Style 2.
Ceramic Tile - Unglazed porcelain. Ceramic tile, ANSI A137.1, 1/4 inch thick, shall be standard grade, in 1 inch squares, and back
mounted into sheets. Tile shall contain aluminum oxide or silicon carbide abrasive.
Adhesive and grout shall be epoxy, chemical resistant and water cleanable, in accordance with ANSI A118.3.
On all vertical structure, including stiffeners, bounding the deck on which the tile is installed, a cove base approximately 4 inches
high shall be installed. The cove base shall be either mastic material, Mil. Spec. MIL-D-3134 Type II, Class 1 or underlayment, Mil. Spec.
MIL-D-3135 Type I, Class 2 sealed with Epoxy grout.
a.
Steel deck installations
Underlay material, Mil. Spec. MIL-D-3135 type I, class 2, shall be installed to a minimum thickness of l/8 inch under tiles installed
on the deck and shall dry hard before application of tile. Within shower stalls and coamings, the thickness of the underlay material shall be
a minimum of l/4 inch; underlay shall be sloped for drainage.
b.
Wood deck installations
The installation shall be over a two-ply unpigmented polyester glass covering. The polyester glass material shall be lightly sanded
prior to application of the ceramic tile adhesive.
False Decks - Wherever false decks create a stepdown, the edge of the false deck shall be clearly marked by installing a 4-inch strip
of white vinyl sheet, Fed. Spec. L-F-450, on the upper deck surface. Sheet shall be installed with cement, Mil. Spec. MIL-A-21016.
Polyester Glass - Wood shall be sanded with an open grit coarse sander. Paint, oil, and grease shall be removed. Dents and cracks
shall be filled with a wood filler (oil-free type). Wood surface shall be dry (less than 15 percent moisture). A two-ply polyester glass
system (two layers of glass with at least four coats of resin) shall be installed. Epoxy resins may be used in lieu of polyester resin. The
resin above the top layer of glass (except under ceramic tile) shall be pigmented; for interior decks, a green color similar to Federal Color
Standard No. 595, color No. 14110; for exterior decks, a gray color similar to Formula 20. The polyester glass shall be flashed up on
bulkheads to a height of 6 inches.
Carpets - Carpets shall be wool conforming to Fed. Spec. DDD-C-95, type II, class l, 2 or 4 and the fire requirements of
MIL-STD-1623. Carpets shall be installed without pad over a primed steel or aluminum deck by a tackless procedure or with an adhesive
conforming to Mil. Spec. MIL-A-21016. A clean, bright aluminum metal strip shall be installed to tie down edges of the carpet in foot
traffic areas where the carpet abuts other deck covering. Carpets shall be cemented over a primed deck primed with an adhesive
conforming to Mil. Spec. MIL-A-21016.
The decks shall be faired with underlay material, Mil. Spec. MIL-D-3135, (applied over the primer) in way of rivet heads, weld
seams, and depressions, then sanded smooth, if necessary, to prevent high spots and irregularities from showing through the carpet and
promoting premature wear. Carpets shall cover the deck completely, but shall be fitted around all permanently installed furniture. For
prime painting of the deck plate, see Section 631.
Foundary Deck (in front of furnace) - Hard, heat-resistant, silica brick, 2 inches by 4 inches by 8 inches, shall be installed with dry
silica sand. Both materials shall be installed over the steel deck within a steel coaming. The brick shall be placed tightly together with the
4-inch by 8-inch dimension face up. Two to 3 inches of dry silica sand shall be placed over the brick. At least l-inch void area shall be left
between the bottom of the grating and the top of sand to prevent mounding between the grate hollows. The individual grating panels shall
conform to Mil. Spec. MIL-G-18014, type A, class B, and shall be 2 feet by 6 feet in size, except where the configuration of space requires
smaller size. Panels shall be supported by angles or bars not to exceed approximately 2 feet in the direction of the crossbars. The
perimeter of each grating shall be supported. Loads shall not be carried by any brickwork. Panels and special sections shall be secured to
the supporting framework by bolts to the metal deck. The design of the bolting shall ensure positive locking and ready disassembly.
Bolting shall not extend above the upper surface of the gratings.
Slip-Resistant Treads - Mineral-coated tread shall be 6 inches by 24 inches and shall conform to Mil. Spec. MIL-D-17951. Treads
may be installed over finish paint or primers. After installation and rolling with a weighted roller, edges of fabric type treads, if used, shall
be sealed with beading sealer, Mil. Spec. MIL-D-17951. Treads shall not be painted. Three treads, with no space between, shall be
installed at head and foot of ladders, on both sides of doors with a high coaming used for continuous traffic, and at both sides of doors in
crew's messing space (installed over deck tile).
Slip-Resistant Deck Covering - Slip-resistant deck covering shall conform to Mil. Spec. MIL-D-24483, type I (sprayable type) or
Mil-Spec. MIL-D-23003, type III or type V (rollable type). For landing area on aircraft carriers, slip-resistant deck covering shall conform
to Mil. Spec. Mil-D-24483, type II (sprayable type) or Mil-Spec. MIL-D-23003, type IV (rollable type). It shall be applied over an epoxy
primer as specified in Section 631.
Section 634
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The primer shall be applied at a dry film thickness of 2 to 4 mils. The non-skid topcoat shall be applied over the primer to a
minimum dry film thickness between 1/32 and 1/16 inch. If the primer is not coated with the non-skid topcoat within 48 hours, the primer
shall be cleaned with a suitable solvent or detergent wash, or both, as required, to remove dirt, grease, oil, and other contaminants, and
dried and reprimed with a mist or tie coat, approximately l-mil additional thickness. No solvent or detergent film shall remain on the
surface after cleaning. Since the minimum flash point required of the foregoing materials is 80 degrees F; safety precautions shall be taken
during the application, especially on interior surfaces.
Underlay - Underlay material shall conform to Mil. Spec. MIL-D-3135.
Underlay (insulation type) - On-deck magnesia insulation underlay, Mil. Spec. MIL-D-23134, shall be applied on tank tops which
are decks in living spaces to prevent condensation. The on-deck magnesia insulation shall be trowelled smooth, a minimum of l inch thick,
over rough finish latex underlay, Mil. Spec. MIL-D-3135, type I of l/8-inch minimum thickness. Aluminum fittings shall be coated or
otherwise protected from direct contact with the magnesia insulation to prevent corrosion of the aluminum.
Rubber Sheet - Rubber sheet and application technique shall be in accordance with Mil. Spec. MIL-S-2912, type II. The cementing
system shall be as recommended by the Manufacturer of the rubber sheet.
The entire deck of the battery compartment shall be lined, including drainage sumps in each compartment, the side bulkheads to a
height of about 9 inches above the bottom of the outboard cells, and the end bulkheads to a height of about 2 1/2 feet.
Acid storerooms shall be covered on the deck and up to 4 inches on bulkheads and stiffeners.
Polyurethane Deck Covering System - The polyurethane deck covering system shall consist of the following components from
Products Research Chemical Corp., or equal: a primer (PR420) applied at 2 mils dry film thickness; a polyurethane base material (PR
1593U) applied at 1/8-inch thickness; a surface material, either two coats of red color topping (PR 1120) applied at 3 to 5 mils dry film
thickness per coat, or a dark gray non-skid coating (PR 1139R) applied at 30 mils.
Wood Deckings - Wood sheathing on steel decks shall comply with drawing, NAVSHIPS No. 805-921806. Omit embedment
compound when not called for by builders specifications/drawings.; when called for, it may be ommitted at the discretion of the type
commander.
The boat stowage area of well decks shall be covered with single thickness greenheart lumber 3-1/2 inch finish thickness installed in
accordance with drawing, NAVSHIPS No. 805-921806. Greenheart (Ocotea Rodiaei) shall be "Export Grade" and shall be accompanied
by a certificate from the Guyana Forest Department authenticating the species and grade. Planks shall be air-dry at time of installation.
Planks shall be symmetrically shaped and bored and stud arrangement shall be such that planks can be turned over and reinstalled when
worn. Prior to decking application, metal deck plate shall be cleaned to base metal and coated with Mil. Spec. MIL-P-23236, class 2
material, in accordance with the Manufacturer's instructions, to a minimum dry film thickness of 16 mils, in two coats.
Portable sections of wood deck covering shall be provided in way of steering gear room, forward machinery space, and after
machinery space. Portable sections shall be proportioned and located to permit removal of the largest component of machinery in the
space served. Portable sections shall be secured to the deck in a manner that will permit easy removal. For preservative treatment see
Section 631. No deck covering shall be installed in the deck recesses for the water barrier and for the vehicle ramp hangar closure door.
634d. Caulking Seams in Wood Sheathing on Steel Decks
Seams shall be outgaged and payed with calking compound
as shown on drawing, NAVSHIPS No. 805-921806. Omit caulking compound when not called for by builders specifications/ drawings.;
when called for , it may be ommitted at the discretion of the type commander. Before application of
compound, seams shall be cleaned down to bare wood, and shall be free of dirt, grease, paint, preservative, or other contaminants. Primer
as required by Manufacturer of the caulking compound, shall be applied prior to paying the seam with the compound. Excess compound
shall be removed to provide a smooth deck. Upon completion, seams shall be watertight.
634e. Applications
Deck covering for various spaces shall be in accordance with the following table:
SPACE
EXTERIOR (STEEL SURFACE SHIPS)
Flight deck (metal)
Helicopter landing area
Missile launcher area
Sloping and flat missile house top walking surfaces
Traffic area (Note 2)
Wood surface areas
Working areas (areas outside of direct traffic routes surrounding
topside equipment such as weapon control stations, missile
circles, gun circles, lookout stations, director and antenna
platforms, and areas around deck machinery, boats, and
replenishment-at-sea stations)
Section 634
MATERIAL
Slip-resistant covering
Wood decking
S9AA0-AB-GOS-010
2004 Edition
SPACE (Continued)
INTERIOR (STEEL SURFACE SHIPS)
Acid storeroom
MATERIAL
ADP Key punch room

ADP Room
Airborne system support center (all areas)
Ammunition space (between deck channels)
Ammunition stowage, handling room, ready service room
Auxiliary battle dressing station
Aviation survival equipment room
Avionics shops
Bakery
Bakery (within coaming under steam kettle)
Barber shops
Bath (outside of shower)
Battery shop
Battle dressing station
Boiler water chemistry and radio chemistry room
Bread room
Brig
Cell
Lobby
Vestibule
Business machine shop
Captain cabin stateroom and sea cabin
Captain galley
Captain plot
Carpenter and pattern shop
CC TV/ENT room
Central station
Chief of Staff cabin, stateroom and sea cabin
Clothing and small stores issue room
Conference rooms
Conference display and briefing room
Contaminated laundry (clean side)
CPO galley (outside steam Kettles)
CPO galley (within coaming under steam kettle)

CPO lounge
Crew library
Crew recreation room
Crew shelter
Crypto room
Section 634
Rubber sheet or polyurethane

deck system and wood grating
(Note 3)
Deck tile
Deck tile
Vinyl or electrical
Latex concrete
Slip-resistant covering (see
note 7)
Deck tile
Deck tile
Deck tile and electrical grade
mat; or electrical grade sheet
Terrazzo or cosmetic
polyurethane system
Corrosion-resisting steel pan
Deck tile with standing mat
around each barber chair
Deck tile
Polyurethane deck system (see
note 1) rubber mat (see note 1)
Deck tile
Vinyl or electrical grade sheet
Deck tile
Deck tile
Mastic
Mastic
Deck tile
Deck tile
Carpet
Terrazzo or ceramic tile or
cosmetic polymeric system
Deck tile
Deck tile (see note 5)
Deck tile
Carpet
Deck tile
Deck tile
Deck tile
Vinyl or rubber sheet
Deck tile or ceramic tile;
terrazzo or ceramic tiel, if
steam Kettle present
Corrosion resisting steel pan
Carpet
Deck tile
Deck tile
Deck tile
Deck tile and electrical grade
mat; or electrical grade sheet
S9AA0-AB-GOS-010
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SPACE (Continued)
INTERIOR (STEEL SURFACE SHIPS) (Continued)
Dental operating room
Dental prosthetic laboratory

Dental spaces (not otherwise covered)
Diet pantry
Division commander cabin and stateroom
Electrical/electronic spaces ( including but not limited main
comm., coding room, and CIC)
Examining room (aviation)
Executive officer cabin and stateroom
Eye, ear, nose and throat treatment room
Film processing center
Flag cabin stateroom and sea cabin
Flag galley
Flag plot
Flag radio center
Flotilla commander and captain galley
Foam station (within coaming)
Foundary (in front of furnace & pouring area)
Galley
Galley (within coaming under steam kettles)
Garbage disposal room
Gymnasiums
Hangar bays
Health physics room
HELO control station
Hobby room
Ice cream bar
Integrated air intelligence center (all areas except I and II)
Ladies room
Laundry (within coaming)
Laundry (outside coaming)
Laundry (issuing/receiving room)
Library
Light traps
Living spaces (over tank tops)
Living spaces (not otherwise covered)
Lounges
Machinery space (within enclosed operating station
Meat preparation room
Medical operating room
Medical space (not otherwise covered)
Medical storeroom
Medical library
Medical X-ray room
Messrooms
Microfilm processing room
MIRCS spaces
Section 634
MATERIAL
Vinyl sheet or Terrazzo with
standing mat around each dental
chair (see notes 5, 6, & 8)
Vinyl sheet or Terrazzo (see
notes 5, 6, & 8)
Deck tile
Deck tile
Deck tile
Electric grade sheet
Deck tile
Deck tile
Deck tile
Terrazzo, or cosmetic polymeric
system
Carpet
Ceramic tile
Deck tile
Deck tile
Ceramic tile
Paint (see note 4)
Silica sand, silica brick and
steel grate
Terrazzo, ceramic tile, or
Corrosion-resistant steel pan
Mastic or Magnesite
Deck tile
Deck tile
Deck tile
Deck tile
Electrical grade sheet
Deck tile
Mastic
Deck tile
Deck tile
Carpet
Deck tile over on-deck
insulation underlay
Deck tile
Deck tile
Deck tile
Terrazzo, or cosmetic polymeric
system
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Vinyl sheet (see note 6)
SPACE (Continued)
Missile handling, check out, magazine ready service and
assembly rooms in traffic and assembly rooms in traffic and
working areas only (except aluminum deck for liquid propellant
motor magazines and on carriers)
Motion picture projection room
Navigator sea cabin
NDT dark room
NDT film viewing room
NDT lab
Noise and vibration analysis room
Noise and vibration test
Offices
Optical shop
Oxygen-nitrogen producer room, liquid storage tank room, liquid
fill room
Pantries (without dishwashing machine)
Pantries (with dishwashing machine)
Parachute drying room
Passages (serving living messing food service, medical, dental,
and office spaces)
Pharmacy
Photographic laboratory
Physiotherapy space (wet)
Post office
Pressing shop (marine)
Printed circuit board repair shop
Projection room
Quiet room
Recreation room
Recreation and dressing room
Refrigerated spaces
Sanitary spaces, except shower stalls
Scrub room, surgical dressing room, & sterilizing room located
adjacent to operating room
Scullery
Senior staff officer cabin and stateroom
Senior staff officer galley
Ship control spaces (Pilot House, chartroom and communication
spaces)
Ship store
Shower stalls
Squadron commander cabin and stateroom (not aviation)
Squadron ready room
Steering gear room
Steering station
Supply and repair technical library
Tactical command cabin and stateroom
Tailor and dry cleaning shop
Teletypewriter shop
Toilet/shower
S9AA0-AB-GOS-010
2004 Edition
MATERIAL
Slip-resistant treads or
covering (haze gray)
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Concrete and aluminum
diamond plate
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Terrazzo, or cosmetic
polymeric system
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Mastic (See Sections 622 and
638)
Deck tile
Terrazzo
Deck tile
Deck tile or vinyl sheet
Deck tile
Deck tile
Terrazo, ceramic tile or
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Deck tile
Mastic, terrazzo, ceramic tile,
or cosmetic polymeric system
Section 634
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SPACE (Continued)
Trash compactor rooms
Troop commanding officer cabin and stateroom
Vegetable preparation room
Ward (medical)
Wardroom lounge
Water chemistry room
X_ray darkroom
EXTERIOR (WOOD SHIPS)
Main deck (01 level)
Levels above 01
INTERIOR (WOOD SHIPS)
Chill, freeze, and dry provisions storerooms and dry provisions
storerooms (passage only, providing access to)
Engine room (over floor plates)
Foam proportioners (stationary) (within coaming)
Galley
Laundry
Living spaces
Messrooms
Offices
Pharmacy
Sanitary spaces
Scullery
Ship control spaces (electrical/electronics area)
Shops (walking areas around power tools)
Shower stall deck and interior shower bulkheads
Steam kettles (within coaming)
Steering gear room
Steering stations
MISCELLANEOUS (STEEL AND WOOD SURFACE SHIPS)
Dry side of doors to weather (except unmanned spaces) and
washrooms
Operating and servicing areas in way of electric and electronic
equipment (for prevention of electric shock)
At each side of doors and arches with a high coaming normally
used only for continuous traffic, and at the head and foot of
ladders
Working areas around steering gear, electrical machinery (except
where rubber matting is installed), and as necessary to ensure safe
footing around power tools
MATERIAL
Mastic
Deck tile
Deck tile
Carpet
Vinyl sheet
Deck tile
Polyester glass or other
NAVSEA approved material
coated with slip-resistant
covering
Polyester glass
Deck treads
Polyester glass
Ceramic tile
Polyester glass
Polyester glass
Polyester glass
Electrical grade sheet
Polyester glass
Corrosion-resisting steel pan
Watch station mat
Door mat, portable
Electrical grade mat except
where electrical grade sheet is
specified
Slip-resistant
Slip-resistant covering (haze

gray)
NOTES:
1. In the battery shop, the bulkhead area from the deck to 9 inches above the deck shall be coated over bare steel with a polyurethane
deck covering system. The area under the battery rack and the bulkhead area shall be coated with a red color topping. All other areas shall
be coated with the non-skid coating specified for the polyurethane deck covering system.
2. Traffic areas, such as routes used for topside passage from between doors ladders, and important topside equipment, and to areas
of other slip-resistant deck covering. In general, the traffic area shall consist of at last one complete circle of each deckhouse and
walkways defined by heavy weather lines. The topside passage shall be defined by a path 36 inches wide.
3. For gratings, see Section 622.
Section 634
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4. At least three coats of paint conforming to Mil. Spec. MIL-P-24441 shall be applied over bare surfaces prepared to uniform gray
finish. The first coat shall be an epoxy primer, Formula 150 of Mil. Spec. MIL-P-24441. The second and third coats shall be selected
from Formula 151, 152, or 156 of Mil. Spec. MIL-P-24441. The total dry film thickness shall be 8 mils, minimum.
5. To minimize seams, install 6-foot wide electrical grade sheet, type 1, of Mil. Spec. MIL-M-15562; and heat-weld or chemically
seal the seams.
6. Heat weld or chemically seal the seams to form a seamless installation free of cracks and fissures. If MIRCS spaces are used for
electrical or electronic calibration or repair, electrical grade vinyl sheet, Mil. Spec. MIL-M-15562, type 1 shall be used.
7. In ammunition and missile stowage spaces where forklift trucks are used (but now where hypergolic liquids are stowed) slipresistant treads conforming to Mil. Spec. MIL-D-17951 shall be installed. Instal treads approximately 3 inches apart with two thin coats of
aluminum paint, Fed. Spec. TT-P-28, 1-mil dry film thickness, minimum, between the treads to permit the dissipation of any static
electricity generated by forklift trucks. A slip-resistant deck covering, Mil. Spec. MIL-D-24483, may be used in lieu of the deck treads.
The non-skid material shall be installed over clean, bare steel strips approximately 6 inches wide with uncoated bare spaces left between
the strips of approximately 3 inches. The exposed metal shall then be coated with two thin coats of the aluminum paint.
8. In dental operating rooms and dental prosthetic laboratories, the vinyl sheet or terrazzo shall carry up bullkheads at least 4 inches.
Section 634
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Section 634
S9AA0-AB-GOS-010
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SECTION 635
THERMAL INSULATION AND ACOUSTIC ABSORPTIVE TREATMENT OF COMPARTMENTS
635a. Scope
This section contains requirements for:
Thermal insulation of compartment boundaries to reduce the rate of heat transfer to or from heated, ventilated, and
air conditioned spaces; to reduce condensation and to retard excessive temperature rise in magazines and associated spaces in
the event of fire in adjacent spaces.
Antisweat treatment to reduce condensation.
Vapor barrier application to prevent insulation from absorbing condensation.
Acoustic absorptive treatment of compartment boundaries to reduce noise levels in compartments.
Acoustic transmission loss treatment of compartment boundaries to reduce transmission of noise to adjacent
compartments.
635b. General
Thermal insulation and acoustic absorptive treatment shall be replaced if required by Supervisor specifications or if
removed or damaged as a result of other repairs or maintenance. Replacement treatment shall be in accordance with
NAVSEA publication S9086-VH-STM-000, Chapter 635.
635c. Thermal Insulation
Area of application, extent of coverage, and thickness of insulation shall be in accordance with Table I.
Types of spaces included under categories listed in Table I are as follows. The term "spaces" as used herein refers to all
spaces including passageways, plenum chambers, fan rooms, uptake enclosures, wiring and piping trunks, and enclosed
topside passages and handling areas, but excludes voids and tanks. Temperatures indicated refer to design temperatures, and
to assumed temperatures in the case of non-ventilated spaces or ventilated spaces designed on a rate-of-change basis.
Reference to "all spaces" under a category refers to all spaces in the specified temperature range except those spaces
specifically designated (by name) under another category.
1. Category "A" - All spaces, 120o and over.
2. Category "B" - All spaces, 106o thru 119o.
3. Category "C" - All spaces, 96o thru 105o; stowage space containing precision instruments; emergency generator
rooms.
4. Category "D" - All spaces (non-air conditioned), 95o and less.
5. Category "E" - Drying rooms.
6. Category "F" - All air conditioned spaces, 80o or over; passages used as air conditioned air returns; fan rooms
used as return air plenums for air conditioning systems.
7. Category "G" - All air conditioned spaces, 79o or less.
8. Category "H" - Conflagration stations, ammunition and missile stowage spaces, ready service rooms and
handling rooms; all spaces containing ammunition, missiles, fuses, pyrotechnics smokeless, flashless and black powder, high
explosives and components classified as fire, missile or explosion hazards. Ready service rooms associated with the above
stowage spaces. Handling rooms associated with the above stowage spaces.
9. Category "I" - Dry provisions storeroom.
10. Category "J" - Stowage spaces not otherwise specified herein.
Each box of Table I, gives by symbol, the insulation requirements (both room side and adjoining side) for any boundary
of a compartment listed in column "O". The upper right hand side of each box gives the insulation requirement for the
1
Section 635
S9AA0-AB-GOS-010
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adjoining side of the boundary of the compartment listed in column "O". The lower left hand side of the box gives the room
side insulation requirements for that boundary. When either hand of the box indicates insulation on the deck, insulation
indicated shall be installed on the underside of the deck, unless the other hand of the box already indicates an insulation
requirement for that overhead, in which case only the greater of the two thickness/extent values is required. When the
insulation requirement is shown in the center of the box, the required insulation shall be installed on the plane surface side in
way of bulkheads and on the underside decks.
Insulation thickness and extent of coverage shall be as indicated in Table I by the following symbols:
0812 -
No insulation required.
Deck covered with wood (normally 2-inches thick).
One-inch thick insulation required on plane surfaces, and full depth of webs on beams and stiffeners
except that if webs of beams and stiffeners are over 12 inches deep, webs shall be covered for a
distance of only 12 inches from boundary.
14 One-inch thick insulation required on plane surfaces, and on webs and flanges of beams and stiffeners.
14p - Same as "14" except that if beams and stiffeners are over 12 inches deep, the flanges shall not be covered
and the webs shall be covered for a distance of only 12 inches from boundary.
18 Two-inch thick insulation required on plane surfaces, and 1" thick on webs and flanges of beams and
stiffeners except that if beams and stiffeners are over 12 inches deep, the flanges shall not be covered
and the webs shall be covered for a distance of only 12 inches from boundary.
The following additions and exemptions apply to the requirements of Table I:
Insulation on vertical surfaces shall extend from 6 inches above the deck to the overhead, except for warm side of
refrigerated stores spaces, uptake enclosures, magazines, and ammunition handling and ready service spaces, where
insulation shall extend from deck to overhead.
Where only a partial area of a boundary requires insulation (such as, where the overhead of a category "F" space
is partially protected from the weather by a category "D" space), insulation shall extend 12 inches beyond the area requiring
insulation.
Boundaries abutting insulated boundaries, but where insulation is not otherwise required, shall be insulated for a
distance of 12 inches from such insulated boundaries. Such insulation is not required on bulkheads of category "A" spaces if
such bulkheads are terminated by a deck exposed to weather.
Escape trunks within category "A" spaces shall be insulated with 2-inch board on the hot side of the surfaces forming
the escape trunks.
Decks over category "A" spaces, in way of category "C", "D", "F" and "G" spaces shall be insulated with 1-inch
block.
Insulation is not required in way of shower stalls or built-in furniture, except in way of berths. Insulation shall be
provided behind built-in berths, and shall extend down to the deck and out along the deck 9 inches from the weather
boundary or to the back of sub-base, whichever is less. Shelf plates and end filler plates shall terminate at the inboard
surface of insulation and shall be fastened to clips welded to the structure and extending through the insulation. Openings
shall be provided at each end of shelf plates and in filler plates between ends of berths and the insulated boundary. Each
opening shall have a minimum gross area of 36 square inches and shall be fitted with a 1/4 inch wire mesh screen. Filler
plate openings shall be located near the deck.
Boundaries of fan rooms used as plenums for supply systems shall be considered weather boundaries to spaces adjacent
to such fan rooms.
Doors shall not be insulated except for doors to ammunition and missile stowage spaces which shall be insulated with 1
inch board.
All vertical boundaries and the overhead of conflagration stations, including webs and flanges of beams and stiffeners,
shall be insulated with a minimum of 1 inch board.
Thermal insulating material shall be faced fibrous glass board conforming to Mil. Spec. MIL-I-742, type I, except as
follows:
Section 635
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S9AA0-AB-GOS-010
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Within the 02N2 producer room and for decks over category "A" spaces insulation shall be inorganic insulation
block, Mil. Spec. MIL-I-2819.
The underside of overhang areas exposed to the weather, where insulation is required, shall be insulated with
elastomeric foam insulation, Mil. Spec. MIL-P-15280, or with polyurethane foam insulation, Mil. Spec. MIL-I-24172, type I.
The elastomeric foam insulation shall be adhered to ship's structure with an epoxy adhesive, Mil. Spec. MIL-A-24456. A
glass reinforced plastic (GRP) cover plate is required over MIL-I-24172, type I polyurethane foam. A GRP cover plate is not
required over MIL-P-15280 foam unless subject to damage by wave action or aircraft air turbulence. The GRP cover plate
shall be bonded to the underside of the foam insulation as well as mechanically fastened. The GRP shall be 3/16 inch thick
and shall conform to grade 3 of Mil. Spec. MIL-P-17549, except that the laminate may be opaque. Resin shall conform to
grade 2 of Mil. Spec. MIL-R-21607; 5 parts by weight of antimony trioxide shall be added; other compatible filler or
pigment may be added as specified by the purchasing activity.
Fibrous glass board shall be installed in accordance with drawing, NAVSHIPS No. 804-5773931.
Inorganic insulation block shall be secured by welded studs and expanded metal to ship structure. When the block is
applied to bulkheads or overheads, insulation cement, Mil. Spec. MIL-C-2861, shall be used to fill all crevices and cover the
expanded metal. Finishing cement, Fed. Spec. SS-C-160, type III, grade F, shall then be applied over insulation cement.
When the block is applied to steel decks, insulating underlay Mil. Spec. MIL-D-23134, shall be used to fill all crevices and
cover the expanded metal to a 1 inch thickness. On aluminum decks, latex underlay, Mil. Spec. MIL-D-3135, minimum 1/2
inch thick shall be used.
635d. Acoustic Insulation
Acoustic Absorptive Treatment - Spaces shall be acoustically treated as required to meet noise levels specified in
Section 073.
Wherever acoustic absorptive treatment is required for noise reduction in compartments, doors to these spaces shall be
covered only if the additional area is necessary to obtain the desired reduction.
Acoustic treatment shall be applied to plane surfaces only (flat surfaces between beams and stiffeners) and shall consist
of 2 inch thick perforated hard surfaced fibrous glass acoustical absorptive board, Mil. Spec. MIL-A-23054, installed in
compliance with drawing, NAVSHIPS No. 804-5773931.
Where acoustic treatment is subject to damage by movement of equipment or personnel, fibrous glass sound absorbing
felt, MIL-I-22023, type II, sheathed with 0.04 inch thick aluminum, Fed. Spec. QQ-A-250/8, perforated with 3/16 inch
diameter holes on 3/8 inch or 1/2 inch centers shall be installed in compliance with drawing, NAVSHIPS No. 804-5773931.
Where acoustic absorptive treatment is required on vertical surfaces, treatment shall be eliminated behind status boards
and large equipment which hides the bulkheads and where solid (unperforated) sheathing is required.
If acoustic treatment is required for any area for which thermal insulation is specified herein, unless otherwise
specified, only the acoustic treatment shall be applied to the plane surfaces, and thermal insulation, if required, shall be
applied to beams and stiffeners.
Where acoustic absorptive treatment is required for an overhead and a suspended ceiling is required by other sections of
these specifications, a type G overhead sheathing shall be installed, see Section 637.
The above method does not negate any thermal insulation requirements for the overhead.
Where acoustic absorptive treatment is required in machinery spaces, or spaces where machinery space exhaust systems
discharge, such as plenum chambers or forced draft blower rooms, the following treatment shall be applied.
Fibrous glass, Mil. Spec. MIL-I-22023, type II, class 4, 2 inches thick which is heat-sealed, airtight, in 2 mil mylar bags
and restrained in place with 0.04 thick perforated aluminum sheathing shall be installed. The sheathing should be perforated
with 3/16 inch diameter holes on 3/8 inch or 1/2 inch centers, staggered. The mylar bags shall not be penetrated.
Acoustic Transmission Loss Treatment - Where acoustic transmission loss treatment is required, materials and
installation details shall be in accordance with NAVSEA Drawing No. 804-5773931.
635e. Antisweat Treatment
Antisweat treatment shall be applied on the warm side of uninsulated boundaries, including webs and flanges of beams
and stiffeners, in the following locations:
3
Section 635
S9AA0-AB-GOS-010
2004 Edition
Interior surfaces, including uninsulated flanges, of all spaces (except tanks, voids, showers, and heat-producing
spaces) exposed to the sea or weather, or where sweating will occur because of opposite extremes in temperature.
Deck under, and all vertical boundaries of air conditioned spaces common to spaces that are not air conditioned.
Exterior surfaces of water tanks in way of all spaces except voids.
Antisweat treatment shall be applied to hangers, brackets, clips, and other members secured to or penetrating
boundaries exposed to the sea and where dripping will affect electric installations.
For antisweat treatment materials and methods of application, see Section 631.
635f. Vapor Barrier
A vapor barrier shall be applied to all insulation within laundries, sculleries, galleys and drying rooms, and to the
insulation on the warm side of refrigerated stores spaces.
There shall be no holidays in any single coat of vapor barrier coating.
Vapor barrier shall consist of the following:
Three brush coatings of vapor barrier coating compound, Mil. Spec. MIL-C-19993, alternate coats of white,
orange, and white, applied over the exposed surfaces of the installed hard faced fibrous glass board.
635g. Passive Fire Protective Insulation
Passive fire protective insulation materials, installation details, and repairs shall be in accordance with NAVSEA
Drawing No. 803-5184182. The areas of application shall be as directed by NAVSEA.
085 herein. Other technical documentation requirements related to overhaul are specified in Section 800 herein.
Section 635
4
S9AA0-AB-GOS-010
2004 Edition
TABLE I. THERMAL INSULATION REQUIREMENT FOR SURFACE SHIPS

ADJOINING SIDE BOUNDARIES
12
1 120 O AND ABOVE

O
O
2 106 - 119
O
3 96 O - 105
4 95O AND BELOW NON A/C

5 DRYING ROOM
6 80 O AND ABOVE A/C
O
7 79 AND BELOW NON A/C
8 EXPLOSIVES, MAGS, ETC.

9 DRY PROVISIONS STRM
10 ALL OTHER STRMS
11 CHT PUMP ROOMS
A
B
C
D
E
F
A
0
0
18
0
0
18
14
14
0
18
0
18
0
14
12
0
14
14
12
12
0
0
14
14
0
0
0
12
-14
0
12
-14
12
18
-0*
0
14P
0
0
0
0
0
0
0
0
0
14
14
0
14
0
14
14
18
14
14
14
14
14
12
0
0
0
-0
0
0
14
0
0
0
18 14P
0
0
0
0
0
0
0
0
14
0
0
0
14
18
14
I
J
K
0
0
12
0
0
0
18
0
0
0
14
0
12
0
14
0
0
0
14
12
12
0
14
12
0
0
0
0
0
14
14
0
0
0
--
0
0
--
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
8
8
0
12
12
12
0
12
12
14
0
0
12
14P
8
0
18
12
14
14P
8
0
18
12
12
14
0
0
0
12
0
12
0
12
0
18
8
0
0
12
12
12
0
0
0
0
12
18
14
14
12
12
12
12
--
0
14
14
14
--
0
0
18
SEA
8
0
14P
0
-14
12
0
0
0
0
14
0
14
0
--
0
0
18
--
0
18
14P
0
14
14
0
0
14
0
14
14
0
18
14P
14
0
0
14
14P
14
14
12
0
0
12
14
18
0
18
14P
0
14P
12
0
0
14P
0
0
18
0
14
14
0
14
14P
0
18
14P
0
0
0
0
0
18
18
0
18
G
H
WEATHER
BALLAST TANKS
CATEGORY
18
17
BOUNDARIES
LOW L.S.W.L.
TEMPERATURES AND DETAIL

REQUIREMENTS
16
15
14
VERTICAL BE-
TYPE OF COMPARTMENT
13
VERTICAL
11
10
ABOVE L.S.W.L.
(WOOD DECK)
HORIZONTAL
(BARE METAL)
ABOVE L.S.W.L.
HORIZONTAL
VOIDS AT SHELL
SPACE (SEE SECT 638)
L IN E
COLUMN
REFRIGERATED STORES
ROOM SIDE BOUNDARIES
0
0
* NO. 14 INSULATION SHALL BE APPLIED ON THE PROJECTILE SIDE OF COMMON BULKHEAD BETWEEN A POWDER MAGAZINE AND ITS RELATED PROJECTILE STOWAGE
NOTE: IN COLUMNS 13, 16 AND 17, "L.S.W.L." MEANS LIGHT SHIP WATER LINE.
5
Section 635
S9AA0-AB-GOS-010
2004 Edition
Section 635
6
S9AA0-AB-GOS-010
2004 Edition

SECTION 636
HULL DAMPING
636a. Scope
This section contains processes and procedures relative to installation and replacement of vibration damping material
removed or damaged incidental to accomplishment of work items during overhaul.
636b. General
Vibration damping material shall be installed or replaced in areas specified herein only if required by the Supervisor's
specifications or if removed or damaged as a result of other work. The damping treatment will vary depending on the
thickness of the steel being damped, and the operating temperature. Where interferences such as panel area shall be damped,
and the total area shall have a minimum of 80% average coverage. It is not necessary to fit tiles closer than one inch next to
reinforcing stiffeners or to apply damping material over areas with underlying stiffeners. Constraining layers and damping
tiles shall be preformed, if necessary, to provide intimate contact with the surface to be damped.
All damping treatments are susceptible to destruction and damage by heat. No burning or welding shall be performed
near such installations without first removing and damping material in way of the heated plate, and covering the damping
material in the vicinity with glass cloth blankets in accordance with MIL-C-24576 or equal, as protection from weld spatter.
Damping materials shall not be installed in the following areas:
1. To curved surfaces having a radius of 18 inches or less.
2. To either side of a structure in way of lead ballast, bulkheads or decks with lead shielding, and filled voids.
3. To the underside of the deck areas that are covered with ceramic tiles or trowel-on deck covering on the top side.
4. Where the panel to be damped is less than 3 inches wide or 64-square inches in area.
5. On webs of channel, T and I-beams and sides of angle bars and structural tubes where the width of the tile would be
less than 3 inches, or distance between supports or boundaries is less than 1 foot.
6. Where constraining layer width would be less than 3 inches.
7. In reactor compartments.
8. In way of zinc protectors.
9. The interior of potable water tanks, sanitary tanks, bilge collecting tanks, hydraulic oil tanks, and lubricating oil
tanks. Where damping of such tanks is required, the damping treatment shall be installed only on the outside of the tank, but
still within the hull of the ship.
636c. Materials
Areas requiring installation or replacement of the damping material shall receive the Type II or III damping treatment
specified in MIL-STD-2148. The damping tile shall conform to Mil. Spec. MIL-P-23653 or MIL-P-22581 respectively. The
Type I felt or septum treatment is regarded as obsolete and shall be replaced by Type II damping tile when repair or
replacement is required. Type IV damping material is no longer used and shall be replaced by Type III damping tile when
repair or replacement is required.
None of the damping materials specified shall be used where temperature would exceed 200oF. Materials for installing
the tile shall be in accordance with the requirements for Type II or III tiles as found in MIL-STD-2148, as appropriate.
636d. Application
Specific areas to be damped, along with the type and quantities of damping materials to be installed, are delineated in
individual ship specifications or in detail drawings. In the absence of these specific details, the following guidelines describe
Section 636
S9AA0-AB-GOS-010
2004 Edition
the general areas of usage and the considerations governing the use of damping materials. Areas indicated herein, to be
damped apply to new installations and are not intended for the upgrading of existing ships.
Areas to be damped - vibration damping shall be installed in the following areas:
1. Hull, frames, longitudinal stiffeners, and keel - Damping material shall be installed on the inboard side of the shell
plating, below the waterline, on one side of webs or frames, one side of longitudinal stiffeners, and on the top and one side of
the keel in areas specified below. If the structures to be damped are in the vicinity of the sonar dome, Type III plastic tiles,
Mil. Spec. MIL-P-22581 shall be used. The fore and aft distance from the sonar dome to which structures shall be damped
depends on the location of the sonar dome and the distribution of machinery in spaces above the dome. When the dome is
located at the bow of the ship, damping material shall be installed above the dome and to at least the first watertight bulkhead
aft of the dome. If the dome is positioned aft of the bow, damping material shall be installed to at least the first watertight
bulkheads fore and aft of the dome. A single layer of Type III plastic tiles is to be installed on steel plate up to 1/2 inch in
thickness; two layers of Type III plastic tile are to be installed to plates of greater thickness. If the structure to be damped is
in or near machinery spaces, Type II, Mil. Spec. MIL-P-23653, tiles shall be used. The weight of Type II tile to be installed
for various thicknesses of steel plate to be damped shall be in accordance with Table II. Selection of the class of Type II tile
to be installed is based on operating temperature and constraining layer requirements, if any, and shall be in accordance with
Tables I and III.
2. Bulkheads and platform decks - Within the space limits delineated in paragraph l above, damping materials shall be
installed on one side of all bulkheads and on the underside of platform decks, except decks that have ceramic tile or
trowel-on deck covering on the top side. Type II, Mil. Spec. MIL-P-23653, tiles shall be used in or near machinery spaces.
Type III, Mil. Spec. MIL-P-22581, tiles shall be used in the vicinity of sonar domes.
3. Machinery foundations - Damping materials shall be installed on one side of all foundation members, located in the
vicinity of sonar domes, which can impart vibration energy to the hull. Type III, MIL-P-22581, plastic tiles are normally
installed on steel structure up to 11/16 inch in thickness. For foundations of greater thickness, constrained Type II,
MIL-P-23653, tiles shall be installed in accordance with Tables II and III. Damping material shall also be installed on one
side of selected machinery foundation members located within machinery spaces as outlined in individual ship specifications.
Type II, Class 2 tiles are normally installed in these areas. For areas which operate at temperatures above ambient room
temperature, such as the reduction gear foundation, Type II, Class 3 tiles shall be used.
4. Fuel and salt water tanks - Damping material shall be installed on one side of the boundaries of fuel and salt water
tanks located within the vicinity of sonar domes. Where practicable, damping materials shall be installed on the dry side of
the tank boundaries. Type III plastic tiles, Mil. Spec. MIL-P-22581, are installed on these structures. Damping material shall
not be installed inside aviation fuel, lubricating oil, or hydraulic system tanks. It is permissible to install Type III damping
tiles inside tanks containing diesel fuel, distillate fuel, Navy special fuel oil, or salt water, provided they are protected from
deterioration due to immersion in the liquids, with coating conforming to Mil. Spec. MIL-P-24441. (Two coats of formula
151 and one coat of formula 152 or 156 to match the surrounding area or the color specified for the compartment with a
minimum total paint thickness of 8 mils shall be used.) A single layer of Type III tiles shall be installed on steel plate up to
1/2 inch in thickness; two layers of Type III tile shall be installed on plates of greater thickness. Type II, Mil. Spec.
MIL-P-23653, tiles shall be installed on boundaries of these tanks when they are located in machinery areas. Type II tiles do
not require protection against immersion.
5. Sonar domes - Damping and special acoustic materials shall be installed on specified interior surfaces of sonar
domes. The type and extent of materials to be applied normally are contained in individual ship specifications. Volumes I
through IV of the NAVSEA publication "Sonar Dome Handbook" provide guidance on areas to be covered and on
installation procedures. These handbooks are tailored to specific sonar types as follows:
Vol I, AN/SQS-4 SERIES and AN/SQS-23 SONAR DOMES (NAVSHIPS 0967-412-3010)
Vol II, AN/SQS-26 STEEL AND RUBBER SONAR DOMES (NAVSEA 0967-LP-412-3020) - (For
AN/SQS-26 and AN/SQS-53 sonar)
Vol III, AN/SQS-38 GRP SONAR DOMES (NAVSEA 0967-LP-412-3030)
Vol IV, AN/SQQ-23 RUBBER SONAR DOMES (NAVSEA 0967-LP-412-3040)
Section 636
S9AA0-AB-GOS-010
2004 Edition
636e. Installation Procedures

