This specification covers the shape, size, spacing, and shading requirements of letters and numerals used in shipboard markings. Covered by this specification are five types of characters: plain letters and numerals (Type 1), block letters and numerals having the same width (Type 2), Type 2 characters with shading (Type 3), block letters and numerals of different widths (Type 4), and Type 4 characters with shading (Type 5). The characters shall be designed using the grid method, which will allow one to change the character size proportionately as required. Not covered in this specification are the location and size of various shipboard markings using letters and numerals.1.1 This specification specifies shape, size, spacing, and shading of letters and numerals to be used aboard ship.1.2 Characters are of Five Types: 1.2.1 Type 1—Plain letters and numerals (16 units).1.2.2 Type 2—Block letters and numerals (12 units).1.2.3 Type 3—Type 2 characters with shading (shading—1 unit).1.2.4 Type 4—Block letters (10 units) and numerals (12 units).1.2.5 Type 5—Type 4 characters with shading (shading—1 unit).1.3 This specification does not give location or size of various shipboard markings incorporating letters and numerals.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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6.1 Intended Use—Compliance with this practice provides the procuring organization with assurance that human users will be efficient, effective, and safe in the operation and maintenance of marine systems, equipment, and facilities. Specifically, it is intended to ensure the following:6.1.1 System performance requirements are achieved reliably by appropriate use and accommodation of the human component of the system.6.1.2 Usable design of equipment, software, and environment permits the human-equipment/software combination to meet system performance goals.6.1.3 System features, processes, and procedures do not constitute hazards to humans.6.1.4 Trade-offs between automated and manual operations results in effective human performance and appropriate cost control.6.1.5 Manpower, personnel, and training requirements are met.6.1.6 Selected HSI design standards are applied that are adequate and appropriate technically.6.1.7 Systems and equipments are designed to facilitate required maintenance.6.1.8 Procedures for operating and maintaining equipment are efficient, reliable, approved for maritime use, and safe.6.1.9 Potential error-inducing equipment design features are eliminated, or at least, minimized, and systems are designed to be error-tolerant.6.1.10 Layouts and arrangements of equipment afford efficient traffic patterns, communications, and use.6.1.11 Habitability facilities and working spaces meet environmental control and physical environment requirements to provide the level of comfort and quality of life for the crew that is conducive to maintaining optimum personnel performance and endurance.6.1.12 Hazards to human health are minimized.6.1.13 Personnel survivability is maximized.6.2  and Nature of Work—HSI includes, but is not limited to, active participation throughout all phases in the life cycle of a marine system, including requirements definition, design, development, production, operations and decommissioning. HSI, as a systems engineering process, should be integrated fully into the larger engineering process. For the government, the HSI systems engineering process is manifested in both a more formalized, full scale system acquisition, as well as a non-developmental item acquisition. For the commercial industry, the system acquisition process is less formal and more streamlined. Each process is described below.6.3 Government Formalized, Full Scale Acquisition—The U.S. Government's acquisition process is composed of six steps, as illustrated in Fig. 3. Each phase is briefly summarized below.6.6 Modernization—One key part of operations and support is modernization. In many cases in both government and commercial marine system development, existing designs are modified, retrofitted, or modernized to meet new mission requirements or to implement new technology. In these cases, design activities are focused on the modifications and their integration with the existing design rather than the complete marine system. These design activities follow a systems engineering process, much like new design.6.6.1 HSI activities during modernization may include any of those listed in the following sections but scaled to focus on the modifications and their integration with the existing design. HSI activities should focus on determining the impact of the modifications on existing manpower, personnel, and training (MPT) requirements and identifying how MPT considerations may need to be modified for successful integration. HSI activities also focus on ensuring that modifications are integrated into the existing marine system without any negative implications to human performance, safety, occupational health, survivability or habitability.

