102

Ministry of Defence Defence Standard 02-102 (NES 102)
Issue 2 Publication Date 8 September 2000
Requirements for Air Conditioning & Ventilation Part 1 HM Surface Ships and Royal Fleet Auxiliaries
Incorporating NES 102 Category 2

Issue 2 Publication Date March 2000
AMENDMENTS ISSUED SINCE PUBLICATION AMD NO DATE OF ISSUE TEXT AFFECTED SIGNATURE & DATE
Revision Note This Issue of this Standard has been prepared to incorporate changes to text and presentation. The technical content has been updated in line with current practice. Historical Record Def Stan 02-102 (Part 1)/Issue 1 NES 102 Issue 1 1 April 2000 August 1983
NAVAL ENGINEERING STANDARD 102
REQUIREMENTS FOR AIRCONDITIONING AND VENTILATION
PART 1 ISSUE 2 MARCH 2000
HM SURFACE SHIPS AND ROYAL FLEET AUXILIARIES
This Naval Engineering Standard is authorized for use in MOD contracts by the Defence Procurement Agency and the Defence Logistics Organization
Published by: Sea Technology Group, Defence Procurement Agency, STGSA, Ash 0, #95, MOD Abbey Wood, Bristol BS34 8JH
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NES 102 Part 1 Issue 2 March 2000
(ii)
NES 102 Part 1 Issue 2 March 2000 SCOPE

1. This Naval Engineering Standard (NES) is applicable to all HM Surface Ships and Royal Fleet Auxiliaries (RFA). It defines the requirements for providing ventilation, air conditioning and equipment cooling in surface ships, the standards to which the various systems associated with these functions are to be designed, manufactured and installed. The requirements for air conditioning, ventilating, purging and air purification in HM Submarines are covered by NES 102 Part 2.
2.
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NES 102 Part 1 Issue 2 March 2000 FOREWORD Sponsorship

1. 2. This Naval Engineering Standard (NES) is sponsored by the Defence Logistics Organisation, Ministry of Defence (MOD). The complete NES 102 comprises: Requirements for Air-Conditioning and Ventilation Part 1: Part 2: 3. HM Surface Ships and Royal Fleet Auxiliaries HM Submarines
Any user of this NES either within MOD or in industry may propose an amendment to it. Proposals for amendments that are not directly applicable to a particular contract are to be made to the publishing authority identified on Page (i), and those directly applicable to a particular contract are to be dealt with using contract procedures. If it is found to be unsuitable for any particular requirement MOD is to be informed in writing of the circumstances. No alteration is to be made to this NES except by the issue of an authorized amendment. Unless otherwise stated, reference in this NES to approval, approved, authorized and similar terms, means by the MOD in writing. Any significant amendments that may be made to this NES at a later date will be indicated by a vertical sideline. Deletions will be indicated by 000 appearing at the end of the line interval. This NES has been reissued because of technical update
4. 5. 6. 7.
8.
Conditions of Release General

9. This Naval Engineering Standard (NES) has been devised solely for the use of the MOD, and its contractors in the execution of contracts for the MOD. To the extent permitted by law, the MOD hereby excludes all liability whatsoever and howsoever arising (including but without limitation, liability resulting from negligence) for any loss or damage however caused when the NES is used for any other purpose. This document is Crown Copyright and the information herein may be subject to Crown or third party rights. It is not to be released, reproduced or published without written permission of the MOD The Crown reserves the right to amend or modify the contents of this NES without consulting or informing any holder.
10.
11.
MOD Tender or Contract Process

12. This NES is the property of the Crown. Unless otherwise authorized in writing by the MOD must be returned on completion of the contract, or submission of the tender, in connection with which it is issued. When this NES is used in connection with a MOD tender or contract, the user is to ensure that he is in possession of the appropriate version of each document, including related documents, relevant to each particular tender or contract. Enquiries in this connection may be made to the authority named in the tender or contract. When NES are incorporated into MOD contracts, users are responsible for their correct application and for complying with contractual and other statutory requirements. Compliance with an NES does not of itself confer immunity from legal obligations.
13.
14.
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NES 102 Part 1 Issue 2 March 2000 Categories of NES

15. The Category of this NES has been determined using the following criteria: a. Category 1. If not applied may have a Critical affect on the following: Safety of the vessel, its complement or third parties. Operational performance of the vessel, its systems or equipment. b. Category 2. If not applied may have a Significant affect on the following: Safety of the vessel, its complement or third parties. Operational performance of the vessel, its systems or equipment. Through life costs and support. c. Category 3. If not applied may have a Minor affect on the following: MOD best practice and fleet commonality. Corporate experience and knowledge. Current support practice.
