This guide has been produced in order to outline to technical superintendents of ship owners and ship managers the manner in which the commercial departments of ship repairers compile quotations. The ship repairers use their tariffs for standard jobs to build up their quotations.
This guide is based on these tariffs, but is made up in manhours to assist long-term pricing. It can also be of assistance to
shipyards without this information to prepare man-hour planning charts, helping them to assess manpower requirements for jobs and to produce time-based plans. Man-hours have been used so that this book will not be ‘dated’ and can be used without encountering the problems of increases in costs over the years. Where man-hour costs are not possible, these have been noted and suggestions made to compile costs against these items.
Apart from steel works and pipe works, no cost of materials has been included within this book. Only man-hours are used in order that the compiler may assess shipyards’ charges based on the current market price of labour.
Where materials are conventionally supplied by the repair contractor, these have been built into the labour costs and evaluated as man-hours. Apart from steel works and pipe works, the cost of materials in the jobs listed are generally minimal when compared with labour costs. So, apart from these two, most of the other costs will be consumables.
A comparison between various countries has been included. The workers of some countries have more efficient skills than others. Some establishments have more sophisticated equipment than others.
Introduction 1
However, common ground has been assumed in the output of workers in standard jobs. It is stressed that this book considers only ship ‘repairs’, that is,removing damaged, worn, or corroded items, making or supplying new parts to the pattern of the old and installing. It is not meant to be used in its entirety for new building work, although, in some areas, it may prove useful.
Unless specifically mentioned, all the repairs are in situ. For removing a specific item ashore to the workshops, consideration
should be given to any removals necessary to facilitate transportation through the ship and to the shore workshop and the later refitting of these removals, and an appropriate charge made.
In calculating the labour man-hours, it should be borne in mind that these will vary for similar jobs carried out under different conditions, such as world location, working conditions, environment,type of labour, availability of back-up labour, etc.
The labour times given in this book are based upon the use of trained and skilled personnel, working in reasonable conditions in an environment of a good-quality ship repair yard with all necessary tools, equipment and readily available materials and consumables.
All these factors should be considered when calculating the man-hours and if conditions vary from that of the assumption of this book then factors should be applied to compensate for any shortfall in any conditions. As an example, if the work is being carried out in a country which suffers from heat and high humidity, then the output of a worker can fall to 50% that of the same worker in another country which has an easier working climate.
With reduced work outputs for whatever reason, a ship repair yard will need to mark up their pricing rates according to their type of variance, and this is passed on to the ship owner. The estimator should consider influences applicable and may need to apply a factor to increase the man-hours according to whatever may reduce the output of a contractor’s workers.
Once the man-hours have been calculated, the estimator must then apply a pricing rate to the total. These vary from place to place and should be ascertained from the ship repair establishments under consideration. The variance of the rates will be applicable to certain considerations which can be applied. These considerations can include the local economy, how hungry the yard is for work, the current workload of the yard and other similar situations. The estimator can look at the economic climate of the repair yards and ascertain a variance factor for each yard and apply these accordingly.
Obviously different shipyards have different working conditions and techniques, so the man-hours for the work can vary.
However, the figures shown can be used as a fair assessment of the work in general and can produce price estimates for budget purposes to a shipowner.
When requesting quotations from shipyards the quotes received always vary considerably. The figures given in this book reflect competitive tariff rates.
2 Drydocking works
Berth preparation
This item is included within the charges for docking and undocking and should also include for dismantling and removal of any specially prepared blocks.
Table 2.1 Shifting of blocks after docking vessel
This covers shifting of blocks at the request of the owner for access works not known at the time of quoting. This involves cutting out the soft wood capping of the block, shifting the block and reinstalling at a different location.
Docking and undocking
This is variable dependent upon world location and market demands. Dry docking charges regularly change depending upon the economic climate, so an owner’s superintendent should check with selected drydock owners for their current rates.
Dock rent per day
Man-hours
Service <100 LOA >100 LOA
Fire and Safety watchman per day 8/shift 8/shift
Garbage skip per day 2 4
Electrical shore power connection and disconnection 4 5
Electrical shore power per unit Variable Variable
Temporary connection of fire main to ship’s system 5 6
Maintaining pressure to ship’s fire main per day 3 3
Sea circulating water connection 3 4
Sea circulating water per day 4 4
Telephone connection on board ship 3 3
Supply of ballast water per connection 6 8
Supply of fresh water per connection 3 5
Connection and disconnection of compressed air 3 5
Gas-free testing per test/visit and issue of gasfree certificate 8 10
Electric heating lamps per connection. 4 5
Ventilation fans and portable ducting each 5 5
Wharfage: charges to lie vessel alongside Variable Variable
contractor’s berth. Usually a fixed rate per metre of vessel’s length.
Cranage: charges variable, dependent upon size of crane. Variable Variable
Notes:
Contractors often charge for temporary lights provided for their own use in order to carry out repairs. This is an arguable point as it is for their benefit and not the owners. It should be classed as an overhead and costed accordingly. Provided there are none of the ship’s staff utilizing the temporary lights,then it should be a contractor’s cost.
Hull preparation
● Hand scraping normal
● Hand scraping hard
● Degreasing before preparation works
● High pressure jetwash (up to 3000 p.s.i.)
● Water blast
● Vacuum dry blast
● Dry blast (Dependent upon world location. Prohibited in some countries)
● Grit sweep
● Grit blast to Sa 2
● Grit blast to Sa 2.5
● Spot blast to Sa 2.5
● Hose down with fresh water after dry blast
● Disc preparation to St2
The charges for hull preparation works should be given in price per square metre. This will enable the owner’s superintendent to calculate the price for the full scope of works.
Special notes for hull preparation
The ship owner’s superintendent should be fully aware of the manner n which the ship repair yard has quoted for the hull preparation works. This is to obviate surprise items when confronted with the final invoice.A ship repair yard should quote fully inclusive rates, which cover the supply of all workers, equipment, machines, tools, and consumables to carry out the quoted works and also for all final cleaning-up operations. Inflated invoices have been known from ship yards covering the removal of used blasting grit, removed sea growth, etc. The dry dock may not belong to the repair contractor and additional charges may be made by the dry dock owner for these items. Ensure that these charges are well highlighted before acceptance of the quotation. It is far better to clear up these matters prior to the arrival of the vessel instead of being involved in arguments just
before the vessel sails. Time taken to consider what a yard may see as justifiable extras before the event is well spent prior to placing the order, when everyone in the yard is eager to secure the contract.
The use of dry blasting grit is being phased out in certain areas as it is environmentally unfriendly. Dry sand is not used for similar reasons and is also a health hazard. The choice is for vacuum dry blasting or water blasting using very high pressures. Water blasting can use fresh or salt water, but the salt water must be followed by high-pressure jetwashing using fresh water to remove the salts.
Hull painting
● Flat bottom
● Vertical sides
● Topsides
● Touch up after spot blast
● Names, homeport, load lines, draft marks.
The charges for hull painting works should be given in price per square metre, and a fixed rate for names and marks. This will enable the owner’s superintendent to calculate the full price for the scope of works. (See below for the method of determining the painting areas of ships’ hulls.)
Notes for hull painting
Shipyard standard rates will apply for paints considered as ‘normal’.This refers to paints being applied by airless spray method up to a maximum of 100 microns (μ) dry film thickness (dft) and having a drying time between applications not exceeding 4 hours. The owner should ensure that the shipyard is aware of any special, or nonconventional,painting compositions which may be used.
Additional note on the supply of painting compositions
It is generally accepted practice for all painting compositions to be owner’s supply. This is due to the paint manufacturer giving their guarantee to the purchaser of their paints. Included from the manufacturer, within the price of the paints, is their technical back-up, provision of a technical specification on the preparation works and paint application, and the provision of a technical supervisor to oversee the whole process of the paint application. If the paints have been applied to the satisfaction of the technical representative, then the full guarantee will be given to the purchaser by the paint manufacturer.
The contractor is only responsible for the preparation works and the application of the painting compositions. Provided they have satisfied the conditions of the technical specification, and the attending technical representative, then there will be no comeback on them if a problem with the paints occurs at a later date.
With the owner being the purchaser, the paint manufacturer will have the responsibility to provide new paint in the event of problems.The application is the responsibility of the owner. He will have to bear the cost of drydocking the ship and having the replacement paints applied.
If the ship repair contractor supplies the paints, he will be responsible for all these costs incurred. Hence it is not in the interests of the ship repair contractor to supply painting compositions.
Formula to determine the painting area of ship hulls
Using the above formulae, it is a simple matter to formulate a spreadsheet to determine the external painting areas of the vessel. Input the data into the table and use the formulae to determine the external painting areas of the vessel.
Rudder works
(a) Repacking stock gland with owner’s supplied packing. Measuring clearances, in situ.
(b) Disconnecting rudder from palm and landing in dock bottom for survey and full calibrations. Refitting as before on completion.
Man-hours
Propeller works
(a) Disconnecting and removing propeller cone, removing propeller nut, setting up ship’s withdrawing gear, rigging and withdrawing propeller and landing in dock bottom. On completion, rigging and refitting propeller as before and tightening to instructions of owner’s representative. Excluding all removals for access, any other work on propeller and assuming no rudder works.
(b) Transporting propeller to workshops for further works and returning to dock bottom on completion.
Man-hours
Table 2.5 Propeller works (fixed pitch) – 2
(a) Receiving bronze propeller in workshop, setting up on calibration stand, cleaning for examination, measuring and recording full set of pitch readings. Polishing propeller, setting up on static balancing machine, checking and correcting minor imbalances.
(b) Heating, fairing, building up small amounts of fractures and missing sections, grinding and polishing.
Man-hours
Note: Covers repairs outside 0.4 blade radius only; classed as minor repair.
Dia. (mm) Man-hours
Tailshaft works
Table 2.7 Tailshaft/sterntube clearances
Removing rope-guard, measuring and recording wear-down of tailshaft and refitting rope-guard, including erection of staging for access, by:
(a) Feeler gauge.
(b) Poker gauge coupled with jacking up shaft.
(c) Repacking internal sterngland using owner’s supplied soft
greasy packing.
Man-hours
Table 2.8 Removal of tailshaft for survey
Disconnecting and removing fixed-pitch propeller and landing in dock bottom
(a) Disconnecting and removing tapered, keyed, inboard tailshaft coupling, drawing tailshaft outboard and landing in dock bottom for survey, cleaning, calibrating and refitting all on completion.
(b) Disconnecting inboard intermediate shaft fixed, flanged couplings, releasing one in number journal bearing holding down
bolts, rigging intermediate shaft, lifting clear and placing in temporary storage on ship’s side. Assuming storage space available.Withdrawing tailshaft inboard, hanging in accessible position,cleaning, calibrating and refitting on completion. Relocating intermediate shaft and journal bearing in original position, fitting all holding-down bolts and recoupling flanges all as before.
Includes erection of staging for access.
Includes repacking inboard gland using owner’s supplied, conventional soft greasy packing.
Excludes any repairs.
Excludes any work on patent gland seals.
Man-hours
(a) Withdrawing (b) Withdrawing
Crack detection
● Magnaflux testing of tailshaft taper and key way.
● Allowance made of 8 man-hours for the testing works, which is performed after all removals for access.
Table 2.9 Gland and Simplex-type seal
(a) Removing gland follower, removing existing packing from internal stern gland, cleaning out stuffing box and repacking gland using owner’s supplied conventional soft greasy packing.
(b) Disconnecting and removing forward and aft patent mechanical seals (Simplex-type). Removing ashore to workshop, fully
opening up, cleaning for examination and calibration.Reassembling with new rubber seals, owner’s supply.
(b) Excluding all machining works.
(b) Assuming previous withdrawing of tailshaft.
Man-hours
Anodes
Cutting off existing corroded anode, renewing owner’s supplied zinc anode by welding integral steel strip to ship’s hull. Excluding all access works.