Damping treatments shall be installed, maintained, and repaired using the materials and procedures specified for the
appropriate type of damping in accordance with MIL-STD-2148.
636f. Replacement During Overhaul
All loose or damaged tiles shall be removed. If the area exposed is greater than 10 percent of the total damped area,
prepare the metal surface, paint, and install new tiles in accordance with MIL-STD-2148. If missing, loose, or damaged tile
area is 10 percent or less of the damped area remove the affected tiles and prepare the metal surface as above, but do not
install new tiles.
For damaged sprayable damping, Mil. Spec. MIL-S-24062, cut away all affected damping materials and clean the
underlying area down to bare metal. Prepare and paint the metal surface and install new Type III, Mil. Spec. MIL-P-22581,
damping tiles in accordance with MIL-STD-2148.
Table I. Type II Damping Constraining Layer Requirements
Thickness of steel structure to
Thickness of steel constraining layer
Thickness of aluminum
be DAMPED (inches)
(inch)
constraining layer (inch)
3/4 to 13/16 inclusive
0.110 (Gage No. 12)
5/16
Over 13/16 to 1-3/16 inclusive
0.180 (Gage No. 7)
1/2
Over 1-3/16 to 1-9/16 inclusive
1/4
3/4
Over 1-9/16 to 2 inclusive
5/16
1
* Aluminum constraining layers have been used in the past. Current practice is to install constraining layers, except
where damping constrained with aluminum is being repaired. In those instances, the aluminum may be re-installed or
renewed.
Table II. Weight per Unit Area of Type II Damping Tiles to be Applied on Different Thicknesses of Steel Plate
Steel Plate Thickness (inch)
Tile Unit Weight, Lbs. per Sq. Ft.
Constraining Materials
Less than 1/8
0.9
None
1/8 to 5/16
2.8
None
3/8 to 11/16
4.5
None
3/4 and above
2.8
Aluminum-alloy or steel plate
constraining layer bonded to tiles with
epoxy adhesive*
* Aluminum- alloy constraining layer applies only to repair of existing installations.
Table III. Selection of Type II by Class Based on Operating Temperature
Operating Temperature
Constrained or Unconstrained
35o to 55o F
unconstrained
56o to 80o F
unconstrained
constrained
56o to 90o F
unconstrained
81o to 155o F
constrained
91o to 155o F
Class of Tile to be Installed

1
2
2
3
3
Section 636
S9AA0-AB-GOS-010
2004 Edition
Section 636
S9AA0-AB-GOS-010
2004 Edition

SECTION 637
HABITABILITY SHEATHING
637a. Scope
This section contains requirements for types, materials, and installation of sanitary, protective, and habitability
sheathing on bulkheads and overheads.
637b. General
When work is authorized by the Supervisor, existing sheathing systems which are not in accordance with this
specification shall be repaired in accordance with existing system construction. New sheathing systems shall be installed
which meet the requirements of paragraphs 637c. and 637d. See Section 631 for color coordination.
637c. Bulkhead Sheathing Systems
Bulkhead sheathing systems shall be in accordance with drawing, NAVSEA No. 804-5000991.
637d. Overhead Sheathing Systems
Overhead sheathing systems shall be in accordance with drawing, NAVSEA No. 804-5000994.
637e. Installation Requirements
Bulkhead Sheathing - When bulkhead sheathing is specified, it shall be located on all of the compartment boundaries,
except bulkhead sheathing may be omitted on the unstiffened side of structural bulkheads and shall not be installed on
smooth joiner bulkheads within the compartment unless acoustic or thermal insulation is required on the structural or joiner
bulkheads or as otherwise required herein. The type of bulkhead sheathing to be installed in each space shall be as specified
on drawing, NAVSEA No. 804-5000991. The installation of bulkhead sheathing shall be designed to minimize reduction of
compartment volume. Unless otherwise specified, bulkhead sheathing shall be installed perpendicular to the base line.
Voids 12 inches and deeper between bulkhead sheathing and vertical boundaries shall be utilized for built-in lockers and
stowage, where specified. Bulkhead sheathing panels shall extend from 6 inches above the deck to the level of the overhead
sheathing.
Except as noted below, bulkhead sheathing shall be installed so that the back side of the furring is flush with the face of
any vertical or horizontal structural interference which projects 6 inches or less from the compartment outer envelope formed
by the non-structural bulkheads, structural bulkheads or shell plating. Individual vertical structural interferences which
extend into the compartment more than 6 inches from the compartment outer envelope shall be boxed-in so as to be covered
with sheathing. Where adjacent vertical structural interferences are located closer than 48 inches, the back side of the furring
over the interferences and between the interferences shall be flush with the face of the interferences.
Where a large area of the vertical boundary is located behind furniture, such as berths with back panels, lockers, and
wardrobes which are less than 6 inches from the vertical boundary, sheathing shall be omitted behind the furniture. The
adjacent sheathing shall be fitted neatly and tightly around the large areas of furniture, doors, hatches, windows, and other
openings.
Where acoustic absorptive treatment installed on bulkheads is covered with sheathing, the sheathing shall be perforated
with 3/16-inch diameter holes on 3/8-inch centers, staggered.
Overhead Sheathing - Overhead sheathing shall be installed in such a manner that the entire overhead structure inside
the space extending inward from the bulkhead sheathing is covered by the overhead sheathing, except where otherwise
specified herein.
Section 637
S9AA0-AB-GOS-010
2004 Edition
The type of overhead sheathing to be installed in each space shall be as specified on drawing, NAVSEA No.
804-5000994.
The height of overhead sheathing shall not exceed 8 feet and shall not be less than 6 feet 5 inches. Local projections
such as deck beams, deck beam brackets, and other systems that extend below the overhead sheathing level shall be boxed in
no lower than 6 feet 3 inches rather than lowering the basic level of the overhead sheathing.
The arrangement of overhead sheathing gridwork shall be coordinated with lighting fixtures and ventilation terminals
such that the arrangement of these items are optimum in relation to compartment configuration and arrangement.
Movie screens installed in the overhead shall be recessed above the overhead sheathing level so as to be flush with the
overhead sheathing.
Overhead sheathing panels shall be capable of being readily removed and reinstalled repetitively from below without
special tools and without deterioration of panels, trim, gridwork, or fasteners.
Where acoustic absorptive treatment is installed on overhead surfaces, overhead sheathing either shall not be installed
or shall be perforated with 3/16-inch diameter holes on 3/8-inch centers, staggered.
637f. Special Installation Requirements
Items such as catches, hinges, lighting fixtures, lighting switches, electrical junction boxes, ventilation terminals,
speakers, and electrical receptacles shall be recessed so as to be flush with the sheathing. Unarmored cable shall be installed
behind the sheathing.
Sheathing panels shall be demountable and replaceable without damage to the panels, retention trim strips, or furring
members. Each sheathing panel shall be demountable without disturbing adjacent panels.
Damage control fittings labeled ZEBRA or CIRCLE WILLIAM, gages, fire stations, casualty power terminals and
overboard discharge connections shall be boxed around so as to be visible. Other damage control fittings for which
immediate visibility is not required, such as valves and test fittings, shall be located behind hinged access panels which can
be opened by one man within 5 seconds.
Overhead sheathing systems shall be designed for unimpeded operation of valve handle extensions and similar
operating devices protruding through the sheathing.
All of the above accessibility requirements shall be met without using special tools or complicated sequences of
operations. Label plates shall be provided on all bulkhead access panels to indicate the system or equipment located behind
the panel.
Sheathing installed in way of equipment which requires access for inspection, operation, or routine maintenance shall
be provided with hinged access panels with quick acting flush catches. Label plates shall be provided on the access panels or
gridwork indicating the specific equipment behind the sheathing panel. Label plates shall be as specified in Sect. 602.
Access openings shall be large enough to insure adequate clearance to operate, and provide routine maintenance of, fittings.
Access panel sizes shall be standardized to the maximum extent practical. Hinged access panels in overhead sheathing shall
not weigh over 40 pounds. Lift-out panels shall not weigh over 20 pounds. Bulkhead access panels shall be hinged along the
vertical edges.
Sheathing systems shall be designed to permit the spraying of insecticides behind the sheathing. For bulkhead
sheathing, a line of holes 1/8 inch in diameter on 24-inch centers, or equal, shall be provided at or near the top of the
bulkhead sheathing panels suitable for injection of insecticides with a needle punch sprayer.
In addition, access for spraying with a multiple spray nozzle shall be provided at approximately midheight of the panels
on 8-foot centers, either via access panels or 1-inch diameter holes fitted with covers.
Distributive systems such as piping, ducts and wiring shall be located between the structure behind the sheathing and
the sheathing panels. Where these systems would protrude beyond the sheathing, they shall be boxed-in.
Where structure, distributive systems, or damage control fittings are required to be boxed-in or boxed-around, the same
material as the sheathing shall be used. Where painting is permitted, any exposed system shall be painted to match the
surrounding sheathing, except for color coding of system specified in Section 631.
Section 637
S9AA0-AB-GOS-010
2004 Edition
Items (including any stowage fittings and items to be stowed) that weigh less than 5 pounds may be attached directly to
types 1, 3, C, or D sheathing panels. Items that weigh between 5 and 20 pounds can be supported by the furring. Heavier
items shall be supported independently of the sheathing furring and shall not inhibit the ready removal of any panel.
Portlight casing shall be bonderized steel, or CRES material, finished to match the bulkhead sheathing. Casing flange
shall be fitted over the face of the sheathing. The casing shall be fitted behind the fixed portlight frame with double gasket
such that the assembly forms an integral unit.
Electrical shock protective sheathing shall be installed in way of wooden workbenches. Sheathing shall cover the
bulkhead area from 6 inches behind the workbench to 36 inches from each end of the workbench and shall extend 60 inches
above the finished deck. Sheathing above the workbench shall cover the bulkhead from 6 inches below the working surface
to 60 inches above the finished deck. Sheathing shall completely cover all metal surfaces on the bulkhead.
637g. Special Space Requirements
Foodservice Spaces - The lateral extent of type 3 sheathing in way of heat-producing equipment shall be equal to the
projected width of the equipment, plus 12 inches on either side of the equipment. In way of heat producing equipment in
foodservice spaces, the bulkhead sheathing shall extend from the bottom of the ventilation hood to the top of the equipment.
The sheathing may be omitted where the ventilation hood provides equivalent closure. In way of steam-jacketed kettles, the
sheathing shall extend from the bottom of the ventilation hood to the height of the deck coaming.
Dental X-ray Rooms - Dental x-ray rooms with type 4 bulkhead and type E overhead sheathing shall have all space
boundaries (deck overhead, and vertical boundaries) covered with radiation barrier lead sheathing. This barrier shall be
equivalent to sheet lead, 1/32 inch thick. An additional lead sheet thickness of 1/64 inch or steel thickness of 1/8 inch shall
be provided where boundaries of the compartment enclosure are less than 1/4-inch thick steel, where x-ray film is stored in
an adjacent room without individual lead protection, or where personnel in adjoining manned spaces will be a distance of 6
feet or less from the x-ray machine. The operator position from the x-ray machine shall be protected by a bulkhead sheathed
with 1/32 inch thick lead. Controls of the machine shall be so located that the operator must remain behind the protective
bulkhead while operating the controls. The protective bulkhead of the operator position shall be fitted with a glass viewing
port.
Medical X-ray Rooms. - Medical x-ray rooms with type 4 bulkhead and type E overhead sheathing shall have all space
boundaries (deck, overhead, and vertical boundaries) sheathed, with 1/16 inch thick sheet lead, except in way of steel
boundary plating at least 0.69-inch thick. A bulkhead shielded with 1/16 inch thick lead, with an x-ray protective lead glass
viewing port not less than 12 inches square and 1/4 inch thick, shall be provided between the controls and the x-ray machine
for protection of the operator.
NDT X-ray Rooms. - NDT x-ray rooms with type 4 bulkhead and type E overhead sheathing shall have all space
boundaries (deck, overhead, and vertical boundaries) sheathed, with 3/16 inch thick lead sheet.
637h. Insulation Protective Sheathing
Where thermal insulation is installed on structure behind fixtures such as lavatories, service sinks, urinals, or
waterclosets, it shall be covered with type 3 bulkhead sheathing. The sheathing shall extend from the finished deck to at
least 24 inches above the fixture and 12 inches on each side of the fixture. Where insulation is installed on vertical surfaces
in spaces with portable furniture or stores handling, the insulation shall be covered utilizing type l bulkhead sheathing with
class l or class 2 finish material in habitability areas and type 3 bulkhead sheathing in other areas except in laundry, stowage,
and machinery spaces where sheathing shall be No. 18 galvanized sheet steel installed similar to type 1 bulkhead sheathing
when specified on the arrangement drawing.
Section 637
S9AA0-AB-GOS-010
2004 Edition
Section 637
S9AA0-AB-GOS-010
2004 Edition

SECTION 638
THERMAL INSULATION FOR REFRIGERATED SPACES
638a. Scope
This section contains the requirements for materials and methods of installation for insulating ships stores, cargo and other
refrigerated spaces.
638b. General
Existing insulation systems in refrigerated spaces authorized for repairs shall be repaired in accordance with Naval Ships' Technical
Manual S9086-VH-STM-000, Chapter 635, paragraph 635-2.31.
638c. Materials
Insulation - The insulating materials shall be polyurethane foam, Mil. Spec. MIL-I-24172, either type I (preformed) or type II
(foamed-in-place) or fibrous glass conforming to Mil. Spec. MIL-I-22023, type I, class 5. The polyurethane insulation may be poured or
froth foamed-in-place, preformed blocks, or prefabricated webbed panels consisting of sheathing and insulation. For bulkheads, stiffeners,
deep webs, girders, and overheads, the polyurethane insulation density shall be a nominal 2 lb/cu ft. For decks, the density shall be a
nominal 4 lb/cu ft., except where prefabricated webbed panels are used in the deck areas, the polyurethane insulation density may be 2
lb/cu ft.
Interior sheathing - Sheathing shall be glass fiber reinforced polyester resin laminate or corrosion-resistant steel sheet.
The glass fiber reinforced polyester laminate shall be in accordance with Mil. Spec. MIL-P-17549, grade W, with a smooth and
glossy gel coat finish .01 to .03 inch thick. The gel coat finish for deck sheathing shall have imbedded non-skid material. The plastic
laminate sheathing shall be 3/16 inch thick for bulkheads and overheads and 1/4 inch thick for decks, except that the plastic laminate
sheathing forming part of prefabricated webbed panels shall have a minimum thickness of 3/32 inch.
Corrosion-resistant steel shall be AISI type 302 or 304. Bulkhead and overhead sheathing shall be USSG 18. Deck sheathing shall
be USSG 12.
Furring and Framing - Furring and framing shall be douglas fir, western hemlock, spruce, or southern pine, No. 1 Structural Joists
and Planks or No. 1 Structural light framing, or better, of West Coast Lumber Inspection Bureau (WCLIB), Western Wood Products
Association (WWPA), or Southern Pine Inspection Bureau (SPIB) standard grading rules, as appropriate. Lumber shall be pressure-treated
in accordance with Fed. Spec. TT-W-571 with one of the preservatives of Table III thereof, to the minimum net retention specified for use
under moderate weathering conditions.
Prior to installation, lumber shall be dried to a moisture content of 12 plus or minus 3 percent. Where treated wood is cut, bored, or
faired, it shall be given a heavy brush coat of preservative, Mil. Spec. MIL-W-18142.
Adhesives - The adhesive for bonding unicellular plastic thermal insulation shall comply with Mil. Spec. MIL-A-24179.
The adhesives for bonding metal to metal, glass fiber reinforced plastic laminate to metal and glass fiber reinforced plastic laminate
to glass fiber reinforced plastic laminate shall be a two component room temperature cured, thixotropic paste adhesive.
The minimum physical properties of the cured adhesive over a temperature range of 100 degrees F to minus 20 degrees F shall be as
follows:
Lap shear (ASTM D-1002) 1000 lb/in2
Tensile (ASTM D-412) to 1000 lb/in2
100 percent elongation
Peel (ASTM D-1781) 25 lb/in
Clearage (ASTM D-1062) 1000 lb/in
638d. Temperature and Thickness
Insulation thicknesses shall be sufficient to maintain easily and without external sweating, the temperatures specified in Section 516,
with an outside ambient temperature of 100 degrees F and a relative humidity of 80 percent. Insulation shall be flush over stiffeners and
they shall be covered with at least 1 1/2 inch thick insulation. Deep webs and girders, which project beyond the stiffeners, shall be
boxed-in or otherwise covered with not less than 2-inches thick insulation.
Section 638
S9AA0-AB-GOS-010
2004 Edition
638e. Installation
Insulation - During the application of foamed-in-place material, there shall be no voids or air pockets that would impair the
insulation effectiveness. Sheathing shall be supported to resist pressures associated with foamed-in-place installation. Acceptable
installation procedures shall be determined by having the manufacturer prepare a test sample.
Preformed block, where used, shall be secured to the deck, stiffeners, bulkheads, overhead, and adjacent blocks with adhesive.
Where more than one layer is used, butt joints shall be staggered. Where preformed blocks are used on the decks, the top surface of the
deck insulation shall be mopped with odorless asphalt.
Prefabricated panels of insulation and sheathing shall have spaced glass fiber reinforced plastic laminate structural webs. Webs shall
be not less than 1/16 inches thick and spaced not greater than 3 inches in deck areas and not greater than 6 inches in bulkheads and
overheads. Each prefabricated panel shall be fastened to decks, bulkheads, overheads or supporting structure and to each other with
adhesive.
Sheathing - Sheathing for bulkheads and overhead shall be supported by a system of furring and framing. Sheathing lap joints shall
be secured with both adhesive and flush type blind rivets. As an alternative method, butt joints of panels shall be covered with CRES joint
strips and Z shapes, as developed, and fastened through the panels to the wood furring with CRES wood screws. Other mechanical
fasteners shall be CRES. Sheathing shall be made splash tight, except that deck sheathing shall be watertight. The joint between the deck
and bulkheads shall be made watertight. Bulkheads shall be watertight 12 inches up from the deck.
Adhesive - The watertightness and structural integrity of the adhesive bond between adjacent panels or blocks shall not be
compromised by the change in temperature of the interior of the compartment which will occur during the lifetime of the refrigeration
space. The expected ambient temperatures during installation are 100 degrees F maximum and minus 20 degrees F minimum during
pulldown. Where bonding metal to metal with adhesive, the metal surfaces shall have a dry film coat of 1-1/2 to 3 mil thick of primer,
Mil. Spec. MIL-P-23377. Where bonding glass reinforced plastic laminates having a gel coat finish, the contact areas shall be lightly
sanded prior to bonding.
Furring and Framing - Furring and framing shall be thermally isolated and bolted directly to ship structure, or to flatbar clips welded
to ship structure. Furring shall be used, as required, to serve as supports for such items as coils, piping, and lighting fixtures.
Coils, unit coolers and their supports shall be made compatible with the development of refrigerated spaces, and furring as needed
for their support shall be independent of linings.
Battens - Zinc-coated steel or aluminum alloy battens shall be provided as protection in way of all cooling coils; sufficient space
shall be allowed for efficient circulation of air. Bulkhead battens shall be provided as specified in Section 670.
Gratings - Gratings shall be provided as specified in Section 622.
638f. Chill and Freeze Storeroom Doors
Doors commonly referred to as type B, shall be commercial, lightweight, single seal with sheathing and associated parts as follows:
Front and back panels, including perimeter edges and frame, shall consist of glass fiber reinforced plastic laminate of fire-resistant
resin, Mil. Spec. MIL-R-21607, 1/8 inch minimum thickness. The frame component shall consist of a 3/4 inch (minimum) exterior grade
plywood jamb and a 1 5/8 inch Douglas fir face casing. Both the jamb and the casing shall be sheathed with glass fiber reinforced plastic
laminate 1/16 inch thick (minimum). The weight of glass fiber shall be a minimum of 40 oz/yd2. Front and back panels, including
perimeter edges and frame, shall be permanently bonded into a single unit with the above resin or an epoxy adhesive. The finish shall be
flat and smooth and shall consist of a molded white gel coat 0.01 to 0.03 inch thick. Except for the gasketed edge, the corners and edges
shall be rounded. Clearance between the door and frame shall not exceed 1/2 inch.
The doors shall be factory assembled and aligned complete with frames, hinges, hardware, gaskets, and thermal breaks, so that they
may be installed aboard ship without distortion to the plane of the frames or disturbing the gasket seals. The doors shall be operable from
both sides. A locking device with an inside emergency release shall be provided for each door. A label plate or other device containing
directions for operating the emergency lock release, shall be permanently mounted on the door under or on the emergency lock release.
Each door shall be provided with a hold-open, self-falling hook latch with a rubber bumper. Hardware shall be zinc-coated or chrome
plated. Where a padlock is required, it shall conform to the group 2 series as described in Section 604.
Doors shall be reinforced in way of hardware attachments with steel inserts in back of panels. Doors shall be rectangular and shall
have a clear opening of 30 by 54 inches, except that pallet conveyor doors shall have a total clear opening of 60 by 54 inches. Clear
openings other than 30 by 54 inches may be provided when replacing existing doors that have non-standard clear openings. Doors shall
have the thermal equivalent of the insulated bulkhead in which they are located.
Freeze storeroom doors shall be equipped with thermostat-controlled 115 volt heater cables at gasket contact surfaces at sides, head,
and sill for frost prevention.
Section 638
S9AA0-AB-GOS-010
2004 Edition

SECTION 640
GENERAL REQUIREMENTS FOR LIVING, MESSING, AND RECREATION SPACES
640a. Scope
This section contains the general requirements for Officer, CPO and crew berthing, messing, recreation, and sanitary
spaces, the detail requirements of which are specified in Sections 641 through 644.
640b. General
All dining facilities shall be designed to support recreation (including movies) and training, as well as their primary
dining function.
Dining facility access shall be designed to permit forming of mess lines within the interior of the ship allowing proper
movement through serving, seating, and disposition of the soiled mess gear. The access shall preclude the movement of men
in a direction counter to the flow from the food serving stations and from passing through visible garbage disposal areas.
Ship's habitability shall be as specified in OPNAVINST 9640.1
640c. Arrangement and Clearances
The arrangement of furniture and other items of outfit and equipment shall optimize such environmental and human
factors as individual privacy, reduction of noise, traffic, and the propagation of odors. The arrangement shall consider
ancillary as well as basic purposes served by furniture and other equipment. Particular attention shall be given to access to
furniture to ensure the full and proper use of drawers, lockers, and writing surfaces. Articles of equipment such as coat
hooks, light switches, and ash receivers shall be located to ensure the maximum use of the article and convenience to the
user.
The furniture and fixture arrangement shall be coordinated with the ventilation, piping and wiring installation to create
an orderly appearance without compromising functional efficiency and to optimize interior space arrangements including net
walking area and overhead clearances.
Berths shall be oriented primarily fore-and-aft; however, athwartships berthing may be used where the compartment
arrangement is improved.
Berth tiers and personal stowage lockers shall, where practicable, be arranged to form cubicles of six or fewer
accommodations per cubicle. No more than two cubicles shall be arranged in tandem without a passage at one end. In
addition, the cubicles shall, to the extent practicable, be provided with end partitions to prevent unnecessary personnel traffic
through the cubicles. Heads of berths shall be located away from the open cubicle end. Ten percent of berth tiers within
crew and CPO berthing spaces shall be provided with berths that can accommodate an 80-inch mattress, where space
permits. All other fabrication and construction details of the long berth tiers shall be consistent with the referenced
drawings.
The unobstructed passage width within berthing cubicles and secondary passages, shall be a minimum of 24 inches,
except where otherwise specified.
The unobstructed width of passages serving primary accesses with heavy personnel traffic shall be a minimum of 36
inches.
Berth tiers shall have a maximum of three berths per tier except in troop spaces on amphibious ships four high berth
tiers may be installed.
Unless otherwise specified, the unobstructed vertical clearance above the mattress top shall be a minimum of 18 inches.
The mattress on the bottom berth shall be not less than 7 inches above the deck.
The bottom of lockers, with legs, shall be a minimum of 6 inches above the deck. Where it is not possible to obtain a 6
inch clearance, the lockers shall be set on a 2 inch watertight coaming, unless the locker drawing indicates a different height
Section 640
S9AA0-AB-GOS-010
2004 Edition
of coaming. These requirements shall not apply to the bottom locker under crew berths, which shall be capable of being
triced up.
Lockers shall be located so they will permit free circulation of air and provide free access through and within
compartments. Insofar as practicable, they shall be utilized as a division between recreation and sleeping areas, and between
ladders and passages and sleeping areas within berthing spaces.
Dining accommodations - Enlisted and troop dining facilities shall provide 21 inches minimum table space per seat.
Officer and CPO dining facilities shall provide 24 inches minimum table space per seat.
The following unobstructed clearances with the dining areas shall be provided:
a. Primary passages: No less than 36 inches.
b. Secondary passages: No less than 30 inches.
c. Back-to-back clearances: Between diners seated at adjacent tables and between the backs of seated diners and
adjacent bulkheads, no less than 15 inches with a design goal of 24."
640d. Equipment and Installation
Except as otherwise specified, furniture shall be of aluminum alloy and constructed in accordance with Mil. Spec.
MIL-F-902 and applicable drawings. Detail construction of all articles of furniture and equipment shall comply with the
referenced specifications and drawings, as applicable. Materials of furniture and equipment shall conform to
MIL-STD-1623 and NAVSEA Habitability Materials List.
Nonstandard furniture or built-in furniture may be used only where a more satisfactory arrangement can be obtained.
On ships with nonstandard furniture, stowage shall be at least equal to that of standard items. Built-in furniture shall be in
general accordance with Mil. Spec. MIL-F-902 and shall, whenever practicable, be fitted into corners and around stanchions
and frames so that reduction of space volume is kept to a minimum.
Commercial equivalents to Navy standard furniture and equipment may be substituted if listed in publication, NAVSEA
No. 0933-LP-005-5050, U.S. Navy Shipboard Furniture Catalog, or in conformance with Section P thereof.
Means shall be provided for securing all portable furniture in the designated service and stowage locations, except that
chairs and ironing boards need be secured only in the stowed location.
Hooks, racks, and similar articles shall not be attached to the panels of aluminum furniture if other locations are
practicable. Where these articles must be attached to aluminum furniture, aluminum backing plates of sufficient size and
thickness shall be fitted to provide rigidity and to prevent distortion of furniture. The fastenings shall not present any sharp
edges or irregularities that could damage clothing.
Furniture and equipment shall not block access to damage control fittings or to hull, mechanical or electrical
distributive systems that require periodic inspection and maintenance. Where berth tiers are installed over manholes or other
deck fittings, the bottom berth shall be omitted or shall be made easily removable. Berth tier partitions installed in way of
valves, operating gear or test fittings shall be provided with cutouts or quick-acting access panels. Suitable reinforcement
shall be provided where cutouts are installed. Label plates, as specified in Section 602, shall be mounted where readily
visible to indicate hidden fittings.
Large articles of furniture shall be supported on the bottom by subbases and secured at the top and sides by clips. This
furniture shall not be rigidly attached to nonstructural bulkheads unless the bulkhead is adequately reinforced. Details of the
subbases and clips shall comply with drawing, NAVSHIPS No. S3306-921770, unless the furniture drawing indicates a
different subbase. Furniture shall be provided with deflection fittings where attached to decks subject to blast of 5-inch guns
and larger, guided missiles, or to aircraft landings, or vehicular traffic. Deflection fittings shall comply with drawing,
NAVSHIPS No. S3306-921570. Connections with sliding fit shall be tight enough to prevent rattle.
To provide additional stowage area in officer, CPO, and SNCO berthing spaces, a one-inch coaming shall be fitted on
the upper edge of lockers or modular furniture where there is 15 inches or more clearance over the lockers or modular
furniture. In addition, a portable lee rail shall be fitted 6 inches above the top of the unit. The material shall be the same as
the units to which fitted. Where lockers or modular units are adjacent, the coaming and lee rail shall be fitted on only the
outer edge and exposed ends of any one assembly of units.
Key cabinets, safes, and safe lockers shall be installed permanently, by either peening over or welding the nuts of the
securing bolts to prevent their removal.
Section 640
S9AA0-AB-GOS-010
2004 Edition
The number of mess seats shall not be reduced from that specified by the Supervisor.
A motion picture screen, as specified in Section 433, shall be provided in each wardroom, CPO messroom, and crew
messroom and located for optimum viewing.
A physical fitness room shall be provided on ships with 200 or more accommodations.
The arrangement of equipment, particularly the position of the chinning bar, shall be coordinated with the hull,
mechanical and electrical distributive systems, and other interferences to ensure adequate clearances in way of exercise
stations.
An open area, free of obstructions, shall be provided in or adjacent to the physical fitness room for warm-up exercises.
Operating and instruction plates shall be provided for exercise equipment.
Physical fitness equipment with pulley systems shall be provided with high-stress flexible steel aircraft cable. Metal
frames shall be corrosion-resistant steel or shall have a durable, baked enamel finish.
Means shall be provided for securing equipment to preclude personnel injury from shifting apparatus. Equipment shall
not be supported from non-structural bulkheads unless the bulkhead is adequately reinforced.
Ships without a physical fitness room shall be provided with fittings for mounting and using a situp board, and a
multi-exercise machine, either deck or bulkhead supported, in a compartment or open area where its use will not interfere
with other ship functions.
Capacity of messrooms shall be as specified in OPNAVINST 9640.1. Messrooms, other than those associated with
weapon assembly, shall be fitted with fixed mess tables in accordance with drawing, NAVSHIPS No. 805-4623536.
Messrooms associated with weapons assembly shall be fitted with portable tables in accordance with drawing, NAVSHIPS
No. 804-4661738 for six-man tables and drawing, NAVSHIPS No. 804-4661739 for four-man tables. Stacking chairs shall
be in accordance with Mil. Spec. MIL-C-24495. Stowage for portable mess tables and stacking chairs shall be provided in
the messing spaces.
Dispensers, Mil. Spec. MIL-D-40631, shall be provided for stowing and dispensing dishes, bowls, trays, cups, glasses,
and silverware with a capacity equivalent to 65 percent of crew, marine, and troop accommodations. Dispensers shall be
located adjacent to the serving line on the approach side of the serving counter except that cup, glass and silverware
dispensers, shall be located at the exit end of the serving counter or adjacent to the beverage stand.
One menu board, commercial, with 200 captions or strips, shall be provided at the head of each food serving line for
CPO, SNCO, crew, and troop messrooms.
Wardroom messrooms, officers - Wardroom messroom equipment shall comply with the following requirements:
Equipment
Table, extension
Table, wardroom
Sideboard or serving table
Locker, table leaf
Cabinet, napkin
Chair, Type I, Class 1, Style A
Table
Coffee maker
Drawing No. or Spec. No.

S3306-632293
804-4629249
805-1625029
S3306-633952
S3306-637770, S3306-637771
AA-C-275
805-2217401
W-C-500
Section 640
S9AA0-AB-GOS-010
2004 Edition
Chief petty officer messroom - Chief petty officer messroom equipment shall comply with requirements in the
following table:
Equipment
Table, dining
Table, dining (modified to 27 by 48 inches)
Table, dining
Mess booth, Type A
Mess booth, Type B
Chair, Type 1, Class 1, Style A
Sideboards
Locker, table leaf
Coffee maker
Drawing No. or Spec. No.

S3306-866327
804-4623536
S3306-630948
804-4661742
804-4661742
AA-C-275
805-1625029
S3306-63952
W-C-500
A library shall be provided on ships with 300 or more accommodations. The library shall be outfitted in accordance
with Table I.
Where space permits, ships without a library shall be provided with a crew study. The crew study shall be outfitted
with study carrels with shelving over the maximum extent, see Table I.
As a minimum, ships without a library shall be provided with a central stowage area for books, plus a bookshelf or
locker in the wardroom, CPO lounge and crew lounge or messroom. Combined book stowage facilities shall provide a
minimum of one linear foot of shelving per five accommodations.
Item
Librarian Station:
Clock, bhd. mtd.
Single pedestal
Type-writer desk
Bulletin board, type A
Waste paper basket
Section 640
Drawing or
Spec. No.
Commercial
805-2224393
S3209638101
Commercial
TABLE I - LIBRARY
Quantity Ship Accommodations
300 to
499
500 to
999
1000 to
1499
1500 to
2999
3000 and
more
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Item
Dictionary/atlas stand
Modular cupboard
unit
Modular discharge unit
Built-in book return
Card catalog cabinet
Modular card file unit
Modular book return
unit
Standard book truck
Depressible book truck
Modular tape storage
unit
Reading area:
4-person table, pedestal
type, 48x36 inches.
Standard study carrel
A/V study carrel
Drawing or
Spec. No.
S9AA0-AB-GOS-010
2004 Edition
TABLE I - LIBRARY (Continued)

300 to
499
1
500 to
999
1
1000 to
1499
1
1500 to
2999
1
3000 and
more
1
Commercial
Commercial(
11)
Commercial(
14)
(12)
(13)
(13)
(13)
(13)
(13)
(15)
(15)
(15)
(15)
Commercial(
1)
Commercial(
2)
Commercial(
3)
Commercial(
4)
Commercial(
5)
Commercial(
6)
Commercial(
7)
Commercial(
8)
Commercial(
9)
Commercial(
10)
Section 640
S9AA0-AB-GOS-010
2004 Edition
Item
Drawing or
Spec. No.
Armchair, type 1, class

1, style A
Sidechair, type 1, class
1, style B
Lounge chair
Two-seat transom
AA-C-275
Lounge table (19)

Table lamp
Commercial
See Sect.
332
S3304860200
Commercial(
22)
Commercial(
23)
Magazine rack, type A

Newspaper rack
Revolving paperback
rack
Book Stacks:
Shelving, library
Stool, bhd. mtd., folding
Book case 48"
w/subbase
Supply locker w/subbase
TABLE I - LIBRARY (Continued)

300 to
499
-
AA-C-275
805-921937
805-921937
805-1749064
(24)
805-1635672
S3306633490
805-1629991
500 to
999
4
1000 to
1499
4
1500 to
2999
4
3000 and
more
8
(18)
(18)
(18)
Note (16)
(17)
Note (17)
(18)
Note (20)
Note (21)
Note (25)
Note (26)
1
NOTES:
1. 24 inches wide by 14 inches deep by 41 inches high (front) 43 inches high (back), fixed base shelf 12 inches above
deck, and two shelves vertically adjustable in 1-inch increments.
2. 32 inches high by 36 inches wide by 24 1/2 inches deep with doors opening out on librarian side. Unit shall have a
subbase, one fixed base shelf, two shelves vertically adjustable in 1-inch increments, and door lock.
3. 32 inches high by 36 inches wide by 24 1/2 inches deep with recessed tray well exposed by removable high pressure
plastic laminate top which is slid directly under tray well becoming a convenient work surface. Unit shall have one shelf 15
inches deep vertically adjustable in 1-inch increments under tray well. Tray well shall be sized to accommodate at least 3
standard size charging trays and 3 standard size shelf-list trays at the same time.
4. Shall be installed in door or passageway bulkhead. It shall comprise of: 3 inch by 18 inch slot located
approximately 43 inches above the deck; a stainless steel chute 19 inches wide by 12 inches long sloping downward
at 45 degrees angle inside library; and portable padded basket 20 inches wide by 18 inches deep by 18 inches high bulkhead
mounted 9 inches below bottom of chute. On aircraft carriers, a depressible book truck shall be substituted for the basket.
5. Shall contain built-in drawers and shall be mounted on a 26 inch high stand for ships requiring more than 5 drawers.
For ships requiring less than 5 drawers, cabinet shall be mounted on top of Modular Cupboard Unit. Ships requiring 5
drawers shall utilize the Modular Card File Unit. Each drawer shall accommodate 1,200 cards 3 inches high by 5 inches
wide with a precision cut hole centered 3/8 inch above the card's bottom edge. Each drawer shall be equipped with locking
guide rods approximately 3/16 inch diameter to fit through card holes. Each drawer shall have a "bad seas" locking device; a
Section 640
S9AA0-AB-GOS-010
2004 Edition
rear-end restrainer to prevent drawer from sliding out easily; follow-block to keep cards upright and a label holder on face of
drawer. Number of drawers required shall equal total ship accommodations multiplied by 4.5 divided by 1,200.
6. 32 inches high by 36 inches wide by 24 1/2 inches deep with a row of 5 built-in drawers located directly below top
of unit. Ships with 3,000 or more accommodations shall have two rows of 5 drawers each. Built-in drawers shall be the
same type as specified in Note 5 above. Unit shall have a subbase, one fixed base shelf vertically adjustable in 1-inch
increments below bottom row of drawers.
7. 32 inches high by 36 inches wide by 24 1/2 inches deep with a 3 inch by 18 inch slot and compatible chute located
center top on the patron side. Unit serves as housing unit for Depressible Book Truck.
8. 42 inches high by 28 inches wide by 13 inches deep with 3 single faced, tilted shelves vertically spaced 12 inches
apart. Truck shall have 4-inch ball-bearing soft rubber casters (2 swivel locking, 2 nonswivel), handles on two sides, and 1/2
inch rubber guard on side edges.
9. 26 inches high by 24 inches wide by 20 inches deep, 18 by 18-inch spring loaded cushioned platform (depresses as
return books accumulate), with 3 inch casters (two locking, 2 swivel), handles on two sides, and 1/2 inch rubber guard
around top edge.
10. 32 inches high by 36 inches wide by 24 1/2 inches deep with lockable built-in drawers designed to store 300
cassette and 300 8-track sound tapes. Unit shall have a subbase.
11. Shall be constructed in two sections consisting of a base frame and booth. Base frame shall be 29 inches high by
36 inches wide by 21 inches deep. Booth, mounted on top and flush with back edge of base frame, shall be 21 inches high
by 36 inches wide by 24 inches deep with full width by 7 inches deep shelf installed 13 inches above work surface and up
against back panel of booth.
12. One per 200 accommodations.
14. Shall be same as specified in Note 11 above except side panels of booth shall be perforated steel with 3/4-inch
acoustic insulation core. In addition, booth shall have 9 inch high by 12 inch wide pressure sensitive projection screen
mounted on back panel, and 120 volt a.c. electric outlet.
16. One for each study carrel.
18. One per 1,000 accommodations.
19. Includes typical commercial marine round, rectangular, and square end tables, corner tables, and coffee tables.
20. Shall equal at least one-half the sum of the lounge chairs and settees required.
21. Shall equal at least one-third the number of lounge tables required.
22. Bulkhead mounted 29 1/2 inches high by 2 3/4 inches wide by 1 1/2 inches deep with newspaper stick insert holes
drilled at 20 degree angle into side of rack. Shall hold 6 newspapers.
23. Deck mounted 68 inches high by 17 inches wide with 56 pockets to hold 330 standard size paperbacks. Heavy
gage steel wire construction.
24. Modified to exclude 2 inch front edge. Add hole to side panels and provide shock cord to hold books in place.
25. One linear foot of shelving per 5 accommodations.
26. Installed at dead end of book stack aisles 9 feet or longer in length.
640e. Berthing
There shall be one berth per accommodation. Berths shall be either pan type construction, or pan with locker under
type construction, except for troop berthing. Except where otherwise specified, berths shall be partitioned on three sides and
provided with individually operated berth lights, privacy curtains, and ventilation terminals. Berth lights shall be in
accordance with Mil. Spec. MIL-F-16377/17.
The term "net walking area" refers to deck area that is clear of fixed furniture such as berths, lockers, and wardrobes.
The area under chairs and under the retractable sections of folding lavatories, and the drop leaf of secretary bureaus is
included in net walking area. Areas that are too small or too obstructed to serve as normal foot traffic areas, such as those
between bulkheads and adjacent furniture, are excluded from net walking area.
Section 640
S9AA0-AB-GOS-010
2004 Edition
640f. Lounge and Recreation Facilities

Where practicable, lounges and recreation rooms for enlisted personnel shall be separate spaces and shall be located
adjacent to berthing spaces. When this isn't practical the lounge areas shall be an integral part of berthing space.
Where officer or enlisted personnel lounges are combined with their respective messrooms, they shall be arranged to
provide maximum separation and utility.
Lounges shall be outfitted in accordance with Table II.
Recreation rooms shall be outfitted in accordance with Table III.
Seating spaces and writing surfaces shall be provided for lounges and recreation rooms based on the number of
assigned personnel per space as follows:
Space
Wardroom lounge
CPO/SNCO lounge
Number of Seating Spaces

One per 5 officer accommodations
(1)
One per 3 CPO/SNCO
accommodations
One per 10 crew/troop
accommodations
Number of Writing Surfaces