Related Documents
16. In the tender and procurement processes the related documents listed in each section and Annex A can be obtained as follows: a. British Standards British Standards Institution, 389 Chiswick High Road, London, W4 4AL Directorate of Standardization, Stan 1, Kentigern House, 65 Brown Street, Glasgow, G2 8EX. CSE3a, CSE Llangennech, Llanelli, Dyfed, SA14 8YP . Tender or Contract Sponsor to advise.
b.
Defence Standards
c. d. 17.
Naval Engineering Standards Other documents
All applications to the MOD for related documents are to quote the relevant MOD Invitation to Tender or Contract number and date, together with the sponsoring Directorate and the Tender or Contract Sponsor. Prime Contractors are responsible for supplying their subcontractors with relevant documentation, including specifications, standards and drawings.
18.
Health and Safety Warning

19. This NES may call for the use of processes, substances and/or procedures that are injurious to health if adequate precautions are not taken. It refers only to technical suitability and in no way absolves either the supplier or the user from statutory obligations relating to health and safety at any stage of manufacture or use. Where attention is drawn to hazards, those quoted may not necessarily be exhaustive. This NES has been written and is to be used taking into account the policy stipulated in JSP 430: MOD Ship Safety Management System Handbook.
20.
Additional Information
21. (There is no relevant information included.)
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NES 102 Part 1 Issue 2 March 2000 CONTENTS Page No TITLE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sponsorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Related Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION 1. 1.1 1.2 1.3 1.4 2. 2.1 2.2 Figure 2.1 Figure 2.2 2.3 2.4 2.5 2.6 2.7 3. 3.1 3.2 3.3 3.4 4. 4.1 4.2 4.3 4.4 4.5 4.5.1 4.5.2 4.5.3 4.5.4 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . Climatic Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ship Subdivision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESIGN REQUIREMENTS/CRITERIA . . . . . . . . . . . . . . . General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Environment Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Air-Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . Typical Air-Conditioning Cycle . . . . . . . . . . . . . . . . . . . . . . . Air-conditioning and Ventilation Systems . . . . . . . . . . . . . . . Machinery Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Smoke Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chilled Water Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Local Exhaust Ventilation Systems . . . . . . . . . . . . . . . . . . . . . DESIGN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concept Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Feasibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design Leading to Contract Definition . . . . . . . . . . . . . . . . . Detailed Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESIGN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Environmental Design Conditions . . . . . . . . . . . . . . . . . . . . . Cooling and Heating Assumptions . . . . . . . . . . . . . . . . . . . . . Total Heat Transfer Coefficient k . . . . . . . . . . . . . . . . . . . . Relative Humidity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Distribution Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design Margin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh/Filtered Air Requirements . . . . . . . . . . . . . . . . . . . . . . Standard NBC Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (i) (iii) (v) (v) (v) (vi) (vi) (vii) 1.1 1.1 1.1 1.2 1.2 2.1 2.1 2.1 2.2 2.3 2.4 2.5 2.5 2.6 2.7 3.1 3.1 3.1 3.4 3.4 4.1 4.1 4.2 4.3 4.4 4.4 4.4 4.4 4.5 4.6
SECTION
SECTION
SECTION
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NES 102 Part 1 Issue 2 March 2000 Page No 4.6 4.6.1 4.6.2 4.7 4.8 4.8.1 4.9 4.10 SECTION 5. 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.7.1 5.7.2 5.8 5.8.1 5.9 5.10 5.10.1 5.11 5.11.1 5.11.2 5.11.3 5.12 5.12.1 5.12.2 5.12.3 5.13 5.14 5.15 5.16 5.17 5.18 5.19 5.20 5.20.1 5.21 5.22 5.23 Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Citadel and Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Machinery Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heating Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chilled Water Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design Margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chilled Water Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . Velocities and Pipe Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR DISTRIBUTION SYSTEMS . . . . . . . . . . . . . . . . . . . . . . Design Objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air-conditioning Arrangements . . . . . . . . . . . . . . . . . . . . . . . Central ATU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compartment ATU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATU Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Special Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accommodation and