Man-hours
To determine the amount of anodes required for a vessel, the owner should contact a supplier who will calculate the exact requirement.The following shows the method of determining weights of zinc anodes. (See also the section on hull painting for determining the underwater area of ships’ hulls.)
ship’s underwater area
Sea chests
Opening up of sea chests by removing ship side strainers, cleaning and painting with owner’s paints, as per hull treatment specification.Assuming single grid per chest.
Man-hours
Docking plugs
Allowance made of 1 man-hour for removing and later refitting of each tank drain plug using ship’s spanner, assuming no locking devices fitted and excluding all removals for access and repairs to threads.
Valves
Table 2.12 Sea valves
Opening up hand-operated, globe and gate valve for in situ overhaul by disconnecting and removing cover, spindle and gland, cleaning all exposed parts, hand grinding of globe valve, light hand scraping of gate valve, testing bedding, painting internal exposed areas and reassembling with new cover joint and repacking gland with conventional
soft packing.
(a) Butterfly valve: remove, clean, check, testing bedding of seals, paint internal exposed areas and refit; excluding operating gear.
(b) Checking and cleaning large butterfly valves through the sea chest.
Valve bore Globe Gate (a) Butterfly (b) Butterfly
(mm) valve valve valve valve
Notes:
Valves in pump rooms, additional 15%.
Valve in cofferdams and inside tanks, additional 20%.
Removals for access not included.
Staging for access not included.
Removing valve ashore to workshop for the above type of overhaul requires special consideration, dependent upon size. Valves below 20 kg in weight can be assessed as double the in situ rate. Above this requires rigging and cranage input, which should be assessed separately.
Opening up ship side storm valve for in situ overhaul, by disconnecting and removing cover, spindle and gland, cleaning all exposed parts, testing bedding, painting internal exposed areas and reassembling with new cover joint and repacking external gland with conventional soft packing.
Man-hours per valve
Note: Disconnecting and removing ashore for above overhaul and later refitment;double the above rate.
Fenders
Fendering formed by cutting steel pipe into two halves.Cropping existing external damaged fendering, hand grinding
remaining edges and preparing remaining flat hull plating for welding. Supplying and fitting new fendering in half-round standard schedule 80 steel pipe and full fillet welding fender in place. Including erection of staging for access and later dismantling.
Exclusions:
All hull preparation and painting of the steelworks in way of the repairs.
Man-hours per metre
Note: The above figures are for split steel pipe only. For other shapes, thensteel fabrication tariffs will be applicable, based upon steel weights.
Anchors and cables
Table 2.15 Anchor cables (per side)
Ranging out for examination and later restowing Cleaning by high-pressure jetwash or grit sweepingCalibration of every 20th link and recording Marking shots with white paint Painting cables with owner’s supplied bitumastic paint Opening ‘Kenter’-type shackle and later closing Disconnect first length of cable and transferring to end Changing cable end for end.
Small vessels
Chain lockers
Table 2.16 Chain lockers (per side)
Opening up, removing dry dirt and debris, handscaling, cleaning and painting one coat bitumastic. Closing up on completion.
Removing internal floor plates, or grating, cleaning, painting and refitting.
Small vessels
Note: Removal of sludge will be charged extra per m3.
Staging
This item is usually charged within a particular job. When included within the charge of a job, that job price is increased accordingly. However, to assist estimating, it can be based on cubic metres of air space covered. A minimum charge of approximately 8 m3 will be made.
The figures stated in Table 2.17 cover for erection and later dismantling and removal of external staging. For internal staging, inside tanks, engine rooms, etc. a third column is shown.
Table 2.17 Erection of tubular steel scaffolding, complete with all around guard rails, staging planks and access ladders
Man-hours/m3
3 Steel works
Steel repairs
Applicable to Grade A shipbuilding steels
● Marking off the external area of hull plating on vertical side up to a height of 2 metres, cropping by hand burning and removal of all cropped plating.
● Dressing and preparation of plate edges of remaining external plating.
● Dressing and preparation of remaining internal structure.
● Supply and preparation of new flat steel plating, blasting to Sa2.5 and applying one coat of owner’s supplied, holding primer.
● Transportation of new plate to vessel, fitting up, wedging in position,minor fairing and dressing of plate edges in the immediate vicinity, applying first runs of welding on one side, back gouging from other side and finally filling and capping to give fully finished weld.
Included in the tariff are:
● Only the work to the steelwork mentioned.
● Cleaning and chipping paint in the immediate vicinity of therepair area to facilitate hot cutting work.
● Cranage and transportation of the new and removed steelwork.
Exclusions:
● Staging for access. For staging charges see relevant section.
● All removals for access and later refitments.
● Tank cleaning and gas freeing.
● Cleaning in way of repairs other than the immediate vicinity as noted above.
● All final tests to repairs.
● Fairing of adjacent plates except as minor in the immediate vicinity as noted above.
Man-hours are per tonne of finished dimensions. The rates shown are for large quantities of steel renewals. The limit will be given by the shipyard and is dependent upon the size of the repair yard and the vessel. Assume the limit to be approximately 5 metric tonnes.
Shipowner’s superintendents should be aware of the methods used by the shipyards of calculating steel weights, and this is illustrated below.
Flat steel plate
● For flat steel plates, measure the length in metres, the width in metres and the plate thickness in millimetres.
● Take the specific gravity of the material. For steel, the SG is 7.84,but it is common practice for estimators to use 8.
● To calculate the weight of the plate in kg:
Multiply L × W × Th × SG
Steel angle
For flat steel angles, measure the length in metres, the widths of each leg in metres, and the common thickness in millimetres. Take the specific gravity of the material. For steel, the SG is 7.84, but it is common practice for estimators to use 8. To calculate
the weight of the steel angle in kg:
Multiply L × (W1 + W2) × Th × SG
For other steel sections, break each down into separate flat sections, calculate individually and finally add together to obtain the total weight of the section.
Figure 6 Repair of damage to shell plating
Table 3.1 Steel works renewals
Plate thickness (mm) Man-hours per tonne
Correction for curvature Factor increase
Single 1.2
Double 1.3
Correction for location – external Factor increase
Flat vertical side above 2 metres in height and requiring staging for access 1.1
Bottom shell, accessible areas (i.e. no removals of keel blocks) 1.12
Keel plate 1.4
Garboard plate 1.25
Bilge strake 1.25
Deck plating 1.15
Correction for location – internal Factor increase
Bulkhead 1.2
Longitudinal/transverse above DB areas 1.25
Longitudinal/transverse below DB areas 1.35
Other adjustment factors Man-hour adjustment
For fairing works:
Remove, fair and refit 80% of renewal price
Fair in place (if practicable) 50% of renewal price
Note: For high-tensile grade AH shipbuilding steels, increase rates by 10%.
Notes for steel works renewals
● The steel weight is calculated from the maximum dimensions of each single plate and applying a specific gravity of 8.
● Staging for access and cranage is normally included within the price differences for repair locations. This should be checked with the contractor.
● A minimum quantity of steel renewals per area is usually stated in a ship repairer’s tariff or conditions and is dependent upon the size of the shipyard and of the vessel. Below this minimum weight per area, the repairer will either charge anything up to double the standard tariff or will charge labour time and materials.
● If a plate is being joined to an adjacent plate of different thickness, then an additional labour charge will be made for taper grinding of the thicker plate to suit.
4 Pipe works
Table 4.1 Pipe work renewals in schedule 40 and schedule 80
seamless steel
Removal of existing pipe and disposal ashore. Fabrication of new pipe in workshop to pattern of existing complete with new flanges,delivery on board of new pipe and installation in place with the supply of new soft jointing and standard material fastenings. Refitment of original clamps with new standard material fastenings.
Inclusions:
● Pipes in straight lengths, no branches, and with 2 flanges. Up to 50 mm nominal bore pipes can be screwed. Above 50 mm
nominal bore pipes can be supplied with slip on welded flanges.
● Pipes readily accessible on deck or in engine rooms above floor plate level.
Exclusions:
● Access works.
● Removals for access. This also includes other pipes in the way.
● Any cleaning works.
● Heating coils. These are subject to special consideration.
● Any necessary staging or access works.
Man-hours per metre
Man-hours per metre
Notes:
A minimum charge to be applied for length of pipe of 3 metres.Per bend add 30% of the value of the straight pipe.
Per branch add 80% of the value of the straight pipe. Removal and refitment only of the pipe, charge is 40% the value of the pipe. For pipes in other locations, the following additional charges to be made :
Inside double bottom tanks and duct keels 30%
Inside cargo or ballast tanks 30%
Inside pump rooms 30%
In engine rooms below floor plate level 20%
Galvanizing
Hot dip galvanizing after manufacture.
15% of finished steel pipes.
Ready galvanized pipes
20% of finished steel pipes.
Copper pipes
The rate for copper pipe renewals is estimated as 300% that of schedule 40 steel pipes.
Figure 7 Main engine cooling-water pipes
Table 4.2 Pipe clamps
Supply and fitting of new pipe clamps together with the supply of new standard material fastenings. Including welding of clamp to ship’s structure.
Pipe dia. (inches) Man-hours per renewal of pipe clamp
Table 4.3 Spool pieces
Removal of existing steel penetration pieces from bulkheads or decks, fabrication and installation of new straight, seamless steel,penetration pieces with two flanges and one flat bulkhead compensation flange welded in place. Including supply and installation of soft joint and standard material fastenings.
Man-hours per spool piece
Note: The same conditions apply to these spool pieces as for pipe renewals.
5 Mechanical works
In the following mechanical works it is assumed that all are in situ overhauls and that the items considered are all accessible for the work to be performed. If any item is to be removed ashore to the workshops then an assessment of the work involved must be made and the rates given amended accordingly. This is considering removals to permit transportation of the item from the ship and their later refitment, on completion of the reinstallation.
Overhauling diesel engines (single-acting,slow-running, two-stroke, cross-head)
In the overhauling of large main propulsion engines, it is assumed that the ship will provide all the specialized equipment necessary. This refers to heavy-duty equipment which is normally supplied by the engine manufacturer and also any special hydraulic tensioning equipment for fastenings. In main engines, it is assumed that there are lifting devices such as overhead beams, runner blocks and/or overhead cranes.
Figure 8 A main propulsion diesel engine
Table 5.1 Top overhaul
Disconnect and remove cylinder head, withdraw piston, remove piston rings, clean, calibrate and reassemble as before using all owner’s supplied spares.
Cylinder bore (mm) Man-hours per cylinder
Cylinder cover
Disconnect and remove cylinder head, clean all exposed parts, including piston crown and reassemble as before using all owner’s supplied spares.
Assume as 60% the rate of top overhaul rate.
Table 5.2 Cylinder liners – 1
Withdrawing of cylinder liner, cleaning exposed areas as far as accessible, installing of new, owner’s supplied liner and rubber seals.
Cylinder bore (mm) Man-hours per cylinder
Note: Assuming that cylinder head, piston and piston rod are already removed as part of the top or complete overhaul.
Table 5.3 Bearing survey – 1
Opening up for inspection, exposing both halves, cleaning, calibrating and presenting for survey. On completion, reassembling as before.
Man-hours/bearing
Note: For exposing top half of bearing shell only, charge 60% of above rates.
Table 5.4 Crankshaft deflections – 1
(a) Opening up crankcase door for access works and refitting on completion.
(b) Setting up deflection indicator gauge, turning engine, using ship’s powered turning gear and recording observed readings.
Removing equipment and closing up crankcase door on completion.
Cylinder bore (mm) (a) Deflections (b) Crankcase doors
Man-hours per unit Man-hours per door
Overhauling diesel engines (single-acting,slow-running, in-line, four-stroke, trunk)
In the overhauling of large main propulsion engines it is assumed that the ship will provide all the specialized equipment necessary.This refers to heavy-duty equipment which is normally supplied by the engine manufacturer and also any special hydraulic tensioning equipment for fastenings. In main engines, it is assumed that there are lifting devices such as overhead beams, runner blocks and/or overhead cranes.