No requirement
One per 10 CPO/SNCO
accommodations
One per 10 crew/troop
accommodations
Crew/troop lounge and recreation

room
NOTE:
1. For more than 50 officer accommodations, 10 seats plus additional seats for 15 percent of the number of
accommodations in excess of 50 shall be provided.
Item
Ash receiver, type 1
Booktrack, type C
Coat and hat hooks
Coffee table
End table
Game table
Lounge chair
Magazine rack, type B
Sideboard, 24-inch unit 1
Stacking chair
Transom seating
TV set support
Waste paper basket
Notes:
1.
2.
3.
4.
TABLE II - LOUNGE
See Section 640g
805-174906(1)
S3209-638101
See Section 640
S3306-638173(1)
S3306-638243(1)
805-1749104(1)
805-921937(1)
S3304-860200(1)
805-1625029(1)
Commercial
805-921937(1)
Commercial
Commercial
Quantity
1
1
(2)
(2)
(3) (4)
(4)
1
1
(3) (4)
(4)
1
1
Commercial furniture in accordance with requirements in Section 640d may be substituted for standard furniture.
Coffee tables and end tables shall be provided for lounge seating as space permits.
For use only in enlisting personnel lounges. Not required when separate recreation room is provided.
Seating and writing surfaces for lounge facilities shall be provided as specified above.
Section 640
Item
Ash receiver, type II
Coat and hat hooks
Sideboard, 24-inch wide unit 1
Stacking chair, for tables
TV set support
Table, 4-person, single pedestal
TABLE III - RECREATION ROOM

See Section 640
See Section 640
805-1625029
Commercial
Commercial
805-1749104
S9AA0-AB-GOS-010
2004 Edition
Quantity
1
(1)
1
(1)
Note:
1. Seating and writing surfaces shall be as specified above.
640g. Ancillary Furnishings and Materials
Ash receivers, drawing, NAVSHIPS No. 805-1635298, shall be provided in berthing spaces, one for each 15
accommodations, and in working, messing, and lounge spaces, one for each 10 assigned personnel, but not less than one per
compartment.
Bulletin boards shall be in compliance with NAVSHIPS No. S3209-638101. Chairs other than folding, stacking, and
lounge chairs, shall comply with Fed. Spec. AA-C-275, and shall be provided with glides of the nonslip,swivel type shown
on drawing, NAVSHIPS No. S3200-860055. Chair restraints, in accordance with drawing,NAVSHIPS No. 805-1640129,
shall be provided at designated chair stowage locations.
Stacking chairs shall be provided with cast aluminum seats in accordance with drawing, NAVSHIPS No. 804-4661745.
Clothing lockers, drawing, NAVSHIPS No. 805-1626365, type D, shall be provided in each main engineering or
machinery space on a basis of one locker section for each watch stander in a watch section.
Clothes lockers shall not be located in sanitary or food service spaces.
Coat and hat hooks, commercial, noncorroding metal, shall be provided in sufficient quantity to accommodate the
normal occupancy in working spaces, CPO and wardroom messrooms and lounges, and in crew and troop berthing spaces.
Each coat hook shall be capable of supporting 65 pounds and shall be located to preclude personnel hazard.
Curtains shall be provided at airports and fixed lights. Curtain fixtures for airports and fixed lights shall be commercial,
noncorroding metal.
A divided curtain shall be provided on each berth within the enlisted personnel berthing spaces and within officer
bunkrooms and staterooms having more than one occupant. Berth curtains shall be in conformance with Mil. Spec.
DOD-C-24556, type I, class 3, style A and the following:
Slider tape shall be sewn to back of berth curtain so that top of tabs are 7/16 inch below the top edge of curtain.
Height of curtains shall be such that the lower edge of each curtain clears the top edge of the curtained berth by
1/4 inch.
Structure capable of supporting 250 pounds shall be provided to support the track for the upper berth curtain.
Curtains shall be fabricated from not less than 140 gram material.
The style A aluminum curtain tracks shall be provided as part of the berth tier assemblies.
Where the ends of berths in officer bunkrooms and staterooms do not abut a bulkhead or are not screened by stowage
modules, end curtains conforming to Mil. Spec. DOD-C-24556, type II, class 3, style A shall be provided. Curtains for
transom berths shall not interfere with their use as a seat.
Flight suit lockers shall be installed on aircraft carriers and other ships designed to accommodate aviation personnel.
Lockers, drawing, NAVSHIPS No. 805-921921, type M, shall be provided on a basis of one per officer and enlisted aircrew
personnel. Lockers for officer and enlisted aircrewmen shall be located within locker rooms convenient to briefing or ready
rooms.
Grab rods of aluminum or zinc-coated steel, shall be installed over two and three high berth tiers, to assist getting into
and out of top berths.
Grab rods shall be U-shaped, conveniently located, and capable of supporting a static load of 500 pounds.
Section 640
S9AA0-AB-GOS-010
2004 Edition
Where deck heights are excessive the grab rod may be fitted to the bulkhead at the head of the berth.
Ironing boards and steam electric flat irons shall be provided in enlisted personnel berthing spaces on the basis of one
for each 50 accommodations or major fraction thereof. Ironing boards and irons shall be distributed equitably in each
berthing space. At least one iron and board, however, shall be provided for each living space.
Flat irons shall be high grade commercial type equipped with a cord and three-pronged plug in accordance with Fed.
Spec. J-C-175, type 1, except cord shall be NEC type HPD.
Ironing boards shall be portable, collapsible, metal, high grade commercial type, about 15 inches wide and 54 inches
long, with one end tapered. Boards shall be covered with 3/8 inch thick pads and asbestos-free fireproof covers. A tray for
holding the iron shall be secured to the ironing board. Means shall be provided for stowing the ironing board in a convenient
location. A locker for stowing the iron and cord shall be installed in the vicinity of the stowed ironing board.
Letter collection boxes, drawing, NAVSHIPS No. 805-1629807, shall be installed in messing areas, crew lounges,
berthing areas, and other convenient locations, as appropriate. Letter collection boxes shall be provided on the basis of one
for each 200 accommodations or fraction thereof.
Mirrors shall be laminated glass. In enlisted personnel berthing spaces, mirrors shall be provided with light and
receptacle and shall be installed with top of mirror 74 inches above the finished deck.
Soiled clothes lockers, drawing, NAVSHIPS No. 805-1648667 shall be provided in enlisted personnel berthing spaces
and shall be sized to suit the number of accommodations in the space in accordance with the minimum storage requirements
per accommodation for the assigned personnel, see Sections 642 and 643. One half of each locker shall be labeled for soiled
whites and the other for soiled blues. Where size III, IV, or V is required, two size I or II, as applicable, may be used.
Where two lockers are provided in one space, the partition plate may be omitted, and one locker may be labeled for soiled
whites and the other for soiled blues.
640h. Joiner Work
General - Furring and finishing strips for protection or for the proper securing and finish of all portable articles and
outfit shall be installed.
Joiner work in each space shall be uniform and shall correspond with the items of portable furniture.
Inaccessible corners and crevices which might harbor dirt, vermin, or rats shall be eliminated. (See Section 605).
Joiner work shall not be secured directly to watertight or oiltight structure. Clips shall be welded to the structure, and
furring strips shall be riveted or bolted to clips for connection to the joiner work.
Material - All joiner work, unless specified otherwise, shall be of aluminum construction. Built-in furniture, unless
specified otherwise, shall be aluminum alloy.
640i. Shock
Section 640
10
S9AA0-AB-GOS-010
2004 Edition

SECTION 641
OFFICER BERTHING SPACES
641a. Scope
This section contains the detail requirements for officer berthing spaces.
641b. General
Location of staterooms for heads of departments and quarters for the commanding officer requires approval by CNO,
any change in the location of these spaces must be submitted to NAVSEA for approval.
The total number of officer berths shall not be reduced without special approval of NAVSEA obtained through the
Supervisor.
Officer berthing spaces shall be outfitted in accordance with Tables II through VIII.
Where overhead obstructions preclude installation of a full height berth tier, drawers may be reduced in height or
omitted as necessary to maintain overhead clearances indicated on the type drawing. Drawer volume so lost shall be
replaced elsewhere within the space.
Where officer berth tiers are fitted adjacent to the shell of the ship and the flare of the shell exceeds 12 inches from the
top rail of the upper berth, a lee rail shall be fitted on the outboard edge of the berths and the filler plates shall be omitted.
Clips for the stowage of berth lee rails shall be installed in an inconspicuous location within the berthing space, but
convenient to the berth. The design of clips shall provide for easy removal of the lee rails.
Berth tiers shall be equipped with a ladder, mounted on the outside face of the berth tier, clear of the curtain so as not to
interfere with the curtain's movement.
A shelf shall be installed adjacent to the head of each berth for ready stowage of personal articles. Shelf shall be
aluminum, and shall be 5 inches wide by 12 inches long, with sides flanged up one inch and the top edge hemmed or rolled.
The doors in built-in wardrobes shall be in the side having the greatest dimension; otherwise, clothes rods of the
extension type shall be provided.
Bunkrooms, where provided, shall be arranged with the sleeping area screened by partitions or stowage units from that
portion of the space used for other purposes. There shall be no more than six berths per bunkroom.
General requirements for berthing spaces are contained in Section 640. The minimum net walking area per
accommodation shall be as specified in Table I.
Officers Accommodations
(3)
Single stateroom
Single (Exec. Off.)
stateroom
Single (Dept. Head)
stateroom
TABLE I - Net Walking Area (in square feet)

Ship Length
Ship Length
Ship Length
150 feet to
301 feet to
over 600 feet
300 feet
600 feet
N/R
N/R-35*
35-50*
35-40*(1)
40-55*
45-70*
N/R-30*
30-45*
45-60*
Troop officers
N/R-30*
N/R
N/R
Section 641
S9AA0-AB-GOS-010
2004 Edition
TABLE I - Net Walking Area (in square feet) (Continued)

Ship Length
Ship Length
Ship Length
Officers Accommodations
150 feet to
301 feet to
over 600 feet
(3)
300 feet
600 feet
Troop officers
Double stateroom
20
22
35
18
Commanding Off.
45-50*(2)
55-70*(2)
65-80*(2)
45-50*
stateroom
Officers bunkroom
N/A
N/A
20
12
NOTES: N/R = Not required
N/A = Not applicable
* = The lower figure is the minimum limit. The higher figure is the design goal.
1 - When such spaces are provided. Optimum ship construction considerations may preclude provision in
every case. 2 - Does not include sea cabin space, when provided. 3 - Net walking areas assigned to flag
officer, landing force commander, unit commander. and other senior operational commanders shall be
commensurate with and appropriate to the rank of the individuals concerned.
Item
Bookshelves (1)
Bookrack, type A
(located over desk) (2)
Cabinet, key, type II,
class A (5)
Chair, Lounge
Chair, type II, class 1,
style A
Desk, flat top (double
pedestal where space
will permit otherwise
single pedestal)
Locker,, table leaf (7)
Locker, sea rack (3)
Section 641
Drawing No. or
Spec. No.
Built-in
805-1749061
AA-C-30
TABLE II - Cabins
Captain
Chief of
Staff
1
1
1
1
1
1
Flag
Executive
Officer
1
1
Div. or Sqdn.
Cmdr.
1
1
Unit
Cmdr.
1
1
4
(8)
2
(8)
3
4
1
4
1
-
1
(8)
S32098-633117
805-2224391
S3306-633952
S3306-918374
1
-
1
1
1
1
1
1
805-921937
AA-C-275
Item
Drawing No. or
Spec. No.
Commercial
S3306-918162
TABLE II - Cabins (Continued)

Flag Captain
Chief of
Staff
1
1
1
1
-
S9AA0-AB-GOS-010
2004 Edition
Executive
Officer
1
-
Div. or Sqdn.
Cmdr.
1
1
Unit
Cmdr.
1
1
Rack, hat and coat (6)

Sea rack for dining
table (fit to suit table
used) (4)
Table, coffee
S3306-638173
1
1
1
1
Table, dining,
S3302-631493
1
1
1
extension
S3302-631211
Table, round top, 36S3306-866328
1
1
1
inch diameter
Table, serving
805-1625029
3
3
2
(modular)
Table, sideboard
805-1625029
3
3
1
2
1
Table, end
S3306-638243
3
2
2
2
1
Transom
805-1749012
4
2
2
1
NOTES:
1. Built-in suit available space. Approximately 15 lineal feet of shelving shall be provided. Shelves shall be 101/2 inches wide with a 1-inch lip at front edge extending above the shelf. The shelves shall be spaces vertically
about 10-1/2 inches apart.
2. Omit if bookshelves are provided above the desk.
3. May be built-in between stiffeners or located in adjacent passage.
4. Only for ships with 5,000-tons full-load displacement or less.
5. Key cabinet shall have a multiple identification system and shall be sized to hold the required number of keys.
6. Hat and coat capacity shall equal the number of seats within the space served.
7. Size to accommodate the required number of table leaves.
8. The quantity shall equal the total seating capacity of the tables.
TABLE III - Staterooms (Surface Ships 151 feet to 300 feet in length)
Item
Drawing No.
or Spec. No.
Div.,
Sqdn., or
Unit
Cmdr.
Berth, transom,
type L36
Berth, single, size
II (3)
805-1637198
805-1634193
C.O.
Exec.
Off.
Sea
Cabin
Single
Double
Section 641
S9AA0-AB-GOS-010
2004 Edition
TABLE III - Staterooms (Surface Ships 151 feet to 300 feet in length) (Continued)
Item
Drawing No.
or Spec. No.
Div.,
Sqdn., or
Unit
Cmdr.
Berth, double,
size II (3)
Berth spring unit
Cabinet, key, type
II, class A (4)
Chair, type II,
class I, style A
Chair, type I,
class I, style A
Desk, flat top,
single pedestal
Furniture,
modular, group
No.
Lavatory unit (1)
Mirror, full length
Safe, locker, type
No. 7
Table, 36-inch
diameter
805-1634193
C.O.
Exec.
Off.
Sea
Cabin
Single
Double
805-1632586
AA-C-30
1
1
1
1
2
-
AA-C-275
AA-C-275
805-2224391
805-1637731
Gp2
Gp2
Gp1
(2)
Gp1
Gp7
(see Sect. 644)

804-4623537
S3209-860212
1
1
1
1
1
1
1
-
1
-
1
-
1
-
S3306-866328
NOTES:
1. Not to be furnished if private bath is provided.
2. Furnish units numbers 5 and 14.
3. Berths shall be 36 inches wide unless space limitations prohibit their use; in which case, 31inch wide berths, drawing, NAVSHIPS No. 805-1631103, shall be used.
4. Key cabinet shall have multiple identification system and shall be sized to hold the required
number of keys.
Section 641
S9AA0-AB-GOS-010
2004 Edition
TABLE IV - Staterooms (Surface Ships 301 feet to 600 feet in length)

Div.,
Sqdn.,
or Unit
Cmdr.
C.O.
Exec.
Off.
Sea
Cabin
Single
Single
Dept.
Head
Double
1
-
1
-
1
-
805-1634193
805-1632586
805-1632586
805-1647690
805-1749061
AA-C-30
1
1
1
1
1
1
-
1
-
1
1
-
1
1
-
1
2
1
-
805-921937
AA-C-275
1
5
1
5
1
1
1
1
AA-C-275
805-2224391
(6)
Gp.2(7)
Gp2
(8)
Gp.1
Gp.2
Gp.3
Item
Drawing No.
or Spec. No.
Bed (1)
Berth, transom, Type
L36 (2)
Berth, single, size II
(3)
Berth, double size II
Berth, spring unit
Bookrack, type I
Bookrack, type A
class A (9)
Chair, Lounge (3)
Chair, type 1, class 1,
style A (3)
Chair, type 1, class 1,
style B
Desk, single pedestal,
flat top (3)
Furniture, modular,
group No.
Lavatory unit (4)
Mirror, full length
Safe locker, type No.
7 (5)
Table, 36-inch
diameter (3)
Table, night type A
Table, night type B
805-1749028
805-1637198
805-1637731
Gp.2(7)
(see Sect. 644)

804-4623537
S3209-860212
1
1
-
1
1
-
1
1
1
-
1
-
1
1
1
-
S3306-866328
805-1749029
805-1749029
1
1
1
1
NOTES:
1. Furnish only when cabin is provided.
2. Furnish combination berth transom when adjoining cabin is not provided for Division or Squadron
Commander, Commanding Officer, and Executive Officer.
3. Not to be furnished in stateroom which has an adjoining cabin.
4. Not to be furnished if adjoining bath is provided.
5. Type No. 7 safe locker to be provided only with flat top desk.
6. If space is limited, install a hinged table in lieu of the desk.
7. Use group No. 5 if space permits.
8. Furnish modular units Nos. 5 and 15. If flat top desk is furnished, provide a No. 7 safe locker and modular unit
No. 16 in lieu of No. 15.
Section 641
S9AA0-AB-GOS-010
2004 Edition
TABLE V - Staterooms (Surface Ships Over 600 feet in length)
Item
Bed
Berth, transom, type L36
(5)
Berth, transom, double,
36 inches (1) (5)
Berth, single, size II (5)
Berth, double, size II (5)
Berth, spring unit
Bookrack, type A (7)
class A (6)
Chair, Lounge
Chair, type I, class 1,
style A (7)
Chair, type I, class 1,
style B
Chair, type II, class 1,
style A
Desk, flat top, double
pedestal (2)
Furniture, modular,
group No.
Lavatory unit (3)
Mirror, full length
Safe locker, type No. 7
Section 641
Drawing No. or
Spec. No.
Flag
C.O.
Chief
of staff
Exec.
Off.
Sea
Cabin
Single
805-1749028
805-1637198
1
-
1
-
1
-
1
-
Single
Dept.
Head
1
805-1637197
805-1634193
805-1634193
805-1632586
805-1749061
AA-C-30
1
1
1
1
1
-
1
-
1
1
-
1
1
-
1
1
-
2
-
805-921937
AA-C-275
1
4
1
4
1
4
1
4
1
-
AA-C-275
AA-C-275
S3209-633117
805-1637731
Gp.5
Gp.5
Gp.5
Gp.2
Gp.2(4)
Gp.1
Gp.2
Gp.3
(see Sect. 644)

804-4623537
S3209-860212
1
1
-
1
1
-
1
1
-
1
-
1
1
1
-
1
1
1
-
Double
-
S9AA0-AB-GOS-010
2004 Edition
TABLE V - Staterooms (Surface Ships Over 600 feet in length) (Continued)
Item
Table, 36-inch diameter

(7)
Table, night type A
Table, night, type B
Drawing No. or
Spec. No.
Flag
C.O.
Chief
of staff
Exec.
Off.
Sea
Cabin
Single
Single
Dept.
Head
Double
S3306-866328
805-1749029
805-1749029
1
1
1
1
1
1
1
-
NOTES:
1. To be used in double sea cabins, such as, on aircraft carriers for navigator and operations officer.
2. If space is limited, a single pedestal, flat-top desk, drawing, NAVSHIPS No. 805-2224391, shall be substituted;
not to be furnished if adjoining cabin is provided.
3. Not to be furnished if private bath is provided.
4. Use two group 6 for double sea cabins.
5. Lee rails shall be omitted.
7. Not to be furnished if adjoining cabin is provided.
TABLE VI - BUNKROOMS
Officer
Item
Berth, single size I

Berth, double size I
Berth, spring, size I
Chair, type I, class 1, style B
Lavatory unit
Modular unit No. 5 (wardrobe long sect.)
Modular unit No. 12 (wardrobe and file
section)
Modular unit No. 14 (locker, secretary
and drawer section)
Drawing No.
of Spec No.
3-Man
4-Man
5-Man
6-Man
805-1631103
805-1631103
805-1632586
AA-C-275
(see Sect. 644)
805-1622993
1
1
3
3
1
2
2
4
4
1
2
1
2
5
5
2
3
3
6
6
2
3
805-1636403
805-1636410
Section 641
S9AA0-AB-GOS-010
2004 Edition
TABLE VII - TROOP STATEROOMS

Drawing No.
or
Spec. No.
C.O.
Item
Berth, transom (1)
Berth, single, size I
Berth, double, size I
Berth spring unit size I
Bookrack, type A (locate over desk) (2)
Chair, type I style (2)
Desk, flat top, single pedestal (2)
Lavatory unit
Modular furniture unit No. 5
Table, 36-inch dia. (2)
805-1637198
804-1631103
804-1631103
805-1632586
805-1749061
AA-C-275
805-2224391
805-1623970
805-1622993
805-1636403
805-1636410
805-1637670
S3306-866328
1
1
4
1
1
1
1
1
1
Single
Double
1
1
1
1
1
1
1
-
1
2
1
1
1
1
1
-
NOTES:
1. When adjoining cabin is provided, install bed, drawing, NAVSHIPS No. 805-1749028, in lieu of transom
berth.
2. Not to be furnished if adjoining cabin is provided.
Item
TABLE VIII - TROOP OFFICERS BUNKROOMS

Troop Officers
Drawing No. or
Spec. No.
3-Man
4-Man
5-Man
Berth, single size I

Berth, double size I
Berth, portable
Chair, type I, class 1, Style B
Lavatory unit
Locker, overcoat, type F
Locker, troop
Locker, wardrobe, 10 inches wide
Modular unit No. 5 (wardrobe long)
Modular unit No. 12 (wardrobe and file
section)
Modular unit No. 14 (locker, secretary and
drawer section)
Stowage, troop field pack
Section 641
6-man
805-1631103
805-1631103
802-5363975
AA-C-275
(see Sect. 644)
S3306-921757
805-1630725
805-1749231
805-1622993
805-1636403
1
1
2
1
1
2
2
2
1
1
2
1
2
3
2
2
3
3
3
2
2
3
805-1636410
802-5363976
S9AA0-AB-GOS-010
2004 Edition

SECTION 642
CHIEF PETTY OFFICER, SENIOR TROOP NONCOMMISSIONED OFFICER, AND FIRST SERGEANT OF
THE MARINES BERTHING SPACES
642a. Scope
This section contains the detail requirements for CPO, STNCO, and First Sergeant of the Marines berthing spaces.
642b. General
Specific requirements for furnishings incidental to new or modified berthing spaces shall be as specified by NAVSEA
and as authorized by the Supervisor.
The total number of CPO, STNCO, and First Sergeant of the Marines berths shall not be reduced without special
approval of NAVSEA obtained through the Supervisor.
General requirements for berthing spaces are contained in Section 640.
642c. CPO Berthing Space Requirements
Outfit each CPO berthing space with furnishings as listed in the following table.
Item
Berths, type III (2)
Locker, CPO wardrobe (3)
Locker, soiled clothes
Drawing No.
Or Spec. No.
804-5184205(1)
805-4623538
805-1648667
Mirror
Mirror, full length
Ironing boards and flat irons
Watch quarter and station bill panel
805-2253852
804-4623537
See Section 640
Commercial
Quantity
One per accommodation
To provide at least 3/4 cubic foot of stowage cubic
volume per accommodation
One per 9 accommodations or fraction thereof
One per space
To provide listings for 110 percent of
accommodations
NOTES:
1. The unobstructed passage width within berthing cubicle shall be a minimum of 27 inches. The unobstructed
clearance above the top of each mattress shall be a minimum of 20 inches for ships up to 300 feet in length and
23 inches for ships over 300 feet in length.
2. Berth, Drawing NAVSHIPS NO. 805-1635533 may be installed unless directed otherwise.
3. The following lockers may be installed in lieu of the wardrobe locker unless directed otherwise.
Drawing No.
Item
Or Spec. No.
Quantity
Locker type A
805-1626365
Locker type D
805-1626365
One per three accommodation
Locker, uniform
S3306-921757
To provide at least 6 inches hanging space
per accommodation
Locker, overcoat
S3306-921757
To provide at least 6 inches hanging space
per accommodation
Section 642
S9AA0-AB-GOS-010
2004 Edition
642d. Senior Troop NCO Berthing Space Requirements

Outfit each STNCO berthing space with furnishings as listed in the following table.
Item
Berth, type III (1) (2) (3)
Locker, type B-1 or B-2 (1) (3)
Drawing No.
Or Spec. No.
804-5184205
805-1626432
Locker, overcoat
S3306-921757
Locker, wardrobe 10 inches

Locker, soiled clothes (1)
805-1749231
805-1648667
802-5363976
Item
Drawing No.
Or Spec. No.
805-2253852
804-4623537
See Section 640
Commercial
Quantity
One locker section for each berth not having a locker
under
To provide at least 3 inches of jackrod per
accommodation
To provide at least 9/16 cubic foot of stowage
volume per accommodation
To provide stowage for one field pack per
accommodation
Quantity
Mirror (1)
One per 9 accommodations or fraction thereof
Mirror, full length (1)
One per space
Ironing boards and flat irons (1)
Watch, quarter and station bill
To provide listings of 110 percent of accommodation
panels (1)
NOTES:
1. Provide only for extended deployment STNCO in permanently dedicated compartments.
2. Top berth of each tier shall be pan type and the lower two berths shall be pan with locker under type, except
where overhead clearance is restricted, see Section 643.
3. The following berths and lockers may be installed in lieu of those listed above unless directed otherwise.
Item
Drawing No.
Or Spec. No.
Quantity
Berth
805-1635533
Locker, clothes
805-1629990
Locker, uniform
S3306-921757
To provide 3 inches hanging space per
accommodation
642e. First Sergeant of the Marines Berthing Space Requirements
Outfit the first sergeant of the marines berthing space with furnishings as listed in the following table.
Item
Drawing No.
Or Spec. No.
Quantity
Berth, single (1)
805-1631103
1
Bookrack, type C
805-1749061
1
Wardrobe unit 5
805-1622993
1
Locker, type A
805-1626365
1
AA-C-275
1
Desk, log, drop leaf
S3209-866181
1
NOTE:
1. Without lee rails.
Section 642
S9AA0-AB-GOS-010
2004 Edition

SECTION 643
CREW, MARINE, AND TROOP LIVING SPACES
643a. Scope
This section contains the detail requirements for crew, marine and troop living spaces.
643b. General
The total number of crew, marine, or troop berths shall not be reduced without special approval of NAVSEA obtained
through the Supervisor.
General requirements for berthing spaces are contained in Section 640.
Where overhead obstructions prevent the installation of a full height berth tier, pan type berths shall be substituted for
pan with locker under type berths, and overall tier height reduced accordingly. The order of substitution shall be top berth
first, then middle and bottom as necessary. Locker volume so lost shall be replaced with a deck mounted locker.
For requirements for lounge and recreation facilities see Section 640.
Where the overall deck height throughout the berthing space permits, the minimum unobstructed clearance above the
mattress tops shall be increased from 18 inches to 20 inches provided all other arrangement and clearance requirements are
met.
For crew living spaces, the net walking area shall be not less than 6 square feet per berth, for ships 150 to 300 feet in
length, and 7 square feet per berth for ships over 300 feet.
For troop living spaces, the net walking area shall be not less than 5 square feet per berth.
643c. Crew Berthing Space Requirements
Outfit each crew berthing space with furnishings as listed in the following table.
Item
Berth, type I (1)(3)
Locker, crews (4)
Drawing No.
or Spec. No.
804-5184205
805-4623539
Wardrobe, crew's, (2)

805-1749231
805-1648667
Mirror
805-2253852
Mirror, full length

Ironing board and flat
irons
Watch, quarter and station
bill panel
804-4623537
See Sect. 640
NOTES: 1.
Commercial
Quantity
One locker for each berth not
having a locker under wardrobe
One for each berth having a locker under
To provide at least 3/4 cubic foot
stowage volume per
accommodation
One per 15 accommodations or fraction
thereof
One per space
To provide listings for

110-percent accommodations
Top berth of each tier shall be pan type and the lower two berths shall be pan with locker under type, except
where overhead clearance is restricted, see paragraph 643b.
Section 643
S9AA0-AB-GOS-010
2004 Edition
2.
3.
4.
The wardrobes shall be two high except where prevented by overhead-interferences. Although not
mandatory, it is preferred that the wardrobes be located in the same compartment as the associated berthing.
If meeting this requirement necessitates relocation of berths or results in major interferences with electrical,
piping, or ventilation systems, the wardrobes may be located in an adjacent crew living space.
Berth, NAVSHIPS drawing No. 805-1409485 may be installed in lieu of berth listed above unless directed
otherwise.
The following lockers may be installed for each berth without a locker under in lieu of the locker listed
above.
Item
Locker, B-1 or B-2
Locker, 10 inches wide
Dwg. No.
805-1626432
805-1749231
Quantity
One for each berth without locker
One for each berth without locker
643d. Troop Berthing Space Requirements

Outfit each troop berthing space with furnishings as listed in the following table.
Item
Wardrobe, crew's (1)
Locker, B-1 or B-2 (1) (3)
Locker, overcoat (1)
Drawing No.
or Spec. No.
804-5184205
805-1749231
805-1626432
S3306-921757
805-1648667
Mirror (1)
805-2253852
Ironing (1) boards and flat

irons
See Sect. 640
Helmet rack
See Sect. 671
NOTES: 1.
2.
3.
802-5363976
Quantity
One for each berth without locker under
To provide at least 3 inches of jackrod
per accommodation
stowage volume per accommodation
thereof
To provide stowage for one field pack

per accommodation
To provide stowage for one helmet per
accommodation
Provide only for extended deployment troops accommodated in permanently dedicated compartments.
Berths shall be pan with locker under type except where overhead clearance is restricted, see paragraph
643b.
The following berths and lockers may be installed in lieu of those listed above unless directed otherwise.
Item
Berth
Berth
Locker
Locker, Uniform
Dwg. No.
S3306-634510
S3306-962455
805-1630725
S3306-921757
Quantity
To provide 3 inches hanging
space per accommodation
643e. Marine Berthing Space Requirements
Section 643
S9AA0-AB-GOS-010
2004 Edition
Outfit each marine berthing space with furnishings as listed in the following table.
Item
Locker, marine clothes (3)
Locker, B-1 or B-2
Drawing No.
or Spec. No.
804-5184205
805-1629990
805-1626432
Locker, flack jacket type F

(2)
Helmet rack
S3306-921757
Rifle and pistol lockers

Mirror
See Sect. 797

805-2253852
Mirror, full length

Ironing boards and flat
irons
804-4623537
See Sect. 640
NOTES: 1.
2.
3.
See Sect. 671
805-1648667
Quantity
One for each berth without locker under
To provide stowage for one flack jacket
per accommodation
To provide stowage for one helmet per
accommodation
thereof
One per space

stowage volume per accommodation
Berths shall be pan with locker under type, except where overhead clearance is restricted, see paragraph
643b.
Allow for flat stowage of flack jackets; 2 inches height per jacket; delete jackrod, clothes compressor and
associated hardware.
The following berths and lockers may be installed in lieu of those listed above unless directed otherwise.
Item
Berth
Locker, Uniform
Dwg. No.
805-1409485
S3306-921757
Locker, Overcoat
S3306-921757
Quantity
accommodation
accommodation
Section 643
S9AA0-AB-GOS-010
2004 Edition
Section 643
S9AA0-AB-GOS-010
2004 Edition

SECTION 644
PLUMBING FIXTURES AND FITTINGS
644a. Scope
This section contains requirements relative to the overhaul modification or new installation of plumbing fixtures and fittings and
associated piping.
644b. General
Plumbing fixtures renewed or installed during the overhaul shall be compatible with existing fixtures. The materials, methods of
fabrication, and installation details of replaced or repaired portions of plumbing fixtures and fittings shall be based on the applicable ships
system diagram as qualified by Section 505, and manufacturer's technical manual and instruction.
Open-work plumbing shall be installed throughout.
Where a hose connection is specified in the potable water system, the installation shall have a hose length, a hose adapter, a short
nipple, a vacuum breaker-back flow preventer, and a valve, from downstream to upstream in the order given. The valve shall have a soft
seat.
Seawater shall not be supplied to any food preparation or scullery spaces except to food waste disposers in sculleries only.
Seawater faucets shall be of the plain bibb compression type, except as specified herein, and shall be installed without back flow
prevention, unless otherwise specified.
New fixtures shall be installed in general accordance with drawings, NAVSEA Nos. 810-1385920 to 1385923 inclusive.
Fixtures shall be grouped, where practicable, to reduce the number of piping leads to eliminate penetrations of main subdivision
decks and bulkheads below the tightness level.
Fixtures shall be placed so as to provide maximum efficiency and optimum functional arrangement. All fixtures with built-in traps
shall be installed so that the flow through the trap will be fore and aft.
Loose key type cutout valves shall be installed wherever necessary to permit adjustment of water supply.
Slow-shutting faucets may be installed if specifically approved.
Fastenings of plumbing fixtures to watertight and oiltight structure shall not impair the tightness of structure.
Plumbing fixtures shall not be mounted directly on plating which is subject to deflection from gun blast or missile blast. In such
locations, fixtures shall be secured to framing which shall be supported on flanges of stiffeners or to stanchions secured at the deck, and
arranged for a sliding fit at top, tight enough to prevent rattle. Piping connections to these fixtures shall be flexible enough to prevent
localized stresses being induced in fixtures by deflection of structure to which the piping is secured. Fixtures shall be mounted with
concussion washers or shock mounts, and shall not be mounted where they will be subject to damage from gun blast or missile blast.
Where plumbing drain piping required by the overhaul is installed by piercing watertight bulkheads, valves shall be installed in the
piping on both sides of the bulkhead. The bulkhead isolation valves and the included piping shall be tested to bulkhead pressure. Valves
shall be provided in hot and cold water supplies to new fixtures, as required, to allow adjustment of flow for control of water hammer and
to permit maintenance on faucets.
Outfitting of showers shall be in accordance with Mil. Spec. MIL-S-955. Piping in shower stalls shall be kept to a minimum. Hot
water piping shall be insulated in accordance with Section 508.
Flushing valves for water closets shall not be located or moved so as to be inaccessible from the stall in which the water closet is
located.
Sinks equipped with electrical controls and cutouts shall be adequately grounded to prevent electrical shock.
644c. Decontamination Stations
Each shower space on the main deck and below shall be designed as a decontamination station.
Separate entrance and exit doors, located to minimize interference between incoming and outgoing traffic, shall be provided for the
decontamination stations. In addition, shower spaces, preferably below the main deck, shall be provided with water sprinklers supplied
from the flushing system, and shall be designated as the Fresh and Seawater Decontamination Stations in accordance with the following:
Aircraft carriers:
Four fresh and seawater decontamination stations: one forward, one aft, and two amidships (one port and one starboard).
Auxiliaries and amphibious types (over 550 feet long) and cruisers:
Three stations: one forward, one aft and one amidships.
Ships with well:
Three stations: one forward and two aft (one port and one starboard).
Auxiliaries and amphibious types (between 220 to 550 feet long) and destroyer types:
Two stations: one forward and one aft.
Section 644
S9AA0-AB-GOS-010
2004 Edition
Ships under 220 feet long:

One station.
In addition to the normal potable water shower head, one seawater sprinkler head shall be installed in the overhead of each shower
stall in each space designated as a Fresh and Seawater Decontamination Station. The sprinkler heads shall be bronze and have a 1/4 inch
orifice, 80 degree deflector, type I, in accordance with Mil. Spec. MIL-H-19387.
Piping for seawater sprinkler heads shall be sized to provide a minimum pressure of 25 lb/in at the most remote sprinkler head, while
discharging 10 gal/min through each sprinkler head. Seawater supply to the sprinkler heads shall be unheated.
A single control valve shall be provided to regulate the flow of seawater to sea water decontamination sprinklers.
For decontamination station labeling requirements, see Section 602.
644d. Emergency Deluge Showers
A freshwater outlet fitted with a deluge shower head, eye/face bath, and drains shall be installed for personnel protection inside each
oxygen/nitrogen producer room, battery-shop, battery locker, boiler shop, rubber and plastic shop, and other non-weapon spaces on tenders
and ships employing industrial processes utilizing chemicals that are corrosive or toxic upon contact with the skin or eyes. A deluge
shower supplied from a firemain shall be installed in the immediate vicinity of the primary access to liquid (hypergolic, propellant
magazines in accordance with the requirements of publication, NAVSEA S9000-AB-GTP-010. A portable bulkhead mounted eyewash
unit of 5 gallon minimum capacity shall be provided in the access immediately outside the hypergolic or FAE magazine. Main machinery
spaces, medical laboratories, dental laboratories, chemical laboratories, darkrooms, and test laboratories shall be provided with only an
eye/face bath; the eye/face bath may be installed in connection with sinks or bubblers located within the spaces. A single shower or
eye/face bath facility may be provided where spaces requiring such facilities are contiguous and readily accessible to operating personnel.
The shower head shall be in accordance with Fed. Spec. WW-P-541/7, part C, type II. The eye/face bath shall be in accordance with Fed.
Spec. WW-P-541/7, part D, type II. Supply for this service shall be taken from a freshwater supply line at reduced pressure to deliver 15
to 20 lb/in at the outlets. The root valve to the shower or eye/face bath, or combination shower and eye/face bath, with supply, shall be
locked open and classified "W."
If freshwater and drainage cannot be provided from services in the vicinity, or penetration or other prohibitions specified herein
would be violated, and for acid storerooms and flammable liquid storerooms, a tank type portable combination shower and eye/face bath,
with dedicated storage rack, shall be located within the operational facility. Portable units shall be pressure or gravity fed with selfcontained supply of freshwater (not less than 3, nor more than 5 gallons), operated by inversion hose release from storage rack, pull chain,
or squeeze-type valve at outlet opening. Unit shall be of the type that will not break under rough shipboard use.
644e. Drinking Water Coolers and Bubblers
The cooler shall comply with the requirements of Section 516 and shall be supplied from the potable water system.
Water coolers and bubblers shall be located so as not to cause congestion of passage ways.
Bubbler drain pans shall be designed with adequate splash area and complete run-off to drain.
644f. Fixtures and Fittings
The following requirements shall apply for the indicated fixtures:
Lavatories - Lavatories, unless otherwise specified, shall be in accordance with drawing, NAVSEA No. 804-5184206, modified as
follows:
In the prison lobby, dental x-ray room, and preventive dentistry room, lavatories shall be in accordance with drawing BUSHIPS No.
800-1385690 except that the material shall be class 304 stainless steel, Federal Spec. QQ-S-766, and the faucets shall be Type II Class B.
Lavatories shall be supplied with hot and cold potable water.
Special lavatory units - A special lavatory unit with a built-in cabinet shall be installed in Captain, Chief of Staff, Executive Officer,
Flag, and Staff Operations Officer baths. The cabinet shall have a plastic top, Mil. Spec. MIL-P-17171. The top shall be flush with the top
of the
lavatory. Utility drawers, or compartments, shall be provided in size and number as appropriate. The front of the cabinet shall be recessed
three inches for a distance of four inches above the deck for toe clearance.
Special vanity type lavatory unit - A special vanity type lavatory unit shall be provided in each ladies room. The unit shall be fitted
with a plastic top Mil. Spec. MIL-P-17171, flush with the top of the lavatory. The top shall be 30 inches above the deck. The lavatory
shall be located towards one end of the top. A cabinet with shelves shall be built under the top in way of the lavatory. The front of the
cabinet shall be recessed three inches for a distance of four inches above the deck for toe clearance. The remaining portion under the top
shall be free of all encumbrances. Provide commercial sanitary napkin dispenser in each ladies room.
All lavatories except in ladies room and those in accordance with drawing, NAVSEA No. 804-5184206, shall be installed with the
top surface approximately 36 inches above the deck covering.
Section 644
S9AA0-AB-GOS-010
2004 Edition
Lavatory unit - Install one lavatory unit, plan, BUSHIPS No. 805-1623970, in all officer staterooms not having private baths, one
lavatory unit for each four accommodations or fraction thereof in all officers bunkrooms, one lavatory unit in the First Sergeant of Marines'
stateroom, and in each sea cabin bath and private bath not provided with special lavatory unit. Each lavatory unit shall be supplied with
hot and cold potable water.
Hand dryer - A hot air hand dryer shall be installed for every ten lavatories or portion thereof, in each the crew, CPO, and officer
sanitary space. Hand dryer shall be 115V a.c., single phase, 60 Hz, maximum KW 2.25, Fed. Spec. W-H-50. Paper towel dispensers shall
be installed on ships which cannot accept the additional power requirements of electric hand dryers.
Paper towel dispenser - Fed. Spec. WW-P-541, type 445 shall be provided in each sanitary space.
Mirror - A mirror shall be installed over each lavatory except surgeon lavatory or where a toilet case is provided. For toilet case
requirements, see Section 641. Center of mirror shall be 60 inches above deck coverings.
Soap dish - A soap dish shall be installed over each lavatory except that in staterooms and bunkrooms, soap dishes shall be installed
over lavatories and at each lavatory unit in number equal to the number of occupants.
Soap dispenser - One soap dispenser shall be installed in each washroom having three or more lavatories.
Toilet shelf - A CRES toilet shelf shall be installed over each lavatory, except where a toilet case is provided. Each shelf shall be 4
inches wide, 15 inches long, with sides flanged up about 1/2 inch and the top edge beaded or rolled. A drain hole shall be provided at each
end of the shelf.
Towel hook - A double hook shall be installed adjacent to each lavatory in sanitary spaces other than officer sanitary spaces.
Towel rack - A towel rack shall be installed for each lavatory in officer sanitary spaces and in medical spaces, and for each
accommodation in staterooms and bunkrooms.
Tumbler and toothbrush holder - A tumbler and toothbrush holder shall be installed over or adjacent to the lavatory for each
accommodation in cabin baths and in surface ship staterooms and bunkrooms.
Showers - Shower outfits shall be in accordance with Mil. Spec. MIL-S-955 and NAVSEA Dwg. No. 803-5001740. As an
alternative to the specified curtain rod, a CRES rod in accordance with drawing NAVSHIPS No. 805-1646045, may be used. Each shower
shall be supplied with hot and cold potable water, except as otherwise specified. The following shower accessories shall be installed:
Soap dish - A soap dish shall be installed in each shower stall.
Towel hook - A double hook shall be installed in front of each shower, except officer shower and shower in medical space.
Towel rack - A towel rack shall be installed for each officer shower and for each shower in a medical space.
Sinks - Sinks shall comply with Mil. Spec. MIL-S-2041 and shall be supplied with hot and cold potable water, except that sinks used
for pre-rinse in wardroom and CPO sculleries shall be supplied only with hot potable water. For each sink or set of double sinks, a 1/2 inch
faucet, type VI, and a soap dish shall be installed. Sinks shall be provided with flush CRES covers, when specified on arrangement plans,
where working dresser space is limited. For dresser requirements in which sinks are installed, see Section 651.
Where double sinks are required, two sinks shall be mounted close together, and a fitted seam cover shall be provided between the
two sinks. The seam cover shall present smooth, easy to clean surfaces.
Service sinks - Service sinks shall comply with Mil. Spec. MIL-S-2143. They shall be supplied with hot and cold potable water.
Faucets shall be 1/2 inch type I, class C, except that in food service and medical spaces, unless a surgeon lavatory is provided, faucets shall
be type IV. A soap dispenser and a paper towel dispenser shall be installed over each service sink in a food service or medical space,
unless a surgeon lavatory is provided.
Service sinks for washing decks shall be installed in living areas in built-in cleaning gear lockers. Where such facilities are not
readily available, they shall be installed in adjacent sanitary spaces.
Urinals - Urinals shall be in accordance with drawing, NAVSHIPS No. 810-1385868 with shock mounts in accordance with drawing,
NAVSHIPS No. 810-1385772. Urinals shall be supplied with seawater and provided with flush valves, Mil. Spec. MIL-V-15020, type II.
Water closets - Water closets shall be in accordance with drawings, NAVSHIPS No. 810-1385705 and 810-1385832, unless
otherwise specified herein, and shall be supplied with seawater. Water closets shall have flush valves, Mil. Spec. MIL-V-15020, type I.
Batteries of water closets shall be mounted on a header as shown on drawing, NAVSHIPS No. 810-1385706.
A toilet paper holder shall be installed at each water closet.
A toilet seat, Fed. Spec. WW-P-541, style C1F, open front, type GRB, shall be provided for all water closets, except that seats in
ladies retiring rooms shall be type GRTW, closed front.
644g. Space Requirements
Sanitary spaces - Washroom and water closet spaces shall be located as close as practicable to living spaces.
Plumbing fixtures shall be placed so as to provide optimum functional arrangements. Lavatories, urinals, and water closets shall be
located so that, when in use, personnel will face forward or aft. Washroom and water closet facilities shall be in separate spaces when
more than four water closets are required. Where washroom and water closet facilities are in the same space, maximum separation shall be
given to the two facilities. Ingress and egress to washroom facilities shall be arranged to avoid the need for passing through the water
Section 644
S9AA0-AB-GOS-010
2004 Edition
closet area enroute to or from the washroom facility. Showers and water closets shall be located as far from access doors as practicable.
Showers will be located to prevent splashing of personnel using the other facilities.
A service sink shall be installed in each washroom/water closet space and shall be as remotely located as practicable.
Sanitary spaces in which no service sink is installed shall have two faucets, 1/2 inch, type I, class C, one for cold potable water and
one for hot potable water. These faucets shall be located not less than 24 inches above the deck.
Private bath - A shower, water closet, and a special built-in cabinet type lavatory facility shall be provided in each private bath. The
cabinet shall be of steel fitted with a plastic top, Mil. Spec. MIL-P-17171. A commercial or Navy type vitreous
china lavatory shall be fitted flush with top. Cabinet shall be fitted with drawers and a locker under. Cabinet top shall be about 36 inches
above the deck covering. The front of cabinet shall be recessed 3 inches for a distance of 4 inches above the deck. A mirror not less than
24 inches wide by 20 inches high shall be provided for the lavatory. A commercial towel rack shall be provided for the lavatory. The
shower and water closet shall be fitted with accessories as specified, except that the toilet seat shall be type GRTW.
Semi-private bath - A shower and water closet shall be installed in each semi-private bath with accessories as specified.
Ladies retiring room - A commercial lavatory dressing table ensemble, about 42 inches wide by 18 1/2 inches deep by 31 inches
high, shall be installed in the ladies retiring room. The unit shall consist of vitreous china lavatory 20 inches wide by 17 inches deep, with
counter space on either side and shelved cabinet under each counter space. Cabinet shall be of aluminum or steel, and shall be covered with
plastic in wood grain. The entire counter space shall be covered with plastic of approved color and design. A mirror shall be provided
over the lavatory. A chair, Fed. Spec. AA-C-275, type I, class I, style B, shall be provided. A commercial sanitary napkin dispenser shall
be installed in the water closet enclosure. A foot operated waste receptacle with disposable liner shall be provided. A towel rack shall be
installed preferably on one side of the dressing table. The water closet shall be installed in enclosure as shown on ship arrangement
drawings. A toilet paper holder shall be installed at the water closet.
Sea cabins - Sea cabins shall be provided with a water closet. A folding lavatory, in accordance with drawing, NAVSHIPS No.
S3601-921758 shall be mounted directly above the water closet. The distance between the water closet and the bulkhead behind it shall be
approximately 7 1/2 inches. The lavatory height shall be such that, when unfolded, the top rim of the bowl will be about 36 inches above
the deck.
Food service spaces - Potable water, steam and drain connections shall be installed for all equipment requiring these connections.
Faucets, type VII, shall be installed for steam tables, steam kettles, deck mounted food mixing machines, and dough mixing
machines. The faucets shall be located so that they are at a suitable height for filling steam table water pans, steam kettles, and mixing
bowls, and for adding water to the dough mixing machine.
A hose bib faucet 3/4 inch, type I, class B, for seawater, shall be installed in garbage disposal rooms.
A soap dispenser and a paper towel dispenser shall be installed in each space.
Miscellaneous spaces - Cold potable water and seawater faucets and supply connections shall be installed for the oil and water
testing laboratory and ice-making equipment. Appropriate water supplies and drains shall be installed for spaces and equipment requiring
water for which the supply is not specified in Sections 521, 532 or herein.
Water supply and drain connections, paper towel and soap dispensers shall be provided for the fixtures installed in the workshops.
644h. Shock
Section 072, herein, defines the requirements for shock, as it relates to ships' overhauls.
New or overhauled plumbing fixtures and accessories shall be given an operating test to ensure that they will function as specified
under service conditions. Water and steam for these tests shall be taken from the ship's service lines at the specified working pressure for
the respective systems or fixtures.
Section 644
S9AA0-AB-GOS-010
2004 Edition

SECTION 651
FOOD SERVICE SPACES
651a. Scope
This section contains requirements for food preparation spaces, food serving stations, messrooms, provision issue
rooms, sculleries and scullery areas.
651b. General
The entire system of food handling, storage, preparation and serving, including mess gear sanitizing and garbage
disposal, shall be coordinated and arranged for efficient operation.
The arrangement shall provide for the maximum functional relationship of the various food service spaces as well as the
relationship of these spaces with mess traffic. The arrangement within each space shall be coordinated to provide efficient
operation therein.
Materials used shall resist stain and corrosion. In addition, the materials used shall not affect the taste of the food.
Where aluminum alloys are specified in this section, they shall conform to ASTM B209, alloy 5052; corrosion-resistant steel
to AISI TYPE 304, finish 4; and, nickel-copper alloy to ASTM STD. B127, satin finish. All metal thicknesses specified
herein shall be after finishing and are the minimum acceptable.
The installation of equipment and the construction and installation of flashings, closure plates, shields, and sheathing
shall be such that the food service installation fulfills the following sanitary requirements:
a. There shall be no crevices or inaccessible voids which might harbor vermin, cooking waste or other extraneous
matter.
b. Access shall be provided to all areas requiring cleaning, painting, or treating with insecticide.
c. Corners formed in flashings, closure plates, shields or sheathing shall be rounded. All exposed surfaces shall
be easily accessible for cleaning.
d. Joints shall be tight. Fasteners, where used, shall be simple to clean and free of snags.
e. Expanded metal or perforated metal shall not be used as flashing strips. Where air circulation is required,
louvered metal may be used.
Portable and Mobile Equipment - Restraining devices with quick release mechanisms shall be provided for stowage of
mobile and portable equipment at designated service and stowage locations.
651c. Equipment and Installation
Food service equipment of the same type and size shall be the product of a single manufacturer.
The power supply to electric equipment shall comply with Section 320.
Grease interceptor hoods shall be installed over ovens, ranges, griddles, deep fat fryers, broilers, kettles and doughnut
makers, and shall comply with Section 512.
Warning, operating, and instruction plates shall be provided as specified in Section 602.
Construction details of equipment shall provide for the elimination of sharp edges, corners and burrs which might cause
injury to personnel, unsightliness of the equipment or which might hamper cleaning or maintenance.
Equipment and installation requirements for refrigeration in food service spaces are contained in Section 516.
A steam pressure gage shall be installed in the steam supply line for steam equipment.
Cleaning Space Under Equipment - A clear space of at least 8 inches shall be provided under each piece of
deck-mounted equipment except equipment with bedplate bases. Otherwise, the space under the equipment shall be
effectively closed by a corrosion-resistant steel subbase, watertight at both top and bottom, installed under the equipment;
where the design of the equipment precludes a tight seal at the top of the subbase, the space within the subbase shall be filled
Section 651
S9AA0-AB-GOS-010
2004 Edition
with lightweight concrete. Convection ovens and deck-mounted deep fat fryers shall be leg-mounted for air circulation and
cleaning purposes.
Equipment supported on bedplates shall be secured to a pad which completely seals the bedplate.
Height of Cook-Top Equipment - Griddles, ranges and deep fat fryers shall be installed with top surfaces preferably 36
inches, but not more than 40 inches, above the finished deck. Where practicable, the top surfaces of griddles, ranges and
deep fat fryers shall be equal to the height of adjacent dresser tops.
Abutting Equipment - Equipment abutting other pieces of equipment, dressers, or bulkheads, shall be installed in a
manner to avoid grease or soil catching crevices.
Where the back or side of heat-producing equipment adjoins a bulkhead, an air space of not less than 3 inches shall be
provided. The space between the heat producing equipment and the bulkhead shall be sealed against entry of vermin,
cooking ingredients, or other extraneous matter. That part of the closure piece at the top of the equipment shall be flush with
the top and shall overlap the topmost edge of the equipment to form a sanitary connection. Closure pieces shall form sanitary
corners where they intersect bulkhead sheathing or the lower edge of vent hoods.
Sheathing - If required, corrosion-resistant steel sheathing, 0.50 inch thick, shall be installed on bulkheads in way of
heat-producing equipment, sinks, and vegetable peeling machines. Unless otherwise specified, sheathing for heat-producing
equipment shall extend from the bottom of the ventilation hood to the top of the equipment. The sheathing may be omitted
where the ventilation hood provides equivalent closure.
The lateral extent of sheathing shall be equal to the projected width of the equipment plus 12 inches on either side of
splash-susceptible equipment and six inches on each side of heat-producing equipment. However, where equipment
requiring bulkhead sheathing is closer than 24 inches to the other equipment, the full lateral extent of the intervening
bulkhead shall be sheathed. Adjoining areas of sheathing shall be made integral and shall conform to the greater height
requirement.
Sheathing shall be omitted from bulkheads constructed of corrosion-resistant steel. See Section 637 for sheathing
in food service spaces.
Deep Fat Fryers, Doughnut Fryers, Conveyor Boilers, Griddles, and Ranges - A corrosion-resistant steel shield,
extending to a height of 12 inches above the top surface of the equipment, shall be installed on both sides and back of the
equipment. This protection is provided by bulkhead sheathing, the ventilation hood end plate, or if a dresser is adjacent to
the unit. Where such equipment is located adjacent to a bulkhead or located back-to-back, a corrosion-resistant steel shield
shall be installed between the back bottom skirt of the ventilator hood and the dresser top for dresser-mounted equipment or
to the deck for deck-mounted equipment.
Deep fat fryers shall be installed so that the operator will face forward or aft when in use.
Doughnut fryers shall be oriented longitudinally.
The location of griddle surfaces immediately adjacent to deep fat fryers shall be avoided.
Water sources with free surfaces, such as are contained in sinks, shall be located at least 4 feet from deep fat fryers,
griddles, ranges, or other equipment having external cooking surfaces.
Vegetable Peeling Machines - The coaming enclosing the base of each deck-mounted vegetable peeling machine shall
enclose an area large enough to contain one food container positioned to receive the product of the machine. The effluent of
each peeler shall discharge through a peel trap basket into a drain.
Steam-Jacketed Kettles - Kettles shall be installed at a height providing a 14-inch clearance between the bottom of the
faucet and the finished deck. Valves shall be readily accessible to operator without risk of being burned. Safety relief valves
shall be pull chain actuated from a safe position. Safety valve orifices shall be directed or piped into discharge against the
deck within the coaming at the back of the kettles. Vapor from kettles shall be exhausted via the exhaust ventilation system.
Pressure gages shall be provided for monitoring both inlet and outlet steam pressures. Two-piece hinged covers shall be
provided for deck and bulkhead mounted kettles and a removable single piece cover provided for table mounted kettles.
The coaming enclosing steam-jacketed kettles shall be located 6 inches outside the faucets.
Dressers - Tops and drainboards shall be 0.109 inch thick corrosion-resistant steel. Dresser framework shall be
aluminum alloy. Drawers shall be aluminum alloy except that those in meat preparation areas shall be corrosion-resistant
steel. Dressers shall be constructed in accordance with drawing, NAVSHIPS No. 612-4610852.
Section 651
S9AA0-AB-GOS-010
2004 Edition
Dressers shall normally be installed with working surfaces preferably 36 inches above the finished deck; however, this
height shall be limited to a range of 34 to 40 inches when deck has sheer or camber. Where food service equipment, such as
mini-boilers or breader batter machines, is installed on dressers, the height of the dresser shall be such that it provides the
optimum working height for the equipment. Between the working surfaces, risers of material similar to the dresser tops shall
be provided. Unless otherwise specified, working surfaces shall be installed parallel to baseline.
Normal width of dressers accessible from one side only shall be 30 inches; however, widths not less than 24 inches may
be provided only where it is not practicable to attain a 30 inch width. Dressers accessible from two sides may be increased in
width to 60 inches.
Unless otherwise specified, the space under dresser tops and under drawer units installed within dressers shall be fitted
with one CRES shelf, 8 inches minimum above the finished deck to stow portable food service equipment. Shelving shall be
easily removable and equipped with portable battens on front and fixed battens on sides and back.
Where specified, garbage can stowages shall be provided under dressers and shall have adequately supported
corrosion-resistant steel enclosures at sides and back extending to within 12 inches of the deck.
Dressers under which food is stowed shall be enclosed on sides and back and shall have corrosion-resistant steel doors
in front. Where such enclosures require heat dissipation, perforations not more than one-half inch in diameter shall be
provided in the upper third of the sides.
The edges of dressers not provided with splashboards shall be formed to provide a retainer edge and an apron integral
with the dresser top. The top of the retainer shall be similar to existing dresser tops. Corners of dresser tops adjoining
passage shall be rounded to approximately a three-inch radius.
Splashboards, where required, shall be formed from the dresser top material and shall extend approximately six inches
above the working surface. Splashboards shall be constructed similar to the existing surface. Splashboards shall be provided
at the backs and ends of dressers where they adjoin bulkheads, ventilation hoods, and other commissary equipment such as
ovens, refrigerators, steam-jacketed kettles, and mixers. Corners of splashboards shall be rounded to an approximate
three-inch radius. Splashboards adjoining bulkheads shall be closely abutted to the bulkhead stiffeners but shall be no less
than two inches from bulkheads.
Where a sink is built into a dresser, the top of the dresser shall slope slightly toward the sink for drainage.
Dresser tops immediately adjacent to deep fat fryers shall be provided with a sanitary edge to prevent contamination of
the fryers.
Recesses in dressers for drop-in equipment, such as griddles, hot food warmers and small deep fat fryers, shall be
completely enclosed at bottom, back, and sides. Provision shall be made for cleaning around equipment.
Equipment installed on dresser tops shall be mounted on legs to provide a four-inch clearance between dresser top and
bottom of equipment. Dresser tops shall be adequately reinforced in way of equipment.
Tops of dressers adjacent to the discharge end of dishwashing machines shall be installed to ensure drainage back into
the machine. The dresser top adjacent to the intake end of dishwashers shall be fitted with a drain basket. The drain trough
shall be piped to a deck drain. The retainer edge of dressers shall be increased to a height of at least two inches and
splashboards to 12 inches for a distance of 24 inches from each end of dishwashers.
Tops of dressers on which water could collect shall be provided with drains piped to deck drains.
Prevention of Falling Contaminants - Provision shall be made over cooking equipment, food serving equipment, and
food preparation surfaces to prevent condensate and other foreign matter from dropping into or on this equipment. Pipes,
wireways, and other overhead interferences, from which contaminants could fall, shall not be installed over this equipment.
Beverage Dispenser Stands - Stands for dispensers, such as coffee urns, carbonated and noncarbonated beverages and
milk, shall be similar to Navy Food Service Systems Office drawing, No. 851, Service Stands. Service stands shall be
configured with refrigerated storage compartments and/or nonrefrigerated storage compartments to suit the specific needs of
the installation involved. Refrigerated storage compartments shall be used for back-up supply of milk cans.
Racks and Shelves - Framework, shelving, and battens, except in meat preparation areas, shall be of aluminum alloy. In
meat preparation areas, corrosion-resistant steel or nickel-copper alloy shall be used in lieu of aluminum alloy. Racks and
shelving shall sustain uniformly distributed loads of not less than 100 lb/ft2 and concentrated edge loads (at points of
maximum moment) of no less than 200 pounds.
Section 651
S9AA0-AB-GOS-010
2004 Edition
Where necessary to install shelving or racks above dressers or other working surfaces, a minimum clearance of 18
inches shall be provided above the working surface. The front of these shelves or racks shall be set back from the working
face of dressers 12 inches.
Pan and kettle racks shall not be installed over cooking equipment.
Where retainer edges are required on shelving or racks, the flange shall be hemmed over approximately 3/8 inch.
Retainers shall be no less than 1 inch high.
Shelving and racks shall be provided with battens, as required, to retain contents.
651d. Food Service Spaces
Bakery - The horizontal dough mixing machine shall be installed on a foundation of sufficient height to permit
convenient transfer of dough to dough troughs.
Where space permits, the baker's work dresser shall be accessible on both sides. The top shall be covered with a 3/4
inch thick removable styrene-butadiene rubber composition the full length and width of the dresser. In general, the length
shall be based on 6 inches per oven deck, where accessible on both sides, and 8 inches per oven deck where accessible on
one side only. The minimum length shall be 42 inches, and the width shall conform to general dresser requirements.
Stowage for dough troughs shall be provided under the work dresser. Where bakery and galley are combined, a dresser
fulfilling the above requirements shall be located in the bakery area.
Stowage for mixing bowls shall be provided under the work dresser in bakery areas not provided with dough troughs.
Stowage shall be provided for pans and other portable bakery equipment.
Minimum bulk stowage usable volume shall be 2 cubic feet for up to 120 accommodations, and shall increase at a rate
of 1 cubic foot for each additional 60 accommodations. Stowage may be on bulkhead-mounted shelving or racks. Bulk
stowage shall be in batten-enclosed deck area with deck grating.
Bread Room - A mounting dresser shall be provided for the bread slicer. Its length shall be sufficient to provide
preferably 30 inches, but not less than 24 inches, of clear area on each side of the slicer. Dresser width shall be 33 inches.
Shelving for bread baskets shall be provided over and under the bread slicer dresser. This shelving shall be removable
and adjustable without the use of bolts or screws. Shelf spacing shall provide sufficient clearance for baskets filled with cut
bread.
Galley, Galley Serving Annex, and Extended Serving Line - The wardroom galley, CPO galley, and captain's galley
shall be provided with cutting boards, lockers for ready supply of staple foods, plate racks, glass and cup racks, towel racks,
and shelving. Each galley shall be provided with pan, kettle and knife racks. The capacity and quantity of these
miscellaneous items shall be appropriate for the articles to be stowed.
The flag galley equipment shall be similar to that of the captain's galley.
Crew/troop galleys shall be provided with shelves, hooks, and other fittings for the proper stowage of pots and pans.
Equipment in the crew mess line extension, consisting of (as applicable) refrigerated counter, coffee urns, beverage
dispensers, and soft ice cream freezer dispensers, shall be preferably arranged in the above order for each galley serving line.
Tray rails shall be provided on serving line extension. Dispensers shall be mounted on service stands.
Pantry - Pantries shall be provided with cutting boards, knife racks, plate, glass, and cup racks, towel racks and
shelving. The capacity and quantity of these miscellaneous items shall be appropriate for the articles to be stowed. Serving
windows shall be provided, where required, for efficient food service.
Meat Preparation Spaces - The meat preparation space shall be convenient to the thaw room or thaw refrigerator.
Vegetable preparation spaces - Bulk stowages greater than 12 cubic feet shall extend to the deck and shall be provided
with portable battens and deck gratings. Salad pan stowage shall be aluminum alloy configured to hold standard food pans
12 by 20 by 4 1/2 inches high. The lowest pan shall be at least 10 inches and no higher than 75 inches above the deck.
Provision Issue Room - The bulk stowage area shall be provided with portable battens and deck gratings.
Loose stowage shelves shall be adjustable on 5-inch increments and shall have a usable volume of not less than 45
cubic feet. A dresser 30 inches wide and approximately 8 feet long shall be provided with shelves over and under. Where an
issue window is provided, the dresser shall extend in way of the window for convenient transfer of provisions. Where
provisions are issued through a door, the dresser shall adjoin the door and a hinged extension of the dresser top shall be
provided in way of the door. The extension shall hinge to an unobstructing position when not in use.
Section 651
S9AA0-AB-GOS-010
2004 Edition
A minimum passage width of 24 inches shall be provided in way of provision stowages.

Sculleries - Sculleries shall be fitted with dressers approximately 30 inches wide, configured to suit the space
arrangement.
Each dishwasher (single tank, double tank or flight type) shall be fitted with a detergent dispenser for powdered
detergent and an automatic rinse injector for liquid rinse additive. Rinse water for single tank machines and final rinse water
for double tank and flight type machines shall be provided at proper temperature of 180 degrees F. minimum or as specified
in publication, NAVMED P-5010, Manual of Naval Preventive Medicine from coil type instantaneous booster heaters.
Steam mixing valves are prohibited. A steam heating coil or immersion type electric heater, thermostatically controlled, shall
be installed in the rinse tank of each double tank of flight type machine to maintain the recirculating rinse water at proper
temperature of 160 degrees F. minimum or as specified in Manual of Naval Preventive Medicine publication, NAVMED
P-5010. Steam injection is prohibited. A thermometer shall be installed in the hot water final rinse supply line on all
dishwashers. The installation of the thermometer shall be as close as practicable to the point where the hot water supply
enters the dishwashers and shall be accessible and visible from the front of the dishwashers. The thermometer and
installation shall be such that the thermometer can be quickly removed for calibration. Range of the thermometers shall be
over the operating range of the final rinse cycle. Thermometers shall be of a type that permits adjustment for calibration.
The dial face of the thermometer shall be colored green between 180 degrees F. and 200 degrees F. Dishwashers shall
accommodate dishwasher racks, either 16 or 20 inches square, as applicable.
Double tank and flight type dishwashers shall be oriented longitudinally.
Where used, a cup or glass bowl racking shelf shall be constructed on a 25-degree angle sloped toward the operator
with the front edge 18 inches above the dresser top. The shelf shall be provided with a solid bottom and a drain to relieve
effluent build-up.
Where specified, stowage shall be provided for dishpans, water pitchers, food carriers, dishwashing machine racks, one
32 gallon garbage can and miscellaneous mess gear. Where the scullery is not large enough to accommodate the allowance
of mess gear specified to be stowed therein, lockers or other means shall be provided to stow the excess gear near the
scullery or the galley. For garbage grinder prerinse units and manual spray units, see Section 656; for sinks, see Section 644.
Coffee Mess - Where specified, coffee messes are provided in squadron ready rooms, crew shelters, Aircraft Carrier
Intelligence Center, Flag Operations and Analysis, and Central Control Station. A coffee mess consists of a coffee maker,
type I, style B, class 1, Fed Spec. W-C-500, and a service stand with a K-4 sink. The service stand shall be similar to other
dressers except that the depth and length shall be sufficient to mount the coffee maker and one K-4 sink with mixer type
faucet and hot and cold potable water.
The stand shall be enclosed on the sides and back, shall have hinged doors in front, and shall have shelving for the
stowage of coffee ingredients and accessories. The stowage portion shall not extend under the sink and shall be partitioned
therefrom.
651e. Overhaul and Repair
Overhaul shall be in accordance with applicable military specifications and manufacturer's technical manuals for food
service equipment such as: electric ovens and ranges, food mixing machine, deep fat fryer, toasters, coffee urn, warming
oven, griddle, coffee percolators, refrigerators, soft ice cream freezer, and automatic ice cuber, bread proofer, meat slicing
machine, hi-compression steamers, steam jacketed kettles, electric food warmers, flake ice/water dispenser, food shaper,
vegetable peeler, vegetable slicer, food cutter, carbonated beverage dispenser, cold food counter, refrigerators, freezers,
non-carbonated beverage dispenser, and milk dispenser.
Food service equipment, when required to be replaced, shall be procured in accordance with the "Shipboard Food
Service Equipment Catalog," NAVSUP publication 533.
All food service equipment shall be tested to determine specified operation after installation. Appliances shall be
operated without load for 2 hours. Appliances shall be tested in accordance with Section 516.
Microwave ovens shall be tested for radiation leakage in accordance with chapter 9340 of publication NAVSEA
0901-LP-340-0001.
Section 651
S9AA0-AB-GOS-010
2004 Edition
Section 651
S9AA0-AB-GOS-010
2004 Edition

SECTION 652
MEDICAL AND DENTAL SPACES
652a. Scope
This section contains requirements for medical and dental facilities and spaces.
652b. General
General requirements for medical and dental office spaces and office furniture and equipment shall be in accordance with Section
661.
Photoluminescent marking requirements for medical equipment are covered in Section 602.
General lighting requirements for medical spaces shall be in accordance with Section 331 and Section 332. Both the surgical
operating light mounting brackets and the regular light fixtures shall be mounted flush with the false overhead.
For sheathing requirements, see Section 637. Sheathing specified for medical spaces shall be free of projections and dust collecting
surfaces.
Medical and dental spaces shall be soundproofed in accordance with Section 635 to noise levels specified in Section 073 (Category
C for medical and dental treatment spaces and Category B for other medical and dental spaces).
For special door and access requirements for the operating room, the x-ray room, the wards, and the quiet rooms, see Section 624.
New medical and dental spaces shall be outfitted with equipment and furnishings as required to meet the purpose of the
compartment.
Furniture and equipment shall be arranged to allow for easy cleaning and maintenance. Recessed benches to provide waiting space
for personnel, in accordance with drawing, NAVSHIPS No. 805-1634565 (modified to eliminate the hinged seat and the stowage under),
shall be provided in passages adjacent to the medical department office, medical records office, flight surgeon's office, surgical dressing
room, pharmacy, and the bacteriological laboratory. When recessing of the bench is not feasible, a hinged, folding, drop-down type shall
be provided.
Sterilizers shall have all equipment steam relief valve discharge ports piped in accordance with section 505.
652c. Shock
Section 072 herein defines the requirements for shock as it relates to ship's overhauls.
After installation, all equipment shall be operated to demonstrate proper provision of services and that the equipment is operable.
Radiation protection surveys shall be accomplished following the installation of x-ray equipment.
Section 652
S9AA0-AB-GOS-010
2004 Edition
Section 652
S9AA0-AB-GOS-010
2004 Edition

SECTION 654
SERVICE SPACES
654a. Scope
This section contains the requirements for barber shops, ice cream bar, ship's store, and brig.
654b. Barber Shops
Ships having total personnel accommodations of 101 or more shall have a barber shop. On aircraft carriers, a separate
officer barber shop shall be provided; for other ships having officer accommodations of 75 or more, separate officer barber
shops may be provided. Where two or more barber chairs are required for troops, a separate troop barber shop may be
provided. Tenders shall have two additional barber chairs to service crews of ships tended.
For ships having total accommodations of 100 or less, a portable barber cabinet, NAVSEA Drawing No. 805-1634693,
and a stool type V-A, NAVSEA Drawing No. 805-1627547, shall be provided. Stowage shall be provided for the portable
cabinet and stool. Clips shall be installed on a convenient bulkhead area for the support of the cabinet when in use.
Lockers, cabinets and chairs on smaller ships, shall be installed to face forward or aft to preclude items falling from
shelves due to the ship's rolling motion.
Officer barber shops shall be provided with one barber chair per 200 accommodations, or increment thereof, up to a
maximum of three chairs.
Crew and troop barber shops shall be provided with one barber chair per 300 accommodations or increment thereof.
Barber shops shall be arranged in general accordance with NAVSEA Drawing No. 805-1749034 and shall be fitted
with furnishings listed in Table I.
TABLE I
Item
Drawing No. or Spec.
Barber Shop Counter Unit
804-4629246
Chair, Barber
804-4661744
Chair, Type I, class 1, style A
AA-C-275
(Officers only)
Chair, Type I, class 1, style B
AA-C-275
Mirror
805-2253852
Locker, Barber Supply
805-1629991
Lather Machine
Commercial
Coat and Hat Hooks
Commercial
Magazine Rack
S3304-860200
654c. Ship Store
The ship store shall be arranged and equipped in general accordance with drawings, NAVSHIPS Nos. 805-1640897,
805-1640898, 805-1640899, 805-1640900, 805-1640901, and 805-1641128. Display shelving shall be fitted with one-inch
aluminum price ticket molding along entire front of each shelf. On ships without an ice cream bar, one ice cream
freezer-dispenser, soft freeze, type I, shall be provided in the ship store (see Section 516).
Stowage shall be provided in the vicinity of the ship store for a waste receptacle. Where a ship store is equipped with
soft ice cream making facilities, stowage shall be provided for a garbage can in lieu of a waste receptacle.
The frame of cash registers shall be securely mounted to a reinforced cabinet or countertop, using 3/8 inch minimum
mounting bolts symmetrically spaced. Arrangement of the counters shall allow for mounting the cash register so that it faces
forward or aft.
Section 654
S9AA0-AB-GOS-010
2004 Edition
654d. Ice Cream Bar/Snack Bar

The ice cream bar shall be equipped and generally arranged in accordance with drawing, NAVSHIPS No.
805-2145805.
654e. Brig
In ships with accommodations (including accommodations for ships tended) for 500 personnel or more, a brig shall be
provided.
The brig shall include a sentry vestibule, a cell lobby, two security (single) cells for separate confinement, and one
detention (community) cell having a minimum capacity of three berths for the first 500 accommodations and one additional
berth for each 500 additional accommodations or major fraction thereof. For brig doors, see Section 624.
Sanitary facilities shall be provided in the lobby.
The brig arrangement, outfitting, construction, and details shall be in general accordance with drawing, NAVSHIPS
No. 803-2252308.
Cells and lobby shall be constructed such that a prisoner cannot harm himself or others or cause damage to ship
installations.
Pipes, ducts, and cable shall not be installed within the cells or lobby, if practicable. Where such installation is
necessary, they shall be protected.
Pipes and cable shall be completely enclosed by 5.1-pound steel plate. Valves shall not be installed within the cells or
lobby.
After installation, all equipment shall be operated to demonstrate performance specified in applicable technical manual.
Section 654
S9AA0-AB-GOS-010
2004 Edition

SECTION 655
LAUNDRY AND DRY CLEANING FACILITIES
655a. Scope
This section contains general requirements for installation and maintenance of shipboard laundry and finishing
equipment.
655b. General Requirements
Equipment - Washer-extractors, tumbler dryers and finishing equipment, when required to be replaced, should be
procured in accordance with the "Navy Laundry and Dry Cleaning Equipment Catalog," S6152-B1-CAT-010.
Table and counter tops shall be corrosion-resisting steel, Fed. Specs. QQ-S-763 and QQ-S-766, class 304, finish 4;
frames of tables and counters shall be aluminum alloy as specified in Section 100.
Steam pressure gages shall be installed in the steam supply lines of presser and tumbler dryers. The quantity and
location of gages shall be such that a gage can be conveniently read from each operator position. A thermometer shall be
provided in the exhaust duct from each tumbler dryer if not provided as an integral part of the dryer.
Installation - The combination washer-extractor machines and stationary tub shall be grouped together and surrounded
by a coaming; see Section 120. The deck in way of the washer-extractor shall be reinforced as necessary to ensure that
vibration during the extraction cycle does not exceed the maximum acceptable amplitude specified in the referenced
equipment specifications. Machines having drums rotating on a horizontal axis shall be installed with the axis fore-and-aft,
where practicable. The equipment shall be mounted with hold-down bolts tightened in accordance with manufacturer's
recommendation to provide a metal-to-metal fit between the base of the machine and the foundation.
All laundry equipment should be arranged to allow for proper operation and maintenance in accordance with NAVSEA
"Navy Laundry and Dry Cleaning Equipment Catalog," S6152-B1-CAT-010.
Tumbler dryers and combination washer-extractor machines shall be fitted with flexible piping connections.
Hot and cold potable water and air supply, at temperature and pressure to suit equipment, and drainage arrangements
shall be provided as specified in Sections 532, 528 and 551. Hot water for washer-extractors shall be supplied from coil type
hot water heaters. For steam pressure below 75 lb/in2, laundry presses shall have aluminum heads. Laundry presses shall be
pneumatically operated. A damp box shall be installed at each press set location. A cold potable water line shall be provided
in the pressing area with a connection above each press set for attaching a laundry spray gun. A spray gun, Mil. Spec.
MIL-L-19493, shall be provided at each such location.
Fire safety placards shall be posted on the front of all laundry dryers due to the frequency of fires in laundry dryers and
clothes hampers. Placards are obtainable from "Navy Publications and Forms Center," Philadelphia, PA., Stock number
0177-00-144-5034.
655c. Laundry Service Spaces
Laundry receiving and issue spaces shall have sorting tables with shelves, over and under. Bare corrosion-resisting
steel sorting bins, 14 inches wide, 11 inches high, and 20 inches deep with a retaining lip not more than 1 inch high on the
bottom front of each bin shall be provided in the issue area. The quantity of sorting bins shall be not less than 50 percent of
the combined officer and CPO accommodations and shall be 75 percent, where space permits. Space for receiving soiled
laundry and issuing finished laundry shall be provided to the maximum extent practicable.
A marking machine shall be provided in the receiving area.
Lockers and shelving shall be provided for laundry stores and tables shall be provided for working surfaces, either in
the dry portion of the laundry or in laundry service spaces adjacent thereto. Laundry bag stowage, enclosed by vertical
battens, shall be provided adjacent to the laundry receiving space.
Section 655
S9AA0-AB-GOS-010
2004 Edition
Laundry receiving and issue spaces shall each be provided with a Type V stool, drawing, NAVSHIPS No.
805-1627547; where receiving and issue spaces are combined, only one stool shall be provided.
655d. Tailor and Dry Cleaning Shop
When equipment is required to be replaced such as dry cleaning machines, presses, and spotting boards, it shall be
procured in accordance with the "Navy Laundry and Dry Cleaning Equipment Catalog," NAVSEA S6152-B1-CAT-010.
Table and counter tops shall be corrosion-resisting steel, Fed. Spec. QQ-S-73 and QQ-S-766, class 304, finish 4; frames
of tables and counters shall be aluminum alloy.
A steam pressure gage, located near the press area, shall be installed in the supply line to the dry cleaning press
equipment. The gage shall be in accordance with Mil. Spec. MIL-G-18997, type I, class A, composition 1, zero to 200-lb/in2
range, with a 4 1/2 inch diameter dial.
Dry cleaning equipment authorized for overhaul shall be overhauled in accordance with the applicable equipment
technical manuals.
Label plates (see Section 602) shall be installed in conspicuous locations in the tailor and dry cleaning shop, in red
letters 1 inch high, shall be as follows:
WARNING
DO NOT USE FLAMMABLE DRY CLEANING
FLUID IN THIS SPACE
The stowage tank and dry cleaning machine(s) shall have label plates (see section 602) attached reading as follows:
WARNING
USE ASTM D4081
TETRACHLOROETHYLENE (PERCHLOROETHYLENE)
DRY CLEANING FLUID ONLY
WARNING
VAPOR HARMFUL
USE ONLY WITH ADEQUATE VENTILATION
AVOID PROLONGED OR REPEATED
CONTACT WITH SKIN
DO NOT TAKE INTERNALLY
For dry cleaning fluid storage tank requirements, see Section 558.
Section 072, herein, defines the requirements for shock as it relates to ship overhauls.
The laundry shall be operated under full load (washing, extracting, drying and finishing clothes) for a period of not less
than 4 hours to determine that all laundry equipment functions in accordance with specification requirements. During this
test, washer-extractor machines shall produce not less than one rated load per hour and tumbler dryers shall produce not less
than two rated loads per hour.
Section 655
S9AA0-AB-GOS-010
2004 Edition

SECTION 661
OFFICES
661a. Scope
This section contains the requirements for office furnishings.
661b. General
New and modified offices shall be outfitted with furnishings as required to meet the purpose of the compartment efficiently.
Where specified on arrangement plans, portable furniture, including chairs and stools, shall be secured as shown on drawing,
Typewriter desks shall be installed so that travel of typewriter carriages will be forward-and-aft. Desks for "movable ball"
typewriters may be installed either athwartship or fore and aft. Coat and hat hooks shall be in accordance with Mil. Spec. MIL-H-929.
The minimum number for any space shall be one for each person assigned to the space.
Except as otherwise specified, furniture shall be of aluminum alloy and constructed in accordance with Mil. Spec. MIL-F-902 and
applicable drawings. Detail construction of all articles of furniture and equipment shall comply with the referenced specifications and
drawings, as applicable. Materials of furniture and equipment shall conform to MIL-STD-1623 and NAVSEA Habitability Materials List.
For bulletin boards, see Section 640.
Color of upholstery for chairs in offices shall be compatible with other furniture installed therein.
Type A bookracks shall be provided only when they can be fitted directly over a desk or table. Otherwise, type B bookracks shall be
provided.
Sliding map boards shall have rollers for bearing surface and a device fitted to prevent sliding as the ship rolls. The clearance
between sliding map boards shall be l inch.
Key cabinets shall be sized to hold the required number of keys.
661c. Furniture and Equipment
Furniture and equipment shall be in accordance with the following table:
Item
Altar, portable
Bench
Blackboard
Board, aircraft status, aluminum
Board, bulletin, Type A and B
Board, chart, blackboard hinged
Board, chart
Board, chart display
Board, display, visual
Board, map, sliding
Board, officer absentee
Board spotting
Board, status
Board, display, wall
Board, wall map
Bookcase
Bookcase, sectional Type A, B, and C
FURNITURE FOR OFFICE SPACES

Source- Commercial, NAVSHIPS
No., or Spec. No.
S3209-301654
Commercial
Commercial
Commercial
S3209-638101
Commercial
Commercial
Commercial
Commercial
Commercial
S3209-964111
Commercial
S2407-3329313
Commercial
Commercial
S3306-633490
S3209--636616
Section 661
S9AA0-AB-GOS-010
2004 Edition
FURNITURE FOR OFFICE SPACES (Continued)

No., or Spec. No.
Bookrack Type A, B, and C
805-1749061
Cabinet
Commercial
Cabinet, dental, built-in (to extend from deck to overhead)
S3702-860178
Cabinet, card (PCAM)
Commercial
Cabinet, card (PCAM) 10 drawers high, with thumb latching
Commercial
device
Cabinet, drawing, Type E
S3201-632481
Cabinet, drug, Type C
805-1644052
Cabinet, filing, Type C
S3209-860180
Cabinet, filing, Type I II, III, and IV
805-1638844
Cabinet, filing, visible index
Commercial
Cabinet, filing, with combination lock
805-1638842
Cabinet, form
805-1749005
Cabinet, key, with multiple system
AA-C-30
S3209-630008
Cabinet, liberty, card (to accommodate one care for
S3209-630009
each enlisted personnel accommodation plus at
S3209-6300010
least 20 percent)
Cabinet, medicine combination
Commercial
Cabinet, microfilm
Commercial
Cabinet, stationery, bulkhead mounted
805-1749063
Case, toilet, steel
S3306-441992
Case, toilet article
S3601-1024899
Catalog holders
Commercial
Chair, folding
Commercial
Chair, lounge
805-921937
Chair, Type I, Class I, Style A and B
AA-C-275
Chair, special purpose
805-1749059
Chalkboard
Commercial
Control console for IC equipment
Commercial
805-2224391
Desk, typewriter, single pedestal, drop at side, steel
S3209-921666
Desk, log, with drawer
S3209-633953
Desk, radio operating
S6700-635345
Desk, standing 33-inch, Type A and B
S3209-631336
Desk, flat top, single pedestal, steel
S3209-921644
Desk, typewriter, single pedestal
805-2224393
Drawer divider
Commercial
Hinged leaf unit
S8802-921794
Hook, Mailbag
Commercial
Illuminator, X-Ray Film
Commercial
Locker, Chaplain gear
S3209-607000
Locker, clothing Type A and D
805-1626365
Locker, clothing, Type B1 and B2
805-1626432
Locker, film record training aids equipment
S3003-736431
Locker, medical
S3702-851544
Locker, overcoat Type F
S3906-921757
Locker, photo-print
805-1629948
Locker, recognition aid training equipment
S3003-736430
Locker, religious literature
S3209-921861
Item
Section 661
S9AA0-AB-GOS-010
2004 Edition
FURNITURE FOR OFFICE SPACES (Continued)