Recreation Spaces . . . . . . . . . . . . . . . . Medical Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sick Bays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration No 1 (Full fresh air cooling) . . . . . . . . . . . . . . Configuration No 2 (Semi-recirculation) . . . . . . . . . . . . . . . . Dental Surgery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bathrooms and WC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WC and Urinals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bathrooms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Galleys and Associated Spaces . . . . . . . . . . . . . . . . . . . . . . . . Galley, Servery and Scullery . . . . . . . . . . . . . . . . . . . . . . . . . . Pantries and Pantry/Serveries . . . . . . . . . . . . . . . . . . . . . . . . Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Laundries and Associated Spaces . . . . . . . . . . . . . . . . . . . . . . Drying Rooms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Workshops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sewage Treatment Spaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . Storerooms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conversion Machinery Rooms . . . . . . . . . . . . . . . . . . . . . . . . Magazines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compartments Containing Dangerous or Noxious Gases . . General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refrigeration Machinery Compartments, Refrigeration Machinery and Bottle Stowages for Heavier than Air Gases Battery Charging Rooms and Spaces Containing Battery Charging Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . Paint Rooms, Paint Stores and Flammable Stores . . . . . . . . 4.6 4.6 4.6 4.6 4.7 4.7 4.7 4.8 5.1 5.1 5.1 5.2 5.3 5.3 5.4 5.4 5.4 5.4 5.5 5.5 5.6 5.6 5.7 5.7 5.7 5.8 5.9 5.10 5.10 5.11 5.11 5.12 5.12 5.13 5.14 5.14 5.14 5.15 5.17 5.17 5.18 5.18 5.19
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NES 102 Part 1 Issue 2 March 2000 Page No 5.24 5.25 5.26 5.27 5.28 5.29 5.30 5.31 5.32 5.33 5.34 SECTION 6. 6.1 6.2 6.3 Figure 6.1 Figure 6.2 6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 6.12 6.13 6.14 6.15 6.16 6.17 SECTION 7. 7.1 7.2 7.3 7.4 7.5 7.6 7.6.1 7.6.2 7.7 7.7.1 Hydrogen and Acetylene Storage Compartments . . . . . . . . . Compartments Containing Petroleum, Oils, Lubricants, etc. HP Air Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Incinerator Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . Hangars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vehicle Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical Switchboard Rooms . . . . . . . . . . . . . . . . . . . . . . . . Emergency Generator Compartment . . . . . . . . . . . . . . . . . . Steering Gear (Secondary Steering Position) . . . . . . . . . . . . Dry Provision Room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Balance Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COOLING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Statement of Style . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combined Essential and Non EssentialServices Chilled Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Discrete Essential Services Chilled Water System . . . . . . . . System Arrangement and Components . . . . . . . . . . . . . . . . . CW/Air Heat Exchangers (Coolers) . . . . . . . . . . . . . . . . . . . . Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compartment Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Treatment Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CW Unit Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free Standing Air-conditioning Units . . . . . . . . . . . . . . . . . . Equipment Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Demarcation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dehumidifiers and Condensation Control . . . . . . . . . . . . . . . Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Reliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HEATING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air-conditioned Compartments . . . . . . . . . . . . . . . . . . . . . . . Hazardous Compartments Within the NBC Citadel . . . . . . Fresh Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compartments Outside the NBC Citadel (Ex Machinery Spaces) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Classification of Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplementary/Boost Heaters . . . . . . . . . . . . . . . . . . . . . . . . . Reheaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heater Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Positioning of Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.19 5.20 5.21 5.21 5.21 5.22 5.23 5.23 5.23 5.23 5.23 6.1 6.1 6.1 6.1 6.3 6.4 6.5 6.6 6.7 6.7 6.8 6.9 6.9 6.9 6.10 6.10 6.11 6.11 6.11 6.11 7.1 7.1 7.1 7.2 7.2 7.2 7.2 7.3 7.3 7.3 7.3