Figure 9 A ship’s medium-speed main engine
Table 5.5 Four-stroke trunk-type main engines
(a) Cylinder head: Disconnecting and removing cylinder head, cleaning all exposed parts, including piston crown and reassembling as before using all owner’s supplied spares. Disconnecting and removing 2 in number air inlet valves and 2 in number exhaust valves,including exhaust valve cage with removable seats. Cleaning and decarbonizing valves, cages and head as far as accessible, lightly hand grinding valves for examination only of seating areas.
(a) Clarifications:
(a) Work on the seats may be protracted so is excluded. This could include changing seat inserts, machining and grinding/lapping seats. It will require establishing and should be subject to work assessment.
(b) Top overhaul: Disconnect and remove one pair of crankcase doors,disconnect bottom end bearing fastenings. Disconnect and remove cylinder head, withdraw piston, remove piston rings, clean, calibrate and reassemble as before using all owner’s supplied spares.
(c) Piston gudgeon pin: Drawing out gudgeon pin from removed piston, clean all exposed parts, calibrate and record and reinstall pin as before. Any spares to be owner’s supply.
Cylinder bore (a) Man-hours (b) Man-hours c) Man-hoursNote: For Vee bank engines add 20% per unit.
Table 5.6 Cylinder liners – 2
Withdrawing of cylinder liner, cleaning and painting exposed areas as far as accessible, installing of new, owner’s supplied liner, or existing liner, complete with owner’s supplied rubber seals and top joint. Attending hydrostatic test carried out by ship’s staff.
Cylinder bore (mm) Man-hours per cylinder
Table 5.7 Bearing survey – 2
Opening up for inspection, exposing both halves, cleaning, calibrating and presenting for survey. On completion, reassembling as before.
Man-hours per bearing
Note: For exposing top half of bearing shell only, charge 60% of above rates.
Table 5.8 Crankshaft deflections – 2
(a) Opening up crankcase door for access works and refitting on completion.
(b) Setting up deflection indicator gauge, turning engine, using ship’s powered turning gear and recording observed readings.
Removing equipment and closing up crankcase door on completion.
Cylinder bore (a) Crankcase doors (b) deflections (mm) Man-hours per door Man-hours per unit
Valves
Table 5.9 Overhauling valves
Opening up hand-operated, globe and gate valve for in situ overhaul, by disconnecting and removing cover, spindle and gland, cleaning all exposed parts, hand grinding of globe valve, light hand scraping of gate valve, testing bedding, painting internal exposed areas and reassembling with new cover joint and repacking gland with conventional
soft packing.
For low-pressure valves, below 10 kg/cm2, the tariff is the same as for sea valves. This also applies to the increases for location.
The following increases can be applied according to the pressure:
Pressure (kg/cm2) Increase over sea valve tariff (%)
Notes:
Insulation renewal excluded.
Pressure testing in situ using ship’s pump; additional 5 hours per valve.Pressure testing in situ using contractor’s pump; additional 7 hours per valve.Removal and overhaul ashore in workshop; double the in situ rate.
Metallic or special packings, owner’s supply; additional 2 hours per valve.Rates apply to hand-operated valves only.
Figure 10 A ballast system valve chest
Figure 11 A standard screw-lift globe valve
Condensers
Table 5.10 Main condenser
Opening up inspection doors, cleaning sea water end boxes and tubes by air or water lance, test and reclosing.
SHP Man-hours
Note: Excluding stagings for access.
Heat exchangers
Table 5.11 Overhauling heat exchanger
(a) Disconnecting and removing end covers, cleaning water side end plates and water boxes and tubes by air or water lance, test and reclosing.
(b) Hydraulic testing: Disconnecting and removing secondary side pipeworks. Providing necessary blanks and installing. Filling with fresh water and applying necessary hydraulic pressure test. Draining on completion, removing blanks and installing pipes as before.
Man-hours
Cooling water surface area, m2 (a) (b)
Notes:
Applicable for standard tube type heat exchanger. For plate type, cleaning rates to be increased by 120%.
Including renewal of owner’s supplied internal sacrificial anode on primary side. Including painting with owner’s supplied painting composition on primary side.
Excluding any repairs.
Excluding draining secondary side and associated cleaning works.For ultrasonic cleaning, special considerations to apply.
Turbines
Table 5.12 Main steam turbines
Opening up for inspection, disconnecting flexible coupling and lifting up rotor, examining bearings, coupling and rotor, checking clearances, cleaning jointing surfaces and reclosing.
Man-hours
Note: Removal of any control gear is not included. If applicable, increase rates by 30%.
Table 5.13 Flexible coupling
Disconnecting guard, opening up coupling, cleaning, presenting for survey and examination, measuring and recording clearances,closing up. Excluding any repairs, renewals or realignment works.
SHP Man-hours each
Note: Removals for access are excluded.
Table 5.14 Auxiliary steam turbines
Opening up for in situ inspection, disconnecting flexible coupling and lifting up turbine rotor, examine bearings, coupling and rotor, check clearances, clean jointing surfaces and reclose.
Turbo alternator turbine
kw Man-hours each
Cargo pump turbine
Tonnes/hour (of pump) Man-hours each
Feed pump turbine
SHP Man-hours each
Notes:
Assume pump and turbine to be horizontal.
For vertical pump, increase by 10%.
Excluding dynamic balance checking.
Table 5.15 Water-tube boiler feed pumps (multi-stage type)
Disconnect and remove upper half of pump casing, disassemble internals and draw shaft. Clean, inspect and calibrate all parts.Rebuild rotor, set clearances and refit upper half of casing. All spares to be owner’s supply.
SHP Man-hours each
Notes:
The above figures apply to overhaul of pump only. If carried out in conjunction with overhaul of turbine, then reduce figures by 10%.All access works and insulation works included.
Table 5.16 Oil tanker cargo pumps
Disconnecting and removing top half of casing, releasing shaft flexible coupling from drive, slinging and removing impeller, shaft and wearing rings.
Withdrawing impeller, shaft sleeve and bearings from shaft.Cleaning all exposed parts, calibrating and reporting.
Reassembling as before using owner’s supplied parts, jointing materials and fastenings.
Tonnes/hour Man-hours each
Notes:
Horizontal centrifugal single-stage type pumps.
For vertical pumps, increase figures by 15%.
Compressors
Table 5.17 Air compressor (two-stage type)
Disconnecting and removing cylinder heads, releasing bottom end bearings, withdrawing pistons.Opening up main bearings, including removing crankshaft on compressors with removable end plate.Dismantling cylinder head air suction and delivery valves Cleaning all parts, calibrating and reporting condition.Reassembling all as before using owner’s supplied spares as required.Cleaning of attached air inter-cooler, assuming accessible.
Capacity (m3/hour) Man-hours per machine
Note: For three-stage compressors, charge rate to be increased by 150%.
Receivers
Table 5.18 Air receivers
Opening up manholes, cleaning internal spaces for inspection, painting internal areas and closing manholes with owner’s supplied jointing materials.
Capacity (m3) Man-hours per receiver
Pumps
Table 5.19 Horizontal centrifugal-type pumps
Disconnecting and removing top half of casing, releasing shaft coupling from motor drive, slinging and removing impeller, shaft and wearing rings.Withdrawing impeller, shaft sleeve and bearings from shaft.Cleaning all exposed parts, calibrating and reporting.Reassembling as before using owner’s supplied parts, jointing materials and fastenings.
Capacity (m3/hour) Man-hours per pump
Notes:
Assuming single-stage pump.
Assuming driven by an attached electric motor.
For multi-stage turbine-driven pumps, see the rates given for water-tube boiler feed pumps and assess accordingly.
Figure 12 A vertical electric-driven centrifugal water pump
Table 5.20 Reciprocating-type pumps, steam driven –
(a) simplex, (b) duplex
Disconnecting and removing steam cylinder top cover, releasing steam piston, withdrawing, removing piston rings, cleaning, calibrating and recording. Disconnecting and removing slide valve cover, removing valves,cleaning and presenting for survey.
Disconnecting and removing bucket cover, releasing bucket, withdrawing,removing bucket rings, cleaning, calibrating and recording.
Opening up suction and delivery valve chest, removing valves and springs, cleaning, grinding and presenting for survey.
Fully reassembling complete pump renewing all jointing and repacking glands with owner’s supplied conventional soft packing. Excluding all repairs and renewals.
Man-hours
Table 5.21 Reciprocating-type pumps, electric motor driven –
(a) simplex, (b) duplex
Disconnecting and removing electric motor aside.Disconnecting and removing bucket cover, releasing bucket, withdrawing,
removing bucket rings, cleaning, calibrating and recording.Opening up suction and delivery valve chest, removing valves and
springs, cleaning, grinding and presenting for survey.Fully reassembling complete pump renewing all jointing and repacking
glands with owner’s supplied conventional soft packing.Reinstalling electric motor and making terminals.
Excluding all repairs and renewals.
Man-hours
Table 5.22 Gear-type pumps (helical and tooth)
Disconnecting and removing pump, opening up end covers, withdrawing gear units, cleaning, calibrating, recording clearances and presenting for survey.
Fully reassembling pump renewing all jointing and repacking glands with owner’s supplied packing or seals.
Capacity (m3/hour) Man-hours per pump
Table 5.23 Steering gear
Variable delivery constant speed electro-hydraulic pumps.Disconnecting pump and removing for in situ overhaul. Opening up
pump, full dismantling, cleaning calibrating and presenting for survey.Full reassembling using owner’s supplied spares and reinstalling in place.
Capacity (HP) Man-hours per pump
Boilers (main and auxiliary)
Table 5.24 Cleaning of water-tube boilers
Opening up gas side of boiler, normal clean all fire side surfaces using high-pressure fresh water. Removing drain plates from gas side of boiler to permit drainage of water to bilges and later refitment.
Closing up gas sides as before.
Opening up water side of boiler by removing manhole doors from water drums, hosing down with fresh water and reclosing.
Man-hours Vessel SHP Single boiler Two boilers Auxiliary boiler
Notes:
Allowance made for 10 access doors, 10 hand-hole doors and 2 manholes per boiler. Special cleaning of super-heater tubes to be charged additional.Extra dirty boilers to be charged additional.Staging not included.
For hydraulic testing of boiler using fresh water; 10% additional charge.Excluding economizer and superheater.
6 Electrical works
Table 6.1 Insulation resistance test on all main and auxiliary, lighting and power circuits and report
Vessel DWT Man-hours
Figure 13 A main electrical switchboard in a machinery control room
Table 6.2 Switchboard
Cleaning behind switchboard, examining all connections and retightening as necessary, reporting conditions.
Vessel DWT Man-hours
Figure 14 A generator control panel in a main switchboard
Table 6.3 Electric motors
Disconnecting motor from location, transporting motor ashore to workshop for rewinding, and, on completion, returning on board, refitting in original position and reconnecting original cables.Receiving motor in workshop, dismantling, cutting out all stator coils,removing rotor bearings and cleaning all parts. Forming new stator coils in copper wire assembling using new insulation and varnish. Baking dry in oven, dip varnishing and rebaking in oven. Reassembling all parts, fitting new standard type ball or roller bearings to rotor and testing in workshop.
Capacity (kW) Man-hours
Notes:
Excluding rebalancing of rotor.
These man-hours are for work on AC motors only and these are assumed to be single-speed, squirrel-cage induction motors, three-phase, 380/440 volts,50/60 Hz, 1440/1760 rpm, and with Class B insulation.
Excluding: staging for access to location, removals in way, cleaning in way and cranage.
Table 6.4 Electric motors for winch/windlass/crane
Disconnecting motor from location, transporting motor ashore to workshop for rewinding, and, on completion, returning on
board, refitting in original position and reconnecting original cables.
Receiving motor in workshop, dismantling, cutting out all stator coils, removing rotor bearings and cleaning all parts. Forming
new stator coils, for both stators, in copper wire assembling using new insulation and varnish. Baking dry in oven, dip
varnishing and rebaking in oven. Reassembling all parts, fitting new standard type ball or roller bearings to rotor and testing in
workshop.
