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USCGC HEALY (WAGB-20)

Scientific Van Installation Final Design Report

Prepared for: University of Delaware • Lewis, DE

Ref: 10082-002-070-1 Rev. 0 April 8, 2011

Preliminary

University of Delaware USCGC HEALY 4/8/11

ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Page: i

PREPARED BY

Elliott Bay Design Group 5305 Shilshole Ave. NW, Ste. 100

Seattle, WA 98107

GENERAL NOTES

1. This report is intended to provide guidance for the proposed installation and is not intended for regulatory submission.

REVISIONS

REV DESCRIPTION DATE APPROVED

0 Preliminary release for client review 04/8/11 SDH

RESERVATION NOTES

This is a preliminary issue for client review and comments.

CONFIDENTIAL AND PROPRIETARY PROPERTY OF ELLIOTT BAY DESIGN GROUP LLC

MAY NOT BE USED FOR CONSTRUCTION OR PROVIDED TO ANY THIRD PARTIES WITHOUT PRIOR WRITTEN CONSENT.

© 2011 ELLIOTT BAY DESIGN GROUP


ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Page: ii

TABLE OF CONTENTS

PAGE

Purpose 1

Executive Summary 1

Procedure 1 Sheltered Location 1 Structural Analysis 2

Environmental Loads 2

Load Conditions 3

Additional Structural Calculations 3

Marine Systems Modifications 4 Electrical Modifications 4 Weight Estimate 4 Cost Estimate 4

Given and Assumed Parameters 4

Conclusions 5 Structural Analysis 5

Load Condition 1: Static Weight 6

Load Condition 2: Static Weight + Water 6

Load Condition 3: Van Weight + Ice + Acceleration 7

Load Condition 4 – Extreme Wave Green Water Loading 8

Additional Structural Calculations 8

Cost and Weight Estimate 8

References 8

Appendix A FEA Geometry Plots

Appendix B FEM Results

Appendix C Calculations

Appendix D Cost Estimate

Appendix E Weight Estimate

Appendix F Technical Specifications


ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Page: 1

PURPOSE

This report summarizes the structural, electrical, and marine system modification engineering for the installation of scientific vans on the forward 02 Deck of the USCG HEALY. The USCGC HEALY is a 420' × 80' U.S. Coast Guard Icebreaking Cutter, built by Avondale Industries in 1999. The vessel is designed as a high latitude research platform with emphasis on arctic science.

EXECUTIVE SUMMARY

Scientific research vans previously installed on the open foredeck of the USCGC HEALY have experienced occasional damage due to wave impact from green water over the bow. To reduce damage, it is proposed to move the vans to a more sheltered location.

Results of a Feasibility Study (Ref. 1) provides a basis for identifying the final location to install scientific vans on the raised 02 Deck area at the aft end of the foredeck. This area is clear of obstructions, has good access to system connections and provides more protection than the current location. Effective measures to ensure the vans are protected from wave impact loads, such as addition of a breakwater or restrictions on service latitude and/or seasons with the vans installed, are strongly recommended.

This report provides a summary of the final engineering for the installation of two vans on the forward raised 02 Deck, in conjunction with contract design drawings (Refs. 2-4). The estimated modification weight is approximately 1,700 pounds for two van foundations, excluding the weight of the vans and consideration for a large bulwark or breakwater. The estimated cost is $45,100 for installing infrastructure for two vans and may vary by 25% pending the selected shipyard.

PROCEDURE

Sheltered Location

The selected location is two decks above the covered Main Deck, and one deck (10 ft) above the exposed foredeck, and the forward end of the deck is well aft of the ship stem. While this location will result in less exposure to waves coming over the bow, it is forward of the house and still has the potential for exposure to minor green water loads in extreme conditions.

The lowest exposed deck on the vessel, the Main Deck, is below the 01 Deck, but this deck is only exposed for the aft 25% of the vessel length. The most complete uppermost deck is the 01 Deck, the primary watertight deck on the vessel. The forward van location on the 02 Deck is two tiers above the Main Deck, but only one tier above the primary watertight deck. The classification societies (ABS and DNV) consider a raised foredeck to be the Main Deck when determining protection of openings into the vessel. This regulatory assumption accounts for the green water loads expected at the forward end of an oceangoing vessel. For this class society assumption, the 02 Deck forward is only one tier above the freeboard (watertight) deck, which does not meet the strict sheltered location definition. This location on the USCGC HEALY has, in rare conditions, been exposed to significant green water loads in extreme seas.



The UNOLS van manual does allow for some variation in location if measures are taken to ensure that the vans will be protected from wave impact loads, such as adding a breakwater. The addition of a breakwater design is not part of this study, but given the rarity of wave loads on the area considered, it is possible that restrictions on service latitude and dates with the vans installed could provide adequate equivalent protection, e.g. avoiding winter in the northern hemisphere and summer in the southern hemisphere beyond limiting latitudes.

Structural Analysis

Model Description

The internationally recognized general-purpose finite element structural analysis program ANSYS v12.1 is used to perform a linear elastic static global finite element strength analysis (FEA) of the modeled ship's structure. Member geometry and properties are based on scantlings in References 7 and 8. Representative geometry plots are presented in Appendix A. Four-node structural shell elements (SHELL 181) are used for all portions of the ship's structure and foundations. The vans are represented as point masses located at the estimated van center of gravity (CG) and rigidly connected to designed foundation pads. Minor brackets, cutouts, clips and collars are not modeled. The model extents include the exposed portion of the 02 Deck between Frames 21 and 33, and all supporting structure between the 02 and 01 Decks in this area. Fixed boundary constraints are placed on the edges of the model at Frame 33, and the base of the model at the 01 Deck level.