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NES 102 Part 1 Issue 2 March 2000 Page No 7.8 7.9 7.10 7.10.1 7.10.2 7.11 7.11.1 7.12 7.13 7.14 SECTION 8. 8.1 8.1.1 8.1.2 8.2 8.3 8.4 8.5 8.6 8.7 9. 9.1 9.2 9.3 9.4 9.4.1 9.4.2 9.4.3 9.5 9.5.1 9.5.2 9.6 9.7 9.8 9.9 9.10 9.11 9.12 9.12.1 9.13 Electric Heater Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hot Water Heater Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . Trunk Mounted Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hot Water Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Space Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Types of Space Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hot Water Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heater Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Humidifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MACHINERY SPACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cruise State/Open Ship Condition . . . . . . . . . . . . . . . . . . . . . Action State/Closed Down Condition . . . . . . . . . . . . . . . . . . . Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Machinery Space Ventilation Trials . . . . . . . . . . . . . . . . . . . . 7.4 7.4 7.5 7.5 7.5 7.5 7.6 7.6 7.7 7.7 8.1 8.1 8.1 8.1 8.1 8.2 8.2 8.3 8.3 8.4
SECTION
NBCD & FIRE FIGHTING ARRANGEMENTS . . . . . . . . . 9.1 NBCD Subdivision (See NES 118) . . . . . . . . . . . . . . . . . . . . . 9.1 Fire Fighting Subdivision (See NES 119) . . . . . . . . . . . . . . . . 9.1 Citadel Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1 Intake of Ambient Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2 Calculated Uncontrolled Leakages . . . . . . . . . . . . . . . . . . . . . 9.2 Known Controlled Leakages . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3 Control Of CO2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3 Air Filtration Units and NBC Filters . . . . . . . . . . . . . . . . . . . 9.3 Centralised AFU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4 Specialised AFU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.5 Purging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.5 Air Locks (Citadel Exits) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.5 Cleansing Station (Contamination Control Area) . . . . . . . . 9.6 Fire Fighting and Fire Precautions . . . . . . . . . . . . . . . . . . . . 9.6 Smoke Clearance/Containment - Policy (Surface Ships) . . . 9.7 Crash Stopping of Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.9 High Risk Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.10 Galleys (Also See Section 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.10 Highly Flammable Stores and Explosive Gases . . . . . . . . . . 9.11
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NES 102 Part 1 Issue 2 March 2000 Page No 9.14 Figure 9.1 Figure 9.2 9.15 9.16 SECTION Fire Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Fire Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Flameproof Gauze . . . . . . . . . . . . . . . . . . . . . . . . . . . NBCD Ventilation Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fire Precautions in Royal Fleet Auxiliary Vessels . . . . . . . . . 9.11 9.12 9.13 9.14 9.14 10.1 10.1 10.1 10.1 10.2 10.3 10.3 10.3 10.3 10.3 10.3 10.3 10.4 10.5 10.5 11.1 11.1 11.1 11.2 11.3 11.4 11.4 11.5 11.5 11.6 11.7 11.8 11.8 11.8 11.9 11.9 11.10 11.11
10. FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1 Fan Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 10.1 Application of Constant Orifice Line to Design Margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4 Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5 Availability, Reliability and Maintainability (ARM) . . . . . . 10.6 Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7 Shock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8 Vibration (Self Generated) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.9 Vibration (Externally Generated) . . . . . . . . . . . . . . . . . . . . . . 10.10 Fan Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.11 Mounting and Siting of Fans . . . . . . . . . . . . . . . . . . . . . . . . . . 10.12 Special Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.13 Fan Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11. 11.1 11.2 11.3 11.3.1 11.3.2 11.4 11.5 11.5.1 11.6 Figure 11.1 11.7 11.8 11.9 11.10 11.11 11.12 Figure 11.2 TRUNKING AND FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-Watertight, Non-Gastight Trunks . . . . . . . . . . . . . . . . . Textile Ventilation Trunking . . . . . . . . . . . . . . . . . . . . . . . . . . Advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disadvantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gastight and Structural Trunks and Trunks Subjected to Rough Usage or High Fire Risk Including Smoke Removal Systems . . . . . . . . . . . . . . . . . . . . Watertight Trunks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trunk Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vulnerability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Hanger Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trunking - Associated Fittings . . . . . . . . . . . . . . . . . . . . . . . . Weather Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supply Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust/Recirculation Intakes . . . . . . . . . . . . . . . . . . . . . . . . Miscellaneous Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Hose Conection for Ventilation Trunks . . . . . . . . . .