Figure 15 A standard AC induction electrical motor
Capacity (kW) Man-hours
Notes:
These man-hours are for work on AC motors only and these are assumed to be triple-speed, three-phase, 380/440 volts, 50/60 Hz, double rotor/stator, squirrel-cage induction motors with integral brake with Class B insulation.Excluding rebalancing of rotor.
Table 6.5 Electric generators
Disconnecting and removing rotor ashore to workshop, full cleaning,baking in oven, drying, varnishing, rebaking in oven, testing,reassembling and reconnecting in place on board.
KVA Man-hours
Figure 16 A ship’s main diesel-driven AC alternator
Table 6.6 Installation of electric cables.
Man-hours for installations per 100 metres of unarmoured, flexible, multi-core, rubber-insulated cable
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable.
● Stripping back cable and insulation and preparing for connecting.
● Connecting to existing junction boxes in existing cable tray with new cable ties.
● Man-hours shown are for installation of exposed cables up to heights of 3 metres on exposed flat surfaces in existing cable
trays.
Exclusions:
● Material costs. These figures show man-hour charges only.
● Any removals of existing, or old cable. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of a single length of cable. For the installation of a parallel, second length of electric cable, reduce by 15%.
For the installation of a parallel, third length of electric cable, reduce by 25%.
For the installation of a parallel, fourth length of electric cable, reduce by 30%.
For the installation of a parallel, fifth and subsequent length of electric cable,reduce by 35%.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
Table 6.7 Man-hours for installations per 100 metres of rubberinsulated,or similar, armoured flexible cable, braided in bronze or steel, basket weave
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable.
● Stripping back cable and insulation and preparing for connecting.
● Connecting to existing junction boxes in existing cable tray with new cable ties.
● Man-hours shown are for installation of exposed cables up to heights of 3 metres on exposed flat surfaces in existing cable
trays.
Exclusions:
● Material costs. These figures show man-hour charges only.
● Any removals of existing, or old cable. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of a single length of cable.
For the installation of a parallel, second length of electric cable, reduce by 15%.
For the installation of a parallel, third length of electric cable, reduce by 25%.
For the installation of a parallel, fourth length of electric cable, reduce by 30%.
For the installation of a parallel, fifth and subsequent length of electric cable,reduce by 35%.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
78 Guide to Ship Repair Estimates (in Man-hours)
Figure 17 Grouping of electric cables on a cable tray
Table 6.8 Man-hours for installations per 100 metres of rubberinsulated,or similar, armoured flexible cable, braided in bronze or steel, basket weave. Single-core cable (for use with multi-runs of higher cable sizes)
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable.
● Stripping back cable and insulation and preparing for connecting.
● Connecting to existing junction boxes in existing cable tray with new cable ties.
● Man-hours shown are for installation of exposed cables up to heights of 3 metres on exposed flat surfaces in existing cable
trays.
Exclusions:
● Material costs. These figures show man-hour charges only.
● Any removals of existing, or old cable. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of single runs of cable without joins.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
Table 6.9 Man-hours for installations of cable tray per metre (perforated steel cable tray, including brackets and fastenings)
Size (mm) Man-hours per metre
Bends Each bend to be rated at three times that of ‘per metre’
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable tray.
● Man-hours shown are for installation of exposed cable tray up to heights of 3 metres on exposed flat surfaces.
Exclusions:
● Material costs. These figures show man-hours charges only.
● Any removals of existing, or old cable tray. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of a single length of cable tray.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
Figure 18 Control panels of a ship’s auxiliary equipment
Table 6.10 Man-hours for installations of electric cable conduit per metre (galvanized steel conduit, including brackets and
fastenings)
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable conduit.
● Man-hours shown are for installation of exposed cable conduit up to heights of 3 metres on exposed flat surfaces.
Exclusions:
● Material costs. These figures show man-hours charges only.
● Any removals of existing, or old cable conduit. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of a single length of cable conduit.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
7 General works
Table 7.1 General cleaning
(a) Berthing vessel alongside special tank cleaning berth.
(b) Receiving of bilge water or slops into shore facility using ship’s pumps.
(c) Removing sludge deposits from tanks and disposal ashore.
(a) Man-hours (b) Man-hours (c) Man-hours
Notes:
(a) This rate may vary depending upon shipyard. An hourly rate will apply with a minimum charge being levied, as shown in the figure above.
(b) The rate for collection of bilge water or slops will depend upon the receiving facility and the rate levied for (a). For collection by road tankers, separate quote should be requested.
Table 7.2 Tank cleaning
(a) Removal of tank manhole cover for access and refitting with new cover joint.
(b) Removing dirt and debris cubic metre.
(c) Hand cleaning of bilge areas or inside tanks per 10 square metres.
(d) Hand scraping of internal steel areas per 10 square metres.
Man-hours
Type of tank (a) (b) (c) (d)
Fresh water 6 0.70 1.25 1.0
Ballast water 6 6.3 1.60 1.70
Fuel oil (MGO) 6 10.5 4.25 –
Table 7.3 Tank testing
(a) Tank testing by low pressure compressed air, per tonne capacity.
(b) Tank testing by filling with sea water, per tonne capacity
.
Man-hours
Special notes on quotations:
● Obtain a copy of the ship repair contractor’s standard tariff rates.
● Request the ship repair contractor to agree that extra work will be priced in accordance with produced standard tariffs, or other agreed rates.
● Ensure that conditions of contract are agreed before placing of contract. If not, then it will be assumed that the shipyard’s standard conditions apply, which may not always be suitable to the ship owner.
8 Planning charts
The following is not necessarily required by ship owner’s superintendents,but may prove useful to give an indication as to a method of determining the timescale and daily loadings for carrying out the repairs. In forward planning and scheduling it is imperative that the planned timescale for repair periods are adhered to strictly in order to avoid knock-on effect delays. A ship repair yard therefore must be aware, well in advance, of the total work load and resources needed to complete each job. This is where the man-hour totals for each trade are required and, very importantly, the work rate of each trade.
The graphs shown in this section have been compiled from historical data by shipyard workload planners and are actual graphs derived, and used by, a large international ship repair yard to assist the forward planning of the yard. The yard’s planners must ensure that sufficient resources are available to carry out the workload, looking up to 3 months ahead and this is their method of doing so.
Using this process the planners can arrange for the necessary resources to be available well ahead of the scheduled repair period and have these available on arrival of the vessel.
Using a prepared ship repair specification, a planner will carry out an analysis of the work and produce a critical path. This critical path determines the timescale of the repair period, so any way in which the timescale of a job within the critical path may be reduced will reduce the overall timescale. Additional resources will be used on these jobs to ensure their earlier completion, so then this is the way in which the total timescale is reduced.
Using the foregoing tables in this book, the estimator can forecast the total number of man-hours per trade for the specified work. Knowing the yard’s resources, the next job is to develop the daily work rate for each trade.
A graph of the work rate for each trade is available with the yard’s planners, and using the graphs, the planner can estimate the timescale to complete the known works.
In carrying out a planned repair period, the planner will consider certain aspects of priority.
As an example, consider a vessel entering the dry dock and a number of trades have planned work in the dry dock area. A very high work rate is necessary to complete any work that prevents other trades from carrying out their work. Into this category comes the hull treatment workers. These are the first workers on the external areas of the vessel. This trade will hand scrape the hull free from sea growth and then carry out high-pressure jetwashing of the hull.
Preparations will then be made for this trade to continue with gritblasting to clean the hull and then apply the first coat of primer paint.
Once this high activity area has been completed, the work rate of the hull treatment trade may be reduced to make way for other trades to carry out their external work. The hull treatment trade workload may now be reduced, and certain of these workers released to other high activity areas.
During this period, very few other trade workers will be able to work in the same vicinity, so the planners assign these to other areas.
The trade graph will indicate the high work rate of the hull treatment workers initially on the hull and then show the tapering off. All trades are considered in a similar manner and graphs drawn from historical data until the work rate of each trade can be predicted.
The graphs have been drawn up indicating the trend of work rate of the individual trades and are used to determine the timescale of the repair period.
Conflicts always occur in repair period. As noted with the hull treatment, no other trade can work during this period, so this is a conflict in this area. There are many conflicts between trades and also within trades, causing delays in starting jobs, and continuing jobs.The jobs on the critical path generally are given a higher priority than other jobs by the overall co-ordinator of the work.
The following example describes the method of using the workload graphs :
As an example, take the marine fitter graph.
The estimator/planner will have determined the total man-hours for the complete specified works so will have a grand total.
Knowing the available resources at the yard, the maximum number allocated to a ship will be known, e.g. 10 men.
The percentage work is an estimated total, e.g. 1000 man-hours. Each man may be assigned to work 10 hours per shift.
So the logical time to complete the works will be :
1000 man-hours/10 men x 10 hours per shift = 10 shifts. When this is determined, a decision will be made on whether this time is excessive and, if so, additional resources will be assigned. If not then it will continue as planned.
10 men x 10 hours per shift = 100 man-hours per shift, should be 10% of the work per shift. Carrying out this constant work rate would produce a straight line graph at 45° where the slope would be
‘y’ = ‘x’.
However, this does not happen and is shown from the marine fitter graph as follows:
Each work shift comprises 100 man-hours.
The first shift’s work will complete 5% of the work.
The second shift’s work will continue up to 14% of the work, an increase of 9%.
The third shift’s work will continue up to 31% of the work, an increase of 17%.
The fourth shift’s work will continue up to 43% of the work, anincrease of 12%.
The fifth shift’s work will continue up to 55% of the work, an increase of 12%.
The sixth shift’s work will continue up to 67% of the work, an increase of 12%.
The seventh shift’s work will continue up to 81% of the work, an increase of 14%.
The eighth shift’s work will continue up to 88% of the work, an increase of 7%.
The ninth shift’s work will continue up to 95% of the work, an increase of 7%.
The tenth shift’s work will continue up to 100% of the work, an increase of 5%.
This indicates the varying degrees of output for the same man-hour input. This is caused by the type of conflicts shown in the hull treatment workers, where other trades must allow them sole access to certain areas.
The trade supervisors, together with the planners, may increase or decrease the quantity of workers in certain areas to allow smooth running of the work.
This is one use of the graphs. Another is where a vessel must be completed within a certain timescale and the graphs are used to indicate the numbers of workers per trade that must be used in order to meet the target date. Knowing this, if the yard do not possess the full resources themselves, then the planners can ascertain the numbers of sub-contracted labour that are required to complete the total work schedule.
In this instance the timescale will be a known entity, so then it will be established what are the exact number of man-hours per shift per trade to complete the work in accordance with the work rate of the trade graph. A histogram would then be drawn indicating the number of men per trade per shift, and these resources would be allocated well in advance of the arrival date of the vessel.
To illustrate this, again take the case of the marine fitters having a workload of 1000 man-hours and an exact time of 10 shifts is allocated to complete the job :
The first shift’s work will complete 5% of the work = 50 man-hours.
The second shift’s work will complete 9% = 90 man-hours.
The third shift’s work will complete 17% = 170 man-hours.
The fourth shift’s work will complete 12% = 120 man-hours.
The fifth shift’s work will complete 12% = 120 man-hours.
The sixth shift’s work will complete 12% = 120 man-hours.
The seventh shift’s work will complete 14% = 140 man-hours.
The eighth shift’s work will complete 7% = 70 man-hours.
The ninth shift’s work will complete 7% = 70 man-hours.
The tenth shift’s work will complete 5% = 50 man-hours.
Total man-hours = 1000.
Total shifts = 10
The manpower input is variable in accordance with the graph work rate loading.
The workers can therefore be assigned against the shift man-hour totals necessary to complete each shift’s total workload.
The following histogram indicates the calculated shift totals shown above and the planners and repair co-ordinators can assign the daily trade manpowers accordingly.
Sample graph loadings for major trades in ship repairing
(It should be noted that these sample graphs are actual loadings that were used by a certain major ship repair yard from figures compiled from production feed back over a number of years. These graphs were then used by the commercial division planners to predict the required manpower resources for up to three months ahead.)