Environmental Loads

The van is exposed to loads produced from vessel motions, wind and water, which may impact the forward face of the van. Vessel motions are determined using the Department of Defense document DOD-STD-1399-Section 301A. This provides approximate linear accelerations at the location of the vans. The wind force is determined by Equation 1. The wave and deck water loading is obtained from Reference 6.

Where Fwind is the wind force in kips (1,000 lbf) A is the projected area of an object, in ft2 v is the wind speed, in mph

Equation 1: Wind loading

Wind and wave forces are applied as local forces acting at the CG of the van. Accumulated ice on the van is modeled as added mass at the CG of the van. Water and ice loads applied to the 02 Deck plating are modeled as uniform pressures acting vertically downward on the deck plating, also obtained from Reference 6.



Load Conditions

The design loads are applied to the model as four separate load conditions, summarized in Table 1 below. Computed stresses are reviewed and compared against allowable limits. Static (harbor) cases are compared against an allowable stress of 0.6σy = 20.4 KSI. The allowable stress for maximum environmental load conditions is increased to 0.8σy = 27.2 KSI.

Table 1: Load Conditions

Load Condition Van Loads 02 Deck Loads

Accelerations

Mass (kip)

Ice (kip)

Wave (kip)

Wind (kip)

Water (psi)

Ice (psi)

Trans (in/s2)

Long (in/s2)

Vert (in/s2)

1. Static Van Weight 25 386

2. Weight + Water loading 25 2.44

3. Weight + Ice + Acceleration

11 1.95 0.135 ±377.5 ±226.7 820.6

4. Wave loading 25 130.8

Load condition 2 includes the ABS design head for superstructure decks, 5.5 ft of water or 2.44 psi, to the entire 02 Deck surface in addition to the static van load. Since the ABS design head incorporates allowances for static deck and wave loads, this load case is compared against the higher allowable stress limits for environmental load conditions.

For load condition 3, longitudinal and transverse accelerations are applied alternately in both directions, in combination with maximum vertical acceleration to determine worst-case stresses.

Static ice loading is not considered as a separate condition as load conditions 2 and 3 are both more conservative.

Additional Structural Calculations

In addition to the finite analysis, additional calculations are performed as follows:

• Estimated maximum compression and uplift loads at van foundations due to combined acceleration, ice, and wind loading.

• Restraining chain loads crippling check of the main deck girder. • Sufficient weld length at the foundation to deck connections • Buckling check of the 10" pipe stanchion at FR 27, centerline. • Crippling of main deck girder webs below van foundations.

The results of these calculations are given in Appendix C.



Marine Systems Modifications

Science seawater and cold potable water supply is taken from existing scientific van supply lines on the 01 Level, and routed vertically to the forward edge of the 02 Deck. As much as possible, piping modifications are confined to the port side 01 Deck entry vestibule to minimize fabrication costs. The forward location also minimizes the amount of exposed piping subject to freezing. Insulation as well as block and drain arrangements are provided for freeze protection of the stand pipes serving the science vans. Insulated and heated supply hoses are provided to prevent freezing of the exposed hoses.

Electrical Modifications

Two existing 220 VAC science van receptacles on the 01 Level are supplied by 10kVA transformers (one per receptacle) located in the vestibules at the 01 Level, Frame 21. Due to the lack of 450 VAC breakers on the "ship sensitive" (SS) power panels, our design removes these existing transformers and uses these same circuits to supply two new 450 VAC (single-phase) 50-amp receptacles on the 02 Level. This approach assumes that the new science vans can utilize 120-460 V input; utilizing 450 V eliminates the transformers, the associated losses, and minimizes the cable size. The increased receptacle power will also permit increased heating for the vans during extreme weather. For freezing protection of the water hoses to the new vans, heat tape will utilize normal 120 VAC power supplied via new receptacles on the 02 Level.

Weight Estimate

A concept, level weight estimate of the installation is provided in Appendix E. The weight estimate assumes two scientific vans located on the 02 Deck at the aft end of the foredeck as shown in Reference 2, structural modifications as shown in Reference 3, and system modifications as shown in References 4 and 5. The estimate includes the connection cables and hoses from the ship to the vans. The estimate does not include the weights of the scientific vans nor deck lashing chain and binders.

Cost Estimate

A contract level cost estimate of the installation is provided in Appendix D. The cost estimate assumes two scientific vans are installed on the 02 Deck at the aft end of the foredeck as shown in Reference 2, structural modifications as described in Reference 3, and system modifications as described in References 4 and 5. The work areas are assumed clear of vessel stores and outfit such as mattresses and curtains. There is no allowance for toxic abatement (no lead or asbestos present). The labor rates are in line with a West Coast, U.S. shipyard such as Todd Pacific Shipyard. Steel used is mild steel, and outfit, pipe, and structural shapes are standard "off the shelf" sizes and specifications. The material costs reflect steel and component prices current at the time of this report. The cost excludes van and associated outfit costs.