SECTION
SECTION
12. 12.1 12.2
FILTRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1 Dust Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
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NES 102 Part 1 Issue 2 March 2000 Page No Figure 12.1 Figure 12.2 12.3 12.4 12.5 Figure 12.3 12.6 12.7 SECTION 13. 13.1 13.2 13.3 13.4 13.5 14. 14.1 14.2 14.3 14.4 14.5 SECTION 15. 15.1 15.2 15.2.1 15.3 15.4 15.5 15.6 15.7 15.7.1 15.8 15.9 15.10 15.11 15.12 15.13 15.14 A. B. Typical Dust Filter Mounted in a Trunk . . . . . . . . . . . . . . . . Typical Dust Filter for Openings in Exhaust and Recirculation Trunks . . . . . . . . . . . . . . . . . . . . . . . . . . . . Odour Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tobacco Smoke Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Grease Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Tobacco Smoke Filter . . . . . . . . . . . . . . . . . . . . . . . . . Fresh Water Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard NBC Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VENTILATION NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Siting and Mounting of Fans . . . . . . . . . . . . . . . . . . . . . . . . . . Trunking and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Sound Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tests and Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESIGN FOR MAINTENANCE AND SHIP HUSBANDRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSPECTIONS, TESTS AND TRIALS . . . . . . . . . . . . . . . . . General Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Factory Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Production Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Progress Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NBC Filtration, Inspection and Testing . . . . . . . . . . . . . . . . . Final Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testing and Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Test Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zonal Pressures Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Habitability Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airborne Noise Trials/Surveys . . . . . . . . . . . . . . . . . . . . . . . . Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3 12.4 12.5 12.5 12.5 12.6 12.7 12.7 13.1 13.1 13.1 13.2 13.2 13.3 14.1 14.1 14.2 14.3 14.3 14.3 15.1 15.1 15.1 15.1 15.2 15.3 15.3 15.3 15.3 15.3 15.4 15.5 15.7 15.7 15.8 15.9 15.10
SECTION
ANNEX ANNEX
RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . A.1 ABBREVIATIONS AND DEFINITIONS . . . . . . . . . . . . . . . B.1
ALPHABETICAL INDEX
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDEX 1
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NES 102 Part 1 Issue 2 March 2000 1. 1.1 GENERAL INFORMATION Related Documents: NES 809 Part 1; see also Annex A. Climatic Conditions
a. For design purposes hot weather and cold weather climates throughout the world are each divided into the following conditions, viz: (1) Hot Weather (a) (b) (2) (a) (b) (c) Tropical; Temperate Summer. Temperate Winter; Subarctic; Arctic.
Cold Weather
1.2
Design Conditions
a. The limiting climatic conditions to be applied to any ship design will be specified in the Staff Requirements (Sea) (SR(S)) for that particular class of vessel and thus, in consequence of this NES, the internal ship conditions will also be defined. The SR(S) will also indicate where the actual design may, if at all, deviate from the standards and policies herein and, where appropriate, it will specify the modified standards that are to be achieved. Unless specifically modified by the SR(S) it is essential that all the margins stated in this NES are applied fully throughout the design. Initial allowances consumed by growth during the design stages need to be compensated for, to ensure sufficient margins are present in the final design to allow for through life growth and degradation of the various systems. The chilled water margins are also required as air conditioning machinery cannot be run under overload conditions. If an attempt is made to do so the plant may trip out, resulting in a significant reduction in the ship's operational efficiency. Allowances for erosion of growth margins will be discussed and identified at the outset of the design calculations. HM Surface ships that are to be commercially registered, e.g. Royal Fleet Auxiliaries (RFA) are, where possible, to comply with Department of the Environment, Transport and the Regions (DETR) regulations that govern fire fighting and safety aspects. Where DETR and MOD standards are at variance and both sets of regulations can be accommodated then the more stringent are to be applied. As it is imperative that Nuclear Biological and Chemical Defence (NBCD) integrity and the operational efficiency are not jeopardised in any circumstances any DETR rules or regulations which place the vessel at risk shall not be applied and the relevant exception to or exemption from these rules should be sought from the regulatory body and entered in the commercial registration documents. Full compliance with DETR regulations will be impossible as they have no category suitable for HM Surface Ships and would normally register the vessel in the closest appropriate commercial classification. In these circumstances discussions should take place at the outset of the design where differences or conflicts will be clearly identified and reconciled by all concerned parties.
b.
c.
d.
1.1
e.
In all surface ship designs, unless stated otherwise in the SR(S), it is important to achieve a reduced Radar Cross Section (RCS). The recommendations of NES 809 Part 1 are to be addressed in the design of all external features, and in particular the creation of orthogonal dihedrals and trihedrals with co sited features is to be avoided.
1.3
Ship Subdivision
a. For each new class of surface ship the MOD will produce a ship subdivision policy paper in the early stages of, or prior to, Feasibility Design that will comprehensively state the rules governing the subdivision of that particular class of vessel. Surface ships can be divided as: (1) (2) (3) c. Watertight decks and bulkheads; NBCD citadels and sub citadels; Autonomous fire/smoke zones and ventilation sub zones within the autonomous zones.
b.
The design of the ventilation and air conditioning arrangements are to be compatible with each of these subdivisions and the ducted systems are to be autonomous within individual fire zones. In the action state when all subdivision boundaries are secured the free flow of recirculated air from compartment back to fan is not to be obstructed.
1.4
Operational States
a. Two operational states have to be catered for, viz: (1) (2) b. Cruise state or òpen ship' condition; Action state or `closed down' condition.