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4.1 This guide is primarily intended to aid decision-makers and spill-responders in contingency planning, spill response, and training.4.2 This guide is general and site conditions can change the situation considerably.1.1 This guide covers the use of in-situ burning directly in derelict ships and other vessels, particularly in remote and inaccessible areas. This guide is not applicable to in-situ burning of oil on sea or land.1.2 This guide is applicable to situations in which the vessel and cargo are not salvageable. After the burn, the vessel will never be salvageable. It is intended that the in-situ burning of oil spills in ships be a last resort option.1.3 The purpose of this guide is to provide information that will enable spill responders to decide if burning will be used to remove oil from stranded ships or other vessels.1.4 This is a general guide only. It is assumed that conditions at the spill site have been assessed and that these conditions are suitable for the burning of oil. It is also assumed that permissions to burn the oil have been obtained. Variations in the behavior of different oil types are not dealt with and may change some of the parameters noted in this guide.1.5 This guide is one of several related to in-situ burning.1.6 There are many safety concerns associated with in-situ burning of oil in ships. These include the unsafe nature of the wrecked vessel and the use of explosives.1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.8 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification defines the requirements for rotary positive displacement pumps for shipboard use. This specification does not include pumps for hydraulic service or cargo unloading applications. Pumps under this specification include the following types and classes: Type II, Type III, Type IV, Type V, Type VIII, Type X, Type XI, Class A, Class B, Class CD, Class CH, Class DD, Class DH, Class G, Class LM, Class LA, Class M, and Class W. Pump component parts such as casings, heads, and covers; shafts; rotors; rotor housings, liners, and disks; glands; bedplates and brackets; timing gears; fasteners (studs, bolts, screws, and nuts); O-rings and other elastomers; gaskets; and vanes and shoes, shall be constructed of the specified materials. General requirements for: (1) service life, (2) operation during inclinations, (3) environmental vibration, (4) internally excited vibration levels, (5) airborne noise level, (6) driver, (7) reduction gears, (8) mounting of horizontal and vertical pumps, (9) seating surface, (10) face mounted motors, (11) couplings, (12) direction of rotation, and (13) inlet and outlet connections, are detailed. Pump design and construction requirements for the following are specified: (1) flanges, (2) pump casing, (3) radial and thrust bearings, (4) rolling contact bearings, (5) mechanical shaft seals, (6) backup packing box, (7) pump head or end covers, (8) rotors and timing gears, and (9) fasteners. The pump shall meet the required rated capacity. Requirements for (1) painting and coating and (2) testing including hydrostatic test, mechanical running test, and performance test are also specified.1.1 This specification defines the requirements applicable to design and construction of rotary positive displacement pumps for shipboard use. The classes of service are shown in Section 4.1.2 This specification will not include pumps for hydraulic service or cargo unloading applications.1.3 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 It is important to know the amount of weight and its location before the ship is built to be sure that when it is built it will have positive stability. Only through detailed weight estimating in the design stage and during construction can one be ensured that positive stability will be achieved and retained.1.1 This guide provides recommended weight control technical requirements for surface ships and discusses different types of weight estimates, reports, and weight control procedures. It contains a weight classification that will assist in achieving uniformity by standardizing the weight-reporting system.1.2 This guide is applicable to ships designed and constructed in inch-pound units of measurement and to ships designed and constructed in SI units of measurement. Whenever inch-pound units are shown or referred to in the text, or in example formats included in this guide, it is to be understood that corresponding SI units may be substituted if applicable to a ship designed and constructed in SI units, provided that whichever system is used, it is consistently used in all weight control reporting documentation for the ship.1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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1.1 This specification provides requirements for the design of thermal insulation systems for cryogenic piping and equipment for liquefied natural gas (LNG)-fueled ship applications. Methods and materials for installation, including jacketing and vapor retarders, are also detailed.1.2 The pipe and equipment operating temperature range addressed by this specification is from a temperature no warmer than –259°F (–162°C) to all temperatures colder.1.3 These types of piping systems typically have a small diameter: 3 in. (80 mm) NPS and smaller. However, this specification is not limited to pipes that small.1.4 This specification does not address the thermal insulation on either LNG fuel tanks or factory installed, pre-insulated pipe insulation assemblies.1.5 The design of removable/reusable insulation systems is not addressed in this specification.1.6 Structural design and physical strength of insulation systems are not addressed in this specification. However, the securement of jacketing systems is addressed.1.7 For above ambient pipe and equipment not carrying LNG, see Practice F683 for insulation practices.1.8 Insulation system weight is not a design criterion considered in this specification.1.9 The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units that are provided for information only and are not considered standard.1.10 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.11 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification covers structural steel plates, shapes, bars, and rivets for use in ship construction. Materials under this specification can be categorized as ordinary strength and higher strength. Plates in all thicknesses shall be normalized or thermo-mechanical control processed while shapes and bars in all thicknesses shall be heat treated and rolled. Heat analysis of ordinary strength structural steel shall be used to determine the required chemical composition for carbon, manganese, phosphorus, sulfur, nickel, chromium, molybdenum, silicon, and copper. Same analysis shall be used to higher strength structural steel to determine the required chemical composition for carbon, manganese, phosphorus, sulfur, silicon, vanadium, aluminum, titanium, nickel, chromium, molybdenum, silicon, copper, nickel, and niobium. Materials shall conform to the required metallurgical structure which shall be evaluated by determining the average grain size. Mechanical properties such as elongation and toughness shall be evaluated using tension test and Charpy V-notch impact test.1.1 This specification covers structural steel plates, shapes, and bars intended primarily for use in ship construction.1.2 Material under this specification is available in the following categories:1.2.1 Ordinary Strength—Grades A, B, D, and E with a specified minimum yield point of 34 ksi [235 MPa], and1.2.2 Higher Strength—Grades AH, DH, EH, and FH with a specified minimum yield point of 46 ksi [315 MPa], 51 ksi [350 MPa], or 57 ksi [390 MPa].1.3 Shapes and bars are normally available as Grades A, B, AH32, and AH36. Other grades may be furnished by agreement between the purchaser and the manufacturer.1.4 The maximum thickness of products furnished under this specification is 4 in. [100 mm] for plates and 2 in. [50 mm] for shapes and bars.1.5 When the steel is to be welded, it is presupposed that a welding procedure suitable for the grade of steel and intended use or service will be utilized. See Appendix X3 of Specification A6/A6M for information on weldability.1.6 Units—This specification is expressed in both inch-pound units and in SI units; however, unless the purchase order or contract specifies the applicable M specification designation (SI units), the inch-pound units shall apply. The values stated in either inch-pound units or SI units are to be regarded separately as standard. Within the text, the SI units are shown in brackets. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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