GIVEN AND ASSUMED PARAMETERS

The following assumptions are made for this analysis:

• Ship data as provided by drawings and crew:

Vessel Length .................................................420 ft



Length Between Perpendiculars (LBP) ..........396.5 ft Beam………………………………………..82.0 ft Vertical Center of Gravity (VCG) ..................32.9 ft GM .................................................................4.99 ft Transverse Center of Gravity (TCG) .............0.03 ft off centerline Longitudinal Center of Gravity (LCG) ..........203.7 ft aft of FP Maximum Roll Angle ....................................34º

• The center of gravity for a van is based on the geometric center. This is assumed conservative as the van outfit is likely to be below this elevation.

• The worst-case vertical load is assumed to be acting downward.

• Reference 6 is used to determine suitable pressure loads on the vans and 02 Deck.

• Worst wind loads are assumed to come from the bow at 60 mph.

• Ice load is uniform, 4" thick on four sides of the van (forward, top and sides) and 4" accumulation on the surface of the 02 Deck.

• Design wave loads do not act simultaneously with accumulated ice loads.

• Design wave loads do not act simultaneously with maximum combined accelerations.

• The mass of a van, with ice, is assumed to act at the geometric center of the van.

• Ice is assumed to have a specific gravity of 0.91 times that of seawater.

• All steel is assumed to be ABS Grade A with minimum σy = 34.0 KSI with the following properties:

Yield Strength………………………………34.0 KSI Density……………………………………..0.2836 lbm/in3

Young's Modulus …………………………..29.008x106 psi Poisson's Ratio……………………………...0.3

• Minimum outdoor temperature during van operations is assumed to be -20 C.

• The electrical distribution panels supplying the vans have adequate spare capacity to supply the vans.

CONCLUSIONS

Structural Analysis

Analysis results indicate the existing 02 Deck structure has adequate strength for supporting two 25,000 lb science vans, arranged as shown in Reference 2, without under-deck structural modifications. The results further confirm the van foundations and structure have insufficient strength when exposed to extreme green water loading.

The structural foundations meeting these loads have avoided adding to below deck structure, but installation will still require the removal of linings and insulation for hot work and system routing, as well as restoration of these surfaces after completion of the work.



Appendix B contains results of the structural strength FEA for the four loading conditions described in the procedures. Peaks stresses reported are summarized below in Table 2. Where peak stresses exceeding allowable are noted, further explanation is provided herein.

Table 2: Peak Von Mises Stress Summary ( all values KSI )

Load Cond. 1 Load Cond. 2 Load Cond. 3 Load Cond. 4

Allowable: 20.4 KSI 27.2 KSI 27.2 KSI 27.2 KSI Structure Location

02 Deck plating 5.3 17.989

(Nominal<7.5) 20.394

(Nominal<7.5) 85.015

Side shell plating 0.746 4.123 2.552 3.695

Interior BHD plating 12.331 42.743

(Nominal<10) 41.505

(Nominal<10) 42.992

Van foundations 6.332 13.654

(Nominal<5) 34.235

(Nominal<10) 111.030

Deck stiffeners 3.067 18.724

(Nominal<15) 19.015

(Nominal<7.5) 82.003

Deck girders 7.792 26.099

(Nominal<12) 25.838

(Nominal<10) 87.962

WT7x19 at web frames and BHD 4.361

18.761 (Nominal<7.5)

15.755 (Nominal<7.5)

6.279

WT10x15at web frames 4.651 21.575

Nominal < 7.5 16.722

(Nominal<7.5) 12.700

W12X16 I/T at side shell 12.331 43.352

(Nominal<7.5) 40.196

(Nominal<7.5) 51.308

10" Pipe Stanchion FR 27 4.735 24.512

(Nominal<10) 15.529

(Nominal<10) 25.042

Shell & bulkhead stiffeners 1.491 13.396 6.416 21.872 Load Condition 1: Static Weight

As shown in Figures 1 through 5 of Appendix B, stresses observed were well below allowable limits with a maximum calculated Von Mises stress of 12.3 KSI, well below the static allowable stress of 20.4 KSI.

Load Condition 2: Static Weight + Water

Stresses computed for this condition are generally well below allowable limits. The results for this case are summarized in Appendix B, Figures 6 through 24.

Localized stress concentrations occur at three locations:

• First, a localized, single-node Von-Mises stress of 42.7 KSI is noted at the intersection of the longitudinal deck girder 5' OCL to port and BHD 29. (See Appendix B, Figure 12) The high stress occurs in the fire tight bulkhead plate, a non-structural member. The collared connection between the bulkhead and girder is not modeled. The maximum



single node Von Mises stress in the longitudinal girder at this location is 21.9 KSI, below the allowable stress for environmental load cases of 27.2 KSI.

• A second area of localized high stress is noted at the intersection of the 10" pipe stanchion and cruciform joint on centerline, Frame 29. (See Appendix B, Figure 13) The maximum Von Mises stress is approximately 28 KSI over two nodes at the intersection. Stresses at all surrounding nodes are all below 20 KSI.

• Finally, a single node Von Mises stress of 43.3 KSI is observed at the port inside corner of Frame 24 where the deep web frame intersects the deck girder, as shown in Figure 14 of Appendix B. A similar single node hot spot of lesser magnitude exists at Frame 27. Surrounding nodes are all below 27.2 KSI.

In each case, these peaks occur at a discontinuity in the finite element model, which causes the stress to be over-predicted. Stresses at surrounding nodes are below allowable limits. As a result, the structure is considered acceptable with consideration of the bracketing, weld profiles and local details which are not modeled.