No., or Spec. No.
Locker, safe, Type I Nos. 1 through 7
S3209-860208
S3209-860209
S3209-860210
S3209-860211
S3209-860212
Post office furniture
805-2217415
805-2217416
805-2217417
805-2217418
Pulpit, portable
S3209-860207
Rack, mail, Type A and B
S3202-860199
Rack, pigeonhole, Type A and B
S3202-860199
Rack, stowage, wall, with PCAM card trays
Commercial
Rack, technical publication
Commercial
Reader-printer, microfilm
Commercial
Safe, lightweight
805-1749062
Safe, Type I and Type II
805-1629982
Screen, Movie
Commercial
Seat, movie, fixed type with hinged table arm
Commercial
Shelf, hinged
Commercial
Shelving, with battens safety bar and 1-inch coaming
Commercial
Spirit clinometer
Section 504
Spirit trim indicator
Section 504
Stool, Type V
805-1627547
Table
S3306-633778
Table, chart
805-921996
Table, coffee
Commercial
Table, drafting
Commercial
Table, end
S8802-921793
Table, examining
BuMed furnished
Table, folding
Commercial
Table, Type A and B, Size I and II
S3209-961226
Table, with Type A and B rack
S8802-921793
Templates, cargo (with index)
Commercial
Transom
805-921937
Item
661d. Office Spaces

The Engineering Department Office, Executive Department Office, Repair Department Office, Supply Department Disbursing
Office, and Supply Department Stores Office will be fitted with a counter just inside the access to the space. This counter will keep
customers from entering the working area. A drawing cabinet, drawing, NAVSHIPS No. S3201-632481, modified as required, shall be
used as the counter. The drawers of the counter shall open into the office working area. Where necessary, a gate or low type metal joiner
door will be installed to provide a continuous barrier between the office proper and service area.
661e. Shock
Section 072 herein defines the requirements for shock as it relates to ship's overhauls.
Section 661
S9AA0-AB-GOS-010
2004 Edition
Section 661
S9AA0-AB-GOS-010
2004 Edition

SECTION 663
ELECTRONIC CONTROL CENTERS
663a. Scope
This section contains the furnishing requirements for electronic control spaces and equipment.
663b. General
Electronic control centers denote spaces for command and surveillance, interior communications, navigation, and aviation control.
Examples of command and surveillance spaces are Combat Information Center, Pilot House, Communications Center, Signal
Shelter, and radar, weapons control, and sonar equipment rooms.
Interior communication and navigation spaces include Interior Communication and Gyro Compass Rooms, Ship Inertial Navigation
System Equipment Rooms, Chart Rooms, TV Control Rooms, and TV Studio.
Aviation control spaces are those in which functions similar to those of command and surveillance are performed but which are
primarily designed for conducting, coordinating or monitoring tactical/non-tactical air operations.
Equipment mounted on overhead fiddleboards or panels shall be recessed to the maximum extent feasible, consistent with
maintenance requirements, so that equipment faces and operating controls are within the same plane. Bracketing out to achieve a planar
arrangement shall be kept to a minimum.
663c. Furniture and Fixtures
Applicable general and installation instructions in Sections 604, 661, and 640 apply to this section.
Table 1 contains furniture and fixtures requirements in command, combat control, communication, and electronic spaces. Items
modified or manufactured shall be at least equal to that of Navy standard designs, and the quality shall be in accordance with NAVSHIPS
drawings for similar items, Mil. Spec. MIL-F-902 and, where specified, Mil. Spec. MIL-F-243.
Upholstery, cushioning, draperies, and curtains shall conform to materials listed in MIL-STD-1623. This provision shall have
precedence over conflicting specifications.
Status boards and transparent displays which are mounted against bulkheads shall be hinged so that the rear surfaces will be
accessible for cleaning or marking. Positive means shall be provided to hold the hinged surface in its operational position.
Awnings installed at the Exposed Conning Station shall be as specified in Section 613.
One chair, type I, class 1, style B, Fed. Spec. AA-C-275, shall be provided for each radio and teletype operator position.
One chair, special purpose, drawing NAVSHIPS No. 805-1749059, shall be provided for each indicator console operator position
unless the console is normally operated in the standing position.
At least one bookrack, type B, drawing, NAVSHIPS No. 805-1749061, shall be installed in each manned electronic space.
Where furniture is not specified for unmanned electronic equipment spaces, a stool, type V, drawing, NAVSHIPS No. 805-1627547,
and a workbench, drawing, NAEC No. 6SE00063, shall be provided as appropriate and practical for space requirements.
Edge lighted tactical display and ship status boards which are located in the Pilot House, shall have red edge lighting, Mil. Spec.
MIL-P-21381.
Blackout and security curtains shall be capable of being opened and closed. When closed, the blackout installation shall be
light-tight under all ship conditions. The security curtains shall block visual access. When opened, both installations shall allow free
access to the screened equipment for purpose of operation and maintenance.
Aircraft spotting boards shall be similar in construction to drawing, NAVSHIPS No. 54803-841124, except the front (faceside) shall
have a matte surface to permit writing thereon with china marking pencils. Spotting boards shall have, to a scale of 1/16-inch to the foot,
outlines of the deck surface available for parking aircraft and the location of the following applicable items:
Arresting gear across-deck pendants
Barricades
Catapult holdback track and jet blast deflector
Elevators (aircraft and bomb)
Fireplugs
Radio mast areas
Deep web frames and any other fixed protrusion in the parking area
Outlets for:
Section 663
S9AA0-AB-GOS-010
2004 Edition
Gasoline
JP-5
Oxygen
Aviation lubrication oil
High pressure air for aircraft
Electrical service
Aircraft starting
Cooling stations
Oil drains
Fire fighting foam
Fixture requirements for stowage of electronics test equipment and electronics instruction manuals are contained in Sections 400 and
671.
Special stowages and stowage of on-board repair parts are contained in Sections 671 and 083, respectively.
Clocks shall be as specified in Section 504.
Furnishings in electronics control centers shall be in accordance with the following table:
Item
Bench, padded, with stowage under
Berth-transom, combination, single
Bins, map stowage, shelves with vertical partitions
spaced 2 inches apart
Board, bulletin
type A (42 by 28 inches)
type B (23 by 33 inches)
Board, chart display
Board, display pegboard
Board, plotting, ship status and tactical display,
edge-lighted
Board, plotting, winds aloft
Board, plotting, surface and maneuver, illuminated
Bookrack, types A, B, and C
Bookrack (modified) (Note 2)
Box, first aid
Cabinet, dead reckoning tracer
Cabinet, file
Cabinet, file, types I, II, III, and IV
Cabinet, file, with combination lock and dust cover
Cabinet, form
Cabinet, key, (Note 4)
type I (drawer cabinet)
type II (wall cabinet)
type III (portable box)
type A (57 keys)
type B (14 keys)
type C (306 keys)
type D (614 keys)
type E (2 keys)
Cabinet, meteorological display board
Section 663
TABLE 1
or Spec. No.
805-1634565
S3306-921852
S3000-021860
S3209-638101
S2408-141979
Commercial
MIL-P-21381
MIL-P-4641
815-1853015
805-1749061
805-1749061
S3702-921917
805-1636461
S3209-636606
805-1638844
805-1638842
805-1749005
AA-C-30
S3209-961045
S3209-860194
S3209-303821
S3209-303821
S3209-860194
805-1641272
Item
S9AA0-AB-GOS-010
2004 Edition
TABLE 1 (Continued)
or Spec. No.
S3003-1022777
S3306-532423
805-1648674
805-2224375
Cabinet, stowage, for electronic repair parts

Chair, bridge wing
Chair, bridge wing (mine sweepers)
Chair, bridge wing, reclining
Chair, (seat folding, bulkhead mounted) (similar to
bridge wing chair)
Chair, general purpose, type I, class 1,
style A (with arms)
style B (without arms)
Chair, operators special purpose (mine sweepers)
Chair, lounge or sectional transom
Chair, Pilot House, with foot rest
Chair, fly control
Chair, single, for aviators ready room
Chair, special purpose
Container, handheld binoculars, non-watertight, and
watertight 805-1749007
Desk, double pedestal
Desk, single pedestal
Desk, single pedestal LH or RH with typewriter well
Desk, radio operator
Desk, log, hinged top
with drawer
drop leaf
standing, type A with
locker, type B, with small arms locker
Lamp, desk, with filter
assembly MIL-F-16377/48
Symbol 121.1 (Red/White)
121.2 (Blue/White)
Locker, gear
Locker, tape storage
Locker, safe, type 1
type 4
type 6
type 7
type 10
Rack, pigeon hole (note 3)
Rack, stowage, compressed gas cylinder, non-metallic
Rack, stowage, survival
support device
Safe, lightweight, combination lock
Stool, general purpose
type V-A (with back rest)
type V (no back rest)
Stool, (spring loaded, folds up against mounting surface)
Table, 36 by 60 inches
Table, chart
Table, chart, modular (Note 1)
805-1648666
AA-C-275
805-1648673
805-921937
S3306-607230
805-1643214
805-1646563
805-1749059
S309-633117
805-2224391
805-2224393
S6700-635345
S3209-634554
S3209-633953
S3209-866181
S3209-631336
MS-16719
S3605-630718
RE-C-2695995
S3029-860208
S3029-860210
805-1628882
S3209-860212
805-1410335
S3302-860199
805-4477928
804-4661743
805-1749062
805-1627547
805-1635672
S3306-633778
805-1648656
805-921996
Section 663
S9AA0-AB-GOS-010
2004 Edition
Item
TABLE 1 (Continued)
or Spec. No.
815-921929
S3306-638243
805-1749104
805-1641273
805-1631377
805-1625029
Table, communication, Combat Information Center

Table, end
Table, folding, single pedestal
Table, meteorological, light
Table, radio monitoring 1, 2, 3, and 4 position
Table, server, modular,
24-inch width
50-inch width
Table, serving, 60 inches
S3306-633333
Table, tactical support
S3306-633778
S3209-961226
Table, type A (with drawers) and type B
Size I (30 by 60 inches)
Size II (30 by 72 inches)
Table, writing, with drawer
S3306-638434
Viewer, microfiche 24X and 48X
MIL-V-80240
Workbench, electronics, modular (Notes 1 and 5)
NAEC-6SE00063
Workbench, modular
BUWEPS 63-A-114
NOTES:
1.
Variable configuration.
2.
18 inches deep, and width as specified, fabricated in accordance with drawing, NAVSHIPS No. 805-1749061, but
omitting items 7, 8, and 9 of the list of materials.
3.
Holes shall measure 5 inches high, 8 1/4 inches wide and 10 1/4 inches deep.
4.
Key cabinets shall be secured to bulkheads by a means to prevent forcible removal.
5.
Kneehole and exposed ends of workbench shall be insulated in same manner as specified for top and front.
The requirements for technical documentation relating to the SHIPALT development process are specified in Section 085 herein.
Section 072 herein defines the requirements for shock as it relates to ship's overhaul.
Section 663
S9AA0-AB-GOS-010
2004 Edition

SECTION 664
DAMAGE CONTROL SPACES
664a. Scope
This section specifies requirements for modification or relocation of damage control spaces.
664b. General
When the ship's overhaul involves modification or relocation of damage control spaces on surface ships 220 feet in length or over,
the ship shall be fitted with furniture and equipment specified herein.
Additional damage control requirements for specific installations, structure, and systems are contained in other sections of these
specifications. Central control station and fog foam and foam injection stations requirements are covered in Section 252 and Section 555,
respectively.
Racks, bins, and clips shall be provided for the orderly stowage of repair equipment in repair stations and secondary damage control
central. All items shall be stowed individually in clips or receptacles so as to be readily accessible. Individual items shall not be stowed in
separate locked containers except for large items which may be stowed outside stations. All stowage shall be labeled and a list of articles
shall be provided in a card holder within the station. The stowage arrangement in stations shall be similar to that shown on the following
drawings, NAVSHIPS Nos.:
805-2482504 and 805-2482505 for cruisers, aircraft carriers, command ships, LPD and LPH.
805-2482508 and 805-2482509 for destroyers, patrol ships, and mine warfare ships.
805-2482512 and 805-2482513 for auxiliaries and amphibious warfare ships (except LPD and LPH).
644c. Damage control central
Damage control central for destroyers and auxiliaries shall be fitted as follows:
Item
Damage control table and rack
--or-Damage control table and rack
Hinged leaf unit
--or-Hinged leaf unit
Hand lanterns
Stool, Type V
Clinometer (Trim)
Clinometer (Heel)
Combination safe locker No. 7 only when
damage control book is classified
Communication and alarm system equipment
Firemain gages
NAVSHIPS Dwg. or Spec. No.

805-225286 with Type A rack, for 38-1/2 by
53 inch diagrams
805-92130 with Type D rack, for 25 by 38
inch diagrams
S8802-621794, Type A, for 38-1/2 by 53
inch diagrams
S8802-921794 Type E, for 16 by 27-1/4 inch
diagrams
As required by Section 332
805-1627547
See Section 504
See Section 504
S3209-860212
Quantity
1
1
2
1
1
1
1
1
As required by Sections 432, 433, 436, 437

See Section 521
Section 664
S9AA0-AB-GOS-010
2004 Edition
664d. Repair stations

Repair stations, other than secondary damage control central, shall be provided in accordance with Table I.
Repair stations shall be fitted as follows:
Item
Damage control table and rack

805-2252826 Type A rack, for 38-1/2 by
53 inch diagrams
--or-Damage control table and rack
805-921930 with Type D rack, for 25 by

38 inch diagrams
S8802-921794, Type A, for 38-1/2 by 53
inch diagrams
Hinged leaf unit

Hand lanterns
Stool, Type V
Master key box
Welding set
Firemain gages
S8802-921794, Type E, for 16 by 27-1/4

inch diagrams
S8802-921794, Type F, for 25 by 38 inch
diagrams
805-1627547
S3209-860212
805-2482516
Quantity
1
1
2
1
1
1
1 (passage
side of access
door)
Note 1
See Section 521
NOTE 1: The 200A damage control portable arc welding machine shall be either motor generator set, MIL-W-24150 or
transformer-rectifier type MIL-W-19285, Type II.
In addition to the above, propulsion repair 5 station shall have the following diagrams stowed so as to be readily accessible for
damage control or training purposes:
Main steam
Auxiliary steam
Auxiliary exhaust
Feed and condensate
Fuel service
There diagrams shall be reproductions of the diagram portion of the machinery piping system diagrammatic arrangement and shall be
laminated on both sides with clear plastic in accordance with Section 602. The front sheet shall be furnished with a matte surface which
will permit writing thereon with black or colored pencils. The printed charts included between the laminations shall have a light grey or
flat (non-reflecting) white background with black lines and figures. Other material and the construction shall be in accordance with
drawing, NAVSHIPS No. S2803-841124.
Plate size shall not exceed l2 inches by 40 inches.
Section 664
S9AA0-AB-GOS-010
2004 Edition
664e. Secondary damage control central

A secondary damage control central shall be provided for cruiser types and larger combatant ships and shall be fitted as follows:
Item
Cabinet and rack
Hinged leaf unit
Hand lanterns
Stool, Type V
Clinometer (Trim)
Clinometer (Heel)
Communications and alarm system equipment
Master key box
Welding set
Firemain gages

805-2252826 with Type A rack, for 38-1/2
by 53 inch diagrams
S8802-921794, Type A, for 38-1/2 by 53
inch diagrams
805-16277547
See Section 504
Section 504
S3209-860212
As required by Sections 432, 433, 436, 437
805-2482516
Quantity
1
2 (1 left and
1 right hand)
1
1
1
1 (passage side
of access door)
Note 1
See Section 521
NOTE 1: The 200A damage control portable arc welding machine shall be either motor generator set, MIL-W-24150 or
transformer-receiver type MIL-W-19285, Type II.
664f. Unit patrol stations
Unit patrol stations shall be provided on cruiser and larger combatant type ships in each alternate main watertight subdivision on the
damage control deck for the respective repair stations. In addition, a minimum of at least one station shall be provided on the main deck
and in each deckhouse. Each station shall be fitted with the following:
Item
Hinged leaf unit
Patrol locker
Sound-powered telephone equipment
NAVSHIPS or Spec. No.

S8802-921794, Type A, for 38-1/2 by 53
inch diagrams
Note 2
Quantity
1
NOTE 2: Aluminum lockers shall be installed in or near each unit patrol station for stowage of damage control gear. Locker shall be 24
inches square by 5 feet 6 inches high, installed with bottom 6 inches above the deck. Four shelves shall be provided, spaced l2 inches
apart with the first shelf 18 inches above the bottom of the locker.
All equipment for each unit patrol station shall be located within the same watertight subdivision.
664g. Welding sets
One 200-ampere welding set, shall be provided in each repair station except the following:
Propulsion repair 5 on destroyer types, amphibious ships, and auxiliaries.
After repair 3 on auxiliaries between 220 and 550 feet in length, none on auxiliaries less than 200 feet in length.
Where a shop (where welding is performed) is located on or above the damage control deck, the repair station welding set shall be
located in the shop if the repair station is located not more than one deck above or below the shop and not more than one main watertight
subdivision away from the shop. Where the welding set is stowed in a shop, a label or placard indicating the location of the set shall be
displayed in the repair station.
664h. Compartment Check-off Lists
The Naval Ships Technical Manual (NSTM) S9086-CN-STM-020/CH. 079 V2 prescribes the format for Compartment Check-off
Lists and requires that the ship's force keep them current. Every compartment or weather deck area where a damage control facility is
located shall have a Compartment Check-off List permanently posted in the compartment or area concerned.
Section 664
S9AA0-AB-GOS-010
2004 Edition
Duplicate and partial check-off lists - For compartments that have two or more entrances, duplicate check-off lists for each second
and subsequent entrance shall be prepared and posted. These lists shall be clearly labeled "Duplicate".
For compartments that have alcoves or spaces included within them where facilities are located, partial check-off lists shall be posted
in these alcoves, or spaces, but these partial lists shall be clearly labeled "partial" and item numbers on partial lists shall correspond to
numbers on the main list.
Check-off lists shall be kept within practicable limits. Check-off lists for weather decks and some of the larger continuous
compartments on other decks may be divided into sections.
The compartment check-off list shall consist of an itemized list of all fittings with damage control classification and other facilities
useful for damage control, and for ready use of personnel responsible for setting material conditions. The list for each compartment shall
start at the top of a new sheet. The following list is furnished for guidance and sequence:
Access - Watertight, airtight, oiltight, and fumetight doors, hatches, manholes and scuttles.
Miscellaneous closures - Passing scuttles, windows, airports, ammunitions hoist covers, ammunition stores elevator doors, air-test
fittings, voice and pneumatic tube outlets, root cutout valves for ship service steam and freshwater system.
Drainage - Main drainage system valves. Secondary system valves, including semi-permanently installed submersible pumps.
Valves at scuppers, plumbing drains, deck drains, and miscellaneous gravity drains. Caps for overboard discharge connections for portable
pumps. Air escapes, vents, and sounding tubes with valves. Sounding tube deck plates for water tanks, voids, and miscellaneous spaces.
Damage control and ballasting - Valves for ballasting and counterflooding.
Tank drain - Valves in tank drain system.
Firemain, sprinkling, and washdown. - Firemain riser and cutout valves, root valves of flushing system, ammunition space sprinkling
system valves, hangar and miscellaneous sprinkling systems, caps for fixed fog nozzles, and valves for foam, and washdown systems.
Chemical fire systems - Valves in CO(2) system, both flooding and hose reel type. Also FP 180 foam, if not included with firemain
listing.
Fuel - Fuel filling, transfer, and overflow valves. Air escapes, vents, and sounding tubes with valves and sounding tube deck plates.
JP-5 - Valves for filling, transfer, overflow, and auxiliary service, including aviation fueling and defueling stations. Air escapes,
vents, and sounding tubes with valves and sounding tube deck plates.
Aviation and automotive gasoline - Valves for filling, transfer, and overflow; including fuel and defueling stations and saltwater
compensating valves.
Ventilation - Fans, valves, flame arrestors, and closures for mechanical and natural supply, exhaust, and recirculating systems.
Closing devices for weather opening, mechanically-operated fire dampers, and classified valves in the chilled water system.
Remote operation - Reach rods and flexible cable with deck plates or handwheels; hydraulic, pneumatic, or electrical operated
remote control stations, including pushbutton to start-stop ventilation fans and pumps.
Compressed air - Valves in high, medium, and low and ship service systems, excluding reducing automatic cutout valves.
Oxygen and nitrogen - Valves and fittings.
Miscellaneous unclassified - The following items shall also be listed, but no classification or marking is required:
Air escapes and vents not provided with closure fittings.
Dial and sound powered telephones listed in directory.
Casualty communications terminals.
Casualty power terminals.
Multi-purpose outlets.
Casualty power panels.
Deck drains with no closure devices.
Fireplugs.
Fire zone bulkheads.
Foam generators.
Loudspeaker transmitters and receivers listed in directory.
Relief, check, reducing, and automatic cutout valves (with no closure devices) shown on damage control diagrams.
Ventilation and air conditioning ducts that penetrate watertight or airtight bulkheads but are not fitted with closure devices.
The following portable articles shall also be listed:
Blank flanges for compartment air testing.
Casualty communication cables.
Casualty power supply cables (indicate cable length and rack number).
Fire extinguishers, 15-pound CO(2) and dry chemical.
Section 664
S9AA0-AB-GOS-010
2004 Edition
Foam proportioners.
Hose for fireplugs, fixed fog.
Pumps, electric, submersible.
Oxygen breathing apparatus.
664i. Shock requirements
Furnishings and stowages shall meet grade B or C shock requirements, except where the equipment is specified or designed to meet
grade A shock requirements. In such cases, stowages shall meet grade A shock requirements.
Repair Station
Main Deck Repair 1
Aircraft
Carrier
(1)
X
(IF, IB &
IA)
X
X
X(2)
X(2)
X(14)
X
X
TABLE I - REPAIR STATION

Auxiliaries and Other
Cruiser
Destroyer
Surface Ships:
and
Ocean Escort
Over 550
Between &
Feet
550 Feet
X
X(5)
(IF, IB &
IA)
X
X
X
X
X
X
X
X
X(2)
X(6)
X(2)
X
X
X(14)
Forward Repair 2
After Repair 3
Amidship Repair 4
Propulsion Repair 5
Ordnance Repair 6
Gallery Deck and
I
Gallery Deck Repair
7F & 7A
Electronic Repair 8
X(3)
X(3)
Aviation Fuel Repair
X(12)
X(4)
Team
X(13)
X(4)
Crash and Salvage
Repair Team (15)
Ordinance Repair
X(8)
Team
NOTES:
1.
Pertains to CV, CVN, and LPH.
2.
If combined - Repair 4 is designated as
"Forward Propulsion Repairs 4 and 5", and
Repair 5 is designated as "After Propulsion
Repairs 4 and 5".
3.
For aircraft carriers and missile firing ships.
4.
For ships equipped for manned helicopter
operations.
5.
For large AP types only.
6.
For large auxiliaries (includes superstructure).
Less Than
220 Feet
X(11)
X(10)
X(10)
X(3)
X(4,7)
X(4,7)
X(4)
X(4)
X(9)
X(9)
X(4)
7.
8.
9.
10.
11.
12.
13.
14.
15.
Ordinance
Repair Team
For AV, AVP, and cargo gasoline carrying ships.

For ships equipped for armed aircraft operations.
For AE type ships.
for MSO/MSC only.
Except MSO/MSC.
If not combined with Repair 1F, 1B, 1A.
If not combined with Repair 7F, 7B, 7A.
Combined with Repair 2 and 3.
See Section 671.
Section 664
S9AA0-AB-GOS-010
2004 Edition
Section 664
S9AA0-AB-GOS-010
2004 Edition

SECTION 665
WORKSHOPS, LABORATORIES AND TOOL ISSUE ROOMS
665a. Scope
This section contains the requirements for ship support hull, mechanical, electrical (HM&E) and aviation/avionics repair, overhaul,
test and maintenance industrial facilities (workshops, laboratories and tool issue rooms, industrial systems, industrial plant, specialized tool
equipment, including accessories). This section does not contain requirements for nuclear facilities.
665b. Definitions
Workshops - Dedicated spaces or areas in which manufacturing, repairing, inspecting, testing, calibrating and maintenance of
shipboard equipment and components is performed.
Laboratories - Dedicated spaces or areas in which analytical testing of shipboard materials (fuel, oil and water) is performed. See
Section 652 for medical laboratories.
Tool Issue Rooms (mechanical) - Dedicated spaces or areas in which inspecting, repairing, testing, stowing and issuing mechanical,
pneumatic and hydraulic tools and equipment is performed.
Portable Electrical Tool Issue Rooms (PETIR) - Dedicated spaces or areas in which inspecting, repairing, testing, stowing and
issuing portable electrical tools, extension cords, security lights and related equipment is performed.
Industrial Plant Equipment (IPE) - Installed equipment used for cutting, abrading, shaping, forming, joining, turning, milling,
drilling, punching, pouring, heating, coating, treating or otherwise altering the physical, electrical or chemical properties of materials,
equipment or components.
Specialized Equipment (SE) - Equipment which performs special analytic, assembly, cleaning, polishing, flushing, calibrating,
measuring, testing, adjusting, maintenance operations and functions on shipboard systems, equipment and components. SE can be
categorized by either being installed or mobile equipment.
Tool Equipment - Workbenches, clamping devices and stowage aids for IPE and SE.
Accessories - Equipment used with or in conjuction with IPE, SE and tool equipment. Accessories are required for each item of
equipment procurement to provide its required functional capability.
665c. Design Modification to Workshops, Laboratories and Tool Rooms
Design modifications to workshops, laboratories and tool issue rooms shall be in accordance with the authorized Ship Alteration
Record (SAR). New and/or modified facilities shall be entirely functional and integrated with the following auxiliary systems:
Lighting - Illumination requirements shall be in accordance with Section 332. Worklights for shop equipment shall be
provided and installed in accordance with MIL-F-16377/56.
Painting - Painting requirements shall be in accordance with Section 631. Designated shipboard welding, brazing and burning
areas shall be painted flat black.
Deck Covering - Deck covering shall be in accordance with Section 634.
Electrical - Electrical requirements shall be in accordance with Sections 300 and 314.
Markings/Label Plates - Through passageways shall be designated in applicable workshops, laboratories and tool issue rooms. These
lanes shall start and stop at entrances and exits. They shall be marked by two continuous white (DOD-E-1115) lines, 3 inches wide, 36
inches apart (minimum), painted on the deck.
Eye hazardous areas shall be identified with a black and yellow (TT-E-489) checkerboard pattern and a label plate that reads:
"WARNING EYE HAZARD" in black letters on a yellow background.
Overhead obstructions and material handling equipment shall be identified by painting the obstruction or equipment brilliant
yellow (FED-STD-595, color #13655.)
Trip hazards and other hazardous areas shall be identified by covering or outlining the hazard or area with alternate yellow
(TT-E-489, color #13538) and black (DOD-E-698) stripes 3 inches wide by 6 inches long.
Label plates shall be installed that visually state the hazards associated with each repair, manufacture, test and maintenance
process in each workshop, laboratory and tool issue room. They shall be posted at each entrance/exit to warn or advise of the potential
hazards associated with the environment or conditions in the facility in accordance with Section 602.
IPE, SE, tool equipment, accessories and associated material handling equipment and systems shall have label plates installed
in a visible location on each item that identify associated hazards, procedures, capacities and operating instructions in accordance with
Section 602.
Section 665
S9AA0-AB-GOS-010
2004 Edition
Material handling equipment and systems label plates shall include capacity, weight test data and the location of portable
monorail sections during routine operations and shipboard damage control.
HVAC - Heating, ventilation and air conditioning shall be in accordance with Section 512 and/or the ship's applicable HVAC
Design Criteria Manual (DCM)
Material Handling Systems - Material Handling Systems including permanent and portable monorail sections, trollies, bridge
cranes, pneumatic, electrical and manual hoists shall be in accordance with Section 573.
Fire abatement - Fire abatement equipment shall be in accordance with Section 555.
2M Workstations - 2M miniature and/or microminiature workstations shall be installed in accordance
with NAVSEA Technical Manual SE004-AK-TRS-010/2M. Local exhaust ventilation (i.e., fume extraction hood) is not required for any
2M workstation.
Hazardous Material Stowage/Disposal - Shipboard hazardous material stowage and disposal requirements shall be in
accordance with NSTM Chapters 593 and 670.
Flammable Liquid Stowage Cabinets - Flammable liquid stowage cabinets shall be in accordance with applicable NAVSEA
drawings or NAVSEA approved commercial models.
Sheathing - Compartment sheathing requirements shall be in accordance with Section 637.
Portable Electrical/Electronic Test Equipment stowage - Stowage shall be provided for (PEETE) in accordance with NAVSEA
Technical Manual ST000-AB-GYD-010/PEETE.
Welding Safety - Designated shipboard welding, brazing and burning areas shall be provided with eye protection curtains in
accordance with MIL-C-24576. Portable flexible exhaust trunks shall be provided in these areas in accordance with Section 512 and/or
applicable HVAC Design Criteria Manual (DCM).
Equipment Procurement - IPE, SE, tool equipment and accessories procured for shipboard application shall be the
manufacturer's current production model, new and used, free of asbestos, mercury, toxic or carcinogenic substances, capable of performing
its intended function. Equipment covers, guards or other safety devices (painted orange) shall be provided for/on areas which present
safety hazards. The devices shall not interfere with the operation of the equipment. The safety devices shall prevent unintentional contact
with the guarded part, and shall be removable to facilitate inspection, repair and maintenance of the equipment/part. The equipment shall
comply with the applicable requirements of Occupational Safety and Health Standards (OSHA) 29 CRF 1910, "General Industry".
Electrically powered IPE, SE and equipment components including motors, starters, relays, controllers, switches, control enclosures
and wiring shall conform to requirements specified in National Fire Protection Association (NFPA) #79. A supply circuit disconnect
device, either a fusible motor circuit switch or circuit breaker, shall be provided by the equipment supplier and installed with or on the
equipment. Main and auxiliary control circuits shall operate on a circuit of 115 volts or less, derived from isolation transformer(s) integral
with the equipment.
The equipment shall come complete so when installed and connected to the utilities (auxiliary systems) identified, it can be used for
the function for which it was designed and constructed.
The procurement shall include equipment technical manuals in accordance with NAVSEA INST. 4160.3 and
MIL-M-7298. Each technical manual shall be bound into a single
volume and clearly identified. Three technical manuals shall be provided with each item of equipment procurement. Two manuals
packaged in waterproof material and identified by Navy assigned manual numbers shall be attached to the equipment. One technical
manual shall be forwarded to the equipment Life Cycle Manager (LCM).
Digital Readout (DRO) Systems - DRO systems shall consist of a position feedback device, electronic display for each axis,
mounting hardware and electrical equipment components necessary for complete and accurate system operation. The system shall have
electrical and manual calibration capability. Display consoles shall display axis location in both English (US) and international (SI) units,
data in illuminated figures and provide a minimum of seven (7) digits and a plus (+) and minus (-) sign. The display shall give direct
horizontal readings without requiring calculation or interpolation. Each digit shall be the in-line type.
Noise requirements - Audible noise emitted from IPE and SE shall not exceed 84db at the operator's workstation, nor at any
other point at a distance of three (3) feet in all directions of the equipment, as measured on the "A" weighted scale of a standard sound
level meter under operating, maintenance and servicing conditions. Noise generated by the workpiece shall be excluded in determining
compliance to the requirements.
Section 665
S9AA0-AB-GOS-010
2004 Edition
665d. IPE and SE In-Place Repair and Adjustment Requirements

IPE and SE in-place repair and adjustment shall be in accordance with the manufacturer's instructions, technical manuals and/or drawings.
Repair estimates exceeding 65 percent of replacement cost for an identical/similar unit shall be sufficient justification for equipment
replacement.
665e. Rebuilt/Surplus IPE and SE Requirements
Rebuilt/surplus IPE and SE obtained from a general reserve such as that managed by the Defense Industrial Plant Equipment Center
(DIPEC) for shipboard application shall meet the following requirements:
Configuration/Industrial Capability Control shall require that the equipment be consistent with the physical size, capacity,
form, fit and function of the item being replaced.
Provisioning technical documentation (PTD) in accordance with MIL-P-15137.
Rebuilt equipment shall meet the original performance and tolerance criteria.
Compliance to current Navy safety and industrial standards, such as NAVOSH and NFPA 79.
Accessories shall be provided for each rebuilt item of equipment in accordance with MIL-STD-979.
Compliance to MIL-STD-461 Part 5, Electromagnetic Interference Characteristics Requirements for Equipment.
Rebuilt equipment shall be warranted for a period of one year following installation and acceptance.
Rebuilt equipment shall be inspected and tested before shipment to the user activity in accordance with the requirements
specified herein.
Preparation for equipment shipment and storage shall be in accordance with MIL-STD-107 and MIL-HDBK-701.
665f. Installation
Foundations - Workbenches, bins, shelves, lockers and other equipment shall be fastened to bulkheads or decks or both.
Mechanical workbenches - A label plate, in accordance with Section 602, shall be installed above mechanical workbenches and shall
be inscribed as follows:
DANGER
WORKING ON ENERGIZED ELECTRICAL
EQUIPMENT IS PROHIBITED ON
THIS WORKBENCH
Electrical/Electronics Workbenches - The deck area occupied and the immediate area three feet on both sides and in front of the
workbench shall be insulated with non-conductive material, as specified in Sections 634 and 637. Uninsulated metal items and areas within
the operator's normal arm reach at a sitting or standing position shall be covered with a nonconductive material. The workbench
foundation shall be covered with rubber deck matting (see Section 634) or plastic laminate. Workbenches used for work on energized
equipment shall be in accordance with NAVAIR drawing #63A114 and the following additional requirements:
Vertical surfaces, with the exception of the drawer front, shall be insulated with 1/32 to 1/8 inch plastic laminate in accordance
with MIL-P-15037. Surfaces to be covered with plastic laminate shall include exposed front surfaces of the cabinet and auxiliary table
assemblies, knee surfaces under the auxiliary table, workbench end surfaces, back panel end surfaces, top shelf end surfaces, back panel
front surface, power outlet cover plates and the top shelf front facing lip (where the top overhangs the base cabinet).
Cabinet door hinges and handles shall be insulated or made from a non-conductive material. A label plate, in accordance with
Section 602, shall be installed above the electrical/electronic workbenches and shall be inscribed as follows:
DANGER
ELECTRICAL SHOCK HAZARD DO NOT TOUCH
ENERGIZED CIRCUITS
Electrical/electronic workbenches shall be grounded and provided with grounding leads in accordance with MIL-STD-1310
and Naval Ships Technical Manual, NAVSEA S9086-KC-STM-010/CH-300 Appendix H. Electrical power disconnect switches shall be
Cardiopulmonary resuscitation instructions including a BUMED approved method of rescuing personnel in contact with
energized circuits shall also be posted adjacent to the electrical/electronic workbenches.
Section 665
S9AA0-AB-GOS-010
2004 Edition
A label plate in accordance with Section 602 shall be installed above the electrical/electronic workbenches and shall be
DANGER
DO NOT ATTEMPT TO ADMINISTER FIRST AID OR
COME INTO PHYSICAL CONTACT WITH AN
ELECTRIC SHOCK VICTIM BEFORE THE POWER IS
SHUT OFF
DANGER
REMOVAL OF PERSONNEL IN CONTACT WITH
ENERGIZED ELECTRICAL CIRCUITS.
DO NOT TRY TO REMOVE VICTIM WITH YOUR
BARE HANDS.
1. DE-ENERGIZE THE CIRCUIT IF POSSIBLE
2. IF CIRCUIT CANNOT BE DE-ENERGIZED
- YOU MUST INSULATE YOURSELF FROM HIS
ENTIRE BODY BY USING A NON-CONDUCTOR TO
PUSH HIM FREE OF THE CONTACT.
- IF YOU ARE IN CONTACT WITH A LIVE CIRCUIT
AND NO ONE IS NEARBY TO HELP, TRY TO
BREAK THE CONTACT BY THROWING YOUR
BODY
A label plate, in accordance with Section 602, shall be installed above cleaning tanks, degreasing tanks and ultrasonic cleaners
and shall be inscribed as follows:
DANGER
DO NOT USE FREON IN THIS UNIT
A label plate, in accordance with Section 602, shall be installed above the chemical worktables and sinks and shall be inscribed
as follows:
WARNING
NOT FOR DISPOSAL OF HAZARDOUS MATERIAL
A label plate, in accordance with Section 602, shall be installed above the welding hood flexible exhaust trunks and shall be
LOCATE OPENING OF THIS HOOD WITHIN 7-1/2
INCHES OF POINT OF WELDING OR BURNING.
OPERATE EXHAUST SYSTEM AND COMPANION
SUPPLY SYSTEM AT HIGH SPEED WHILE USING
THIS HOOD.
665g. Stowage
The installing activity shall provide temporary stowage for IPE, SE, tool equipment and accessories.
Shipboard stowage for IPE and SE accessories shall be located near or with the equipment for which the accessories are provided.
Section 665
S9AA0-AB-GOS-010
2004 Edition
665h. IPE and SE Overhaul Requirements

IPE and SE overhaul requirements shall be in accordance with the applicable portions of paragraph 665e. Overhaul estimates
exceeding 65 percent of replacement cost for an identical/similar unit constitutes sufficient justification for equipment replacement. The
supervisor's work specification for PE and SE overhaul shall require Class "B" overhaul as defined in Section 042.
665i. Shock
Shock requirements shall be in accordance with Section 072. Shock qualified equipment required for damage control on combatant
ships shall be replaced with like/similar equipment of nodular iron construction. Removal/offloading of this equipment from the ship
without NAVSEA approval is prohibited.
Workshop, laboratory and tool issue room modifications performed as part of the overhaul work package shall be inspected to verify
conformance to the requirements specified herein. Rebuilt/overhauled IPE and SE shall be inspected to verify conformance to
requirements cited in paragraphs 665d and 665e. Rebuilt/overhauled IPE and SE shall be operationally tested in accordance with
applicable military specifications or the equipments' original design parameters, or both. Documented deficiencies affecting operation,
intended function, alignment, foundation or operational availability of the equipment shall be corrected prior to acceptance.
Hoists and material handling gear (new and overhauled) shall be static (200%) and dynamic (150%) load tested. Hoists shall be
operationally tested at rated load and speed including brakes and locking mechanisms. General requirements for shipboard tests and ship
trials are specified in Sections 092 and 094.
Section 665
S9AA0-AB-GOS-010
2004 Edition
Section 665
S9AA0-AB-GOS-010
2004 Edition

SECTION 670
GENERAL REQUIREMENTS FOR STOWAGE
670a. Scope
This section contains general requirements for onboard stowage except liquids in tanks, weapons and ammunition.
670b. General
Items composed of magnesium or magnesium alloy shall be stowed in accordance with the requirements of Section 070.
All stowage aids shall be designed and installed to retain the stowed material, without damage, under the maximum conditions of
roll, pitch, list, and trim set forth in Section 070.
For requirements for locks and keys for storerooms, lockers, and other stowages, see Section 604.
Unless otherwise specified, portable equipment shall not be stowed on weather decks or deckhouse exteriors. Stowages in these areas
shall be lockers built into or located within the deckhouse structure.
Fan rooms shall not be used for stowage, except for ventilation filters.
Flammable liquids storerooms shall meet the requirements of Design Data Sheet, DDS 077.1, and be located below the full load
waterline near the extreme ends of the ship. There shall be at least one other compartment intervening between it and the steering gear
compartment or any stowage space for combustibles or explosives such as ammunition, gasoline, oil, or gas cylinder storerooms.
Stowages shall be located where they are not subject to gun or missile blast. If this is not possible, the stowage aids shall be
designed to withstand the blast pressures.
All metallic lockers, boxes, and other containers installed in the weather shall be subject to the bonding and grounding requirements
of MIL-STD-1310.
Stowage aids shall not be attached directly to any propulsion plant equipment, auxiliary machinery, or their subbases, or installed so
as to deny accessibility to propulsion plant equipment, auxiliary machinery, or any valves, switches, or other equipment or stations vital to
the ship.
Refrigerated storeroom disinfection. - Refrigerated stores spaces shall be inspected, freed of vermin, and then thoroughly cleaned
and disinfected just prior to the time that the ship's crew takes responsibility for the space.
For cleaning, the interior of the space shall be scrubbed with hot soap suds and then rinsed with clean hot water. For disinfection, the
interior of the space shall be thoroughly rinsed with an antiseptic chlorine solution having greater than 200 p/m available free chlorine.
(Such a solution may be prepared by adding 1-ounce of high test calcium hypochlorite (70 percent available free chlorine, Fed. Spec.
O-C-114, type 1) to 25 gallons of water).
670c. Stowage Aids
Provision shall be made for deck deflection for stowage aids located in areas where deflection joints are required for non-structural
bulkheads (see Section 621).
Faying surfaces of stowage aids shall be treated in accordance with the requirements of Section 631.
Stowage aids for items indicated shall be in accordance with the following table:
ITEM
A drawer (1)
A drawer shelf (1)
B bin (2)
B drawer (1)
B drawer shelf (1)
C rack
F bin
I bin
J bin
J rack
DWG NAVSHIPS NO.