This guide is based on these tariffs, but is made up in manhours to assist long-term pricing. It can also be of assistance to
shipyards without this information to prepare man-hour planning charts, helping them to assess manpower requirements for jobs and to produce time-based plans. Man-hours have been used so that this book will not be ‘dated’ and can be used without encountering the problems of increases in costs over the years. Where man-hour costs are not possible, these have been noted and suggestions made to compile costs against these items.
Apart from steel works and pipe works, no cost of materials has been included within this book. Only man-hours are used in order that the compiler may assess shipyards’ charges based on the current market price of labour.
Where materials are conventionally supplied by the repair contractor, these have been built into the labour costs and evaluated as man-hours. Apart from steel works and pipe works, the cost of materials in the jobs listed are generally minimal when compared with labour costs. So, apart from these two, most of the other costs will be consumables.
A comparison between various countries has been included. The workers of some countries have more efficient skills than others. Some establishments have more sophisticated equipment than others.
Introduction 1
However, common ground has been assumed in the output of workers in standard jobs. It is stressed that this book considers only ship ‘repairs’, that is,removing damaged, worn, or corroded items, making or supplying new parts to the pattern of the old and installing. It is not meant to be used in its entirety for new building work, although, in some areas, it may prove useful.
Unless specifically mentioned, all the repairs are in situ. For removing a specific item ashore to the workshops, consideration
should be given to any removals necessary to facilitate transportation through the ship and to the shore workshop and the later refitting of these removals, and an appropriate charge made.
In calculating the labour man-hours, it should be borne in mind that these will vary for similar jobs carried out under different conditions, such as world location, working conditions, environment,type of labour, availability of back-up labour, etc.
The labour times given in this book are based upon the use of trained and skilled personnel, working in reasonable conditions in an environment of a good-quality ship repair yard with all necessary tools, equipment and readily available materials and consumables.
All these factors should be considered when calculating the man-hours and if conditions vary from that of the assumption of this book then factors should be applied to compensate for any shortfall in any conditions. As an example, if the work is being carried out in a country which suffers from heat and high humidity, then the output of a worker can fall to 50% that of the same worker in another country which has an easier working climate.
With reduced work outputs for whatever reason, a ship repair yard will need to mark up their pricing rates according to their type of variance, and this is passed on to the ship owner. The estimator should consider influences applicable and may need to apply a factor to increase the man-hours according to whatever may reduce the output of a contractor’s workers.
Once the man-hours have been calculated, the estimator must then apply a pricing rate to the total. These vary from place to place and should be ascertained from the ship repair establishments under consideration. The variance of the rates will be applicable to certain considerations which can be applied. These considerations can include the local economy, how hungry the yard is for work, the current workload of the yard and other similar situations. The estimator can look at the economic climate of the repair yards and ascertain a variance factor for each yard and apply these accordingly.
Obviously different shipyards have different working conditions and techniques, so the man-hours for the work can vary.
However, the figures shown can be used as a fair assessment of the work in general and can produce price estimates for budget purposes to a shipowner.
When requesting quotations from shipyards the quotes received always vary considerably. The figures given in this book reflect competitive tariff rates.
2 Drydocking works
Berth preparation
This item is included within the charges for docking and undocking and should also include for dismantling and removal of any specially prepared blocks.
Table 2.1 Shifting of blocks after docking vessel
This covers shifting of blocks at the request of the owner for access works not known at the time of quoting. This involves cutting out the soft wood capping of the block, shifting the block and reinstalling at a different location.
Docking and undocking
This is variable dependent upon world location and market demands. Dry docking charges regularly change depending upon the economic climate, so an owner’s superintendent should check with selected drydock owners for their current rates.
Dock rent per day
Man-hours
Service <100 LOA >100 LOA
Fire and Safety watchman per day 8/shift 8/shift
Garbage skip per day 2 4
Electrical shore power connection and disconnection 4 5
Electrical shore power per unit Variable Variable
Temporary connection of fire main to ship’s system 5 6
Maintaining pressure to ship’s fire main per day 3 3
Sea circulating water connection 3 4
Sea circulating water per day 4 4
Telephone connection on board ship 3 3
Supply of ballast water per connection 6 8
Supply of fresh water per connection 3 5
Connection and disconnection of compressed air 3 5
Gas-free testing per test/visit and issue of gasfree certificate 8 10
Electric heating lamps per connection. 4 5
Ventilation fans and portable ducting each 5 5
Wharfage: charges to lie vessel alongside Variable Variable
contractor’s berth. Usually a fixed rate per metre of vessel’s length.
Cranage: charges variable, dependent upon size of crane. Variable Variable
Notes:
Contractors often charge for temporary lights provided for their own use in order to carry out repairs. This is an arguable point as it is for their benefit and not the owners. It should be classed as an overhead and costed accordingly. Provided there are none of the ship’s staff utilizing the temporary lights,then it should be a contractor’s cost.
Hull preparation
● Hand scraping normal
● Hand scraping hard
● Degreasing before preparation works
● High pressure jetwash (up to 3000 p.s.i.)
● Water blast
● Vacuum dry blast
● Dry blast (Dependent upon world location. Prohibited in some countries)
● Grit sweep
● Grit blast to Sa 2
● Grit blast to Sa 2.5
● Spot blast to Sa 2.5
● Hose down with fresh water after dry blast
● Disc preparation to St2
The charges for hull preparation works should be given in price per square metre. This will enable the owner’s superintendent to calculate the price for the full scope of works.
Special notes for hull preparation
The ship owner’s superintendent should be fully aware of the manner n which the ship repair yard has quoted for the hull preparation works. This is to obviate surprise items when confronted with the final invoice.A ship repair yard should quote fully inclusive rates, which cover the supply of all workers, equipment, machines, tools, and consumables to carry out the quoted works and also for all final cleaning-up operations. Inflated invoices have been known from ship yards covering the removal of used blasting grit, removed sea growth, etc. The dry dock may not belong to the repair contractor and additional charges may be made by the dry dock owner for these items. Ensure that these charges are well highlighted before acceptance of the quotation. It is far better to clear up these matters prior to the arrival of the vessel instead of being involved in arguments just
before the vessel sails. Time taken to consider what a yard may see as justifiable extras before the event is well spent prior to placing the order, when everyone in the yard is eager to secure the contract.
The use of dry blasting grit is being phased out in certain areas as it is environmentally unfriendly. Dry sand is not used for similar reasons and is also a health hazard. The choice is for vacuum dry blasting or water blasting using very high pressures. Water blasting can use fresh or salt water, but the salt water must be followed by high-pressure jetwashing using fresh water to remove the salts.
Hull painting
● Flat bottom
● Vertical sides
● Topsides
● Touch up after spot blast
● Names, homeport, load lines, draft marks.
The charges for hull painting works should be given in price per square metre, and a fixed rate for names and marks. This will enable the owner’s superintendent to calculate the full price for the scope of works. (See below for the method of determining the painting areas of ships’ hulls.)
Notes for hull painting
Shipyard standard rates will apply for paints considered as ‘normal’.This refers to paints being applied by airless spray method up to a maximum of 100 microns (μ) dry film thickness (dft) and having a drying time between applications not exceeding 4 hours. The owner should ensure that the shipyard is aware of any special, or nonconventional,painting compositions which may be used.
Additional note on the supply of painting compositions
It is generally accepted practice for all painting compositions to be owner’s supply. This is due to the paint manufacturer giving their guarantee to the purchaser of their paints. Included from the manufacturer, within the price of the paints, is their technical back-up, provision of a technical specification on the preparation works and paint application, and the provision of a technical supervisor to oversee the whole process of the paint application. If the paints have been applied to the satisfaction of the technical representative, then the full guarantee will be given to the purchaser by the paint manufacturer.
The contractor is only responsible for the preparation works and the application of the painting compositions. Provided they have satisfied the conditions of the technical specification, and the attending technical representative, then there will be no comeback on them if a problem with the paints occurs at a later date.
With the owner being the purchaser, the paint manufacturer will have the responsibility to provide new paint in the event of problems.The application is the responsibility of the owner. He will have to bear the cost of drydocking the ship and having the replacement paints applied.
If the ship repair contractor supplies the paints, he will be responsible for all these costs incurred. Hence it is not in the interests of the ship repair contractor to supply painting compositions.
Formula to determine the painting area of ship hulls
Using the above formulae, it is a simple matter to formulate a spreadsheet to determine the external painting areas of the vessel. Input the data into the table and use the formulae to determine the external painting areas of the vessel.
Rudder works
(a) Repacking stock gland with owner’s supplied packing. Measuring clearances, in situ.
(b) Disconnecting rudder from palm and landing in dock bottom for survey and full calibrations. Refitting as before on completion.
Man-hours
Propeller works
(a) Disconnecting and removing propeller cone, removing propeller nut, setting up ship’s withdrawing gear, rigging and withdrawing propeller and landing in dock bottom. On completion, rigging and refitting propeller as before and tightening to instructions of owner’s representative. Excluding all removals for access, any other work on propeller and assuming no rudder works.
(b) Transporting propeller to workshops for further works and returning to dock bottom on completion.
Man-hours
Table 2.5 Propeller works (fixed pitch) – 2
(a) Receiving bronze propeller in workshop, setting up on calibration stand, cleaning for examination, measuring and recording full set of pitch readings. Polishing propeller, setting up on static balancing machine, checking and correcting minor imbalances.
(b) Heating, fairing, building up small amounts of fractures and missing sections, grinding and polishing.
Man-hours
Note: Covers repairs outside 0.4 blade radius only; classed as minor repair.
Dia. (mm) Man-hours
Tailshaft works
Table 2.7 Tailshaft/sterntube clearances
Removing rope-guard, measuring and recording wear-down of tailshaft and refitting rope-guard, including erection of staging for access, by:
(a) Feeler gauge.
(b) Poker gauge coupled with jacking up shaft.
(c) Repacking internal sterngland using owner’s supplied soft
greasy packing.
Man-hours
Table 2.8 Removal of tailshaft for survey
Disconnecting and removing fixed-pitch propeller and landing in dock bottom
(a) Disconnecting and removing tapered, keyed, inboard tailshaft coupling, drawing tailshaft outboard and landing in dock bottom for survey, cleaning, calibrating and refitting all on completion.
(b) Disconnecting inboard intermediate shaft fixed, flanged couplings, releasing one in number journal bearing holding down
bolts, rigging intermediate shaft, lifting clear and placing in temporary storage on ship’s side. Assuming storage space available.Withdrawing tailshaft inboard, hanging in accessible position,cleaning, calibrating and refitting on completion. Relocating intermediate shaft and journal bearing in original position, fitting all holding-down bolts and recoupling flanges all as before.
Includes erection of staging for access.
Includes repacking inboard gland using owner’s supplied, conventional soft greasy packing.
Excludes any repairs.
Excludes any work on patent gland seals.
Man-hours
(a) Withdrawing (b) Withdrawing
Crack detection
● Magnaflux testing of tailshaft taper and key way.
● Allowance made of 8 man-hours for the testing works, which is performed after all removals for access.
Table 2.9 Gland and Simplex-type seal
(a) Removing gland follower, removing existing packing from internal stern gland, cleaning out stuffing box and repacking gland using owner’s supplied conventional soft greasy packing.
(b) Disconnecting and removing forward and aft patent mechanical seals (Simplex-type). Removing ashore to workshop, fully
opening up, cleaning for examination and calibration.Reassembling with new rubber seals, owner’s supply.
(b) Excluding all machining works.
(b) Assuming previous withdrawing of tailshaft.
Man-hours
Anodes
Cutting off existing corroded anode, renewing owner’s supplied zinc anode by welding integral steel strip to ship’s hull. Excluding all access works.
Man-hours
To determine the amount of anodes required for a vessel, the owner should contact a supplier who will calculate the exact requirement.The following shows the method of determining weights of zinc anodes. (See also the section on hull painting for determining the underwater area of ships’ hulls.)
ship’s underwater area
Sea chests
Opening up of sea chests by removing ship side strainers, cleaning and painting with owner’s paints, as per hull treatment specification.Assuming single grid per chest.