Load Condition 3: Van Weight + Ice + Acceleration

Figures 15 through 23 of Appendix B present representative FEA plots for this load condition. Stresses computed for this condition are generally below allowable limits.

Similar to load condition 2, localized peak stresses over allowable occur in three locations:

• First, a localized, single-node Von-Mises stress of 41.5 KSI is noted at the intersection of the longitudinal deck girder 5' OCL to port and BHD 29. (See Appendix B, Figure 22) The high stress occurs in the fire tight bulkhead plate, a non-critical structural member. The collared connection between the bulkhead and girder was not modeled. The maximum single node Von Mises stress in the longitudinal girder at this location is 21.1 KSI, well below the allowable stress for environmental load cases of 27.2 KSI.

• Second, a single node Von Mises stress of 40.1 KSI is noted at the port inside corner of Frame 27 where the deep web frame intersects the deck girder, as shown in Figure 23 of Appendix B. A similar single node hot spot of lesser magnitude exists at Frame 24.

• Finally, a maximum single node Von Mises stress of 34.2 KSI is noted at the toe of the van socket foundation, as shown in Figure 24 of Appendix B. Stresses reported at surrounding nodes are below allowable.

In each case these peaks occur at a discontinuity in the finite element model, which over-predicts the stresses. Stresses at surrounding nodes are below allowable. As a result, the structure is considered acceptable with consideration of local bracketing, welds and details which are not modeled.



Load Condition 4 – Extreme Wave Green Water Loading

Results of the wave impact load condition indicate large areas of structure significantly exceeding yield stress at the base of the foundation pads and adjacent structure. Structural modifications are not economically justified to resist these loads in lieu of installing a breakwater to shelter the vans.

Additional Structural Calculations

Calculations performed to assess potential crippling of the deck girder webs below the van foundations indicate that bearing stiffeners are not required. The maximum foundation point load of 29.1 kip is well below the calculated AISC allowable of 174.8 kip, yielding a safety factor of 6. Similarly a buckling check of the 10" pipe stanchion at frame 27, on centerline indicates calculated axial and bending stresses well below allowable, with an AISC usage check value of 0.49.

Cost and Weight Estimate

The estimated modification weight is approximately 1,700 pounds for two van foundations. The estimated cost is $45,100 for two vans and may vary by 25% depending on the cost of steel and materials, as well as the selected shipyard.

REFERENCES

1. Van Installation Feasibility Study, 10082-001-070-0, Rev. -, EBDG.

2. UNOLS Scientific Van Arrangement, 10082-002-101-1, Rev. -, EBDG.

3. UNOLS Scientific Van Foundations, 10082-002-130-1, Rev. -, EBDG.

4. UNOLS Scientific Van 02 Level Power Receptacle electrical one-line diagram and rip-out diagram, 10082-002-320-0, Rev. -, EBDG.

5. UNOLS Scientific Van Marine Systems Diagram, 10082-002-505-0, Rev. -, EBDG.

6. American Bureau of Shipping Rules for Building and Classing Steel Vessels 2011.

7. 02 Deck Structural Scantlings, 420-WAGB-101-070, Rev. B, Sheets 6-23, received 9/23/10.

8. Scantling Plan (Elev's & Sections), 420-WAGB-101-063, Rev. B, Sheets 1 and 5, received 9/23/10.


ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Appendix: A

Appendix A FEA Geometry Plots



Figure 1: Overall view of Model

Deck: 0.34" PL



Figure 2: BHD Plating

BHD FR 33 0.25" PL

Interior BHDS 0.18" PL

Shell 0.34" PL



Figure 3: Foundations

Foundation 0.75" PL

Deck 0.34" PL

Deck + Doubler PL 0.84"



Figure 4: Main Structure

Girder Web: 0.315" Girder Flange: 0.525"

WT7x19Web: 0.31" Girder Flange: 0.515"

WT10x15# Web: 0.23" Flange: 0.27"

W12x16# I/T Web: 0.22" Flange: 0.27"

10" SCH 60 Pipe, 0.5" Wall



Figure 5: Stiffeners

Deck Stiffeners 3-1/2 x 3 x 1/4L

Interior BHD Stiffeners 3 x 3 x 1/4 L

Interior BHD Stiffeners 3-1/2 x 3 x 1/4 L

All Brackets & FB Shown 1/4" PL



Figure 6: Stiffeners on BHD FR 21

BHD FR 21 Stiffeners 5 x 3-1/2 x 5/16 L


ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Appendix: B

Appendix B FEA Results Plots



Figure 1: Static weight case - Model loads



Figure 2: Static weight case - Overall deformation



Figure 3: Static weight case - Von Mises stress overall



Figure 4: Static weight case - Von Mises stress detail



Figure 5: Static weight - Von Mises stress at girders



Figure 6: Static weight + water case – Model loads



Figure 7: Static weight + water case - Overall deformation



Figure 8: Static weight + water - Overall deformation



Figure 9: Static weight + water - Von Mises stress overall



Figure 10: Static weight + water - Von Mises stress



Figure 11: Static weight + water: Von Mises stress at girders



Figure 12: Static weight + water – Von Mises stress - Hot spot at FT BHD, Frame 29



Figure 13: Static weight + water - Cruciform joint, Frame 27



Figure 14: Static weight + water – Von Mises stress, Port inside corner, Frame 24