805-1250722
804-4563100
804-4563098
805-1250722
804-4563100
804-4563102
804-4563098
804-4563098
804-4563098
804-4563099
Section 670
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2004 Edition
ITEM
DWG NAVSHIPS NO.
Jackrod
Commercial
K rack
804-4563099
L counter
804-4563099
M rack
804-4563102
(MDS) cabinet (3)
Commercial
N rack (4)
804-4563102
O bin
804-4563098
S bin
804-4563100
NOTES:
(1) A drawer shelf unit consists of the drawer and the drawer shelf.
(2) The standard B bin is 24 inches wide; however, the 36-inch width my be
substituted on the basis that two 36-inch units equal three 24-inch units.
(3) As approved by NAVSEA. Mounting base for the cabinets shall be similar to
(4) Depth of N rack shall be 21 feet.
In general, stowage aids shall be installed in athwartship rows so that stowage will be least affected by the roll of the ship.
Stowage aids shall be installed to use the available space to best advantage. The maximum number of shelves shall be provided for
all types of bins, racks, and drawer shelf units depending on the height of the overhead. Where bins, racks and shelving extend to over 7
feet above the deck, step brackets, Mil. Std. MS 18287, or sliding ladders shall be provided.
670d. Stowage Height
The stowage height is the clear height to which stores may be stacked. For ship storerooms, it is defined as 6 feet 6 inches above the
deck gratings, where provided, except for refrigerated ship storerooms where the height is 6 feet above the deck gratings. However, a
minimum of 6 inches clear space is required above bulk stowage material. Hence, the stowage height must be reduced to meet required
clear space. For cargo storerooms, it is the height which provides the required clear space of 6 inches above bulk stowage material.
Where stowage aids are located in way of manholes, the lower tiers of stowage shall be portable or omitted to permit ready access to
the manhole.
Where shelving, bins, or bookcases are located over a counter, the first shelf shall be at least 15 inches above the counter.
Front flanges of lower shelves of bins, racks, drawer shelf units, and shelving shall be stiffened, as necessary, to prevent damage
from men climbing to upper bins or shelves.
Stiffened, perforated sheet metal may be used for shelving where necessary to provide air circulation or reduce weight, but expanded
metal shall not be used. The edges of shelf perforations shall be smooth.
Where bins (except S bins), drawer shelf units, and shelving are fitted with their backs snug against bulkheads of backing structure,
no back plates shall be installed.
Bins, racks, and drawer shelf units shall be secured to the deck and overhead similar to drawing, NAVSHIPS No. 804-4563103.
Portable bins, racks, and shelving shall be installed so as to utilize the space between bulkhead and shell stiffeners.
Where portable type of shelving, bins, racks, or drawer shelf units, will not provide maximum utilization of stowage area, built-in
shelving, drawer shelf units, racks, or bins shall be installed. Built-in bins, racks, drawer shelf units, and shelving shall be installed so as to
utilize the space between bulkhead stiffeners and around other structural interferences. Where it is necessary to cut the shelving around
flanges or face plates, filling pieces shall be provided to retain the articles.
Bulk stowage - Storerooms and stores issue rooms, or portions thereof designated for bulk storage shall be fitted, similar to drawing
NAVSHIPS No. 804-4563096, with fixed battens, telescopic tube battens, deck grating, and overhead grating.
Fixed battens of 1/2 inch i.p.s. steel pipe, shall be fitted (except in refrigerated storerooms) on the portions of shell plating, framing,
or structural bulkheads which bound the bulk stores area in order to keep the stores from contact with surfaces on which condensation is
likely to occur, to permit circulation of air, and to protect piping and wire cables from being damaged by stores. Remote operating
mechanisms shall be protected to prevent stores from interfering with their operation. The ends of the battens shall be closed. Where the
battens are fitted on the stiffened side of bulkheads or on shell framing, they shall be installed horizontally along vertical framing or
vertically along horizontal framing. The battens shall be welded to each frame or stiffener and space approximately 8 inches center to
center. Where the battens are fitted on the smooth side of bulkheads, or directly on shell plating, welded pipe brackets, 1/8 to 3/16 inch
thick, to hold the pipe about 1 inch from the bulkhead, shall be spaced not over 4 feet apart along each batten.
Section 670
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Refrigerated ship storerooms shall be fitted with stowage aids as described above except that the fixed battens shall be provided only
along bulkhead areas not covered by cooling coils. The battens shall be zinc-coated steel or aluminum and shall be positioned to permit
efficient circulation of air. Battens for the protection of cooling coils are described in Section 638.
Refrigerated cargo storerooms shall have vertical fixed battens of wood installed over the sheathing. The battens shall be 2 inches by
4 inches nominal size, spaced 12 inches center to center. The material shall be Sitka spruce or Douglas fir, A - appearance, framing grade
or equal, paragraph 125-b, West Coast Lumber Inspection Bureau grading rules, treated for fire retardancy.
Telescopic tube battens shall be similar to drawing, NAVSHIPS No. 805-1749068, and shall be provided in the quantity specified by
the drawing. However, telescopic tube battens for cargo storerooms shall be constructed of steel rather than aluminum. The ends of the
telescopic tube battens shall be compatible with the openings of the gratings.
Deck and overhead gratings shall be fitted in accordance with the requirements of Section 622.
Portable battens - Areas of storerooms or other spaces where portable or vertical battens are specified to enclose the area and all bulk
stowage areas shall be fitted with portable battens, deck gratings, and fixed battens. The portable battens shall be similar to drawing,
NAVSHIPS No. 804-4563103, and installed on 12-inch centers arranged to keep the stores in place and form passages for access to
manholes or operating gear within or behind the area. Fixed battens shall befitted as required above. Deck gratings shall be in accordance
with the requirements of Section 622.
Lockers - Lockers shall be of aluminum alloy, unless additional ruggedness is required in which case they shall be of steel, and be
welded or assembled with rivets. Lockers shall comply with or be similar to the applicable standard or type drawings, respectively.
Special or non-standard lockers shall be of comparable material and construction, with consideration given to the articles stowed, the
location, and general service expected.
Each locker, box, or container shall be fitted with a hasp and staple.
Lockers secured to oiltight or watertight bulkheads shall be fastened by welded clips to the bulkhead.
Lockers shall have louvers or other similar means for circulation of air unless noted otherwise for specific lockers. Lockers shall be
installed with the bottom at least 6 inches clear of the deck. Where it is not possible to obtain a 6-inch clearance, the locker shall be set on
a 2-inch watertight coaming unless the referenced locker drawing indicates a different coaming height.
Lockers exposed to the weather shall be tight against seas and heavy spray.
670e. Shock
Section 072 herein defines the requirements for shock as it relates to ships' overhauls.
Watertightness tests shall be conducted in accordance with requirements in Section 192.
Section 670
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Section 670
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2004 Edition

SECTION 671
SPECIAL STOWAGE ARRANGEMENTS
671a. Scope
This section contains requirements for stowage of specific items which are not stowed in general storerooms.
671b. General
Label plates required in this section shall be in accordance with the requirements of Section 602 for warning, operating, and
instruction plates. Unless otherwise specified, all lockers shall be provided with label plates.
671c. Special Requirements
Abandon ship locker - Lockers shall be provided only at boat stations designated for rescue service. Inside dimensions of each
locker shall be 14 inches high, 28 inches long and 28 inches wide. The locker shall be in accordance with drawing, NAVSHIPS No.
805-1360770, except that the sunshield and internal brackets shall not be provided. A hasp shall be provided in lieu of the security lock.
Acid, general - Stowage for acids shall be provided in the flammable liquids storeroom or acid storeroom, if provided, except that
medical-purpose acids may be stowed in the medical storeroom. The lockers or chests shall meet grade B shock requirements.
Acid, inorganic - Aluminum or steel chests or lockers shall be provided for stowage of the total quantity of inorganic acids specified
on the General Use of Consumables Allowance List (GUCAL). The lockers or chests shall have tightly-fitted doors or lids. The interior
shall be totally lined with acid-resistant synthetic rubber, type II in accordance with Mil. Spec. MIL-S-2912 and shall be installed to resist
leakage outside the locker from acids stowed within.
A lined spill tray or other means shall be provided to preclude spillage of large quantities of acid if the locker door is opened and
breakage of acid bottles has occurred. A label plate, fabricated in accordance with requirements of Section 602,shall be provided with the
following inscription in letters at least 3/8 inch high:
"WARNING"
HAZARDOUS MATERIAL
INORGANIC ACID STOWAGE
Acids, organic - Steel chests or lockers shall be provided for stowage of the total quantity of organic acids specified on the GUCAL.
The lockers or chests shall be lined and have lids or doors similar to those provided for inorganic acids. The lockers will be located within
the appropriate storeroom at least 3 feet from stowage provided for oxidizing materials, flammable solids and flammable liquids. If a
3-foot distance cannot be maintained, suitable acid resistant boundary partitions and deck shall be provided around the locker. The
boundary shall be lined on the deck and lower 4 inches of the boundary partition and of any bulkheads and stiffeners in way of the acid
stowage locker with synthetic rubber, type II, in accordance with Mil. Spec. MIL-S-2912. A label plate, fabricated in accordance with
requirements contained in Section 602, shall be provided with the following inscription in letters at least 3/8 inch high:
"WARNING"
HAZARDOUS MATERIAL
ORGANIC ACID STOWAGE
DO NOT STOW OTHER MATERIALS
WITHIN 3 FEET - REPORT ALL
SPILLS TO SAFETY OFFICER IMMEDIATELY
Aircraft fueling gear - The following shall be provided for the stowage of funnels, ground wires, cans, and other equipment used in
aircraft fueling:
Two Bins, 24 by 24 by 15 inches, shall be installed in each enclosed aircraft fueling station on the gallery deck.
Section 671
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2004 Edition
One Locker, 24 by 15 by 26 inches, shall be installed on the gallery deck walkway adjacent to each exposed aircraft fueling
station.
One Bin, 24 by 24 by 15 inches, shall be installed in each aircraft fueling station located on the hangar deck between the
hangar side bulkhead and the shell.
One Locker, 24 by 15 by 18 inches, shall be installed on the bulkhead over each aircraft fueling station located in the hangar.
Alcohol - Alcohol shall be stowed in the lockers provided in the flammable liquids storeroom and, if provided, in the stowage aids of
the alcohol storeroom (see Section 672).
Battle station equipment - Lockers, for battle station equipment shall be similar to drawing, NAVSHIPS No. S3000-921886.
Bomb skids - See Section 780.
Calcium hypochlorite - Lockers or bins of steel shall be provided for stowing the allowance of calcium hypochlorite (specified in
Section 532). Lockers or bins shall be installed above the full load waterline in a compartment or storeroom not subject to water
accumulation or condensation, where the maximum temperature will not exceed 100 degrees F under normal operating conditions, not
used for stowage of paint, oils, or greases, not adjacent to a magazine, not in a berthing space, and at least 5 feet distant from a heat source
or surface which may exceed 140 degrees F. Sprinkler protection is not required.
No more than 48 6-ounce bottles shall be stowed in any individual locker or bin. Shelving in the locker or bin shall securely retain
the individual calcium hypochlorite containers. A label plate with the following inscription in letters approximately 3/8-inch high,
"HAZARDOUS MATERIAL-CALCIUM HYPOCHLORITE," shall be securely fitted to the front of the locker or bin. The ready usage
stock of 6-ounce bottles issued to the Medical or Engineering Forces shall be stowed in a locked watertight box mounted on a bulkhead
preferably in the cognizant department office space. Under no circumstances is the box to be installed in a machinery space, flammable
liquids storeroom, berthing space, storeroom, or in the oil test laboratory areas.
The ready usage boxes and cabinets shall be painted gray and labeled with red letters with white background "HAZARDOUS
MATERIAL, CALCIUM HYPOCHLORITE."
Cleaning gear - Portable or built-in lockers shall be provided for the stowage of cleaning gear. Lockers shall be fitted to
accommodate special equipment for servicing particular deck covering materials in the compartments served by the locker. For
compartments with deck tile or terrazzo, lockers shall be one of the following:
Portable lockers shall be similar to drawing, NAVSHIPS No. S3605-630718.
Built-in lockers without a service sink shall have a louvered door, a swab and broom rack, shelving 15 inches deep, spaced l2
inches vertically with the first shelf 30 inches above the deck, and bucket stowage below the shelving.
Built-in lockers with a service sink shall have a louvered door, a swab and broom rack, shelving 15 inches deep, spaced l2
inches vertically with the first shelf above the sink, 50 inches above the deck, and bucket stowage below the service sink.
For compartments with rug, portable or built-in lockers shall be fitted with shelving and other aids for the stowage of cleaning
equipment.
A locker shall be provided in each of the following spaces:
Barber shop, or adjacent
CIC, or adjacent
Food service spaces (l)
Crew or CPO living spaces, or adjacent (2)
Crew or CPO messroom, or adjacent (2)
Crew, CPO, or medical utility room sanitary spaces; or adjacent
Crew shelter
Dental utility room
Dry cleaning and tailor shop
Ice cream bar
Laundry
Medical utility room
Officer sanitary space, or adjacent (3)
Officer stateroom, or adjacent (4)
Pilot House; or adjacent
NOTES:
(1) On the basis of one built-in locker for each service sink.
(2) Where several contiguous spaces have a total of not more than 75 accommodations or seats, for living space or messroom
respectively, a single locker may serve that group of spaces.
(3) On the basis of one portable locker for each service sink.
(4) On the basis of one locker for every 20 staterooms or fraction thereof.
Electronic test equipment.- Stowage shall be provided in accordance with the requirements of Section 400.
Section 671
S9AA0-AB-GOS-010
2004 Edition
Fire extinguishers (dry chemical). - Stowage for the allowance of dry powder fire extinguishers shall be installed in accordance with
the requirements of Section 555.
Fire extinguishers (portable 15 pound CO2). - Stowage for the allowance of portable CO2 fire extinguishers shall be installed in
accordance with the requirements of Section 555.
Flag boxes - Flag boxes shall be provided as follows:
Flag
Size
3 1/2
4
6
8
Ship Length
Over 600 ft
301 to 600 ft
150 to 300 ft
Less than 150 ft
Qty of
Boards
2
2
1 (3)
1 (3)
Dwg. NAVSHIPS Notes 1,

2
S7002-860015
S7002-860017
S7002-860021
805-1749050
NOTES:
1. Where non-metallic material is required or where weight savings or EMI is critical, flag boxes shall be in accordance with
2. Markings for all flag boxes shall be in accordance with drawing, NAVSHIPS No. S7002-921859.
3. A second flag box shall be fitted if flag boxes are installed outboard instead of near the centerline.
Foul weather gear - Foul weather gear lockers shall be fitted with shelving 18 inches deep, spaced 15 inches vertically, with the first
shelf 60 inches above the deck, with jackrod and hooks below. Three inches of jackrod shall be provided for each set of foul weather gear.
Gas cylinders - Racks fitted with metal collars, for gas cylinders shall be similar to drawings, NAVSHIPS Nos. 805-1848499,
805-1848500, 805-1848501, and 805-1848502, modified to stow cylinders with minor variations in diameter. Cylinders shall be stowed
with valve end up and with caps screwed in place. Stowage shall permit the removal of any cylinder without disturbing other cylinders.
Cylinder stowage shall meet grade B shock.
Compressed gas cylinders shall be stowed on the weather decks unless compartments are designated for compressed gas cylinder
stowage.
Spare carbon dioxide cylinders shall meet the stowage requirements of Section 555.
Weather deck stowage shall be located in shaded areas, or where shaded areas are not available, cylinders shall be protected from
direct sunlight by fittings such as awnings. In either case, the temperature of the cylinders shall not exceed 130 degrees F. The weather
deck stowage areas shall be remote from navigation, fire control, and gun stations and located so as to involve the least possible danger
from heat, mechanical injury, gun blast, missile blast or heat, or open fire.
Ventilation of compressed gas cylinders storerooms shall comply with Section 512. The maximum temperature of the compartment
shall not exceed 130 degrees F with ventilation secured. For carbon dioxide stowage, see Section 555. Stowage of specific types of
compressed gas cylinders shall meet the following requirements:
Flammable and explosive gases - Cylinders of acetylene, cyclopropane, ethylene, hydrogen, nonliquid petroleum, liquified
petroleum (butane and propane), and other flammable or explosive gases shall be stowed on weather decks unless a gas cylinder storeroom
(flammable) is provided.
The gas cylinder storeroom (flammable) shall be a watertight compartment in either the extreme forward or extreme aft portion
of the ship. There shall be at least one other compartment intervening between it and the steering gear compartment or any stowage space
for combustibles or explosives such as ammunition, gasoline, oil, or flammable liquids.
Oxygen and chlorine cylinders shall be stowed on weather decks and shall be kept as far away as practicable from butane,
propane, acetylene, and other flammable gas cylinders. Oxygen and chlorine cylinders stowed within the ship shall be in a separate gas
cylinder storeroom (oxygen) and not with any other flammable gas cylinders or flammable liquids.
The gas cylinder storeroom (oxygen) shall meet the location requirements listed above for gas cylinder storeroom (flammable)
and in addition, have a compartment intervening between gas cylinder storeroom (flammable) and gas cylinder storeroom (oxygen).
Inert gases - Cylinders of inert gas may be stowed in any compartment designated for compressed gas stowage (except
acetylene) provided that they are unmistakably segregated and can be readily identified.
Where a gas cylinder storeroom (inert) is provided, it shall be an airtight space above or a watertight space below the main
deck.
Replacement refrigerant gas cylinders not stowed in the refrigeration machinery room shall have stowage facilities meeting
these requirements and shall be located close to the refrigeration machinery room.
Toxic gases - Cylinders of carboxide (also flammable) and other toxic gases shall be stowed on a weather deck.
Gasoline - See Section 542.
Gun director gear - Lockers for stowage of cleaning gear and tools shall be similar to drawing, NAVSHIPS No. S7108-921916.
Gunsight telescopes - Stowage for gunsight telescopes shall be in the ordnance repair parts storeroom or stowage area.
Section 671
S9AA0-AB-GOS-010
2004 Edition
Hard hats - Stowage shall be in protected locations convenient to the places of use.
Hawsers - Reels for wire rope hawsers shall comply with drawings, NAVSHIPS Nos. 805-1340663 and 805-1340664.
Reels for manila line or nylon hawsers shall comply with drawings, NAVSHIPS Nos. S2604-921841 and S2604-921842.
Helicopter crash and salvage team locker - Lockers shall be similar to drawing, NAVSHIPS No. 805-2269365.
Helicopter equipment stowage - See Section 588.
Helicopter fueling gear - See Section 588.
Hose - Stowage of fire hose is covered in Section 521. Potable water hose stowage lockers shall be separate, lockable, and
vermin-proof and placed approximately 18 inches above the deck within a sheltered area in the vicinity of the potable water filling
connection. Stowed potable water hose shall be capped to prevent contamination. A label plate inscribed as follows shall be installed on
the locker: "POTABLE WATER HOSE STOWAGE ONLY."
Convenient and orderly stowage facilities shall be provided for miscellaneous hose. Type of stowage for miscellaneous hose shall be
determined by the type of hose, area for use and shall be designed so as to protect hose from damage. Stowed fuel hose shall be capped or
plugged to prevent spillage, with drip pans installed below.
Life preservers - Lockers shall be ready use portable lockers, similar to drawing, NAVSHIPS No. 805-1629989 for CO2,
inflatable type, Mil. Spec. MIL-E-23155 and fibrous glass jacket type, Mil. Spec. MIL-L-18045.
A quantity of fibrous glass jacket type life preservers equal to 50 percent of personnel capacity of ship boats shall be stowed in ship
boats.
The portable lockers shall be designed so that they may be easily removed. Type C lockers of the above drawing shall be provided
to the maximum extent possible for troops and passengers. Weatherproof type C lockers may be installed in the weather under deck
overhang where the headroom in the passages will not be obstructed when the door is open. The quick-opening device shall be designed
so that it cannot be released by shock or vibration. Wherever the release door forms the bottom of a locker and the vertical dimension of
the locker is greater than l2 inches, provision shall be made for placing the life preservers in the locker from the side or top.
Locations of life preserver lockers shall meet the following requirements:
Near abandon ship stations or major routes of egress. However lockers located in passages shall not obstruct traffic when the
locker doors are open.
Convenient to areas where life preservers are worn by working personnel.
On or above the weather deck. However, if necessary, part may be located on or above the damage control deck. Coated
fabric coverings, lashing, or other impediments to quick release of life preservers shall not be installed.
Between 10 percent and 90 percent of the length between perpendiculars taken from the forward perpendicular.
Not within spaces made inaccessible from major routes of egress by watertight doors closed for damage control purposes.
Not within spaces where fire hazards exist.
Linen - Lockers shall be fitted with shelving l2 inches deep spaced 15 inches vertically.
Lumber stowage - Lumber rack type C, shall be installed to suit the space and provide access for the largest sizes of lumber to
be stowed in the rack.
Medical locker - See Section 652.
Mercury - Mercury and its compounds shall not be used without prior approval for each application. Where used, mercury and
its compounds shall be stored in tightly sealed original containers in dry storerooms with well ventilated local exhaust to the weather.
Containers shall be stored inside CRES trays of sufficient capacity to retain all of the mercury under the most adverse sea conditions
specified herein should the containers crack or break. Means shall be provided to rest rain containers within trays.
Motion picture film and equipment. - Lockers shall be provided in the vicinity of the crew messroom for stowage of motion
and still picture film and equipment as specified in Section 433. The motion picture film locker shall be similar to drawing, NAVSHIPS
No. 804-4563097. On larger ships, projection equipment storeroom shall be provided (see Section 672).
Onboard repair parts. - For stowage of onboard repair parts, see Sections 672 and 083.
Large onboard repair parts such as armatures and rotors, weighing more than 200 pounds and requiring use of a desiccant shall be
appropriately covered with sheet metal formed into two cylindrical halfsections, flanged at edges, and bolted together with wing nuts. The
protruding ends of the armature shaft shall each be mounted on a block machined to receive half the circumference of the shaft and held in
place by a similar top half-block bolted to the lower block. The lower blocks are secured to brackets which are fastened to the bulkhead
and properly spaced to accommodate the ends of the armature shaft so that the armature or rotor is stowed horizontally.
Lockers shall be provided for electron tubes that are too large to be stowed in standard stowage aids.
Oxygen-Nitrogen producer room - A 10-cubic foot locker (fitted with shelves) shall be installed in each oxygen-nitrogen
producer room for storing chemicals.
Oxygen breathing apparatus - Stowage for oxygen breathing apparatuses (OBA) and canisters required by the NAVSEA
Revised Master Allowance List shall be similar to that shown on drawing, NAVSHIPS No. 805-2482517, and shall be installed in each
repair station; shelf stowage for 18 canisters shall also be provided.
Section 671
S9AA0-AB-GOS-010
2004 Edition
Type A or B lockers, drawing, NAVSHIPS No. S9300-860335 shall be installed in accessible locations in main passageways on the
damage control deck, except in high ambient temperature areas or where fuel or grease is present, for the remainder of the allowed OBA's
and canisters. See Section 252 for additional OBA stowage.
Oxygen breathing apparatus training canister kits - Lockers shall be similar to those shown on drawing, NAVSHIPS No.
805-2252162.
The locker shall be painted yellow, and have the following stenciled on the front, in l-l/2-inch high red letters: "FOR
TRAINING ONLY, 2 OBA'S, 2 TRAINING CANISTER KITS."
Portable foam proportioners - Stowage shall be similar to that shown on drawing, NAVSHIPS No. 805-2482518. Foam cans,
nozzles, and applicators shall be stored in close proximity to the proportioner. For further requirements, see Section 555.
Portable pumps - Foundations and housing covers for P-250 portable engine driven pumps shall be similar to drawing,
Stowage of portable submersible electric pumps in each repair station shall be in accordance with drawing, NAVSHIPS No.
805-2482517.
Publications. - File cabinets for electronic, IC, weapon control, and ship control spaces for all weapon, IC, and electronic
publications shall be as specified in Section 663. Cabinets for classified publications shall be similar to drawing, NAVSHIPS No.
805-1638842. If the space is enclosed and fitted with a vault-type door (see Section 624), locks on the stowage cabinets are not required.
Cabinets for unclassified publications shall be similar to drawing, NAVSHIPS No. 805-1638844, type I.
Recognition training aid equipment - Lockers shall be similar to drawings, NAVSHIPS Nos. S3003-669338, S3003-736430,
and S3003-736431.
Religious literature - Religious literature lockers shall be similar to drawing, NAVSHIPS No. S3209-921861.
Replenishment-at-sea gear - See Sections 570, 571 and 573.
Ship Fenders - Stowage for ship fenders shall be provided in the weather in the vicinity in which they will be used. The
stowed fender shall be supported off the deck so that the stowed fender and its supporting structure do not interfere with ammunition and
stores handling or replenishment-at-sea operations. Means shall be provided for securing the fender in the stowed position to either its
supporting structure or an adjacent bulkhead. Handling, See Section 611.
Small arms - Small arms, machine guns, line throwing guns, and other ordnance material furnished the ship in accordance with
the NAVORD Weapon Equipment List shall be stowed in the armory, see Section 797. A locker shall be provided in the vicinity of the
officer quarters for stowage of rifles and pistols, for ships without armories. The locker shall meet the secure stowage requirements for the
ship armory. For stowage of rifles and hand carried weapons in either troop or marine berthing areas, see Section 797.
Sodium nitrite - Lockers for stowage of a minimum of 75 pounds of sodium nitrite for each two boilers, using standard stock
5-pound plastic bottles shall be provided. Lockers shall be large enough to stow a minimum of 15 5-3/4 x 6-1/4 inch plastic bottles and
shall be fitted with a latch for securing the door, and vent holes or louvers for air circulation. The lockers shall be located in a dry
compartment where the maximum temperature will not exceed 100 degrees F under normal operating conditions. The lockers shall not be
placed in any compartment used for the stowage of paints, oils, or greases, or in any fan room or berthing space and shall not be
contiguous to a magazine. The lockers shall not be installed within 2 feet of any cellulose product.
A red label plate with the following inscription in white letters shall be securely fitted to the front of each locker:
HAZARDOUS MATERIAL-SODIUM NITRITE
OXIDIZING MATERIAL-DURING FIRE
CONDITIONS, WEAR SELF-CONTAINED
BREATHING APPARATUS, USE FLOODING
AMOUNTS OF WATER.
Sound powered telephones - Lockers and hooks shall be installed for stowage of portable telephone sets in accordance with the
Storage batteries - Storage racks shall be installed for storage batteries as required by Section 313.
Stores handling equipment - Stowage shall be provided for the quantities of sections of gravity conveyors, chutes, and stands in
locations convenient for their use in accordance with Section 572. Conveyors and chutes stowage shall be in accordance with drawings,
NAVSHIPS No.s 805-1749088 and 805-1749089.
671d. Shock
Section 072 herein defines the requirements for shock as it relates to ships' overhauls.
Section 671
S9AA0-AB-GOS-010
2004 Edition

Tightness tests shall be conducted on watertight compartments in accordance with watertight test requirements in Section 192.
Section 671
S9AA0-AB-GOS-010
2004 Edition

SECTION 672
STOREROOMS AND STORES ISSUE ROOMS
672a. Scope
This section contains requirements for Storerooms and Stores Issue Rooms.
672b. General
The total available onboard stowage capacity shall be retained or increased, if practical. Stowage aids not specifically covered in
these specifications but which are necessary for the orderly arrangement and convenient segregation and issuing of stores and onboard
repair parts shall be provided. Other storerooms and issue rooms are covered by other sections of these specifications as follows:
651 - Provision issue room
655 - Laundry issue room
665 - Shop tool issue room
Stowage capacity is the usable stowage volume provided by the stowage aids as calculated in accordance with Design Data Sheet,
DDS-672-1.
The passages in storerooms and stores issue rooms shall be at least 24 inches wide, but not more than 36 inches wide, based on depth
of stowage, shall provide unobstructed access to manholes or operating gear within the storeroom, and shall be arranged as aisles through
which to move stores. Spaces in front of issue counters shall be at least 36 inches wide.
Where the slope or surface of a compartment is not suitable for walking or does not permit a proper base for the stable stowage of
bulk stores, stiffened portable plates shall be fitted to form flats. For construction, see Sect. 622.
672c. Storerooms
Stowage aids shall be in accordance with Sect. 670. Furnishings shall be in accordance with the following table:
TABLE I
ITEM
Alcohol locker
Bookracks
Cleaning tank
Diving gear chest
Flammable med. liq. locker
Filing cabinet, type I
Film & motion picture locker
Hose rack
Log desk
Mixing tanks
Music cabinet
Rifle locker
Safe locker
Shelving
Swab & broom rack
Tire rack
Typewriter desk
"V" stool
Wheel rack
Workbench
NAVSHIPS DWG. NO.

804-4563097
805-1749061
Commercial
S9400-61384
804-4563097
805-1638844
S3003-669338
805-860089
805-4598158
Commercial
S3297-860182
803-4444648
S3209-860211
Commercial
S3605-860068
608-1554728
805-2224393
805-1627547
608-1554728
610-2225316
672d. Stores Issue Rooms

Furnishings shall be in accordance with the following table:
Section 672
S9AA0-AB-GOS-010
2004 Edition
TABLE II
ITEM
Bookrack*
Cabinet, EAM cards 20 drawers
with
thumb latches to hold approximately
75000 EAM cards
Cabinet, filing, type I
Cabinet, filling, visible index
(10 drawer)
(11 drawer)
(16 drawer)
(20 drawer)
Counter, Type E
Rack, brush trough, 48 by 24 by 33 inches
Rack catalog
Rack, paper roll 36 inches long
Stool, type V
Table, 36 inches by 60 inches
Tank cleaning, 25 inches diameter, 38 inches
high
Tank, mixing, 25 inches diameter, 38 inches
high
Worktable, 60 by 30 by 36 inches with
lockers, and drawers under
Dwg NAVSHIPS No. or

Spec. No.
805-1749061
Commercial
805-1638844
Commercial
AA-C-275
804-4563099
805-2224391
Commercial
Commercial
Commercial
805-1627547
S3306-633778
Commercial
Commercial
Commercial
NOTE:
Where bookracks are specified, type A bookracks shall be installed only where they can be fitted directly over a desk or
table,otherwise,type B bookracks shall be used.
Section 672

6
S9AA0-AB-GOS-010
2004 Edition

SECTION 673
CARGO STOWAGE
673a. Scope
This section contains requirements for cargo stowage.
673b. General
For movement of cargo from ships' receiving areas to cargo stowage spaces and for movement of cargo within cargo stowage spaces,
see Section 573.
For identification of stowage aids and equipment used within cargo stowage spaces, see Section 670.
673c. Cargo Storerooms
Existing types of stowage aids (rack, bin, bulk, locker, shelving) are to be maintained in cargo storerooms affected during overhaul.
Additional, varying or different types of stowages may be incorporated or installed at the direction of the Supervisor. Minor variations to
types of stowages may be made to allow maximum utilization of existing available space.
Unless otherwise specified, requirements for racks, lockers, bins, bulk stowage, drawers, and similar items shall comply with Section
670.
Specified cargo storerooms shall be arranged for movement of cargo by forklift trucks. The space arrangement for bulk cargo
storerooms served by forklift trucks, shall be suitable for bulk pallet stowage.
Where the slope or surface of a stowage compartment is not suitable for walking or does not permit a proper base for the stable
stowage of bulk stores, stiffened portable plates shall be fitted to form flats. For construction, see Section 622.
The passages in cargo storerooms shall have minimum clear width of 30 inches except that those arranged for movement of cargo by
forklift truck shall have a minimum clear width of 60 inches. Sufficient space shall be provided to allow forklift trucks to negotiate
necessary turns.
Section 673
S9AA0-AB-GOS-010
2004 Edition
Section 673
S9AA0-AB-GOS-010
2004 Edition

SECTION 702
ARMAMENT INSTALLATIONS
702a. Scope
This section contains requirements for new and modified armament installations, overhaul of systems and testing of new, modified
and overhauled systems.
702b. General (New and Modified)
This paragraph contains requirements for installation of armament and associated equipment.
The locations of gun mounts, rocket launchers, missile launchers, and directors, their angles of train, elevation, and depressions, and
the location and train of torpedo tubes shall be as indicated on weapon arrangement drawings. Minor modifications in location necessary to
obtain the greatest arcs of train and elevation, proper clearance of ordnance attachments, and minimum interference, may be made as the
work develops. The final locations shall be approved by NAVSEA.
A clearance of at least 18 inches shall be allowed in locations where a standing man might be crushed between fixed structure and
guns, launchers, or other moving projections. Danger circles shall be painted as defined in NAVSEA Publication OP4.
Gun, launcher, and director installations shall incorporate the necessary working space indicated on the working circle drawing.
Weapons equipment shall be mounted, where practicable, to provide locations for operating personnel, and protection from vibration
and shock due to gun blast, missile blast, shell impact, and splinter impact.
For requirements for mounting weapons equipment behind ballistic plating, see Section 164.
Equipment hold-down fasteners shall be installed, torqued, and manufactured of material specified in the installation drawings and
NAVSEA publications.
702c. Weapon System Foundations (New and Modified)
Foundations for weapons equipment shall comply with Section 180.
Foundations shall be designed to withstand effects of the sea during extreme weather conditions, but it need not be assumed that the
mount will be fired at the instant of extreme wave load.
Foundations shall be uniformly resilient all around the bolting circle. Hard spots shall be avoided insofar as practicable.
Foundation bolting surfaces shall be machined to specified tolerances. Foundations shall be machined only after all welding in the
vicinity thereof has been completed, and final machining of the foundations shall be delayed as long as practicable to minimize distortion
due to working of adjacent welded ship structure. Where controlled welding procedures are utilized, foundations may be machined prior to
installation on ship, this method of installation does not relax any machining tolerances or alignment requirements for the system.
Machining of foundations and alignment tolerances shall be compatible with the requirements contained in applicable Combat System
Alinement Documentation, see Section 184 .
The final condition of contact, for weapons equipment foundations as established by a procedure such as bluing-in, shall be at least
75 percent of the area in bearing. The areas in which no bearing is indicated shall, in any 60-degree sector, be limited to a maximum of 5
percent of the total bearing area of the foundation. For missile director and missile launcher foundations, the final condition of contact
shall be at least 60 percent of the area in bearing, and the area of no bearing in any 60-degree sector being limited to a maximum of 8
percent of the total bearing area of the foundation.
Bolt holes shall be located using a jig, if one is furnished by the Government, or templated from the weapons equipment to be
supported, if a jig is not furnished. Hold-down bolts shall be provided with positive locking devices. Hold-down bolts for individual
weapons equipment shall be of equal length, with flat steel washers used, as necessary, to compensate for variations in thickness of parts
bolted. Special inspection requirements for ordnance foundations shall be as specified in NAVSEA S9086-DA-STM-000, Chapter 100,
hull structures.
Wood foundation pads (new and modified). Wood foundation pads shall be used only on wooden ships. The pads shall be secured
by through bolts. The securing means for pads shall not interfere with the hold-down bolts of equipment. Recessed wood plugs over
through bolts or studs shall be of ample depth to permit planing of the pads for alignment. The top surface of pads shall be finished to
provide correct alignment and the area of bearing, as indicated by chalking, shall be the same as required for foundations.
Section 702
S9AA0-AB-GOS-010
2004 Edition
702d. Pointing and Firing Cutout and Positive Stops (New and Modified)
In matters of pointing and firing cutout zones, the Installing Activity shall act in accordance with NAVSEA Instruction 9700.2.
Where positive stops for training are required, but are not incorporated in the mount or launcher itself, they shall be built as projections
from the deck or other structure.
Positive training stops shall be installed, where necessary, to prevent excessive twist of electric cables to gun mounts or launchers
and to prevent physical interference of gun barrels or other projections with ship structure at all angles of elevation. The minimum
clearance between gun barrel and structure shall be 1/2 caliber or 1 inch, whichever is greater. The minimum nominal clearance of
projectiles, rockets, and missiles in flight from ship structure shall be in accordance with current NAVSEA instructions.
Training stops will not necessarily prevent the line of fire from intersecting ship structure since where remote controlled gun mounts
or launchers are moving out of nonfiring zones, it is desirable to allow some angular travel in which the mount or launcher can become
synchronized with the director before a firing zone is reached.
Stops shall be installed at the correct radius and obliquity to make contact with the buffer in accordance with the buffer design.
Information as to the point of application and maximum force acting on positive stops shall be provided in accordance with NAVSEA
Instruction 9700.2.
Where contour control devices are installed on gun mounts or rocket or missile launchers to prevent physical interference between
gun barrels, launchers, or missiles and fixed structure, the purpose of the positive training stops, in most cases, will be to prevent excessive
cable twist.
The installing activity shall plot, cut, install, and check non-pointing and non-firing cut-out cams to prevent guns from firing into
ship structure, equipment, or outfit. Pointing and firing cut-out cams for missile and rocket launchers shall be provided and installed by the
Insatlling Activity in accordance with NAVSEA instruction 9700.2.
Liferails, lifelines and stanchions within the firing zones shall be removeable or capable of being folded and secured.
702e. Depression Rails (New and Modified)
For manually operated gun mounts that are not equipped with cam type depression stops or firing stop mechanisms, depression rails
shall be fitted to prevent firing into ship structure, cranes, masts, and radar antenna, but not lines and supporting rigging. Rails shall be of
sufficient strength and shall be attached in such manner as not to be damaged by the sea.
If a locking device is not incorporated in the mount itself, a barrel clamp shall be mounted on the depression rail.
702f. Torpedo Tubes (New and Modified)
Above Water Torpedo Tubes - Torpedo tube mounts shall be secured to foundations by hold-down bolts with locking devices. Each
multiple-barrel torpedo tube mount foundation shall be of adequate strength to withstand the simultaneous firing of any two tubes. Each
fixed type single-barrel torpedo tube mount foundation shall be of adequate strength to withstand firing at proof test pressure. When
installed, no part of a tube or its mechanisms shall permanently project beyond the lines of the hull. Supporting data for shipboard
installation, inspection, and acceptance testing is contained in individual equipment installation manuals; SVTT MK 32 Mods 5/7,
SW395-AC-MME-MOD 15, SW395-AC-MME-010,. Torpedo tube mounts shall be installed in accordance with applicable ordnance
drawings.
Tools, Accessories, and Repair Parts - Air charging connections and test panels shall be provided for use with air type torpedoes.
The original allowance of torpedo tube tools, accessories, and onboard repair parts will be in accordance with Section 083. Stowage
of onboard repair parts shall be in accordance with Section 671.
702g. Tightness (New and Modified Installations)
Weapons installations shall be made in a manner that will maintain darkened ship requirements of the ship and prevent the entrance
of water into the interior of the ship or into enclosed inaccessible spaces.
Where hold-down bolts penetrate a deck exposed to the weather, means for excluding water shall be provided.
Means shall be provided to prevent the spread of oil, particularly in way of electric cables and equipment.
702i. Overhaul and Repair
Section 702
S9AA0-AB-GOS-010
2004 Edition
Gun mounts, launchers, and loading equipment shall be repaired as specified in applicable NAVORD OD Ordnance
Data/Detachment), NAVORD OP (Ordnance Publication/Pamphlet), Technical Manuals and NAVORD/ NAVWEPS drawings and
Technical Repair Standards.
702j. Shock
General - Tests of missile launchers, torpedo tubes, ASROC launcher and gun mounts shall be conducted in order to demonstrate
satisfactory installation, alignment and operation.
Section 702
S9AA0-AB-GOS-010
2004 Edition
Section 702
S9AA0-AB-GOS-010
2004 Edition