Within the NBCD citadel, the change from cruise to action state is to be effected by implementing air lock, cleansing station and zonal disciplines and redirecting all incoming fresh air through NBCD filters. Ventilation and air conditioning systems are not to be reconfigured to enable this to be achieved. For those compartments outside the NBCD citadel and classed as contaminated if used, every effort is to be made for these spaces to be supplied with air from the citadel with natural or fan exhaust to atmosphere. Only when these spaces entail excessive amounts of conditioned air should mechanical fan supply and exhaust systems be considered. In the machinery spaces, it is to be achieved by reconfiguring the ventilation systems into recirculation systems, closing external openings, supplying chilled water to machinery space coolers and initiating dedicated filtration units. Once `closed down' it is to be possible to maintain that condition indefinitely without discomfort to personnel or loss of operational efficiency, unless the SR(S) for the vessel stipulates a specific time scale.
c.
d.
1.2
NES 102 Part 1 Issue 2 March 2000 2. DESIGN REQUIREMENTS/CRITERIA Related Documents: Health and Safety at Work Act, COSHH Regulations; see also Annex A. General Requirements
a. This section deals with the requirements governing the overall design of ventilation and air conditioning arrangements that are to be fitted in Royal Navy (RN) vessels. It defines the current policy that is to be applied and describes the style of various associated systems. It is the Designers responsibility to incorporate these requirements. Air conditioning, that is the control of temperature, humidity, air purity and air movement within a space or group of spaces, is a prime requirement in all RN vessels. It is an essential element in ensuring that the ship's staff continue to operate at high levels of effectiveness and efficiency for long periods and the environment for weapons and other essential equipments is, and always remains, satisfactory for reliable operation. This environmental control has to be achieved throughout the full spectrum of ambient conditions for which the ship is to be designed. All compartments within a ship are to be classified by the designer as either essential or non essential to the operational efficiency of the vessel and these classifications made known in the air conditioning design. For essential compartments the air conditioning is to be based upon the `Group System' where a mixture of fresh and recirculated air is delivered to an Air Treatment Unit (ATU) where it is filtered, cooled or heated, and distributed to a selected group of essential compartments (A `group' can be one or several compartments). In certain circumstances the cooled air may need to be reheated locally before being delivered to particular spaces to obtain the necessary humidity control, but the use of this technique is to be kept to a minimum (See Figures 2.1 and 2.2). For non essential compartments the air conditioning is to be based either upon the `Group System' as described above, except that the relevant ATU is to only supply non essential spaces, or, if more appropriate, on the use of Unit Coolers.
2.1
b.
c.
d.
e.
2.2
Environment Conditions
a. The design of the air conditioning systems is to cater for the extreme ambient temperatures stated in the SR(S) and the corresponding internal temperatures given in Section 4. The final design of the installed systems is to include sufficient flexibility and controllability to allow comfortable internal environments to be selected and maintained throughout the full range of conditions bounded by these extremes. This flexibility is especially important in spaces where the internal conditions can vary significantly and speedily due to movement of personnel or change of equipment status and should be achieved by the use of sensors situated in appropriate locations.
2.1
SOLAR RADIATION SURPLUS AIR DISCHARGED OVERBOARD VIA HAZARDOUS COMPARTMENT EXHAUST
SUPPLY TRUNK
BOUNDARY GAINS - (SH) EQUIPMENT (SH+LH, IF ANY PERSONNEL (SH+LH)
THERMOSTAT
RECIRCULATED AIR ROUTE ELECTRIC RE-HEATER HOT MACHINERY SPACE ETC. (MAY BE TRUNKED)
MOISTURE ELIMINATOR HEAT EXCHANGER FILTER FRESH FILTERED AIR DIRECT FROM AFU SH+LH 1 A CONNECTION BOX BYPASS
FAN
A B
ELECTRIC PRE-HEATER CHILLED WATER SYSTEM AIR TREATMENT UNIT FLOW
RETURN REFRIGERANT CIRCUIT CHILLED WATER PLANT C.W. PUMP
EVAPORATOR COMPRESSOR CONDENSER
CONDENSER COOLING WATER NOTE A, A1, B, C and D REFER TO POINTS SHOWN IN FIGURE 2.2 NOTE SH - Sensible Heat LH - Latent Heat AFU - Air Filtration Unit
Figure 2.1 Basic Air-Conditioning System
2.2

100% 90%
RELATIVE HUMIDITY
Air-Conditioning CYCLE
90 25 27.5
80
A1
70 25 20
60 22.5
MOISTURE CONTENT g/Kg
50 20 15
17.5
15
12.5
10
10
0 10 20 30 40
DRY BULB TEMPERATURE deg C
NOTE For information on A, A1, B, C and D See Figure 2.1
Figure 2.2 Typical Air-Conditioning Cycle
2.3
2.3
Air-conditioning and Ventilation Systems