Figure 15: Weight + ice loads + acceleration – Model Loads



Figure 16: Weight + ice loads + acceleration - Overall deformation



Figure 17: Weight + ice loads + acceleration - Deformation



Figure 18: Weight + ice loads + acceleration - Von Mises stress overall



Figure 19: Weight + ice loads + acceleration - Von Mises stress detail



Figure 20: Weight + ice loads + acceleration - Von Mises stress at girders



Figure 21: Weight + ice loads + acceleration - Von Mises stress at typ. foundation



Figure 22: Weight + ice loads + acceleration – Von Mises stress - at FT BHD, Frame 29



Figure 23: Weight + ice loads + acceleration – Von Mises stress - at FT BHD, Frame 27



Figure 24: Weight + ice loads + acceleration – Von Mises stress - van foundation



Figure 25: Wave Impact - Loads



Figure 26: Wave Impact - Von Mises stress at deck



Figure 27: Wave Impact - Von Mises stress under-deck structure


ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Appendix: C

Appendix C Calculations



Container MassWl = 15 kip Light science van weightWs = 25 kip Standard science van weightHc = 102 in Container heightLc = 238.5 in Container Length

Wc = 96 in Container Width

Ice Load on Containert = 4 in Ice thickness on container

γice = 58.24 lb/ft3 Density of ice

Vice = 188.292 ft3 Volume of IceMice = 10.966 kip Weight of ice Note 1

Ice Load on Deckt = 4 in Ice thickness on deck

γice = 58.24 lb/ft3 Density of ice

Vice = 0.333 ft3/ft2 Volume of IceMice = 19.413 lb/sf PSF deck loadPice = 0.135 psi Equivalent pressure

Wave Force on Front of Containerh = 12.4 ft H2O Wave pressure Note 2

Fwave = 130.77 kip Wave Force Note 3

Wind Force on ContainerSwind = 60 mph Wind speedFwind = 1.95 kip Wind force (applied to forward face of container)

Deck Pressureh = 5.5 ft Scantling deck pressure from ABS 3-2-5 / 3.17

γwater = 64 lb/ft3 Density of waterMwater = 352 lb/sf PSF deck loadPwater = 2.44 psi Equivalent pressure

1. Ice assumed to accumulate on top, sides, and front of container, but not aft or bottom.

3. Wave force does not include extra height or width for accumulated ice.

FEM LOAD CALCULATIONS

NOTES

2. Wave pressure taken as equivalent to ABS design head for exposed bulkheads, calculated uniformly over front face of container



Ship Motion Acceleration FactorsRef: DOD-STD-1399, Section 301AParameters used:LBP 396.5 feetB 82 feetVCG 32.9 feetGM 4.99 feetTCG 0.03 feetLCG 203.7 feet aft FPSea State 8

Values derived from tables II, III & IV for Sea State 8

Max Pitch Angle Θ 7 degrees 0.1222 radiansMax Roll Angle Φ 34 degrees 0.5934 radians

Pitch Period Tp 6.00 secondsRoll Period Tr 15.97 seconds (calculated per DOD 1399, ship reports 16.2s)

Heave Accel h 0.5 g 16.08 ft/s2

Surge Accel s 0.25 g 8.04 ft/s2

Ax = 11.9590 + 0.0164 X + 0.1340 Z

Ay = 17.9777 + 0.0670 X + 0.0545 Y + 0.0919 Z

Az = 32.1500 +/- 16.08 + 0.1340 X + 0.0919 Y

ITEM 02 Deck Science VansLocation LCG 67.50 ft aft FPLocation TCG 20.75 ft from CLLocation VCG 68.00 ft abv BL

X = 136.2Y = 20.72Z = 35.1

Motion FactorsAx = 18.893 ft/s2 - or - 0.588 g - or - 226.72 in/s^2 Long'l

Ay = 31.458 ft/s2 - or - 0.978 g - or - 377.50 in/s^2 Transv

Az = 68.385 ft/s2 - or - 2.127 g - or - 820.63 in/s^2 Vert Dn

-4.085 ft/s2 - or - -0.127 g - or - -49.03 in/s^3 Vert Up



AISC Column Buckling Calculations10 in XS Pipe Column (10.75" OD 0.5" wall) , FR 27

Static Weight + Water Load Condition

Taking maximum reactions from FEM, determine column stresses:Bending moment, Mb = 136.6 kip-in

Axial force, Pa = -92.9 kipSection modulus, Z= 39.43 in3

Cross sectional area, A = 16.10 in2

fa = Pa/A = -5.77 ksifb = Mb / Z = 3.46 ksi

COLUMN PROPERTIES: COLUMN STRESSES:Unbraced Length, Ly = 126.0 in fa = -5.77 ksiUnbraced Length, Lz = 126.0 in fby = 3.46 ksiEffective Length Factor, Ky = 1.0 fbz = 0.00 ksiEffective Length Factor, Kz = 1.0 CMy = 1.00Radius of Gyration, ry = 3.628231 in CMz = 1.00Radius of Gyration, rz = 3.628231 in Fy = 34.00 ksi

E = 29000 ksiCalculate Column Slenderness Ratio:Cc = sqrt(2PI2E/Fy)Cc = 129.76

Calculate Slenderness Ratio:KyLy/ry = 34.73KzLz/rz = 34.73

Calculate Allowable Axial Stress:Fa = Fy[1-min(KL/r)2/(2*Cc2)]/[5/3+3min(KL/r)/(8Cc)-min(KL/r)3/(8Cc3)], KL/r<CcFa = [12PI2E]/[23(KL/r)2], when KL/r>CcFa = 18.58 KSI

