1.1 This guide outlines permissible deviations and distortions in new construction of steel hulls, in accordance with good fit criteria and strength requirements. 1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only. 1.3 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 and health practices and determine the applicability of regulatory limitations prior to use.

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This specification covers carbon steel overboard discharge hull penetrations for system piping. Penetrations shall be classified as follows: Type I; Type II (Class 1 and Class 2); Type III (Class 1 and Class 2); and Type IV (Classes 1, 2, and 3). Doubler and insert plates shall be of material with physical properties equal to or better than the reinforced shell plate. Overboard discharges shall be combined to the maximum extent practicable to minimize the number of shell penetrations. Overboard discharges shall be located to minimize recirculation into suction seachests. Shell penetrations shall be located outside of cathodic protection areas. Penetration pipe extension past the shell plate shall be equal to the pipe wall thickness. 1.1 This specification covers carbon steel overboard discharge hull penetrations for system piping of NPS 1 through NPS 24 (see Note 1). Note 1: The dimensionless designator NPS (nominal pipe size) has been substituted in this standard for such TRADITIONAL terms as nominal diameter, size, and nominal size. 1.2 The minimum pipe schedule and reinforcement dimensions presented in Tables 1-6 are based on specifications in 46 CFR, 56.50-95, and Navy Design Data Sheet 100-1. 1.3 This specification does not include sea chest penetrations. 1.4 This specification does not include penetrations in protective plating. 1.5 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard. 1.6 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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4.1 To achieve success in ship construction, it is necessary for the ship owner and the ship builder to agree on the level of quality in the final product. Classification rules, regulatory requirements, and ship specifications all help to define an acceptable level of construction quality; however, this guidance alone is not sufficient. It is up to the shipbuilder, therefore, to describe the level of workmanship sufficiently that will be reflected in the delivered ship, and for the ship owner to communicate their expectations effectively for the final product.4.2 It is the intent of this document to contribute to these objectives in the following ways:4.2.1 To describe a reasonable acceptable level of workmanship for commercial vessels built in the United States.4.2.2 To provide a baseline from which individual shipyards can begin to develop their own product and process standards in accordance with generally accepted practice in the commercial marine industry.4.2.3 To provide a foundation for negotiations between the shipbuilder and the ship owner in reaching a common expectation of construction quality.4.3 The acceptance criteria herein are based on currently practiced levels of quality generally achieved by leading international commercial shipbuilders. These criteria are not intended to be a hard standard with which all U.S. shipyards must comply. Rather, they are intended to provide guidance and recommendations in the key areas that play a major role in customer satisfaction and cost-effective ship construction.1.1 This practice consists of three annexes: hull structure, outfitting, and coating. The subject of these annexes was selected for several reasons. Other commercial shipbuilding nations already have in place widely recognized standards of expectations in these areas. These constitute the most significant areas where workmanship is a critical factor in customer satisfaction. The cost associated with the labor involved in these three areas is a significant factor in construction man-hours and overall schedules.1.2 The standard criteria provided in this practice are intended to apply to conventional, commercial ship construction. In many cases, specialized, nonconventional vessels using nonstandard materials or built-to-serve sole requirements may require unique acceptance criteria that are beyond those provided in this practice.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this 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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