a. In all ships, where required, the complete air conditioning and ventilation design for compartments and spaces necessary for the functionality of the vessel in a `closed down' ship, is to be based upon the Total Atmospheric Control System (TACS) concept which has been developed to achieve the minimum practicable change over time from òpen ship' to `closed ship' condition and to enable continuous operations to be conducted in a Nuclear, Bacteriological and Chemical Warfare (NBCW) threat situation. This concept requires all fresh air entering the NBCD citadel to be directed through NBC filtration units when in the closed down condition but in the òpen ship' condition these filters are to be by passed. Compartments not necessary for the functionality of the vessel during NBC transits should not ideally be located within the citadel but due to the logistics of the ship they may well be and in these instances would be air conditioned or ventilated as required. In such cases the air conditioning/ventilation is normally to be by independent systems taking their required fresh air quantities from weather (not via Air Filtration Units AFU) and they would be secured in a `closed down' situation, however in isolated cases these spaces can be served by an adjacent TACS air conditioning system. All compartments and spaces within the citadel are to be air conditioned or ventilated as above with the exception of those compartments classed as hazardous, i.e. compartments within the citadel which contain materials that may generate dangerous or toxic fumes and gases and those where such fumes and gases are produced by processes and functions carried out in the compartment. These spaces are to be air conditioned/ventilated to conditions specified in Section 5 Clause 5.20. Special attention is to be paid to those compartments within the citadel that are a source of unpleasant smells or noxious gases, e.g. bathrooms, WC, laundries, galleys, etc. In these types of compartment sufficient air is to be circulated to ensure that odours are removed via a recirculation system employing odour filters. For specific requirements for these compartments See Section 5. The design of the air systems is to take account of and be compatible with the ship subdivision policy for each particular ship design. The air systems are to be completely autonomous within the fire/smoke zones, and under no circumstances is ducting to breach zone boundaries. It is essential that air balance diagrams for each fire zone are prepared and maintained throughout the design to ensure that differential pressures across zonal boundaries are maintained within the limits specified in Section 9.
b.
c.
d.
2.4

e. In both the `closed down' and òpen ship' conditions the fresh air intake into the citadel is to be via the AFU fans (See Figure 2.1). The fresh air quantity is to be sufficient to compensate for known controlled losses and calculated uncontrolled leakages, whilst maintaining an acceptable citadel over pressure and providing oxygen to revitalise compartment air by ensuring that CO2 content levels are kept below the maximum permissible levels. The fresh air required for oxygen replenishment is to be trunked direct to individual ATU where it is treated and distributed as necessary. The remaining fresh air is to be used to provide an over pressure in essential compartments (See Section 9) or is to be trunked from the AFU fan directly to or in the vicinity of any compartment, Air Lock or Cleansing Station deemed necessary for maintaining the integrity of the citadel. Machinery spaces are to be considered as outside of the NBCD citadel and in the òpen' condition are to be ventilated by mechanical supply and mechanical exhaust systems. The flow of air is to be such that in specified summer conditions the compartment temperature will be maintained within stated limits when all normally running equipments are operating. In cold weather conditions the air flow is to be capable of being significantly reduced and sufficient electric heating provided to maintain temperatures which facilitate the ease of starting up of machinery (normally 10C) in the `dead ship' condition. The system design is to provide, where required, for the reconfiguration of the ventilation systems so that, in the `closed down' condition it will be possible to recirculate the compartment air through chilled water coolers and isolate the machinery spaces from the external ambient air. In this state a positive pressure (normally 3 millibars above ambient air pressure) is to be created and maintained in the machinery spaces by introducing a quantity of fresh air through dedicated NBC filtration units. These filtration units are to be non operational in the òpen ship' condition and the quantity of fresh air required is to be calculated by the summation of any known controlled losses and the calculated uncontrolled leakages based on a loss of 0.5 air changes per hour on the gross volume of the machinery spaces inclusive of casings if open to the machinery space. The chilled water coolers in machinery spaces are to be operational in the `closed down' state and capable of being supplied from a standby non essential chilled water plant. Sufficient heat is to be extracted to allow the ship to be fully operational for the total `closed down' period and at the extreme ambient temperatures specified in the SR(S), without these spaces becoming contaminated. Machinery space `closed down' cooling requirements are to be taken into account when allocating the number and capacity of the air conditioning chilled water refrigeration plants. Where a ship design includes damage fire and smoke zones, a dedicated trunked smoke clearance system is to be provided in each zone. These systems are to be arranged such that, within each zone, individual decks may be cleared of smoke and allow sufficient replacement air, without other unaffected decks being contaminated. Dedicated smoke clearance systems are not required in machinery spaces which contain exhaust fans as these fans will be utilised for smoke clearance.