Calculate Allowable Bending Stresses:Fb = 60.00 %FyFb = 20.40 KSI

Calculate Allowable Euler Buckling Stresses:F'ey =[12PI2E]/[23(KyLy/ry)2]F'ey = 123.82 KSIF'ez =[12PI2E]/[23(KzLz/rz)2]F'ez = 123.82 KSI

Calculate AISC Usage Check:U.C. = fa/Fa + [CMy*fby]/[Fb(1-fa/F'ey)] + [CMz*fbz]/[Fb(1-fa/F'ez)]Assumes fa is negative (compression), otherwise Fa, F'ey, F'ez are set to Fb

U.C. = 0.489 OK


ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Appendix: D

Appendix D Cost Estimate


ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Appendix: E

COST ESTIMATE SUMMARY

SWBS No. Item Description

Labor Hours

Material & Services @

Cost, ($)

Labor Cost @ $70/Hr

Material & Services

w/17% Mark-up, ($)

Item Total Costs

Percent of Total

Cost

000 PROJECT MANAGEMENT & ADMIN 22 $ - $ 1,540 $ - 1,540$ 3.42%

100 HULL & HOUSE STRUCTURE 142 $ 2,444 $ 9,919 $ 2,859 12,778$ 28.36%

300 ELECTRICAL SYSTEM 153.2 $ 2,580 $ 10,724 $ 3,019 13,743$ 30.49%

500 AUXILIARY SYSTEMS 67.4 $ 872 $ 4,718 $ 1,020 5,738$ 12.73%

600 OUTFITTING 72 $ 1,820 $ 5,040 $ 2,129 7,169$ 15.91%

Contingency @ 10% 4,097$ 9.09%TOTALS FOR ALL ITEMS 456 7,716$ 31,941$ 9,028$ 45,066$ 100%



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Appendix E Weight Estimate



MODIFICATIONS WEIGHT ESTIMATE

Unit Wt. Total Wt. LCG VCGDescription Qty. (lbs) (lbs) (+ aft) (+ abl) Notes

SUMMARY

STRUCTURE 708.80 63.75 65.60

PIPING 303.90 53.04 63.35

OUTFIT 490.00 58.75 67.31

ELECTRICAL 74.00 32.23 61.54 net wt incl removals

MODIFICATION WEIGHT - SUBTOTAL 1,576.70 58.65 65.50(0.70LT)

Add Margin to Structure for Roll & Weld 10% 70.88 63.75 65.60

Paint (% of Struct weight) 3% 21.26

MODIFICATION WEIGHT WITH MARGINS 1,668.84 58.12 64.67(excluding the weight of the vans) (0.75 LT)



Unit Wt. Total Wt. LCG VCG SourceDescription Qty. (lbs) (lbs) (+ aft) (+ abl) C, E, V * Notes

STRUCTURE

Van Foundationdeck dblr 1/2" pl 8 20.40 163 63.75 65.00verticals 3/4" pl 8 45.90 367 63.75 66.00socket for twistlock 8 7.00 56 63.75 66.00D-ring base doubler pl 1/2 8 15.30 122 63.75 65.00

STRUCTURE - SUBTOTAL 709 63.75 65.60




PIPING

Potable3/4" sched K pipe 7 0.70 5 53.75 61.001" schedule 40 pipe SS 2 2.00 4 53.75 66.00valves & fittings 4 4.00 16 53.75 62.00insulation & heat trace 3 3.00 9 53.75 65.00van connection hoses 2 50.00 100 53.75 65.00

Science water1/2" schedule 40 pipe SS 7 1.00 7 53.75 61.001" schedule 40 pipe SS 2 2.00 4 53.75 66.00valves & fittings 5 4.00 20 53.75 62.00insulation & heat trace 3 3.00 9 53.75 65.00van connection hoses 2 50.00 100 53.75 65.00

hangers & penetrations 2 15.00 30 53.75 62.00

PIPING - SUBTOTAL 304 53.04 63.35




OUTFIT

ISO twist locks 8 15.00 120 58.75 66.00lashing D-rings 8 10.00 80 58.75 65.00lashing chain & fittings 8 30.00 240 58.75 69.00gratings / steps 2 25.00 50 58.75 66.00

OUTFIT - SUBTOTAL 490 58.75 67.31




ELECTRICAL

GeneralDistribution panel mods 1 20 20 53.8 60.0power cable to van 2 50 100 53.8 65.0junction box 2 5 10 53.8 60.0receptacle 450V 2 5 10 53.8 65.0switch 450V 2 4 8 53.8 60.0cable 450V 0 53.8 63.0receptacle 120V 2 5 10 53.8 65.0switch 120V 2 4 8 53.8 60.0cable 120V 2 4 8 53.8 63.0

Removalstransformer -2 30.00 -60 60.0 58.0cable -2 15.00 -30 60.0 60.0receptacles -2 5.00 -10 60.0 58.0

ELECTRICAL - SUBTOTAL 74 32.23 61.54


ELLIOTT BAY DESIGN GROUP Job: 10082 By: JEP/MEJ/RCB 10082-002-070-1P0.doc Rev. 0 Appendix: F

Appendix F Technical Specifications



SPECIFICATIONS

GENERAL

The intent of the specifications, their appendices and accompanying plans and drawings, is to outline and illustrate the refurbishment work required on the USCGC HEALY. The Contractor is solely responsible for providing all labor, material, services, equipment, tools, transportation and supplies necessary to complete the work in accordance with the plans, specifications and the terms of the contract.