SECTION 703
GENERAL REQUIREMENTS FOR WEAPONS HANDLING AND STOWAGE SYSTEMS
703a. Scope
This section contains the general requirements for new and modified systems, overhaul of existing systems and test requirements for
new, modified and overhauled systems for weapons handling and stowage systems.
For detailed description of weapons handling systems and components refer to Naval Ship's Technical Manual NAVSEA
S9086-XG-STM-000, Chapter 700 and to Chapter 589 of Naval Ship's Technical Manual NAVSEA 0901-LP-830-0002 for weapons
elevators.
703b. General (New and Modified Systems)
This section contains general requirements for the design and installation of weapons handling and stowage systems and equipment.
The term "weapon," as used herein, includes air, surface, and subsurface launched expendable ordnance items such as gun ammunition,
bombs, torpedoes, rockets, missiles, pyrotechnics, and associated components. The specific requirements for handling and stowage systems
for weapons are contained in their respective handling and stowage sections. Handling equipment requirements for transfer of weapons
from ship-to-ship at sea are contained in Section 571.
Interfaces between weapons and weapons handling equipment shall be coordinated in accordance with DOD-STD-1399, Section
703.
Systems and equipment shall be designed to prevent personnel injury and to prevent damage to weapons, equipment, and ship under
the operating and environmental conditions for the equipment specified in Section 070.
Handling and stowage equipment, especially portable equipment, shall be the minimum weight consistent with the service required.
Portable equipment shall be constructed to facilitate installation and removal. This equipment shall be clearly marked for identification
and usage. Handling equipment installed on ships shall be to military specifications and standards specified in Naval Ship's Technical
Manual NAVSEA S9086-XG-STM-000, Chapter 700.
Provisions for electrical grounding of weapons during shipboard assembly, disassembly, and check out shall be in accordance with
NAVSEA and NAVAIR ordnance publications.
Areas to be used for weapon assembly, staging, handling, or transfer shall be identified aboard the ship by label plates or other
suitable means.
Unless otherwise specified herein, no equipment shall be installed in magazines and no penetration of magazine boundaries shall be
made, unless essential for operations within that magazine. Vertical blow-out ventilation penetrations for stacked magazines are
acceptable.
Cast iron and semi-steel shall not be used in the construction of weapon handling and stowage equipment. Where iron castings are
used, they shall only be of nodular graphitic iron in accordance with Mil. Spec. MIL-C-24707/5. Nodular graphitic iron castings shall be
examined and tested as specified in Section 074.
703c. Handling (New and Modified Systems)
Equipment shall be provided for safe, reliable, rapid, and efficient handling of weapons during loading and off-loading of the ship,
and between stowage, workshops, guns, launchers, torpedo tubes, and aircraft.
Obstacles shall not project into the specified handling routes for weapons being handled. There shall be no gaps or projections in
deck surfaces that will impede or make difficult the operation of trucks and skids.
Interfaces of compressed air for surface ships weapons handling shall be in accordance with MIL-STD-1399, Section 106.
Hydraulic hoses and pneumatic hoses shall be provided with safety chains or cables for restraint in equipment where an unrestrained
broken hose could create a hazard to the equipment or personnel.
Handling equipment shall be capable of satisfactory operation with rated load, for the specified duty cycle, under environmental and
equipment specified operating conditions.
Handling equipment shall also be capable of holding the rated load and maintaining its static position under equipment specified
holding conditions.
"Rated Load", as used herein, is the maximum load that is to be lifted, moved, or restrained by the weapons handling equipment
without overstress under the specified equipment operating and holding conditions.
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When rated load is not otherwise specified, the rated load for a particular weapon handling equipment is determined by the
combination of weights of the following items, as applicable:
Weapon load (a weapon with its handling attachments, protective covers or shields, container, cradle, skid, pod, or any other
item which adds to the weight of the weapon being handled).
Any additional handling equipment which is not integral with the particular handling equipment or weapon load under
consideration (such as slings, strongbacks, hoists on a traveling bridge crane, or dollies on an elevator).
Under the equipment operating conditions, the combined stresses, acting both individually and concurrently, in the load bearing
structural and mechanical components of the equipment, shall not exceed 35 percent of the yield strength of the material used, calculated
on the basis of operating design load. "Operating design load", as used herein, is an equivalent load, consisting of a load equal to the rated
load, or its vector component in cases where the equipment is required to move and support weapons at fixed inclined angles, plus the load
imposed by the dynamic forces of the ship during equipment operating conditions, plus the load due to acceleration, or deceleration, of the
handling equipment.
Under the equipment holding conditions, the combined stresses, acting both individually and concurrently, in load bearing structural
and mechanical components of the equipment, shall not exceed 70 percent of the yield strength of the material used, calculated on the basis
of holding design load. "Holding design load", as used herein, is an equivalent load, consisting of a load equal to the rated load, or its
vector component in cases where the equipment is required to move and support weapons at fixed inclined angles, plus the load imposed
by the dynamic forces of the ship during equipment holding conditions.
Powered handling equipment shall be designed so that under extreme loading conditions (for example, impact, load test, drive motor
stall torque, or limits of load limiting devices), the combined stresses shall not exceed 70 percent of the minimum yield strength of the
material used in the load bearing mechanical and structural components. In handling equipment utilizing load bearing wire rope or load
chain, stresses shall not exceed loading conditions (for example, impact, load test, drive motor stall torque, or limits of load limiting
devices), the combined stresses shall not exceed 70 percent of the minimum yield strength of the material used in the load bearing
mechanical and structural components. In handling equipment utilizing load bearing wire rope or load chain, stresses shall not exceed 20
percent of the breaking strength of the load bearing wire rope, and 20 percent of the breaking load of the load chain.
Handling equipment shall be designed for FAIL SAFE Operation, defined as the ability to maintain the safety of the weapon and the
equipment at all times, in such manner that failure of the power source, or of the manual or powered drive mechanism, will not result in
damage to the weapon or in uncontrolled movement of the equipment and load. In the event of a power failure, the weapon and the
handling mechanism shall become immobilized in a safe mode. The term FAIL SAFE shall not be applied to static components, to
members and static parts of mechanisms, or to hydraulic cylinders and air cylinders. These items shall meet criteria specified elsewhere
herein.
During handling operations, the weapon shall be under positive control, based on the specified handling system design. The term
"positive control" is defined as physical restraint to prevent the weapon from becoming disengaged from its handling equipment, or being
damaged by striking adjacent structure, fittings, or weapons. This control shall apply throughout any shipboard handling cycle and under
both equipment operating and holding conditions.
Positive traversing and braking features (such as rack and pinion, sprocket and chain, or hydraulic cylinders) shall be provided for
powered traversing handling equipment that does not rely on deck friction for driving or braking.
Manual handling equipment which traverses shall have a brake which automatically stops and holds the equipment in position when
a brake handle or control is released or is not tended. Track clamps may be used as a "deadman" brake.
Guide rails shall be provided for lateral restraint of weapons being handled during vertical movement through trunks, or hatches.
While underway, guide wires may be used only for emergency handling equipment. Tag or guide lines shall be provided for emergency
handling dockside, at anchorage and over the side.
Handling equipment using guide rails over one deck level shall have a mechanical safety device to stop the platform or weapons
basket in case of wire rope or chain failure. This device is not required for emergency handling equipment.
Weapons hoisting equipment operating within the confines of one deck level shall be provided with lateral restraining features, such
as telescopic guides, with the following exceptions:
Where handling operations will not be performed in excess of 10-degrees roll or list (3-degrees roll or pitch on tenders); or
Where specified due to significant loss of stowage density or equipment portability is an overriding consideration; or
Where system has been designed for personnel to prevent swaying of the weapon load.
Powered handling equipment, except for drive trains powered by hydraulic cylinders or air cylinders, shall be provided with a
mechanical brake in the drive train which shall be automatically engaged when the drive train power actuating control is in the "off"
position. Hydraulic and air cylinders shall use holding valves and positive pressure.
Powered handling equipment shall be provided with a non-overhauling feature to prevent the load from overcoming the operating
power source when the mechanical brake is disengaged.
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Powered handling equipment, except forklift trucks, wire rope elevators, and specially exempted equipment, shall be provided with
means for manual operation, at reduced speed, in the event of power or control failure. Over the side handling equipment shall be provided
with a means to lower the load in the event of a power or control failure.
Powered lifting or hoisting devices shall be "power up" and "power down", and at no time during normal operations shall the load be
disconnected from the drive device. Hydraulic and air lifting cylinders, which lower the weapon load by opening a valve to permit
hydraulic fluid or air pressure to drain off, are acceptable, provided suitable flow control devices are incorporated in the system to limit
maximum velocities to avoid damage to weapon and equipment. Handling equipment shall provide self-alining features such as floating,
funneling, or camming action. These features shall ensure that the weapon or mating equipment can be engaged by the handling equipment
even though there is misalignment. The degree of self-alignment required shall be determined by the system design. Alinement features
shall allow for maximum cumulative tolerances from the required load center position and axis. Where more than one type of motion
applies, and more than one corrective feature is necessary, the tolerances are additive.
Hand and load chains on hoists shall be of material which resists corrosion.
Overhead monorail or bi-rail track systems and trolley hoists shall be provided, where specified, for transporting weapons that
cannot be man-handled. The tracks shall consist of I-beam sections for a monorail system, and shall include portable sections, hinged
sections, switches, and turntables, as required. The radius of curvature of the monorails shall not be less than specified in the reference
specifications for the trolley hoists that the tracks will support. The tracks shall be installed as high as possible in the overhead.
Handling equipment on tracks, such as bridge cranes, monorail hoists, and bi-rail track systems, shall have a positive mechanical
stop at each extreme limit of the equipment's range of travel. Automatic safety stops shall be provided at other locations, where required,
to prevent the equipment from accidentally moving off an open section of track. No damage to the load or the equipment shall occur if the
equipment strikes a stop at maximum operating speed.
Where two pieces of handling equipment operate on the same track or rail, one or both shall be provided with a bumper type device
to prevent damage, should they collide. On manually controlled powered systems, the bumpers shall prevent damage, based on the
maximum speed obtained by one piece of equipment. On automatic or semi-automatic powered systems, the bumpers shall prevent
damage based on the maximum speed obtained by both pieces of equipment added together.
Traversing hoists, bridge cranes, and all track-guided handling equipment, in the unloaded condition, shall be secured for the
maximum dynamic forces produced by motion of the ship.
A container shall be provided on hoists for stowage of the load chain. Hoists shall be provided with all required adapters necessary
to perform the required handling operations. Hoisting equipment requiring load hooks shall be equipped with safety devices in accordance
with A-A-50472 or A-A-50469.
Unless otherwise specified, the design of drums and sheaves for wire rope installations shall be in accordance with publication,
NAVSEA 0900-LP-008-2010. The size of wire rope shall be determined by the method described therein, based on the maximum total
stress acting on the rope, except that safety factors used shall be as specified herein. The factor of safety for wire rope and load chain shall
be a minimum of 5, based on the ratio of the minimum breaking strength to the operating design load for wire rope and the ratio of the
breaking load to the operating design load for load chain. Additionally, wire rope installations shall be designed to ensure that differences
in elongations between loaded and unloaded conditions do not cause deleterious effects on limit switch operations and platform alinement.
The factor of safety for fittings and connecting parts used in load chain (link and roller) and wire rope applications shall be a minimum of
5, based on the ratio of the yield strength to the operating design load, as defined herein.
Wire rope shall be 6 by 37 IWRC construction in accordance with Fed. Spec. RR-W-410.
Load bearing wire rope sections which require padded coatings or covers for weapon protection, shall have the coatings or covers
transparent, or removable, to permit visual inspection of the section.
Unless otherwise specified, hoisting equipment utilizing wire rope shall have at least 2 1/2 full turns of wire rope remaining on the
drum when the hoist is extended to its lowest position.
Unless otherwise specified, wire rope type elevators shall be in accordance with Mil. Spec. MIL-E-17807. Limit switch enclosures
shall be watertight and pushbutton enclosures shall be spray tight. Elevators shall be provided with means for lowering in event of power
or control failure.
Portable or automatic rail guards shall be provided for personnel and forklift truck and forklift truck protection around elevator
trunks for the following conditions:
Personnel guard rails - around flush hatches and around elevator doors whose operation is not interlocked with the elevator
movements.
Forklift truck guard rails - around flush hatches and elevator doors whose operation is not interlocked with the elevator
movements.
Weapons Elevators (New and Modified) - Upper stage elevators extending from the damage control deck to the flight deck, and
lower stage elevators extending from the magazines to the damage control deck or hangar deck, shall be of the wire rope type in
accordance with Mil. Spec. MIL-E-17807. Hoisting machinery shall be electric, two-speed, winding drum type, and shall provide a loaded
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platform speed of not less than 100 ft/min and a low speed of approximately 1/6 full speed. These elevators shall be provided with four
lifting cables and two or four guide rails. The following additional safety features, where applicable, are required:
Personnel guards for hoist machinery room rotating shafts, couplings, and wire rope drums.
A solid 5 inch yellow safety margin (painted) on platform edges where wheeled dollies or skids are used for ordinance transfer.
Fork truck guards on the deck at hatches and elevator trunk openings that remain open when the elevator platform leaves that
particular deck level.
7 foot-candle power average lighting (minimum 5 at individual check points) at all load levels in a white trunk with hatches closed
and one door open.
"Safe working load" warnings with minimum 2 inch high letters shall be painted/stenciled on the trunk bulkhead or trunk side of
door opposite each door opening and on the outside of all doors at each load level.
"No rider" warnings with minimum 2 inch high letters shall be painted/stenciled on the trunk bulkhead or trunk side of door opposite
each door opening and on the outside of all doors at each load level. Inscription to read "Keep off this elevator when in operation."
Emergency stow feature at control stations for hangar and flight deck doors and hatches using an "E-Stow" pushbutton that, when
pressed and released, will close and dog the door or hatch regardless of other station "Run/Stop" switch positions. If "E-Stow" is actuated,
door or hatch motion shall be stopped by rotating the "Run/Stop" switch at that station to "Stop". The door or hatch close motion shall be
restarted by returning the switch to "Run" and pressing "E-Stow" again.
Upper stage elevators extending from the damage control deck to the main (hangar) deck shall be of the electric-hydraulic cylinder
type with four guide rails, and shall provide a loaded platform speed of not less than 60 ft/min. and low speed of approximately 1/6 full
speed. These elevators shall be provided with a means to prevent racking of the platform under non-uniform loading. Fixed alignment
stops shall be provided at the extreme upper and lower limits of travel to hold the top of the loaded elevator in alignment with the hangar
deck and damage control deck, respectively. The hydraulic cylinder shall hold the elevator platform against the upper stop.
One electro-hydraulic power unit shall be provided for each elevator. This unit shall provide hydraulic power for operation of the
elevator platform, hatches, doors, and dogging system. If two or more such hydraulic powered elevators are installed in either the forward
or aft weapons complex, the power units in the same complex shall be cross-connected with piping in such manner that in the event of
failure of any one unit to function, another unit will be available for back-up operation. If only one hydraulic powered elevator is installed,
it shall be provided with two separate power units crossconnected in such manner that either unit will be available to power the elevator.
All such power units (consisting of pump and electric motor) in the same weapons complex shall have sufficient capacity to power the
largest capacity elevator in the complex. Manual cross-connection valves shall be provided, as necessary, to effect auxiliary
interconnection of any power plant in the system.
Weapons elevator platforms shall be of the flush surface type and shall be provided with recessed attachment fittings and tie downs
for securing ready service weapon loads in a rough seaway. Sufficient quantities of attachment fittings and tie downs shall be provided to
permit multiple loadings on the elevator platforms. Fittings shall be located to ensure that all weapon loads can be positioned on the
elevator platform in such manner as to clear any obstruction in the elevator trunk during platform transit.
Each side-loading elevator platform shall be designed to withstand the static and dynamic forces imposed during elevator platform
loading operations. These forces shall consist of those imposed by driving two fork lift trucks, each carrying a maximum weapons load,
simultaneously side-by-side onto the elevator platform, with the platform one-half inch above or below the level of the deck, and applying
the brakes to stop the trucks.
Each end-loading elevator platform shall be designed to withstand the static and dynamic forces imposed during elevator platform
loading operations. These forces shall consist of those imposed by driving two fork lift trucks, each carrying a maximum weapon load,
simultaneously onto opposite ends of the same elevator platform, with the platform one-half inch above or below the level of the deck, and
applying the brakes to stop the trucks.
703d. Stowage (New and Modified Systems)
Unless otherwise specified herein, torpedo, missile, primary magazines containing 40mm and larger ammunition, and cargo
magazines shall not be located directly under or adjacent to flight decks. Where practical, magazines (except those within an armor box
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complex), shall not share a common bulkhead or intermediate deck and shall be provided with ballistic protection consistent with the
vulnerability and survivability requirements of the ship.
Each weapons magazine or locker shall be provided with one bi-metallic maximum/minimum-indicating thermometer and
temperature record card holder inside the magazine or locker.
Thermometers shall be in accordance with Section 504.
Portable metal platforms shall be provided in magazines where weapons are stowed too high for convenient handling from the deck.
Stowage for the platforms shall be provided.
Where standard NAVSEA drawings are not specified, topside lockers, where provided, shall be fabricated in general accordance
with drawings, NAVSHIPS No. 804-1360106 from steel rather than aluminum. Lockers exposed to the direct rays of the sun shall be
equipped with sunshields.
Magazines and topside lockers shall be secured with NAPEC 1300 series high security hasps and high security padlock, FF-P-2827,
type II or medium security padlock Mil. Spec. MIL-P-43951 style 2.
Additional information pertaining to requirements for stowage, safety precautions, and segregation of the various types of weapons
are contained in Naval Ships Technical Manual NAVSEA S9086-XG-STM-000, NAVSEA Ordnance Pamphlets OP 4, OP 3347, and OP
2165, and in the Code of Federal Regulations 46 CFR 146, (applicable to weapons and explosives to be transported as cargo by auxiliary
and amphibious ships). The requirements contained in these publications supplemental to that contained herein and shall be used as design
requirements only in those requirements not covered by these specifications.
703e. Gears, Bearings, and Lubrication (New and Modified Systems)
Gearing shall be in accordance with American Gear Manufacturer's Association standards and shall have machine cut teeth. Gears
shall be totally enclosed in oil-tight cases and shall be lubricated by an oil bath, except in special cases, such as, final reduction or "bull"
gears on elevator hoisting machinery. The oil-tight gear cases shall be provided with suitable means for filling, draining, and measuring
the lubricant level. Enclosures for gears shall permit easy inspection and removal of internal parts.
Bearings, except those lubricated by an oil bath, or those which will be inaccessible for the addition of lubricant after installation,
shall be fitted with pressure grease fittings in accordance with type I or III of Mil. Spec. MIL-F-3541. Bearings which will be inaccessible
for periodic lubrication after installation shall be of a sealed type which will permit both renewal, or addition of lubricant, during shipyard
or tender overhaul. Anti-friction bearings, where used, shall be in accordance with Fed. Spec. FF-B-171. Self-lubricating oil-impregnated
porous metallic bushings shall not be used where salt spray or atmosphere is present. Where bushings requiring positive lubrication are
used, positive means shall be provided to prevent bushings from turning and cutting off the supply of lubricant.
On handling equipment that requires lubrication, positive means shall be provided to lubricate working parts, such as operating
linkages, pivots, hinge pins, and mechanical interlocks.
703f. Interlocks, Controls and Alarms (New and Modified Systems)
Handling equipment shall be provided with mechanical, electrical, hydraulic, and pneumatic controls and interlocks, as applicable, to
ensure safe operation of the equipment and the weapon, and to prevent injury to personnel in any handling sequence or series of motions.
Interlocks and controls shall be provided for automatic or semi-automatic powered equipment, where specified, and shall be arranged
so that operation of any control, or combination of controls, in other than normal sequence, shall not operate the equipment or cause injury
to personnel or damage to any component. Interlocks shall be provided to prevent power operation when manual drives are engaged.
Controls shall be equipped with manual overrides to permit completion of a handling operation in the event of failure of the control
system. Warning lights shall be provided to indicate unsafe equipment and system operation. Power operated weapon loading doors or
hatches, except those operated under the operators' direct control and full visual observation of full range of door or hatch operating limits,
shall be provided with an audible warning signal to indicate that the doors or hatches are in motion. Alarm circuits and components shall
be integrated with the associated handling equipment. Controls shall provide for smooth acceleration and deceleration of the weapon and
handling equipment between extreme travel limits. Controls shall permit alignment of handling equipments and positioning of weapons to
within the tolerance specified.
Powered traversing handling equipment which does not operate under the direct control or visibility of an operator (such as
automatic or semi-automatic equipment), shall have an automatic power cutoff device at each extreme limit of the equipment's horizontal
range of travel.
Powered vertical handling equipment shall have an automatic cutoff device at the upper extreme limit of the equipment's vertical
range of travel.
Powered handling equipment which could drive a weapon against a fixed component, such as a chock or container, shall have an
automatic cutoff device to stop travel before the weapon could be damaged.
703g. Noise, Shock, and Vibration (New and Modified Systems)
Noise - Weapons handling equipment operating noise levels shall be within the noise levels specified in Section 073.
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Shock - Section 072 herein defines the requirements for shock as it relates to ship overhauls.
Vibration - Weapon handling and stowage equipment shall meet vibration requirements defined in Section 073, and shall limit
vibration amplitudes imparted to weapons to values compatible with weapon vibration limits.
703h. Charts (New and Modified Systems)
An instruction chart and a lubrication chart, in accordance with Section 305, shall be provided for equipment of weapons handling
systems. Charts shall be mounted in locations conveniently near or on the equipment concerned. The instruction chart shall show all
operating features, shall show clearly the functions of the equipment, and shall include safety precautions. The lubrication chart shall
show the equipment diagrammatically, and shall contain instructions for its care and lubrication, including designation of the lubricants by
specification and military symbol, and frequency of lubrications.
A stowage chart shall be provided within each magazine to show the primary and any alternate weapons stowage configurations.
703i. Technical Documentation (New and Modified Systems)
703j. General Requirements (Overhaul)
Hydraulic System (Overhaul) - Hydraulic system components are to be overhauled and tested in accordance with Section 556, if
required.
Electrical Components (Overhaul) - Electric motors and controllers requiring repairs shall be repaired and tested in accordance with
Section 302.
Operating Instruction Label Plates (Overhaul) - Overhauled systems shall have operating instruction label plates that are legible and
up-to-date in accordance with applicable technical manuals and drawings.
Hydraulic System Cleanliness (Overhaul) - Contaminated hydraulic system piping and components shall be cleaned to acceptable
standards as specified in Section 556.
Hydraulic system filters shall be replaced during the regular overhaul as specified in Section 556.
Gages (Overhaul) - Overhauled systems shall have gages that are operational and in calibration in accordance with applicable
drawings and technical manuals. Gage calibration shall be as specified in Naval Ships Technical Manual NAVSEA S9086-RJ-STM-000,
Chapter 504.
Mechanical Components (Overhaul) - Mechanical equipment and components to be repaired shall be class "B" overhauled as defined
in Section 042 and in accordance with applicable technical manuals and drawings.
Wire Rope (Overhaul) - Hoisting wire rope assemblies and rigging shall be inspected for wear and corrosion and replaced as required
in accordance with Section 613. Wire rope used for installation on ships shall be in accordance with Fed. Spec. RR-W-410. Swaged wire
rope end fittings are to be manufactured in accordance with applicable drawings and shall be swaged and tested in accordance with Mil.
Spec. MIL-T-6117.
When existing installed wire rope assemblies are to be used for templating of new assemblies, existing installations shall be
Material and Gaskets (Overhaul) - Replacement of materials such as fasteners and gaskets shall be in accordance with applicable
section herein for new and modified systems.
Material for replacement parts and components fabricated by the repair activity shall be in accordance with applicable drawings or as
specified for new and modified systems.
703k. Weapons Handling Equipment (Overhaul)
For detailed description of ammunition handling and stowage equipment refer to Naval Ship's Technical Manual, NAVSEA
S9086-XG-STM-000, Chapter 700.
Whip Hoist, Hand, Pneumatic and Electric Hoist, Bridge Cranes, Monorail and Bi-Rail Hoist, Conveyors Dumbwaiters, Traveling
Cranes - Weapons handling systems shall be repaired/overhauled and post-overhaul tested as specified in paragraph 703I. Systems and
components to be overhauled shall be class "B" overhauled as defined in Section 042. Handling equipment installed on ships to replace
existing equipment shall be to military specifications and standards specified in Naval Ships Technical Manual, NAVSEA
S9086-XG-STM-000, Chapter 700, if possible.
Weapons Elevators (Overhaul) - Weapons elevators shall be overhauled/repaired and post-overhaul tested as specified in paragraph
703I. Systems and components to be overhauled shall be class "B" overhauled as defined in Section 042. Replacement parts installed on
weapons elevators shall be in accordance with applicable military standards and specifications whenever possible.
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Overhaul inspection shall include "Overhaul Inspection Requirements" specified in Naval Ship's Technical Manual, NAVSHIPS
0902-830-0002, Chapter 589.
Dredger Hoist - Dredger hoist requiring overhaul shall be in accordance with Section 710.
General - Tests shall demonstrate that handling and stowage equipment and systems are satisfactorily designed, fabricated, installed,
aligned, and adjusted, and will accommodate the weapons that they will be required to handle and stow. Handling routes, including
emergency routes, shall be demonstrated throughout the entire system. Tests shall also demonstrate that electrical, hydraulic, pneumatic,
and mechanical controls and interlocks will operate and perform their designed functions.
Hydraulic systems, components and piping shall be tested in accordance with Section 556. All relief valve settings, including main,
servo and replenishing, shall be checked and adjusted as required to pressure settings as specified in applicable technical manuals and
drawings.
Overhauled systems shall be operationally tested to prove satisfactory performance. Test procedures shall be prepared in accordance
with applicable technical manuals and drawings.
Safety Device Test - Safety devices on the equipment shall demonstrate their ability to operate as intended. Powered equipment shall
demonstrate control, safety, automatic operating features, and freedom from interference with ship structure and other equipment while
carrying specified loads. Proper installation of safety features that are not of a testable nature shall be verified.
Operational Test - Equipment shall be operated to demonstrate the adequacy of fittings and equipment for the loads to be handled or
stowed.
Static Test - Handling equipment shall be tested by supporting a static test load of twice the rated load, or twice its vector component
in cases of fixed inclined angle configurations, (plus or minus 5 percent) for a period of 10 minutes. If the holding design load exceeds
200 percent of the rated load, the weight of the handling equipment plus 150 percent of the rated load shall be utilized for the test. No part
of the equipment shall take a permanent set, nor shall degradation of any operating or control function occur as a result of this test. Static
load tests shall be completed prior to performance of operational tests. Handling equipment to be tested shall not be used to lift the total
static test load.
Static load testing of bridge cranes shall be conducted with the test load positioned to impose maximum stress on the bridge and shall
include extreme and midspan positions. Static load testing of bridge tracks and trolley hoist tracks shall be conducted with the test load, or
loads, positioned to impose maximum loading on each track support, and also at the center of the longest track span.
Dynamic Test - With ship on even keel, handling equipment shall be tested to demonstrate ability to handle 1 1/2 times its vector
component in cases of fixed inclined angle configuration, (plus or minus 5 percent) at the maximum obtainable speed, throughout the full
range of operation. If the operating design load exceeds 150 percent of the rated load, the greater of the two loads shall be utilized for the
test.
Continuous Duty Test - Handling equipment, except for manual equipment, shall be operated repetitively at rated load and rated
speeds throughout the complete duty cycle for either a period of 1 hour, or until thermal equilibrium is achieved, whichever takes the
longest time, unless otherwise specified.
Handling systems shall be tested to demonstrate their capability to meet specified time cycles throughout their complete handling
sequences.
Emergency Procedure Test - Emergency procedures shall be demonstrated for each type of handling equipment where such
procedures apply.
Elevators (New and Modified) - Elevators shall be tested as specified above and in accordance with the following tests and in the
following sequence:
Where developed, the applicable section of the weapons elevator System Operability Tests, Level III shall be used in the testing of
the weapons elevators following completion of load bearing component, control system or safety device repairs or overhaul. When used,
the provisions and requirements of SOT III tests shall supersede all conflicting requirements.
Static Load Test - The static load test, with twice the rated load, shall be conducted with the platform near the lower end of its travel.
If the holding design load exceeds 200 percent of the rated load, the weight of the handling equipment plus 150 percent of the rated load
shall be utilized for the test. Fork trunk loaded CV/CVN elevators shall be tested alternately with 300 and 100 percent of rated load on
opposite ends of the platform at the same time. During this test, the brakes shall be capable of holding the elevator platform without
slipping or adjustment for a period of 10 minutes.
No-Load Test - Elevator shall be operated for 30 minutes between each combination of decks served to demonstrate hoisting time,
hoisting machinery performance, and control system performance.
Safety Device Test - The mechanical safety devices shall be tested for their ability to stop and hold the platform when carrying rated
load at rated speed. Scoring of guide rails, or damage to the equipment resulting from this test, shall be repaired prior to conducting
operating tests. Each elevator platform shall be lowered onto the bumpers or stops, the hoist cables slacked, and the devices checked for
proper operation and adjustment.
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Dynamic Test Load - Elevators shall be operated through 2 complete cycles of lift and lower operation throughout the full hoisting
range, at maximum obtainable speed, with 1-1/2 times the rated load on the platform. If the operating design load exceeds 150 percent of
the rated load, the greater of the two shall be utilized for the test. During this test, the elevator platform shall be stopped from full speed in
the down direction by setting the brake. The platform shall travel no more than three feet after the brake is set.
Normal Operating Test - Unless otherwise specified, elevator shall be operated for 2 hours with rated load evenly distributed on the
platform, through each combination of decks served, to demonstrate hoisting time and hoisting machinery performance.
Slow-Speed Test - Elevator shall be operated for 1 complete cycle at slow speed with rated load on the platform to demonstrate
hoisting machinery performance.
Emergency Run Test - Elevator shall be operated for 1 complete cycle (after manually tripping motor overload protective devices),
by holding in the emergency run pushbutton and pressing an up or down pushbutton, to demonstrate that the elevator will run as long as
the emergency run pushbutton is held in.
Door and Hatch Test - Elevator doors and hatches shall be operated at the specified duty cycle for a minimum of 50 complete cycles.
Dredger Hoist (New and Overhauled)
Dredger hoist shall be tested in accordance with Section 710.
Weapons Elevators - Overhauled elevators shall be tested as specified herein.
Where developed, the applicable section of the weapons elevator System Operability Tests, Level III shall be used in the testing of
the weapons elevators following completion of load bearing component, control system or safety device repairs or overhaul. When used,
the provisions and requirements of SOT III tests shall supersede all conflicting requirements.
A working load test shall be conducted raising and lowering the platform a minimum of twenty-five cycles, elevator platform shall
remain at the extreme upper and lower levels for thirty seconds between cycles. Working load test shall be at rated speed as specified in
applicable technical manual. With working load on platform, platform shall be level within 1/4" at each deck level and platform locks
shall engage/disengage freely.
Overhauled elevators shall be operationally tested with no-load to demonstrate proper operation of slow down, stop and limit
switches, interlocks, safety devices, indicator lights, operation of doors and hatches and all associated equipment. No-load testing shall
include platform call/send operation from all deck level control stations and operation using "emergency run" to raise and lower the
platform.
Hoist, Cranes, Conveyors, Dumbwaiters - Overhauled systems and components shall be subjected to a no-load, static load, dynamic
load and rated load test as specified in Naval Ship's Technical manual, NAVSEA S9086-XG-STM-000, Chapter 700.
General requirements for testing and ship's trials are specified in Sections 092 and 094.
Section 703
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SECTION 710
SHIP'S GUN AMMUNITION AND MISCELLANEOUS ORDNANCE; HANDLING AND STOWAGE SYSTEMS
710a. Scope
This section contains requirements for handling and stowage systems for ship's gun ammunition and pyrotechnics, small arms
ammunition, explosive ordnance disposal equipment and demolition equipment.
710b. General (New, Modified and Overhauled Systems)
General requirements for the design and installation of the handling and stowage systems, are contained in Section 703.
For detailed description of weapons handling systems and components refer to Naval Ship's Technical Manual NAVSEA
S9086-XG-STM-000, Chapter 700 and Chapter 589 of Naval Ship's Technical Manual 0902-830-0002 for weapons elevators.
710c. Handling (New and Modified Systems)
Equipment shall be provided for handling ship's gun ammunition and miscellaneous ordnance from the receiving stations to the
magazines or stowage areas, within the magazines, and from the magazines or stowage areas to the guns or launching locations, as
appropriate.
Primary strikedown routes and equipment shall be provided for transfer of ammunition and ordnance to stowage in the most rapid
and efficient manner. Secondary handling routes and equipment shall be provided for strikedown and strikeup of ammunition should
failure of the primary handling system preclude its use. If not provided as part of the gun system, separate equipment shall be provided for
the strikedown, strikeup, and replenishment of ammunition.
Vertical handling equipment shall, in general, consist of monorail hoists, dredger type hoists, pallet conveyors, elevators, and booms
or davits with whip hoists for handling through hatchways. Portable guides or other restraining devices shall be provided to prevent
ammunition and ordnance items from swaying when handled through hatchways.
Dredger type hoists shall be provided for rapid handling of projectiles, powder, tanks, and fixed ammunition between the lower
handling rooms, the upper handling rooms or ready service magazines. Electro-hydraulic drive assemblies at the lower ends of dredger
type hoists shall be in accordance with Mil. Spec. MIL-D-17432. Hoist trunks shall be of watertight construction and shall be provided
with a quick-closing watertight cover at both the upper and lower ends. Access and inspection covers shall be provided in hoist trunks to
facilitate inspection, maintenance, and repair.
Horizontal handling equipment shall, in general, consist of pallet trucks, forklift trucks, trolley hoists, and roller conveyors.
Facilities such as nets furnished with the gun mounts shall be provided to prevent an accumulation of empty cartridge cases ejected
from guns from interfering with operations and from falling to the deck below. Facilities shall also be provided to prevent an accumulation
of empty powder tanks which would interfere with operations at decanning stations.
Shock - Section 072 herein specifies shock requirements.
710d. Overhaul and repair of Ammunition Handling Systems
System Overhaul and repair - Requirements and definitions of class of overhaul (i.e., Class A, B) and the use of authorized Technical
Repair Standards (TRS) are provided in section 042 herein. Handling equipment shall be overhauled/repaired as required in accordance
with Section 702 for armament, Section 703 for hoist and trolleys and Section 556 for hydraulic components.
710e. Stowage
Ship's ammunition and miscellaneous ordnance will be stowed in magazines and in other facilities as specified by NAVSEA.
Generally, stowage systems shall be one of the following types:
"Fixed" stowage consisting of bearers, stanchions, battens and chocks assembled to form a stowage rack for stacking a specific
arrangement of a specific item.
"Telescopic Batten" stowage consisting of deck grating, overhead movable grating strips, and spring loaded adjustable telescoping
battens.
"Bin" stowage consisting of standard or modified bins for small item stowage. To improve magazine sprinkler system coverage for
firefighting/cooling of bin stowed ammunition, bin shelves shall be provided with perforation to allow water to drain through each shelf to
the lower shelf. This will be accomplished by providing each horizontal shelf surface with 3/4 inch diameter holes spaced 2 inches on
center in a diagonal pattern. NAVSEA DWGS S3000-860159 and 804-4563098 provide details.
Section 710
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"Locker" stowage consisting of standard or modified lockers for small or ready service item stowage.
Technical Documentation - The requirements for technical documentation relating to the Shipalt development process are specified
in section 085. Other technical documentation requirements related to overhaul are specified in section 800.
710f. Testing Requirements (New Installation)
Dredger Hoist - The hydraulic pump and motor, valves, piping, and pipe fittings shall be tested to 150 percent of normal hydraulic
operating pressure.
The oil expansion tank in the hoist hydraulic system shall be tested to a hydrostatic pressure of 8 lb/in2.
The hoist drive shall be operated at idling pressure for 5 minutes with hoist chain stationary.
The hoist shall be operated at no load, with the conveyor chain operating for 10 minutes at full rated speed in each direction of
operation.
The hoist power unit shall be tested for control and ability to handle the required loads at full rated speed. Dummy pieces, each
of the proper weight, shall be hoisted at full rated speed until temperature of motor and mechanism stabilize. Six pieces, each of the proper
weight, shall be lowered at maximum speed (rate not specified but to be recorded): double hoists, 12 pieces shall be lowered.
The operation of manual and automatic controls and interlocks shall be demonstrated during the foregoing tests.
Means for emergency stopping shall be tested to demonstrate satisfactory operation.
The hand power drive shall be tested with the flights fully loaded. The rate of delivery of hoisting and the effort required on the
hand crank shall be recorded.
The hydraulic system pressure test to 150 percent of normal operating pressure and a hydrostatic test of the expansion tank, specified
above, are not required for packaged hydraulic units if the manufacturer's certified test procedures include these tests.
Overhauled Dredger Hoist - Dredger hoist shall be no load tested to check operation of safety wings, indicator lights at each station,
stop and limit switches, hydraulic and mechanical drive system.
Overhauled hoist shall be subjected to a dynamic load test (150 percent of rated) and rated working load test.
Automatic and manual operation shall be demonstrated during testing in accordance with applicable technical manuals and drawings.
The operation of manual and automatic controls and interlocks shall be demonstrated during the foregoing tests.
Means for emergency stopping shall be tested to demonstrate satisfactory operation.
The hand power drive shall be tested with the flights fully loaded. The rate of delivery of hoisting and the effort required on the
hand crank shall be recorded.
The hydraulic system pressure test to 150 percent of normal operating pressure and a hydrostatic test of the expansion tank, specified
above, are not required for packaged hydraulic units if the manufacturer's certified test procedures include these tests.
General requirements for shipboard tests and ship trials are specified in sections 092 and 094 herein.
Section 710
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SECTION 720
SURFACE MISSILES; HANDLING AND STOWAGE SYSTEMS
720a. Scope
This section contains requirements for handling and stowage systems for surface-to-air guided missiles and associated missile
components aboard surface ships equipped with guided missile launching systems.
720b. General
General requirements for the design and installation of weapons handling and stowage systems are contained in Section 703.
Launching system installation and overhaul requirements are contained in Section 702.
Requirements for the special facilities for nuclear weapons and atomic components of weapons are contained in Section 792.
System requirements for missiles carried as cargo for replenishment of other ships are contained in Section 770.
720c. Handling
New Installation/Modifications to Existing Systems - Equipment shall be provided for handling missiles and associated missile
components from the receiving stations to the launching systems, magazines, or stowage areas; within the magazine and stowage areas;
and from the magazines to the launching systems, as applicable. This equipment shall also be capable of returning missiles, and associated
components to the receiving stations for offloading from the ship.
Speeds, capacities, and arrangement of the handling systems shall be based on specified replenishment and launching system reload
rates.
Overhauled Systems - Overhaul of surface-to-air missile handling equipment and components shall be in accordance with Section
703.
720d. Stowage
Guided missile stowage shall be as specified by NAVSEA.
New, modified and overhauled handling equipment and components shall be tested in accordance with Section 703.
Section 720
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Section 720
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SECTION 730
SUBSURFACE WEAPONS; HANDLING AND STOWAGE SYSTEMS FOR SURFACE SHIPS
730a. Scope
This section contains requirements for handling and stowage systems for subsurface weapons and their components aboard surface
ships and includes helicopter-launched subsurface weapons aboard cruisers and destroyer types.
730b. General
General requirements for the design, installation and overhaul of the weapons handling and stowage systems are contained in Section
703.
Torpedo tube and launcher requirements are contained in Section 702.
Requirements for special facilities for nuclear weapons and nuclear components of weapons are contained in Section 792.
Handling and stowage system requirements for weapons carried as cargo or replenishment of other ships shall be in accordance with
Section 770.
In addition to the requirements contained herein, MK 48 Torpedo Intermediate Maintenance Activities (IMA) installations on
submarine tenders shall conform to the requirements of publication, NAVSEA 0900-LP-068-8010.
730c. Handling
New and Modified Systems - Equipment shall be provided for handling weapons from the receiving stations to the launchers and to
the magazines, within the magazines, and from the magazines to the launching systems. The speeds, capacities, and arrangement of the
handling systems shall be based on the specified rates for replenishment and launching system reload. Equipment used for both systems
shall be designed for the higher rate.
A portable boom or davit shall be provided for over-the-side handling of torpedoes. A portable boom or kingpost and boom shall be
provided for over-the-side handling of ASROC weapons. These shall have a 5-foot 3-inch minimum outreach from the side of the ship.
Hand operated nylon purchase vang tackle, cleats, pads, and fairleads shall be provided for training and control of the kingpost and booms.
Nylon rope shall be three strand and be in accordance with Mil. Spec. MIL-R-17343. Fittings for this handling equipment shall be
provided aft on the weather deck and in the vicinity of the torpedo tubes, weapon magazines, and launchers for port and starboard recovery
of exercise weapons at sea and for over-the-side replenishment from a barge, small boat, or dock. Stowage for each exercise torpedo shall
be on two chocks spaced to suit the torpedo support points.
Torpedo handling hoists for magazines and over-the-side handling shall be in accordance with Mil. Spec. MIL-H-2813 and Section
703.
The handling system for delivering weapons from stowage to the helicopters shall permit loading of the helicopters in the hangar and
at the landing area. The handling system shall provide for both single or dual loading of weapons on each helicopter.
Overhaul of Systems - Systems to be overhauled shall be overhauled in accordance with requirements of Section 703.
730d. Stowage
Equipment and fittings shall be provided for the stowage of weapons, weapon components, tools, and accessories. Stowage for
weapons containing explosives and explosive weapon components shall be in magazines. Weapon stowage facilities shall provide
alternative stowage for a full or mixed load of the various weapons to be stowed.
Torpedoes - One torpedo will be stowed in each torpedo tube. Reload torpedoes shall be stowed in chocks or racks in a magazine
convenient to the torpedo tubes or helicopter hangar. The stowage arrangement shall permit selectivity for removal of any torpedo stowed
in the magazine. The stowed torpedoes shall be readily accessible for inspection of components.
The design of chocks or racks shall permit stacking torpedoes with the lower row as close to the deck as feasible. The chocks or
racks shall provide stowage for the various types of torpedoes to be stowed and shall be spaced so that they will be compatible with the
support points of the torpedoes. One type of chock or rack shall be provided which shall be compatible with the various torpedo types, if
practicable. The chocks or racks shall provide for horizontal and vertical restraint of the torpedoes and the bearing surfaces which will be
in contact with the torpedoes shall be covered with a NAVSEA approved material. Chocks for rocket thrown torpedoes shall be capable of
restraining a weapon against maximum thrust of the motor in event of inadvertent ignition.
Stowage shall be provided within the weapon magazine for chocks that are removed when not in use. Stowage for these chocks in a
convenient location outside the magazine is acceptable, if space within the magazine is not available.
Section 730
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A shroud or flame deflector shall be installed around the motor section of each rocket thrown torpedo to prevent ignition of adjacent
motors stowed in the magazine.
730e. Shock
Section 072 herein specifies shock requirements as they relate to ships overhaul.
Overhauled handling systems shall be tested as specified in Section 703.
Section 730
S9AA0-AB-GOS-010
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SECTION 770
CARGO WEAPONS; HANDLING AND STOWAGE SYSTEMS
770a. Scope
This section contains requirements for handling and stowage systems for weapons and weapon components which are carried as
cargo.
770b. General
General requirements for handling and stowage systems are contained in Section 703.
Requirements for the special facilities for nuclear weapons and nuclear components of weapons shall be in accordance with Section
792.
Requirements for handling and stowage of air-launched weapons on aircraft capable ships are contained in Section 780.
For handling and stowage of liquid (hypergolic) propellent weapons, special facilities shall be provided in accordance with
publication, NAVSEA 0978-LP-003-9000, for the safety of the ship and personnel.
770c. Handling
New and Modified Systems - Handling systems and equipment shall be provided for moving weapons and weapon components
between the replenishment stations and stowage holds or magazines, within the stowage holds and magazines, and from stowage to the
assembly areas if applicable.
The speeds, capacities, and arrangement of equipments comprising these handling systems shall be based on the type of weapons to
be handled and the replenishment and service cycle rates. Handling equipment shall consist of weapons elevators, overhead handling
equipment, and mobile handling equipment, as specified herein, in quantities as required, to comprise the cargo weapons handling system
for the ship. Slings, strongbacks, adapters, and fittings required for handling cargo weapons on pallets, cradles, skids, and in containers
shall be provided.
The following criterion is considered to meet the POSITIVE CONTROL requirements of Section 703 in ships (such as destroyer
tenders) which only handle, assemble, and transfer weapons and weapon components while such ships are berthed alongside a pier or are
moored in a protected seaway:
POSITIVE CONTROL requirements are applicable only when weapons or weapon components are being handled vertically
from one deck to another (as through a hatch, in a trunk, or in an elevator). Tag or guide lines shall be provided for emergency handling,
handling dockside, at anchorage, and over-the-side. Horizontal restraint is not required in normal workshop operation, lateral handling
movements, or over-the-side transfers.
For handling weapons while underway, vertical guide rails shall be provided for lateral restraint. Handling equipment using guide
rails within an enclosed trunk shall have a mechanical safety device to stop the platform or weapon basket in case of wire rope failure, this
device is not required for emergency handling equipment.
Weapons Elevators - Requirements for weapons handling equipment shall be in accordance with Sections 573 and 703.
Overhead handling equipment - Overhead monorail and bi-rail tracks and bridge cranes shall be provided to facilitate handling of
cargo weapons and weapon components in storerooms, magazines, and weapons checkout areas. This equipment shall be in accordance
with Sections 573 and 703.
Mobile handling equipment - Forklift trucks and pallet trucks shall be provided for the horizontal movement of cargo weapons and
weapon components on pallets and cradles. The trucks shall be in accordance with Section 573. Type EX trucks shall be provided for use
in magazines equipped for the stowage of hypergolic type weapons.
Overhaul and Repair - Requirements and definitions of class of overhaul (i.e., Class A, B) and the use of authorized Technical Repair
Handling systems and components requiring overhaul shall be overhauled in accordance with Section 703 or as specified in
paragraph 770B.
770d. Stowage
Stowage shall be provided for cargo weapons and their components as specified herein.
Stowage facilities shall be provided for portable wheeled weapons handling dollies and handlift trucks in locations convenient for
their use.
Section 770
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Stowage for forklift trucks and battery-powered pallet trucks shall be in accordance with Section 570.
Stowage for portable handling equipment and mobile handling equipment shall be out of the weather.
Cargo holds shall be fitted with one or several of the following stowage systems as specified by NAVSEA.
"Dunnage" stowage shall consist of deck tracks, overhead tracks, stanchions, penboards, tomming-down gear, and other associated
hardware generally in accordance with drawing, NAVSHIPS No. 805-2225420. This stowage system shall be capable of stowing weapons
on pallets, in cradles, or in containers. The stanchions shall provide lateral restraint for the stowed items, and the tomming-down gear shall
secure the stowed items against vertical movement. The heights between tracks shall be held to as few increments as feasible, throughout
the ship to permit interchangeability of stanchions. Tomming-down gear, penboards, stanchions, and other associated portable hardware of
this stowage system shall be stowed in the compartments where they will be used.
"Universal tiedown" stowage shall consist of deck channels, deck fittings, and tiedowns in accordance with drawing, NAVSHIPS
No. 713-2286433. This stowage is suitable for stowing weapons on pallets, in cradles, or in containers where grade A or B shock stowage
is required.
"Wire rope shoring" shall be in accordance with drawings, NAVSHIPS Nos. 805-1335042 and 805-1335043. The tracks for wire
rope shoring stowage systems shall be installed in athwartship rows, 36 inches apart. The wire rope shoring shall be installed such that
stowed items can be secured against horizontal and vertical movement. This system shall normally be used only for troop cargo
ammunition which is packaged for rough handling.
Metal guards shall be provided in the cargo weapons stowage spaces and cargo weapons handling areas to preclude damage to
installed items protruding from bulkheads and stanchions from forklift truck operations. Protection shall be provided up to a height of 6
feet - 6 inches from the deck. The guards shall be removable where access to items being protected is necessary.
770e. Shock
Section 072 herein specifies the requirements for shock as it relates to ship overhaul.
Overhauled handling systems and components shall be tested in accordance with Section 703.
Section 770
S9AA0-AB-GOS-010
2004 Edition