Man-hours
Docking plugs
Allowance made of 1 man-hour for removing and later refitting of each tank drain plug using ship’s spanner, assuming no locking devices fitted and excluding all removals for access and repairs to threads.
Valves
Table 2.12 Sea valves
Opening up hand-operated, globe and gate valve for in situ overhaul by disconnecting and removing cover, spindle and gland, cleaning all exposed parts, hand grinding of globe valve, light hand scraping of gate valve, testing bedding, painting internal exposed areas and reassembling with new cover joint and repacking gland with conventional
soft packing.
(a) Butterfly valve: remove, clean, check, testing bedding of seals, paint internal exposed areas and refit; excluding operating gear.
(b) Checking and cleaning large butterfly valves through the sea chest.
Valve bore Globe Gate (a) Butterfly (b) Butterfly
(mm) valve valve valve valve
Notes:
Valves in pump rooms, additional 15%.
Valve in cofferdams and inside tanks, additional 20%.
Removals for access not included.
Staging for access not included.
Removing valve ashore to workshop for the above type of overhaul requires special consideration, dependent upon size. Valves below 20 kg in weight can be assessed as double the in situ rate. Above this requires rigging and cranage input, which should be assessed separately.
Opening up ship side storm valve for in situ overhaul, by disconnecting and removing cover, spindle and gland, cleaning all exposed parts, testing bedding, painting internal exposed areas and reassembling with new cover joint and repacking external gland with conventional soft packing.
Man-hours per valve
Note: Disconnecting and removing ashore for above overhaul and later refitment;double the above rate.
Fenders
Fendering formed by cutting steel pipe into two halves.Cropping existing external damaged fendering, hand grinding
remaining edges and preparing remaining flat hull plating for welding. Supplying and fitting new fendering in half-round standard schedule 80 steel pipe and full fillet welding fender in place. Including erection of staging for access and later dismantling.
Exclusions:
All hull preparation and painting of the steelworks in way of the repairs.
Man-hours per metre
Note: The above figures are for split steel pipe only. For other shapes, thensteel fabrication tariffs will be applicable, based upon steel weights.
Anchors and cables
Table 2.15 Anchor cables (per side)
Ranging out for examination and later restowing Cleaning by high-pressure jetwash or grit sweepingCalibration of every 20th link and recording Marking shots with white paint Painting cables with owner’s supplied bitumastic paint Opening ‘Kenter’-type shackle and later closing Disconnect first length of cable and transferring to end Changing cable end for end.
Small vessels
Chain lockers
Table 2.16 Chain lockers (per side)
Opening up, removing dry dirt and debris, handscaling, cleaning and painting one coat bitumastic. Closing up on completion.
Removing internal floor plates, or grating, cleaning, painting and refitting.
Small vessels
Note: Removal of sludge will be charged extra per m3.
Staging
This item is usually charged within a particular job. When included within the charge of a job, that job price is increased accordingly. However, to assist estimating, it can be based on cubic metres of air space covered. A minimum charge of approximately 8 m3 will be made.
The figures stated in Table 2.17 cover for erection and later dismantling and removal of external staging. For internal staging, inside tanks, engine rooms, etc. a third column is shown.
Table 2.17 Erection of tubular steel scaffolding, complete with all around guard rails, staging planks and access ladders
Man-hours/m3
3 Steel works
Steel repairs
Applicable to Grade A shipbuilding steels
● Marking off the external area of hull plating on vertical side up to a height of 2 metres, cropping by hand burning and removal of all cropped plating.
● Dressing and preparation of plate edges of remaining external plating.
● Dressing and preparation of remaining internal structure.
● Supply and preparation of new flat steel plating, blasting to Sa2.5 and applying one coat of owner’s supplied, holding primer.
● Transportation of new plate to vessel, fitting up, wedging in position,minor fairing and dressing of plate edges in the immediate vicinity, applying first runs of welding on one side, back gouging from other side and finally filling and capping to give fully finished weld.
Included in the tariff are:
● Only the work to the steelwork mentioned.
● Cleaning and chipping paint in the immediate vicinity of therepair area to facilitate hot cutting work.
● Cranage and transportation of the new and removed steelwork.
Exclusions:
● Staging for access. For staging charges see relevant section.
● All removals for access and later refitments.
● Tank cleaning and gas freeing.
● Cleaning in way of repairs other than the immediate vicinity as noted above.
● All final tests to repairs.
● Fairing of adjacent plates except as minor in the immediate vicinity as noted above.
Man-hours are per tonne of finished dimensions. The rates shown are for large quantities of steel renewals. The limit will be given by the shipyard and is dependent upon the size of the repair yard and the vessel. Assume the limit to be approximately 5 metric tonnes.
Shipowner’s superintendents should be aware of the methods used by the shipyards of calculating steel weights, and this is illustrated below.
Flat steel plate
● For flat steel plates, measure the length in metres, the width in metres and the plate thickness in millimetres.
● Take the specific gravity of the material. For steel, the SG is 7.84,but it is common practice for estimators to use 8.
● To calculate the weight of the plate in kg:
Multiply L × W × Th × SG
Steel angle
For flat steel angles, measure the length in metres, the widths of each leg in metres, and the common thickness in millimetres. Take the specific gravity of the material. For steel, the SG is 7.84, but it is common practice for estimators to use 8. To calculate
the weight of the steel angle in kg:
Multiply L × (W1 + W2) × Th × SG
For other steel sections, break each down into separate flat sections, calculate individually and finally add together to obtain the total weight of the section.
Figure 6 Repair of damage to shell plating
Table 3.1 Steel works renewals
Plate thickness (mm) Man-hours per tonne
Correction for curvature Factor increase
Single 1.2
Double 1.3
Correction for location – external Factor increase
Flat vertical side above 2 metres in height and requiring staging for access 1.1
Bottom shell, accessible areas (i.e. no removals of keel blocks) 1.12
Keel plate 1.4
Garboard plate 1.25
Bilge strake 1.25
Deck plating 1.15
Correction for location – internal Factor increase
Bulkhead 1.2
Longitudinal/transverse above DB areas 1.25
Longitudinal/transverse below DB areas 1.35
Other adjustment factors Man-hour adjustment
For fairing works:
Remove, fair and refit 80% of renewal price
Fair in place (if practicable) 50% of renewal price
Note: For high-tensile grade AH shipbuilding steels, increase rates by 10%.
Notes for steel works renewals
● The steel weight is calculated from the maximum dimensions of each single plate and applying a specific gravity of 8.
● Staging for access and cranage is normally included within the price differences for repair locations. This should be checked with the contractor.
● A minimum quantity of steel renewals per area is usually stated in a ship repairer’s tariff or conditions and is dependent upon the size of the shipyard and of the vessel. Below this minimum weight per area, the repairer will either charge anything up to double the standard tariff or will charge labour time and materials.
● If a plate is being joined to an adjacent plate of different thickness, then an additional labour charge will be made for taper grinding of the thicker plate to suit.
4 Pipe works
Table 4.1 Pipe work renewals in schedule 40 and schedule 80
seamless steel
Removal of existing pipe and disposal ashore. Fabrication of new pipe in workshop to pattern of existing complete with new flanges,delivery on board of new pipe and installation in place with the supply of new soft jointing and standard material fastenings. Refitment of original clamps with new standard material fastenings.
Inclusions:
● Pipes in straight lengths, no branches, and with 2 flanges. Up to 50 mm nominal bore pipes can be screwed. Above 50 mm
nominal bore pipes can be supplied with slip on welded flanges.
● Pipes readily accessible on deck or in engine rooms above floor plate level.
Exclusions:
● Access works.
● Removals for access. This also includes other pipes in the way.
● Any cleaning works.
● Heating coils. These are subject to special consideration.
● Any necessary staging or access works.
Man-hours per metre
Man-hours per metre
Notes:
A minimum charge to be applied for length of pipe of 3 metres.Per bend add 30% of the value of the straight pipe.
Per branch add 80% of the value of the straight pipe. Removal and refitment only of the pipe, charge is 40% the value of the pipe. For pipes in other locations, the following additional charges to be made :
Inside double bottom tanks and duct keels 30%
Inside cargo or ballast tanks 30%
Inside pump rooms 30%
In engine rooms below floor plate level 20%
Galvanizing
Hot dip galvanizing after manufacture.
15% of finished steel pipes.
Ready galvanized pipes
20% of finished steel pipes.
Copper pipes
The rate for copper pipe renewals is estimated as 300% that of schedule 40 steel pipes.
Figure 7 Main engine cooling-water pipes
Table 4.2 Pipe clamps
Supply and fitting of new pipe clamps together with the supply of new standard material fastenings. Including welding of clamp to ship’s structure.
Pipe dia. (inches) Man-hours per renewal of pipe clamp
Table 4.3 Spool pieces
Removal of existing steel penetration pieces from bulkheads or decks, fabrication and installation of new straight, seamless steel,penetration pieces with two flanges and one flat bulkhead compensation flange welded in place. Including supply and installation of soft joint and standard material fastenings.
Man-hours per spool piece
Note: The same conditions apply to these spool pieces as for pipe renewals.
5 Mechanical works
In the following mechanical works it is assumed that all are in situ overhauls and that the items considered are all accessible for the work to be performed. If any item is to be removed ashore to the workshops then an assessment of the work involved must be made and the rates given amended accordingly. This is considering removals to permit transportation of the item from the ship and their later refitment, on completion of the reinstallation.
Overhauling diesel engines (single-acting,slow-running, two-stroke, cross-head)
In the overhauling of large main propulsion engines, it is assumed that the ship will provide all the specialized equipment necessary. This refers to heavy-duty equipment which is normally supplied by the engine manufacturer and also any special hydraulic tensioning equipment for fastenings. In main engines, it is assumed that there are lifting devices such as overhead beams, runner blocks and/or overhead cranes.
Figure 8 A main propulsion diesel engine
Table 5.1 Top overhaul
Disconnect and remove cylinder head, withdraw piston, remove piston rings, clean, calibrate and reassemble as before using all owner’s supplied spares.
Cylinder bore (mm) Man-hours per cylinder
Cylinder cover
Disconnect and remove cylinder head, clean all exposed parts, including piston crown and reassemble as before using all owner’s supplied spares.
Assume as 60% the rate of top overhaul rate.
Table 5.2 Cylinder liners – 1
Withdrawing of cylinder liner, cleaning exposed areas as far as accessible, installing of new, owner’s supplied liner and rubber seals.
Cylinder bore (mm) Man-hours per cylinder
Note: Assuming that cylinder head, piston and piston rod are already removed as part of the top or complete overhaul.
Table 5.3 Bearing survey – 1
Opening up for inspection, exposing both halves, cleaning, calibrating and presenting for survey. On completion, reassembling as before.
Man-hours/bearing
Note: For exposing top half of bearing shell only, charge 60% of above rates.
Table 5.4 Crankshaft deflections – 1
(a) Opening up crankcase door for access works and refitting on completion.
(b) Setting up deflection indicator gauge, turning engine, using ship’s powered turning gear and recording observed readings.
Removing equipment and closing up crankcase door on completion.
Cylinder bore (mm) (a) Deflections (b) Crankcase doors
Man-hours per unit Man-hours per door
Overhauling diesel engines (single-acting,slow-running, in-line, four-stroke, trunk)
In the overhauling of large main propulsion engines it is assumed that the ship will provide all the specialized equipment necessary.This refers to heavy-duty equipment which is normally supplied by the engine manufacturer and also any special hydraulic tensioning equipment for fastenings. In main engines, it is assumed that there are lifting devices such as overhead beams, runner blocks and/or overhead cranes.
Figure 9 A ship’s medium-speed main engine
Table 5.5 Four-stroke trunk-type main engines
(a) Cylinder head: Disconnecting and removing cylinder head, cleaning all exposed parts, including piston crown and reassembling as before using all owner’s supplied spares. Disconnecting and removing 2 in number air inlet valves and 2 in number exhaust valves,including exhaust valve cage with removable seats. Cleaning and decarbonizing valves, cages and head as far as accessible, lightly hand grinding valves for examination only of seating areas.