It is not the intent of these specifications and the accompanying plans and drawings to include every detail of the work. Therefore, the omission, in the specifications and/or plans, of any material or equipment repair or replacement that would be detrimental to the seaworthiness or the serviceability of the vessel and necessary for the proper operation of the items installed, the inclusion of which is in keeping with good shipbuilding practice, shall be provided by the Contractor at his expense to the satisfaction of the Owner.

The USCGC HEALY Van installation work consists of, but is not limited to, the following work items:

A. Installation of scientific van foundations on the forward end of the 02 deck.

B. Potable water, seawater and electrical system modifications to support scientific van operations.

C. Testing of all new piping and equipment, and demonstration of satisfactory and acceptable operation to applicable regulatory bodies and the Owner.

D. Thorough cleaning, surface preparation and painting of all areas affected by the work.

E. Removal, repair, and replacement of linings, insulation of outfit items in areas affected by the work.

Work performed and equipment installed shall be thoroughly tested to demonstrate satisfactory workmanship, adequate strength, rigidity, tightness, suitability for the purpose intended, proper clearance for maintenance have been satisfactorily fulfilled. Any defects which may develop or become apparent shall be made good by the Contractor to the satisfaction of the Owner.

CONTRACT DRAWINGS

1. 10082-002-101-1 UNOLS Scientific Van Arrangement

2. 10082-002-130-1 UNOLS Scientific Van Installation

3. 10082-002-320-0 UNOLS Scientific Van 02 Level Power Receptacle elect one-line diagram & rip-out diagram

4. 10082-002-505-0 UNOLS Scientific Van Marine Systems Diagram



MATERIALS

All materials, machinery and equipment provided by the Contractor shall be of commercial marine quality, in full compliance with the specifications and suitable for the intended use. Unless explicitly stated otherwise, all materials, machinery and equipment shall be new and unused (except for factory testing), of current manufacture and currently be supported by spare parts readily available in the United States. Where required by the specifications to conform to certain standards and requirements (such as those of the Maritime Administration, USCG, ABS, SOLAS, ASTM, AISI or ANSI, etc.), such requirements shall be clearly indicated on purchase orders.

Gaskets, packing and seals shall be renewed on all machinery, equipment, flanged piping joints and manholes opened or dismantled by the Contractor during the course of the contracted work, at no additional expense to the Owner.

All materials used in the modifications to the vessel, including any material specified hereafter, shall be subject to the test and inspection requirements of the American Bureau of Shipping.

All items requiring U.S. Coast Guard and/or ABS approval shall have an approval affidavit provided to the Owner prior to installation of the item.

All materials shall be free from imperfections of manufacture and from defects that adversely affect appearance and/or serviceability. All sharp edges or projections that constitute, in the opinion of the Owner, a personnel hazard, shall be removed at no additional expense to the Owner.

The Contractor shall be responsible for the protection, during the work and up through redelivery of the vessel, of all material and equipment intended for use and installed aboard the vessel. Due consideration shall be given to the nature of the item during handling and storage.

The Owner may reject any material and/or equipment improperly stored or handled.

Material, equipment and surfaces damaged or otherwise marred shall be repaired/replaced by the Contractor to the satisfaction of, and without additional expense to, the Owner.

STRUCTURE AND WELDING

All structure and plates shall be kept fair, free of distortion, and in alignment within the construction tolerances described by ASTM F1053-94.

All new materials, including plates, shapes, welding electrodes, etc., used in ship's structure, where applicable, shall meet the requirements of ABS for Grade A mild steel.

All completed structure areas of work shall be thoroughly cleaned, primed and finish coated in accordance with the requirements of this specification.

Care shall be taken to obtain good alignment of structural members, particularly where such members oppose each other on opposite sides of bulkheads or decks. In such cases,



misalignment exceeding half the thickness of the thicker member shall be considered cause for rejection. Where discontinuities of structure are unavoidable, suitable brackets or other reinforcement shall be installed.

Sharp and ragged edges or corners of structure which are unsightly or which could cause injury to personnel shall be removed, ground smooth or sniped.

All welding and brazing shall be done by properly trained and qualified personnel. The Contractor shall use only welders and welding operators that are qualified by tests to the satisfaction of ABS and the Owner (at no expense to the Owner) for the type of material(s) and welding process(es) being used. The Contractor shall provide, to the Owner, welders and welding operators' certificates within 5 days of the vessel's arrival at the Contractor's facility.

Peening of weld material will not be allowed except as specifically approved by the ABS and the Owner. Steel to be welded shall be kept entirely free of paint or oil other than "weld-through" primers.

All welds shall be neatly finished, with all spatter and slag removed, and ground flush where required.

Temporary welds incident to erection shall be carefully removed and ground smooth or, where undercut, shall be welded and ground smooth to the Owner's satisfaction.

Watertight penetrations shall be hose tested by directing a stream of fresh water at a pressure of not less than 30 psi from a l 1/2" hose against the penetrations. The stream shall be applied from a distance of 5 to l0 feet from the surface being tested. Where leaks are found, they shall be repaired and the area then retested.