SECTION 780
AIR LAUNCHED WEAPONS; HANDLING AND STOWAGE SYSTEMS FOR AIRCRAFT CARRIERS
780a. Scope
This section contains requirements for weapons handling and stowage systems for air-launched weapons aboard Aircraft Capable
Ships.
780b. General
General requirements for the design, overhaul and installation of the handling and stowage systems are contained in Section 703.
Requirements for the special facilities for nuclear weapons and components are contained in Section 792.
In general, handling and stowage systems shall be based on the assumption that all weapons received aboard will be handled and
stowed in the "as received" condition in their shipping cradles, pallets, or containers. On those ships where the handling systems and
stowages do not permit handling weapons in their shipping configuration, the weapons will be removed from the cradle, pallet, or
container at the hangar deck and handled throughout the system as bare units on skids.
780c. Handling
New and Modified Installations - Equipment shall be provided for all phases of handling weapons from the receiving stations to the
magazines, within the magazines, from the magazines to the assembly areas and to the aircraft loading areas. Speeds, capacities, and
arrangements of weapons handling systems shall be based on the specified strikedown and strike-up rates for the ship. All approved
strongbacks, slings, hoists adapters, adapters and fittings required for handling weapons, weapon pallets, cradles, and containers shall be
provided.
Vertical handling systems between the hangar deck and the magazines may be single-stage or two-stage systems. Vertical handling
systems extending from the magazines to the flight deck shall be two-stage systems. In two-stage systems, the upper stage and lower stage
elevators shall terminate at the damage control deck. The termination of the upper stage elevators at the flight deck and hangar deck, and
the termination of the lower stage elevators at the hangar deck (in single-stage systems), shall avoid interference with weapons handling
and aircraft spotting to the greatest extent practicable.
Doors and flight and hangar deck hatches in weapons elevator trunks shall be watertight.
Power operation of doors and hatches shall be provided if required to meet handling rates. If weapons elevator doors are not
power-operated, separate flame seals shall be provided in way of each door to facilitate handling procedures. Door (or flame seals) in any
single elevator trunk shall be interlocked so that only one door and its flame seal can be open at any one time. Where lower stage elevators
in a two-stage system penetrate a ballistic deck, ballistic hatch covers shall be provided. Where single-stage elevators penetrate the main
(hangar) and ballistic decks, ballistic hatch covers shall be provided; these shall be interlocked so that only one hatch can be open at any
one time. Where elevators terminate at a hatch at the main (hangar) deck, this hatch shall be interlocked with the door at the damage
control deck so that one must be closed before the other can be opened.
In aircraft carriers a handling route shall be provided on the damage control deck between the forward and aft weapons stowage and
handling complexes. This route shall be kept clear of installed equipment or other interferences to facilitate movement of weapons along
the deck.
The system for handling air-launched weapons, ammunition, and related components during strikedown, strikeup, and movement of
weapons during ready service preparation, shall consist of one or more combinations of the following:
Elevators with fork lift truck handling throughout the ship and in the magazines.
Elevators with skid handling throughout the ship, and overhead or deck handling in the magazines.
Emergency handling systems shall be provided in the elevator trunks for strikeup of weapons from magazines to the hangar deck.
These systems shall provide means to move weapons from the magazines to the damage control deck or hangar deck at a reduced rate, in
the event of battle damage to the elevator machinery or platform which would preclude normal operation of the elevator. Where redundant
elevators of equal size and capacity serve a magazine, a back-up emergency handling system is not required.
Shock - Section 072 herein defines the requirements for shock as it relates to ships overhaul.
Overhaul of handling equipment - Handling equipment requiring overhaul shall be overhauled in accordance with Section 703.
Weapons elevators - (New, modified, and overhaul) - Weapons elevators for aircraft carriers shall be in accordance with Section 703.
Vertical tray type conveyors - (New, Modified and Overhaul) - Vertical tray type conveyors shall be in accordance with Mil. Spec.
Mil-C-23218. Overhaul of conveyors shall be as specified in Section 703.
Section 780
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Fork lift and pallet trucks - (New, Modified and Overhaul) - The fork lift trucks to be used on the hangar deck for weapons handling
are specified in Section 573. Pallet trucks to be used for handling ammunition and weapon components shall be in accordance with Mil.
Spec. MIL-T-17760. Tie downs for securing trucks shall be provided in each magazine, where these trucks are normally used for
handling weapons.
Disposition or overhaul/maintenance of fork lift and pallet trucks shall be as specified in Section 573.
The deck, bulkheads and overhead on the 2nd deck and in the magazines in way of forklift truck routes, shall, to the maximum extent
possible, be free of all projections, including hull fittings, which could interfere with the operation of the forklift trucks. Any projections
that cannot be eliminated shall be protected to preclude damage to projection, the forklift trucks and the weapons.
Bridge, cranes and hoists - (New, Modified and Overhaul) - The design of the traveling bridges, bi-rail hoists, and bridge tracks used
in nuclear weapons magazines shall be in general accordance with specified drawings as approved by NAVSEA. Spring-loaded overhead
reels or self-coiling hoses shall be provided for supplying pneumatic or electric power to the bridges and hoists.
Overhaul of bridge crane systems and components shall be in accordance with Section 703.
Conventional weapons - (New and Modified) - Conventional weapons handling from underway replenishment (UNREP) stations
shall be by fork lift trucks to main deck terminals of vertical and horizontal handling systems into magazine. In the magazines, overhead
or deck handling systems shall be used for moving weapons into the stowage positions.
Weapon components - (New and Modified Systems) - Movement of fuzes, igniters, bomb tails, wings, and fins, and other palletized
weapon components from (UNREP) stations to magazine or storerooms, as appropriate, shall be by fork lift trucks and vertical handling
systems. Where ship arrangement and stowage magazines do not permit handling palletized weapon components, tray lift conveyors or
vertical handling by whip hoist thru hatches shall be used.
Nuclear weapons - (New and Modified) - A pneumatic-powered or electric-powered bi-rail bridge and hoist handling system shall be
provided for handling nuclear weapons (in shipping containers) between vertical handling systems and stowage position in magazines.
Nuclear weapons transfer from the magazine to aircraft shall be on skids, via weapon elevators.
Firebombs, auxiliary fuel tanks, and dummy shapes - (New and Modified) - An overhead monorail handling system with
pneumatic-powered and manually powered chain hoists shall be provided for handling these items. Transportation to and from the vicinity
of the stowage spaces shall be on skids. Portable roller conveyor sections may be used for fore-and-aft movements of the units in sponson
areas.
Pyrotechnics and 20mm Ammunition - (New and Modified) - Handling of large quantities of pyrotechnics and 20 mm ammunition
shall be by weapons elevator or vertical tray type conveyors. Handling routes for bare, unbelted 20mm ammunition shall avoid areas
which may be exposed to radio frequency radiation.
Jettisoning ramps - (New and modified) At least five 30" wide counterbalanced weapon jettisoning ramps shall be installed at edge of
flight deck, port (forward and aft) and starboard (forward and aft) and one near forward end of weapons staging area for emergency
jettisoning of weapons. These ramps shall be located in close proximity to aircraft loading areas.
Two ramps at least 30 inches wide shall be installed on the stern round down, one at each end and one ramp shall be installed at the
outboard edge of each aircraft elevator. In addition, a 60 inch wide ramp or LOX cart stowage platform shad.
780d. Stowage
Unless otherwise specified, stowage of weapons containing explosive or propellant materials shall be in magazines located below the
waterline and within the ballistically protected envelope, where one is provided. Weapons stowage systems in magazines shall be
designed to facilitate the rapid stowage and removal of weapons consistent with strikedown and strikeup rates. The magazine stowage
system shall be specified by the supervisor. Generally, stowage systems will be of the following types:
"Fixed" stowage consisting of bearers, stanchions, and battens assembled to form a stowage rack for stacking a specific arrangement
of loaded containers.
"Telescopic Batten" stowage consisting of deck grating, overhead movable grating strips, and spring loaded adjustable telescoping
battens.
"Bin" stowage consisting of standard or modified bins for small item stowage.
"Chock" stowage consisting of special devices which are normally designed for stowing a specific type weapon. Chocks are
generally used for high intensity shock stowage of bare assembled weapons.
"Universal Tiedown" stowage consisting of channels welded to the deck with latex concrete in between and chain tiedown
assemblies for securing stacks of weapons in pallets, cradles or containers. This system is used with fork lift trucks.
"Modular" stowage shall consist of a deck and overhead grid system in which deck bearers, overhead stanchion supports, stanchions,
brackets, chocks, and battens that can be arranged to provide stowage for a wide variety of weapons. This stowage system has the
capability of stowing bare weapons or weapons in pallets, containers, or cradles, and of being readily reconfigured for stowage of many
types of cargo.
Section 780
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In general, "universal tiedown" type stowage systems are used to provide maximum flexibility for stowing various type weapons.
Stowage of weapon components and ammunition furnished in smaller containers are, in general, be in their containers in "telescopic
batten" or "bin" type stowage.
Ready service weapons - Stowage of ready service weapons in magazines shall be as specified to meet strike requirements. Ready
service weapons are stowed on skids bare or with multiple ejection racks (MERS), or with triple ejection racks (TERS). Stowage of the
loaded skids shall be in the handling areas and aisles within the weapons magazines or in separate ready service magazines. Tiedowns and
deck fittings shall be provided to secure the loaded skids to the deck. Stowage shall be provided for empty weapon skids, bomb racks, and
ejection racks in convenient locations outside of the magazines.
Missiles - Stowage of missiles, except those with nuclear warheads, shall be in cradles, containers, or bare. Stowage of missiles in
cradles or containers shall be in stacks with only one type of missile in each stack. Stowage of bare missiles shall be on stanchions and
brackets or in chocks. The stowages for missiles containing liquid propellants shall be arranged to permit periodic inspection of all
missiles while in stowage.
Special facilities for safety of the ship and personnel shall be provided for stowage of liquid (hypergolic) propellant missiles in
accordance with the requirements of publication, NAVSEA 0978-LP-003-9000. Stowage of wings, fins, drill components, and other inert
components not packaged with the missile shall preferably be in spaces outside of the primary magazines. Stowage of missile tracking
flares shall be in pyrotechnic lockers or magazines. Stowage of missile safe and arming devices, contact fuzes, and influence fuzes shall
be in magazines designated for fuzes.
Bomb and aircraft laid mines - Bombs shall be stowed in magazines palletized and mines shall be stowed in magazines in their
shipping crates and in unit load. Stowage stacks of bombs and mines shall be arranged so that any individual type can be removed without
disturbing any of the other types. Stowage for fuzes shall be in fuze magazines. Stowages of bomb tails and other inert components shall
be provided in storerooms.
Special facilities for safety of the ship and personnel shall be provided for stowage of Fuel-Air-Explosive Bombs (FAE) in
accordance with the requirements of publication, NAVSEA 0978-LP-003-9000.
Eye series weapons - Eye series weapons shall be stowed in magazines either bare, in cradles, or in containers. Usually stowage will
be in cradles or containers.
Nuclear weapons - Nuclear weapons shall be stowed in containers furnished with the weapon. Weapons shall be stowed horizontally
with the longitudinal axis of the weapons fore-and-aft in the ship.
Various types of nuclear weapons may be stowed in the same magazine. Heavy deck inserts shall be installed in each nuclear
weapons magazine to permit bolting the weapon chocks or containers directly to the deck. The decks shall be installed, machined, drilled,
and tapped to provide a bolting pattern for securing the various weapon types. Flush plastic deck plugs with metal inserts shall be installed
in tapped holes to prevent fouling. Templates shall be provided for locating the various chocks and containers on the bolting pattern.
Rockets - Loaded rocket launchers shall be stowed either bare or palletized in magazines. Stowage of smoke heads shall be apart
from other weapons, in a separate magazine, in accordance with rules governing stowage of white phosphorous ammunition. Stowage of
flare heads shall be in their containers in pyrotechnic lockers on upper decks protected from the weather. Stowage of rocket fuzes shall be
in a fuze magazine. Stowage for rocket fairings shall be in their containers in locations convenient to the hangar and flight deck aircraft
rearming areas.
Firebombs - A "fixed" type or "telescopic batten" type stowage system shall be installed for the stowage of inert firebomb shapes in
spaces adjacent to the hangar. The stowages shall be located for convenient handling to the hangar deck. Stowages for thickener solutions
"A" and "B" shall be provided in a storeroom adjacent to the hangar.
Two filling stations for firebombs shall be located on the hangar deck, adjacent to aircraft fueling stations. Steam and electrical
outlets shall be provided at these stations. Stowage for incendiary mixing equipment shall be provided in the vicinity of each filling
station. Stowage of firebomb fuzes shall be in fuze magazines. Stowage for igniters shall be in pyrotechnic magazines.
Torpedoes - Stowage of torpedoes shall be in the assembled condition in their containers in magazines. Torpedo stowage in the same
magazine with other weapons shall be segregated. The stowage arrangement shall permit removal of any one type of torpedo from
stowage without disturbing any of the other types of torpedoes or weapons.
Gun pods - Loaded gun pods shall be stowed in magazines in containers or in the ready service configuration.
Pyrotechnics - Pyrotechnics stowage shall be in original containers, unless permission to stow otherwise is obtained from the Naval
Sea Systems Command. Handling and stowage of pyrotechnics shall be in accordance with the latest revision of NAVSEA publications
and OP-2213.
Stowage for pyrotechnics which do not produce smoke or gas shall be provided in deep stowage magazines. Stowage for smoke
producing and gas producing pyrotechnics shall be in magazines or lockers, located on weather decks at the aft end of the ship. Stowage
for water-activated pyrotechnics shall be in watertight magazines or watertight lockers located on weather decks and these shall not be
provided with sprinkling facilities.
Stowage for large quantities of special pyrotechnics (such as MK45 flares) shall be in separate deep stowage magazines. Topside
watertight lockers shall be provided for ready service MK45 flares.
Section 780
S9AA0-AB-GOS-010
2004 Edition
20mm Ammunition - Stowage of boxed 2Omm ammunition used by aircraft guns or gun pods shall be in magazines. Stowage shall
be in unit loads or individual boxes as specified.
In addition, a nuclear weapons handling manual shall be prepared in accordance with the format of publication, NAVSEA SG
420-AB-WHS-010.
Technical manuals shall be provided for the following handling equipments:
Weapons elevators
Aircraft weapons component elevators and conveyors
Bridge cranes and hoists
Fork lift trucks and pallet trucks
Pneumatic monorail hoists
Overhaul - New equipment, replacement parts and components installed during the overhaul shall include Provisioning Technical
Documentation (PTD) in accordance with Naval Ship's Technical Manual 0900-LP-060-0210.
Overhauled weapons handling equipment shall be tested in accordance with section 703.
Ship Installation Assurance Test (SIAT) shall be conducted on new and modified handling and stowage systems to demonstrate
satisfactory handling and stowage of air launched weapons.
Section 780
S9AA0-AB-GOS-010
2004 Edition

SECTION 792
NUCLEAR WEAPONS FACILITIES
792a. Scope
New and modified installations - This section contains requirements for the special facilities required for nuclear weapons.
792b. General
Requirements for handling and stowage systems for nuclear weapons are contained in those sections which pertain to a particular
weapon or ship type.
Security alarm, telephones, monitoring equipment, ventilation, and office facilities are specified in Sections 430, 432, 436, 512, and
661, respectively.
792c. Nuclear Weapons Spaces
Definitions Access - As applied to nuclear weapons means physical proximity in such a manner as to allow the opportunity to tamper with
or damage a nuclear weapon.
Exclusion area - The designated area containing one or more nuclear weapons.
Secured area - A designated area other than an exclusion area that requires the same protection as an exclusion area. (Example
- The Launcher Control Station in ASROC installations and other Independent Launcher Control Rooms.)
Contiguous area - A designated area contacting one or more exclusion areas. (Example - When the security station and the
entrance to the exclusion area are separated by compartmentation.)
Personnel entrance - Any hatch or door leading to an exclusion or contiguous area through which a person can gain access to a
nuclear weapon. Power operated or manual mechanically operated doors operable only from within the secured area are excluded.
Boundaries - The boundaries of exclusion and contiguous areas shall consist of structural bulkheads, shell of the ship, and
decks with the exception that non-load bearing bulkheads forming contiguous areas may be constructed of 1/8 (.125) inch thick steel or
3/16 (.187) inch thick aluminum alloy in accordance with NAVSEA Dwg. 805-1649526.
Entrances - The number of entrances to exclusion and contiguous areas shall be restricted to the minimum required for
personnel, weapon handling and escape routes. Closures shall be structurally equivalent to the bulkheads and decks in which installed.
Exclusion and contiguous areas shall have only one main personnel access door or hatch. This door or hatch shall be operable from
either side and shall be quick-acting or fitted with a quick-acting scuttle when the entrance is directly into a nuclear weapons magazine.
When the main personnel entrance is into a space other than a magazine, the quick-acting feature is not required. A high security padlock
and hasp shall be provided on the exterior side of door, hatch and scuttle.
Other personnel doors or hatches to exclusion and contiguous areas shall be dogged in a manner to permit them to be opened only
from within the secured area. Since these closures will be used as an emergency exit from within the secured area, they shall not be
capable of being locked from either side and shall be quick-acting from the inside.
Elevator doors, power operated and manual mechanically operated, shall be operable only from within the secured area and only
when the elevator platform is in position at the level served by the door. Power operated systems shall be designed to prevent opening the
door from within the trunk by by-passing or otherwise tampering with components of the control or power system. No two elevator doors
or door and hatch in an elevator trunk shall be opened at the same time.
Portable elevator doors surrounding exclusion areas shall be removable only from within the secured area. These doors are not
required to be padlocked. When serving a contiguous area, such as an opening at topside handling decks of an elevator trunk, portable
doors shall be removable from the exterior side of the elevator trunk. Where more than one panel is used to close the opening, the design
shall be such that the last panel in place will prevent removal of any previously installed panel. A high security padlock and hasp shall be
installed on the exterior side of the elevator trunk at the handling level to secure the trunk closure.
Roller curtain doors and overhead panel doors for cargo handling entrance to deck houses over hatch openings shall be secured at the
bottom at both sides from within the deck house. If the doors are operable from outside the deck house the controls shall be secured by a
high security padlock and hasp.
Nuclear magazine missile blowout covers shall be designed to prevent entry of personnel through these openings. Bars shall be
installed across the opening, where possible, or the covers shall be secured with hold down attachments in accordance with drawing,
Section 792
S9AA0-AB-GOS-010
2004 Edition
792d. Padlocks, Hasps and Hinges

Padlocks, when specified, shall be in accordance with Mil. Spec. MIL-P-43607, type II.
High security hasps, when specified, shall be NAPEC1300 series.
Hinge pins for access doors shall be non removable type or the pins shall be peened over. Where hinges are located outside the
secure area, the door shall be fitted with security brackets in general accordance with NAVSEA Technical Manual S9086-1A-STM-000,
Chapter 793, to prevent opening the door if hinge pins are removed.
792e. Security Alarm Locations
Circuit FZ coverage is required at the following locations:
The main personnel entrance to an exclusion or contiguous area.
All other entrances through which personnel can gain access to an exclusion or contiguous area.
Personnel entrances to nuclear weapons magazines which are within an exclusion area but are not in the line of sight of
personnel in the area.
Launchers on ships with nuclear weapons stowed.
Power or manual mechanically operated doors in elevator trunks or deck houses over topside hatches operable from outside the
secured area.
FZ alarms coverage is not required for the following:
Power or manual mechanically operated elevator doors and missile loading hatches, and doors, including blast doors, that are
operable only from within the exclusion area.
Cargo hatch covers too heavy to be removed manually and requiring an external means of removal.
792f. Security Station
A security station shall be provided outside the main personnel access to an exclusion or contiguous area and shall have an
unobstructed view of the entrance into the area. It shall be protected from the weather and shall be located adjacent to or within a ship
compartment that is used frequently by personnel in normal ship operation. When arrangement permits, the security station shall be in
general accordance with NAVSEA Technical Manual S9086-1A-STM-000, Chapter 793.
The security station shall be equipped with the following:
Item
Desk, log, drop leaf
Stool, type V
Cabinet, identification card (size to suit
personnel requirements)
Clock
Light
Dial telephone
Duress switch
Dwg., NAVSHIPS No.

S3209-866181
805-1627547
S3209-630010
A-A-2717
803-5002924
Quantity
1
1
1
1
1
1
1, 2 or 3
792g. Safe-Type Locker

When specified, separate safe-type lockers shall be provided for the stowage of removable warhead components. The lockers shall be
similar to that shown on NAVSEA Dwg. S3209-860208. Locker construction shall be of steel when located outside of an exclusion area
and aluminum or steel when located in an exclusion area.
792h. Emergency Destruct Material
Stowage facilities shall be provided for emergency destruct material.
Demolition firing devices, blasting caps and associated tools shall be stored in a combination safe locker, drawing, NAVSHIPS No.
S3209-860212. This locker shall be installed in a FZ protected area.
Shaped charges and detonating cord shall be stowed together in nuclear weapon magazines, either in their shipping containers or in a
locker.
Tool boxes and training kit shall be stowed in an inert stowage area.
Section 792
S9AA0-AB-GOS-010
2004 Edition

SECTION 797
SMALL ARMS
797a. Scope
This section contains the general requirements for the secure stowage of small arms.
797b. General
Small arms and weapons are considered to include the following: All rifles, pistols,revolvers, line-throwing guns, submachine
guns, pyrotechnic (Very) pistols and any other hand or shoulder fired firearm; all light automatic weapons up to and including caliber .60;
all grenade launchers - single shot, multi-shot and automatic; all field mortars, and naval mortars that are portable (including 60mm and
81mm); all caliber rifles, recoilless rifles; chaff launchers used by Fleet Composite Operational Readiness Group Two; all portable rocket
launchers; individually operated weapons which are portable and/or can be fired without special mounts or firing devices and which have
potential use in civil disturbances and are vulnerable to theft.
Additional requirements for keys, padlocks, nonstructural bulkheads, and doors are in applicable sections of these specifications.
797c. Ship Small Arms
Stowage for the small arms specified in the NAVMATINSTR 8300.1, including equipment listed as optional, shall be provided in
the armory, in lockers constructed in accordance with drawings, NAVSHIPS Nos. 803-4444648 and 803-4444649. On ships, including
magnetic affected ships and small craft, that are not equipped with an armory, small arms stowage shall be in lockers in accordance with
drawing, MSC (Military Sealift Command) No. S7904-1178263, sized to suit the quantity and type of weapons stowed. The locker shall
be installed in the vicinity of the officer's quarters or adjacent to the Pilot House.
On ships with a nuclear stowage capability and no marine detachments, a locker, constructed in accordance with drawing, NAVSEA
No. 804-5184218, shall be provided for stowage of five rifles for the security alert team. The locker shall be located in a high traffic
location, if possible.
797d. Marine Detachment Small Arms
Stowage for rifles for the marine detachment shall be in lockers constructed in accordance with drawing, NAVSHIPS No.
803-4444648. Stowage of one rifle per accommodation shall be provided. The lockers shall be installed in the marine living space. An
additional locker shall be provided for the rifles of the security alert team and shall be located in the marine living space. The locker shall
be sized to stow 10 rifles and shall be constructed in accordance with drawing, NAVSHIPS No. 803-4444648.
Stowage for pistols for the security alert team shall be provided in a pistol locker constructed in accordance with drawing,
NAVSHIPS No. 803-4444649. The locker shall be located in an enclosed high security locked space.
Stowage for spare rifles, pistols and machine guns (7.62mm and smaller) for marine detachments shall be in lockers in the marine
armory, if provided, or the ship's armory. Stowage for machine guns (larger than 7.62mm) shall be bulkhead mounted in the armory.
Bulkhead mounted machine guns shall be secured in stowage with cable or chain. Padlocks shall be in accordance with Mil. Spec.
MIL-P-17802.
797e. Marine, Embarked Troop, and Aviation Embarked Troop Detachment, Small Arms
Marine, embarked troop, and aviation detachment, embarked troop rifle stowage shall be in racks in the troop and aviation
detachment berthing area. Stowage of one rifle per accommodation shall be provided. Stowage for other troop weapons shall be in troop
armory. Weapon stowage in the troop berthing area shall be secured in rifle racks, drawing, NAVSEA No. 803-5001001.
797f. Ship's Armory
The ship's armory shall be fitted for the secure orderly stowage, convenient segregation, and maintenance of small arms and
other ordnance material supplied to the ship in accordance with NAVMATINSTR 8300.1.
Unless the peripheral bulkheads are required to be of a structural nature for strength or tightness, they shall be constructed of
nontight, lightweight plate in accordance with Section 621. The plating for nontight, lightweight plate bulkheads shall be a minimum 14
gage sheet steel. Aluminum plate that is part of an exterior bulkhead of an aluminum superstructure is acceptable as an armory bulkhead.
Bulkheads shall be of continuous welded construction, except solid core rivets or mechanical fasteners, Mil. Spec. MIL-P-23469 or
MIL-B-23470, shall be used for fastening dissimilar metals. Rivets and mechanical fasteners shall be a minimum 1/4 inch in diameter.
Section 797
S9AA0-AB-GOS-010
2004 Edition
The access door shall be in accordance with drawing, NAVSHIPS No. 805-1400075 for nontight construction, or drawing,
NAVSHIPS No. 805-1400066, for watertight construction. One 4-inch diameter fixed light shall be provided in the access door. Doors
shall have the following security features:
High security hasps, NAPEC 1300 series, shall be fastened to bulkheads or doors by welding. The NAPEC 1300 series hasp
assemblies shall be Government furnished.
Hinges for the doors, shown on the referenced NAVSHIPS drawings, shall use nonremovable fast type hinge pins or the hinge
pins shall be peened over.
Where the hinge pins are located outside of the space, the door shall be fitted with three L-shaped brackets, minimum 1/4-inch
thick, to prevent opening the door if the hinge pins are removed. The brackets shall be edge-welded to the door stiffeners on the inside of
the door and on the hinged side and shall extend past the door frame when the door is in the closed position.
Hook and staple shall be provided to permit securing door from inside the armory.
The access door shall be secured with a padlock, Mil. Spec. MIL-P-43607, type II, or MIL-P-43951, style 2.
The following shall be provided in the armory:
Lockers sized to accommodate the small arms reflected on the NAVMATINSTR 8300.1.
Pistol locker in accordance with drawing, NAVSHIPS No. 803-4444649.
Rifle, machine gun (7.52mm and smaller), shotgun, and line-throwing gun locker in accordance with drawing, NAVSHIPS No.
803-4444648.
Locker, sized to accommodate 20 shotguns or rifles that are property of the ship's store and ship's recreation department or
ship's personnel, shall be provided for FF type ships and larger. Shotgun and rifle locker shall be constructed in general accordance with
One 6-foot insulated workbench with drawers and lockers under and shelf over shall be provided.
The bench shall be insulated as specified in drawing, NAVORD No. 63-A-114.
Bins in accordance with drawing, NAVSHIPS No. S3000-860159, type D-3.
797g. Embarked Troop and Marine Detachment Armory
A separate armory shall be provided for maintenance of all embarked troop and marine detachment weapons aboard. The troop
armory shall be provided adjacent to the troop living area with access provisions to the area to facilitate handling of crew served weapons.
The following shall be provided in the embarked troop and marine detachment armory:
One workbench same as specified for the ship's armory.
Rifle and pistol stowage shall be the same as specified for the ship's armory.
Stowage of machine guns, 7.62mm and larger, shall be the same as specified for the ship's armory.
The peripheral bulkheads, access doors, small arms stowage lockers, hasps, padlocks, fixed light, hook and staple shall be the same
as specified for the ship's armory.
797h. Helicopter and Air Wing Detachment Armory
The helicopter and air wing detachment armory shall be fitted with lockers, drawers, shelves, racks, hooks and workbenches, for
orderly stowage, convenient segregation, and maintenance of aviation small arms furnished to the squadron assigned to the ship.
The peripheral bulkheads, access doors, small arms stowage lockers, bins, hasps, padlocks, fixed light, hook and staple shall be the
same as specified for the ship's armory.
797i. Ship's Self-Defense Force Equipment Room
The peripheral bulkheads, access door, hasps, padlock, fixed lights, bins, hook and staple shall be the same as specified for the ship
armory.
797j. .50 Caliber Machine Gun Stowage
A locker shall be provided for weather deck stowage of two .50 caliber M2HB machine guns, two spare barrels and two M79
grenade launchers. The locker shall be fabricated in accordance with drawing, NAVSEA No. 804-5184209.
Each new or repaired lock shall be operated by its provided key to demonstrate satisfactory fit of keys and operation of locks.
Section 797
S9AA0-AB-GOS-010
2004 Edition

SECTION 800
SPECIAL TECHNICAL DATA REQUIREMENTS
800a. Scope
This section contains requirements for data approval and delivery, as well as references to appropriate Data Item Descriptions
(DID's). This section is not to be referenced in the overhaul Contract for private shipyards, but does constitute guidance to the Supervisor
(or NAVSEA) in the preparation of the Contract Data Requirements List (CDRL). This section does, however, specify mandatory
Technical Data Requirements for Navy facilities. The technical documentation requirements relating to the ShipAlt process is provided in
Section 085 herein. That section invokes applicable NAVSEA Technical Specifications which contain the identification of required
technical documentation including calculations, drawing preparation, and drawing content required by the SHIPALT process.
800b. General
Nontechnical data content requirements are contained in Data Item Descriptions (DID's). Data Item Description information is
contained in DOD 5010.12-L Acquisition Management Systems and Data Requirements Control List (AMSDL). Requirements pertaining
to such aspects as delivery, approval, number and type of copies, timing and unique data requirements for ship procurements are contained
in the Contract Data Requirements List (CDRL). This GSO section is intended to include nonstandard information needed to prepare the
CDRL for ship overhauls and to be a repository for such information. Table I herein represents a sample CDRL. The information
provided in Table I is intended as guidance for CDRL preparation. The preparing activity shall modify the information contained in Table
I to suit the requirements of the individual contract.
800c. GSO Technical Documentation
Each data requirement paragraph of this section is cross-referenced to its associated technical requirements by the applicable
specifications section number. For example, paragraph 800-042 herein contains the data requirements for the associated technical
requirements contained in Section 042. The applicable GSO section should be consulted for additional information.
800-042. General Administrative Requirements
Schedules listed in Section 042 shall be prepared within 60 days after award of the Contract.
Copies of these schedules shall be furnished to NAVSEA when requested.
Copies of all purchase orders and changes thereto shall be furnished to the Supervisor upon request.
Five copies of an index of purchase orders shall be provided to NAVSEA, one copy to the Supervisor, two copies to the Ships Parts
Control Center (SPCC), and one copy to NAVSHIPSO.
Deviations, Waivers, and Engineering Change Proposals (ECP's) shall be submitted, when required, and as specified.
The Contractor shall record, maintain, and provide required documentation for equipments overhauled by Technical Repair Standard
(TRS).
800-045 Care of Ship During Overhaul
A copy of the fire protection organization chart and instructions shall be submitted to the Supervisor for approval prior to start of
overhaul.
Three copies of the fire protection organization chart and instructions shall also be submitted to NAVSEA for information.
Three copies of the flooding protection organization chart and instructions shall be submitted to NAVSEA for information.
The Contractor shall prepare and submit a docking procedure, as specified.
The Contractor shall prepare and utilize a preventative maintenance program.
800-070 General Requirements for Overhaul
The Contractor shall furnish a material inspection system plan.
800-071 Access
The Contractor shall document access cuts as specified.
Section 800
S9AA0-AB-GOS-010
2004 Edition
800-077 System Safety

The Contractor shall prepare, submit and establish a functional System Safety Program (SSPP).
800-083 Supply Support
The Contractor shall provide supply support as specified.
800-085 Drawings
General - Drawings and microfilm shall be prepared, processed, and delivered as specified.
Distribution of final drawings - A complete set of original tracings shall be furnished to the assigned Planning Yard as directed by
the Supervisor no later than 30 days prior to the end of the overhaul.
Prints of final drawings, required by the Supervisor, shall be placed onboard the ship prior to Fast Cruise/Sea Trials to augment, but
not duplicate, such microfilm aperture cards which may be onboard at the time.
Ship Drawing Index (SDI) - A preliminary tabular listing of the SDI shall be provided to the ship prior to sea trials.
Booklet of General Drawings - A booklet shall be submitted for review before the ship's overhaul is 60 percent complete and
processed as specified.
800-086 Technical Publications and Selected Record Drawings
Technical publications - Approved and validated preliminary technical publications required by these specifications shall be
prepared and delivered in accordance with Section 085, and with program requirements, but not later than sea trials.
Selected Record Drawings - Drawings shall be prepared, completed and processed by the Contractor as specified.
800-092 Shipboard Tests
The Contractor shall prepare comprehensive test plans (CTP's), test procedures, test index, and other test related documents as
specified.
800-094 Post Overhaul Ship Trials
The Contractor shall prepare the test schedules and agendas for trials as specified.
800-097 Inclining Experiment
When an inclining experiment is conducted, reports shall be prepared and forwarded as specified.
800-200 General Requirements for Machinery Plant
The contractor shall support the ships light off examination as specified. This includes the recording and maintaining of specified
readings on overhauled critical equipment.
800-245 Propellers
Certification of propellers in the NAVSEA refit program shall be in accordance with NAVSEAINST 92451.
Section 800

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DEPARTMENT OF THE NAVY

(a) General Specifications for Overhaul of Surface Ships (GSO)

Encl: (1) General Specifications for Overhaul of Surface Ships (GSO)

GENERAL SPECIFICATIONS FOR

THIS DOCUMENT SUPERCEDES NAVSEA S9AA0-AB-GOS-010/GSO, DATED 31 AUGUST 2000

DEPARTMENT OF THE NAVY

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

GENERAL SPECIFICATIONS FOR OVERHAUL

SUMMARY OF APPROVED CHANGES INCORPORATED BY GSO 2004 EDITION

Added information stating Close-in Weapon System (CIWS) is a category I load

244b.5, 244b.6, 244c

572h, 572k, 572l

Changed to correct typographical errors only. No change in technical content or

573a, 573l, 573n

Changed to correct typographical errors only. No change in technical content or

Changed to correct typographical errors only. No change in technical content or

556b, 556c, 556d,

Incorporated various changes resulting from technical review of section 556 by

Incorporated a reference to NSTM chapter 505 in lieu of specific hydrostatic test

Incorporated the specific guidance issued by NAVSEAINST 5400.95A to provide

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

SUMMARY OF APPROVED CHANGES INCORPORATED BY GSO 2004 EDITION (contd)

303h; 303 tables I,

Directed the use of sealed bearings in order to eliminate the maintenance

Changed to reduce risk of injury or death as a result of steam piping failure by

Incorporated updated categories to include vital versus non-vital power

300d, 400b, 400c,

Changed to ensure consistent requirements for grounding of electrical/electronic

Deleted expansion joint class and type designations.

Incorporated updated information regarding selection criteria for Remote Operating

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

SUMMARY OF APPROVED CHANGES INCORPORATED BY GSO 2004 EDITION (contd)

Modified the requirements for the procedure of transferring flammable liquid

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FOR OFFICIAL USE ONLY

(THIS PAGE INTENTIONALLY LEFT BLANK)

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FOR OFFICIAL USE ONLY

GENERAL SPECIFICATIONS FOR OVERHAUL

GROUP 000 - General Guidance and Administration

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

TABLE OF CONTENTS (contd)

Propulsion Internal Combustion Engines

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

TABLE OF CONTENTS (contd)

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

TABLE OF CONTENTS (contd)

Locks, Keys and Tags

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

GENERAL SPECIFICATIONS FOR OVERHAUL

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY

FOR OFFICIAL USE ONLY