(a) Clarifications:
(a) Work on the seats may be protracted so is excluded. This could include changing seat inserts, machining and grinding/lapping seats. It will require establishing and should be subject to work assessment.
(b) Top overhaul: Disconnect and remove one pair of crankcase doors,disconnect bottom end bearing fastenings. Disconnect and remove cylinder head, withdraw piston, remove piston rings, clean, calibrate and reassemble as before using all owner’s supplied spares.
(c) Piston gudgeon pin: Drawing out gudgeon pin from removed piston, clean all exposed parts, calibrate and record and reinstall pin as before. Any spares to be owner’s supply.
Cylinder bore (a) Man-hours (b) Man-hours c) Man-hoursNote: For Vee bank engines add 20% per unit.
Table 5.6 Cylinder liners – 2
Withdrawing of cylinder liner, cleaning and painting exposed areas as far as accessible, installing of new, owner’s supplied liner, or existing liner, complete with owner’s supplied rubber seals and top joint. Attending hydrostatic test carried out by ship’s staff.
Cylinder bore (mm) Man-hours per cylinder
Table 5.7 Bearing survey – 2
Opening up for inspection, exposing both halves, cleaning, calibrating and presenting for survey. On completion, reassembling as before.
Man-hours per bearing
Note: For exposing top half of bearing shell only, charge 60% of above rates.
Table 5.8 Crankshaft deflections – 2
(a) Opening up crankcase door for access works and refitting on completion.
(b) Setting up deflection indicator gauge, turning engine, using ship’s powered turning gear and recording observed readings.
Removing equipment and closing up crankcase door on completion.
Cylinder bore (a) Crankcase doors (b) deflections (mm) Man-hours per door Man-hours per unit
Valves
Table 5.9 Overhauling valves
Opening up hand-operated, globe and gate valve for in situ overhaul, by disconnecting and removing cover, spindle and gland, cleaning all exposed parts, hand grinding of globe valve, light hand scraping of gate valve, testing bedding, painting internal exposed areas and reassembling with new cover joint and repacking gland with conventional
soft packing.
For low-pressure valves, below 10 kg/cm2, the tariff is the same as for sea valves. This also applies to the increases for location.
The following increases can be applied according to the pressure:
Pressure (kg/cm2) Increase over sea valve tariff (%)
Notes:
Insulation renewal excluded.
Pressure testing in situ using ship’s pump; additional 5 hours per valve.Pressure testing in situ using contractor’s pump; additional 7 hours per valve.Removal and overhaul ashore in workshop; double the in situ rate.
Metallic or special packings, owner’s supply; additional 2 hours per valve.Rates apply to hand-operated valves only.
Figure 10 A ballast system valve chest
Figure 11 A standard screw-lift globe valve
Condensers
Table 5.10 Main condenser
Opening up inspection doors, cleaning sea water end boxes and tubes by air or water lance, test and reclosing.
SHP Man-hours
Note: Excluding stagings for access.
Heat exchangers
Table 5.11 Overhauling heat exchanger
(a) Disconnecting and removing end covers, cleaning water side end plates and water boxes and tubes by air or water lance, test and reclosing.
(b) Hydraulic testing: Disconnecting and removing secondary side pipeworks. Providing necessary blanks and installing. Filling with fresh water and applying necessary hydraulic pressure test. Draining on completion, removing blanks and installing pipes as before.
Man-hours
Cooling water surface area, m2 (a) (b)
Notes:
Applicable for standard tube type heat exchanger. For plate type, cleaning rates to be increased by 120%.
Including renewal of owner’s supplied internal sacrificial anode on primary side. Including painting with owner’s supplied painting composition on primary side.
Excluding any repairs.
Excluding draining secondary side and associated cleaning works.For ultrasonic cleaning, special considerations to apply.
Turbines
Table 5.12 Main steam turbines
Opening up for inspection, disconnecting flexible coupling and lifting up rotor, examining bearings, coupling and rotor, checking clearances, cleaning jointing surfaces and reclosing.
Man-hours
Note: Removal of any control gear is not included. If applicable, increase rates by 30%.
Table 5.13 Flexible coupling
Disconnecting guard, opening up coupling, cleaning, presenting for survey and examination, measuring and recording clearances,closing up. Excluding any repairs, renewals or realignment works.
SHP Man-hours each
Note: Removals for access are excluded.
Table 5.14 Auxiliary steam turbines
Opening up for in situ inspection, disconnecting flexible coupling and lifting up turbine rotor, examine bearings, coupling and rotor, check clearances, clean jointing surfaces and reclose.
Turbo alternator turbine
kw Man-hours each
Cargo pump turbine
Tonnes/hour (of pump) Man-hours each
Feed pump turbine
SHP Man-hours each
Notes:
Assume pump and turbine to be horizontal.
For vertical pump, increase by 10%.
Excluding dynamic balance checking.
Table 5.15 Water-tube boiler feed pumps (multi-stage type)
Disconnect and remove upper half of pump casing, disassemble internals and draw shaft. Clean, inspect and calibrate all parts.Rebuild rotor, set clearances and refit upper half of casing. All spares to be owner’s supply.
SHP Man-hours each
Notes:
The above figures apply to overhaul of pump only. If carried out in conjunction with overhaul of turbine, then reduce figures by 10%.All access works and insulation works included.
Table 5.16 Oil tanker cargo pumps
Disconnecting and removing top half of casing, releasing shaft flexible coupling from drive, slinging and removing impeller, shaft and wearing rings.
Withdrawing impeller, shaft sleeve and bearings from shaft.Cleaning all exposed parts, calibrating and reporting.
Reassembling as before using owner’s supplied parts, jointing materials and fastenings.
Tonnes/hour Man-hours each
Notes:
Horizontal centrifugal single-stage type pumps.
For vertical pumps, increase figures by 15%.
Compressors
Table 5.17 Air compressor (two-stage type)
Disconnecting and removing cylinder heads, releasing bottom end bearings, withdrawing pistons.Opening up main bearings, including removing crankshaft on compressors with removable end plate.Dismantling cylinder head air suction and delivery valves Cleaning all parts, calibrating and reporting condition.Reassembling all as before using owner’s supplied spares as required.Cleaning of attached air inter-cooler, assuming accessible.
Capacity (m3/hour) Man-hours per machine
Note: For three-stage compressors, charge rate to be increased by 150%.
Receivers
Table 5.18 Air receivers
Opening up manholes, cleaning internal spaces for inspection, painting internal areas and closing manholes with owner’s supplied jointing materials.
Capacity (m3) Man-hours per receiver
Pumps
Table 5.19 Horizontal centrifugal-type pumps
Disconnecting and removing top half of casing, releasing shaft coupling from motor drive, slinging and removing impeller, shaft and wearing rings.Withdrawing impeller, shaft sleeve and bearings from shaft.Cleaning all exposed parts, calibrating and reporting.Reassembling as before using owner’s supplied parts, jointing materials and fastenings.
Capacity (m3/hour) Man-hours per pump
Notes:
Assuming single-stage pump.
Assuming driven by an attached electric motor.
For multi-stage turbine-driven pumps, see the rates given for water-tube boiler feed pumps and assess accordingly.
Figure 12 A vertical electric-driven centrifugal water pump
Table 5.20 Reciprocating-type pumps, steam driven –
(a) simplex, (b) duplex
Disconnecting and removing steam cylinder top cover, releasing steam piston, withdrawing, removing piston rings, cleaning, calibrating and recording. Disconnecting and removing slide valve cover, removing valves,cleaning and presenting for survey.
Disconnecting and removing bucket cover, releasing bucket, withdrawing,removing bucket rings, cleaning, calibrating and recording.
Opening up suction and delivery valve chest, removing valves and springs, cleaning, grinding and presenting for survey.
Fully reassembling complete pump renewing all jointing and repacking glands with owner’s supplied conventional soft packing. Excluding all repairs and renewals.
Man-hours
Table 5.21 Reciprocating-type pumps, electric motor driven –
(a) simplex, (b) duplex
Disconnecting and removing electric motor aside.Disconnecting and removing bucket cover, releasing bucket, withdrawing,
removing bucket rings, cleaning, calibrating and recording.Opening up suction and delivery valve chest, removing valves and
springs, cleaning, grinding and presenting for survey.Fully reassembling complete pump renewing all jointing and repacking
glands with owner’s supplied conventional soft packing.Reinstalling electric motor and making terminals.
Excluding all repairs and renewals.
Man-hours
Table 5.22 Gear-type pumps (helical and tooth)
Disconnecting and removing pump, opening up end covers, withdrawing gear units, cleaning, calibrating, recording clearances and presenting for survey.
Fully reassembling pump renewing all jointing and repacking glands with owner’s supplied packing or seals.
Capacity (m3/hour) Man-hours per pump
Table 5.23 Steering gear
Variable delivery constant speed electro-hydraulic pumps.Disconnecting pump and removing for in situ overhaul. Opening up
pump, full dismantling, cleaning calibrating and presenting for survey.Full reassembling using owner’s supplied spares and reinstalling in place.
Capacity (HP) Man-hours per pump
Boilers (main and auxiliary)
Table 5.24 Cleaning of water-tube boilers
Opening up gas side of boiler, normal clean all fire side surfaces using high-pressure fresh water. Removing drain plates from gas side of boiler to permit drainage of water to bilges and later refitment.
Closing up gas sides as before.
Opening up water side of boiler by removing manhole doors from water drums, hosing down with fresh water and reclosing.
Man-hours Vessel SHP Single boiler Two boilers Auxiliary boiler
Notes:
Allowance made for 10 access doors, 10 hand-hole doors and 2 manholes per boiler. Special cleaning of super-heater tubes to be charged additional.Extra dirty boilers to be charged additional.Staging not included.
For hydraulic testing of boiler using fresh water; 10% additional charge.Excluding economizer and superheater.
6 Electrical works
Table 6.1 Insulation resistance test on all main and auxiliary, lighting and power circuits and report
Vessel DWT Man-hours
Figure 13 A main electrical switchboard in a machinery control room
Table 6.2 Switchboard
Cleaning behind switchboard, examining all connections and retightening as necessary, reporting conditions.
Vessel DWT Man-hours
Figure 14 A generator control panel in a main switchboard
Table 6.3 Electric motors
Disconnecting motor from location, transporting motor ashore to workshop for rewinding, and, on completion, returning on board, refitting in original position and reconnecting original cables.Receiving motor in workshop, dismantling, cutting out all stator coils,removing rotor bearings and cleaning all parts. Forming new stator coils in copper wire assembling using new insulation and varnish. Baking dry in oven, dip varnishing and rebaking in oven. Reassembling all parts, fitting new standard type ball or roller bearings to rotor and testing in workshop.
Capacity (kW) Man-hours
Notes:
Excluding rebalancing of rotor.
These man-hours are for work on AC motors only and these are assumed to be single-speed, squirrel-cage induction motors, three-phase, 380/440 volts,50/60 Hz, 1440/1760 rpm, and with Class B insulation.
Excluding: staging for access to location, removals in way, cleaning in way and cranage.
Table 6.4 Electric motors for winch/windlass/crane
Disconnecting motor from location, transporting motor ashore to workshop for rewinding, and, on completion, returning on
board, refitting in original position and reconnecting original cables.
Receiving motor in workshop, dismantling, cutting out all stator coils, removing rotor bearings and cleaning all parts. Forming
new stator coils, for both stators, in copper wire assembling using new insulation and varnish. Baking dry in oven, dip
varnishing and rebaking in oven. Reassembling all parts, fitting new standard type ball or roller bearings to rotor and testing in
workshop.
Figure 15 A standard AC induction electrical motor
Capacity (kW) Man-hours
Notes:
These man-hours are for work on AC motors only and these are assumed to be triple-speed, three-phase, 380/440 volts, 50/60 Hz, double rotor/stator, squirrel-cage induction motors with integral brake with Class B insulation.Excluding rebalancing of rotor.