PIPING

Piping shall be run as directly as practicable with a minimum number of bends and fittings and with sufficient joints to provide for removal, inspection, servicing and replacement of piping, valves, fittings, and equipment. Piping shall be run to minimize cutting of the ship's structure.

Where piping penetrates a watertight bulkhead, deck or tank top, a penetration fitting shall be provided to ensure the watertightness of the structure. In no case shall the plating form part of a joint or piping.

Piping shall be adequately supported by hangers suitable for the material and service.

Pipe hangers shall meet the requirements of ASTM Volume 01.07 "Shipbuilding" Standard F708. The Contractor shall adjust the design, spacing, and installation of pipe hangers as necessary to provide an installation suitable for carrying the weight of the pipe and its contents, including dynamic loading imposed by the operating conditions of the vessel and to prevent damage from vibration and thermal expansion.



The Contractor shall identify all new valves with valve label plates manufactured and engraved per ASTM 992. Unless otherwise specified, label plates shall be made from laminated phenolic, white on black. Inscriptions shall be clear and concise with a minimum amount of abbreviation. Standard marine abbreviations shall be used. Lettering shall not be less than l/8 inch in height with primary information in letters of larger size than secondary information, and coloring to be in contrast with the lettering. Valve numbering shall conform to USCG standards currently in use on the vessel.

Piping or its lagging, as applicable, shall be stenciled indicating service and direction of flow in accordance with the existing vessel standards.

Hangers shall be attached to the pipe with bolted clamps and welded to the basic ship structure. Care shall be exercised to place pipe hangers so that strain is avoided where piping is connected to machinery. Hangers shall not be attached by welding directly to pipes.

Each piping system shall be cleaned before it is tested. Clean out screens shall be installed during piping tests.

Pressure shall be applied to the modified parts of the system. The hydrostatic pressure specified for the piping systems shall be maintained long enough to check thoroughly for leaks and thoroughly retested after leaks have been repaired. Concealed piping shall be hydrostatically tested before being concealed behind linings. The Contractor shall isolate equipment and components for the system if the hydrostatic test pressure shall damage the component or equipment.

The test fluid must be compatible with the system being tested. Minimum test pressures shall be 75 psig.

ELECTRICAL

All electrical equipment and cabling shall be installed generally per IEEE STD 45-2002, IEEE Recommended Practice for Electrical Installations on Shipboard. Grounding and bonding shall comply with MIL-STD-1310H.

Existing cableways and multi-cable transits shall be utilized where practicable. All electrical cable to deck-mounted equipment and controls exposed on deck shall be adequately guarded for the full run from deck to terminal box with pipe or other substantial protection. Kick-pipes shall be arranged to permit movement of the deck relative to the terminal box.

Unless otherwise specified, label plates shall be made from laminated phenolic, white on black. Inscriptions shall be clear and concise with a minimum amount of abbreviation. Standard marine abbreviations shall be used. Lettering shall not be less than l/8 inch in height with primary information in letters of larger size than secondary information, and coloring to be in contrast with the lettering.



All electrical cables shall be tagged with embossed aluminum tags on each side of a penetration, into and out of junction/connection boxes and/or equipment. The unique circuit designation, keyed to the various electrical plans, shall be embossed on the tag.

SURFACE PREPARATION AND PAINTING

The Contractor shall prepare a schedule of surface preparation and painting for approval by the Owner describing interior and exterior surfaces of the ship that are affected by the work items and as specified below. The schedule shall provide for the preparation of surfaces, including mechanical cleaning of rusted areas, and application of coating systems in accordance with the requirements of this section for the following surfaces:

A. All new structure, machinery, equipment, piping, foundations, lagging and all related materials normally found coated in marine services

B. All surfaces exposed in way of removed insulation and paint

C. All existing surfaces disturbed by the contracted work

The paints employed in a given coating system shall be from the same manufacturer and shall match exactly the existing paints and systems used by the Owner, in order to ensure compatibility and avoid future maintenance discontinuities. The Owner's decision shall be final as to whether or not a proposed coating or system is equal.

Colors of final coats shall closely match those of adjacent pre-existing coatings and shall be approved by the Owner.

All coating systems shall be applied in accordance with manufacturer's recommendations and under the guidance and supervision of the manufacturer's field service representative.

Where any coating has been damaged by welding, burning or other causes, as a result of the contracted work, the damaged area shall be disk-sanded, solvent-wiped and a full coating system built up. Overlaps between existing and new coating systems shall be feathered to provide a smooth finish at the transition.

The Contractor shall carefully cover-up and protect adjacent structure, outfit, equipment, and deck surfaces to eliminate overspray and drip and spill fouling. The Contractor shall repair paint-damaged surfaces at no additional expense to the Owner. Patch repair will not be accepted. The Contractor shall repair fouled surfaces by neatly trimming and masking affected areas at the perimeter. Paint the entire affected item or area to provide an intact, continuous, homogenous, aesthetically-finished, corrosion resistant surface finish, except minor fouling by overspray or spills and drips may be solvent wiped or scraped clean, provided the topcoat is not damaged and the aesthetic finish is restored to as before condition.

Items and materials such as nameplates, identification labels, valve stems, fire hoses, nozzles, sprinkler heads, bright work, glass and trim which would have their function or appearance degraded by paint shall be carefully protected to keep them free of paint. Should any paint be applied to such items, it shall be immediately and carefully removed.

PRELIMINARY

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