Table 6.5 Electric generators
Disconnecting and removing rotor ashore to workshop, full cleaning,baking in oven, drying, varnishing, rebaking in oven, testing,reassembling and reconnecting in place on board.
KVA Man-hours
Figure 16 A ship’s main diesel-driven AC alternator
Table 6.6 Installation of electric cables.
Man-hours for installations per 100 metres of unarmoured, flexible, multi-core, rubber-insulated cable
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable.
● Stripping back cable and insulation and preparing for connecting.
● Connecting to existing junction boxes in existing cable tray with new cable ties.
● Man-hours shown are for installation of exposed cables up to heights of 3 metres on exposed flat surfaces in existing cable
trays.
Exclusions:
● Material costs. These figures show man-hour charges only.
● Any removals of existing, or old cable. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of a single length of cable. For the installation of a parallel, second length of electric cable, reduce by 15%.
For the installation of a parallel, third length of electric cable, reduce by 25%.
For the installation of a parallel, fourth length of electric cable, reduce by 30%.
For the installation of a parallel, fifth and subsequent length of electric cable,reduce by 35%.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
Table 6.7 Man-hours for installations per 100 metres of rubberinsulated,or similar, armoured flexible cable, braided in bronze or steel, basket weave
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable.
● Stripping back cable and insulation and preparing for connecting.
● Connecting to existing junction boxes in existing cable tray with new cable ties.
● Man-hours shown are for installation of exposed cables up to heights of 3 metres on exposed flat surfaces in existing cable
trays.
Exclusions:
● Material costs. These figures show man-hour charges only.
● Any removals of existing, or old cable. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of a single length of cable.
For the installation of a parallel, second length of electric cable, reduce by 15%.
For the installation of a parallel, third length of electric cable, reduce by 25%.
For the installation of a parallel, fourth length of electric cable, reduce by 30%.
For the installation of a parallel, fifth and subsequent length of electric cable,reduce by 35%.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
78 Guide to Ship Repair Estimates (in Man-hours)
Figure 17 Grouping of electric cables on a cable tray
Table 6.8 Man-hours for installations per 100 metres of rubberinsulated,or similar, armoured flexible cable, braided in bronze or steel, basket weave. Single-core cable (for use with multi-runs of higher cable sizes)
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable.
● Stripping back cable and insulation and preparing for connecting.
● Connecting to existing junction boxes in existing cable tray with new cable ties.
● Man-hours shown are for installation of exposed cables up to heights of 3 metres on exposed flat surfaces in existing cable
trays.
Exclusions:
● Material costs. These figures show man-hour charges only.
● Any removals of existing, or old cable. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of single runs of cable without joins.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
Table 6.9 Man-hours for installations of cable tray per metre (perforated steel cable tray, including brackets and fastenings)
Size (mm) Man-hours per metre
Bends Each bend to be rated at three times that of ‘per metre’
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable tray.
● Man-hours shown are for installation of exposed cable tray up to heights of 3 metres on exposed flat surfaces.
Exclusions:
● Material costs. These figures show man-hours charges only.
● Any removals of existing, or old cable tray. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of a single length of cable tray.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
Figure 18 Control panels of a ship’s auxiliary equipment
Table 6.10 Man-hours for installations of electric cable conduit per metre (galvanized steel conduit, including brackets and
fastenings)
Including:
● Handling and installing in place numbers of lengths as indicated of electric cable conduit.
● Man-hours shown are for installation of exposed cable conduit up to heights of 3 metres on exposed flat surfaces.
Exclusions:
● Material costs. These figures show man-hours charges only.
● Any removals of existing, or old cable conduit. These man-hours are for new installations only.
● Installation of scaffolding and any access work. These to be covered in separate sections.
Notes:
Man-hours shown are for the installation of a single length of cable conduit.
For additional height, increase tariff as follows:
3–5 metres; increase by 5%
5–8 metres; increase by 10%
8–12 metres; increase by 15%
7 General works
Table 7.1 General cleaning
(a) Berthing vessel alongside special tank cleaning berth.
(b) Receiving of bilge water or slops into shore facility using ship’s pumps.
(c) Removing sludge deposits from tanks and disposal ashore.
(a) Man-hours (b) Man-hours (c) Man-hours
Notes:
(a) This rate may vary depending upon shipyard. An hourly rate will apply with a minimum charge being levied, as shown in the figure above.
(b) The rate for collection of bilge water or slops will depend upon the receiving facility and the rate levied for (a). For collection by road tankers, separate quote should be requested.
Table 7.2 Tank cleaning
(a) Removal of tank manhole cover for access and refitting with new cover joint.
(b) Removing dirt and debris cubic metre.
(c) Hand cleaning of bilge areas or inside tanks per 10 square metres.
(d) Hand scraping of internal steel areas per 10 square metres.
Man-hours
Type of tank (a) (b) (c) (d)
Fresh water 6 0.70 1.25 1.0
Ballast water 6 6.3 1.60 1.70
Fuel oil (MGO) 6 10.5 4.25 –
Table 7.3 Tank testing
(a) Tank testing by low pressure compressed air, per tonne capacity.
(b) Tank testing by filling with sea water, per tonne capacity
.
Man-hours
Special notes on quotations:
● Obtain a copy of the ship repair contractor’s standard tariff rates.
● Request the ship repair contractor to agree that extra work will be priced in accordance with produced standard tariffs, or other agreed rates.
● Ensure that conditions of contract are agreed before placing of contract. If not, then it will be assumed that the shipyard’s standard conditions apply, which may not always be suitable to the ship owner.
8 Planning charts
The following is not necessarily required by ship owner’s superintendents,but may prove useful to give an indication as to a method of determining the timescale and daily loadings for carrying out the repairs. In forward planning and scheduling it is imperative that the planned timescale for repair periods are adhered to strictly in order to avoid knock-on effect delays. A ship repair yard therefore must be aware, well in advance, of the total work load and resources needed to complete each job. This is where the man-hour totals for each trade are required and, very importantly, the work rate of each trade.
The graphs shown in this section have been compiled from historical data by shipyard workload planners and are actual graphs derived, and used by, a large international ship repair yard to assist the forward planning of the yard. The yard’s planners must ensure that sufficient resources are available to carry out the workload, looking up to 3 months ahead and this is their method of doing so.
Using this process the planners can arrange for the necessary resources to be available well ahead of the scheduled repair period and have these available on arrival of the vessel.
Using a prepared ship repair specification, a planner will carry out an analysis of the work and produce a critical path. This critical path determines the timescale of the repair period, so any way in which the timescale of a job within the critical path may be reduced will reduce the overall timescale. Additional resources will be used on these jobs to ensure their earlier completion, so then this is the way in which the total timescale is reduced.
Using the foregoing tables in this book, the estimator can forecast the total number of man-hours per trade for the specified work. Knowing the yard’s resources, the next job is to develop the daily work rate for each trade.
A graph of the work rate for each trade is available with the yard’s planners, and using the graphs, the planner can estimate the timescale to complete the known works.
In carrying out a planned repair period, the planner will consider certain aspects of priority.
As an example, consider a vessel entering the dry dock and a number of trades have planned work in the dry dock area. A very high work rate is necessary to complete any work that prevents other trades from carrying out their work. Into this category comes the hull treatment workers. These are the first workers on the external areas of the vessel. This trade will hand scrape the hull free from sea growth and then carry out high-pressure jetwashing of the hull.
Preparations will then be made for this trade to continue with gritblasting to clean the hull and then apply the first coat of primer paint.
Once this high activity area has been completed, the work rate of the hull treatment trade may be reduced to make way for other trades to carry out their external work. The hull treatment trade workload may now be reduced, and certain of these workers released to other high activity areas.
During this period, very few other trade workers will be able to work in the same vicinity, so the planners assign these to other areas.
The trade graph will indicate the high work rate of the hull treatment workers initially on the hull and then show the tapering off. All trades are considered in a similar manner and graphs drawn from historical data until the work rate of each trade can be predicted.
The graphs have been drawn up indicating the trend of work rate of the individual trades and are used to determine the timescale of the repair period.
Conflicts always occur in repair period. As noted with the hull treatment, no other trade can work during this period, so this is a conflict in this area. There are many conflicts between trades and also within trades, causing delays in starting jobs, and continuing jobs.The jobs on the critical path generally are given a higher priority than other jobs by the overall co-ordinator of the work.
The following example describes the method of using the workload graphs :
As an example, take the marine fitter graph.
The estimator/planner will have determined the total man-hours for the complete specified works so will have a grand total.
Knowing the available resources at the yard, the maximum number allocated to a ship will be known, e.g. 10 men.
The percentage work is an estimated total, e.g. 1000 man-hours. Each man may be assigned to work 10 hours per shift.
So the logical time to complete the works will be :
1000 man-hours/10 men x 10 hours per shift = 10 shifts. When this is determined, a decision will be made on whether this time is excessive and, if so, additional resources will be assigned. If not then it will continue as planned.
10 men x 10 hours per shift = 100 man-hours per shift, should be 10% of the work per shift. Carrying out this constant work rate would produce a straight line graph at 45° where the slope would be
‘y’ = ‘x’.
However, this does not happen and is shown from the marine fitter graph as follows:
Each work shift comprises 100 man-hours.
The first shift’s work will complete 5% of the work.
The second shift’s work will continue up to 14% of the work, an increase of 9%.
The third shift’s work will continue up to 31% of the work, an increase of 17%.
The fourth shift’s work will continue up to 43% of the work, anincrease of 12%.
The fifth shift’s work will continue up to 55% of the work, an increase of 12%.
The sixth shift’s work will continue up to 67% of the work, an increase of 12%.
The seventh shift’s work will continue up to 81% of the work, an increase of 14%.
The eighth shift’s work will continue up to 88% of the work, an increase of 7%.
The ninth shift’s work will continue up to 95% of the work, an increase of 7%.
The tenth shift’s work will continue up to 100% of the work, an increase of 5%.
This indicates the varying degrees of output for the same man-hour input. This is caused by the type of conflicts shown in the hull treatment workers, where other trades must allow them sole access to certain areas.
The trade supervisors, together with the planners, may increase or decrease the quantity of workers in certain areas to allow smooth running of the work.
This is one use of the graphs. Another is where a vessel must be completed within a certain timescale and the graphs are used to indicate the numbers of workers per trade that must be used in order to meet the target date. Knowing this, if the yard do not possess the full resources themselves, then the planners can ascertain the numbers of sub-contracted labour that are required to complete the total work schedule.
In this instance the timescale will be a known entity, so then it will be established what are the exact number of man-hours per shift per trade to complete the work in accordance with the work rate of the trade graph. A histogram would then be drawn indicating the number of men per trade per shift, and these resources would be allocated well in advance of the arrival date of the vessel.
To illustrate this, again take the case of the marine fitters having a workload of 1000 man-hours and an exact time of 10 shifts is allocated to complete the job :
The first shift’s work will complete 5% of the work = 50 man-hours.
The second shift’s work will complete 9% = 90 man-hours.
The third shift’s work will complete 17% = 170 man-hours.
The fourth shift’s work will complete 12% = 120 man-hours.
The fifth shift’s work will complete 12% = 120 man-hours.
The sixth shift’s work will complete 12% = 120 man-hours.
The seventh shift’s work will complete 14% = 140 man-hours.
The eighth shift’s work will complete 7% = 70 man-hours.
The ninth shift’s work will complete 7% = 70 man-hours.
The tenth shift’s work will complete 5% = 50 man-hours.
Total man-hours = 1000.
Total shifts = 10
The manpower input is variable in accordance with the graph work rate loading.
The workers can therefore be assigned against the shift man-hour totals necessary to complete each shift’s total workload.
The following histogram indicates the calculated shift totals shown above and the planners and repair co-ordinators can assign the daily trade manpowers accordingly.
Sample graph loadings for major trades in ship repairing
(It should be noted that these sample graphs are actual loadings that were used by a certain major ship repair yard from figures compiled from production feed back over a number of years. These graphs were then used by the commercial division planners to predict the required manpower resources for up to three months ahead.)