2.4
Machinery Spaces
a.
b.
c.
2.5
Smoke Clearance
a.
b.
2.5

c. To prevent the migration of smoke into compartments essential to the operational efficiency of the vessel in a fire situation, such compartments are to be capable of being maintained at a positive pressure relative to the surrounding passageways and lobbies.
2.6
Chilled Water Systems

a. Chilled Water (CW) systems are to provide the means for transferring heat from the heat exchangers, situated throughout the vessel, to Chilled Water Plants (CWP) and hence overboard via condenser cooling water. Two categories of CW systems are to be included in any ship design, namely: (1) Essential systems supplying essential heat exchangers that cool essential compartments and equipments. These systems are to be constrained within NBCD/smoke zones and several of this type will be included in each ship design; Non essential systems supplying non essential ATU and unit coolers that cool non essential spaces. This will be a ship wide system and each ship will only contain one of this type.
b.
(2)
c.
Connections are to be provided between the non essential system and each essential system to enable the essential heat exchangers to be continuously supplied, when necessary, at the expense of the non essential. Adequate margins are to be applied to allow for through life growth and system degradation when selecting CWP and calculating pipe sizes. The non essential system is to be provided with a standby CWP so that all systems will be able to operate continuously during periods of routine maintenance or single plant breakdown. The standby CWP is not to be considered as a growth margin. In any ship design the preferred arrangement is for all essential systems to be served by identical CWP a single plant supplying each system, and for all CWP , serving the non essential system to be identical. The non essential CWP are to be capable of cooling the machinery spaces in the `closed down' condition. Rapid refill arrangements as well as normal topping up facilities are to be provided. The design of the system and its associated equipment is to ensure that the Relative Humidity (RH) levels in individual compartments are maintained between specific upper and lower limits but in exceptional circumstances, in difficult spaces, the use of approved humidifiers and dehumidifiers is acceptable. In particular compartments where heavy condensation is liable to occur special attention is to be given during the design stage to removing moisture from the circulating air and to the use of thermal insulation to eliminate potential problems.
d. e.
f.
g. h. i.
j.
2.6
2.7
Local Exhaust Ventilation Systems

a. Those systems defined under the Health and Safety at Work Act (HSWA), Control of Substances Hazardous to Health (COSHH) Regulations 1992 as Local Exhaust Ventilation (LEV) Systems are to be provided, these are to include fixed monitoring instrumentation to allow for through life ventilation system flow monitoring. Each designated LEV system is to have: (1) (2) (3) The test point(s) marked; The required test date annotated on a plate and fixed adjacent to the test point; The test date plate to be permanently fixed to the trunking.
b.
2.7
2.8
NES 102 Part 1 Issue 2 March 2000 3. DESIGN PROCEDURE Related Documents: BS 1553 and NES 707 Parts 1 & 2; see also Annex A.
a. The design of the air conditioning and ventilation systems is to follow and reflect the total ship design. When considering the various types of studies undertaken it is to be understood that a ship design is a dynamic entity where decisions taken in one area, will often have repercussions in many other areas and air conditioning and ventilation estimates, calculations, drawings, etc., will need to be continually re assessed and updated. Within the field of air conditioning and ventilation the total design process can be divided as follows: (1) (2) (3) (4) Concept studies; Feasibility studies; Design leading to Contract Definition; Detailed design.
b.
3.1
Concept Studies
a. These are studies to formulate new design philosophy, policies and criteria and to assess the impact of any proposed changes in future ship design. They are usually undertaken by the MOD with assistance from selected contractors, and are not necessarily associated with a particular ship design.
3.2
Feasibility
a. These are studies to combine the existing philosophy, policies and criteria with a developing ship design, for a specific role, and are normally carried out by a shipbuilder and his prime contractor, with assistance from MOD sponsors. For feasibility studies to commence, the following information is required: (1) (2) (3) (4) c. Design conditions; Ship subdivision policy; Compartment details (size, manning, function, wild heat, etc.); Weapons fit and direct cooling loads.
b.
This information is to be available from MOD sources when the SR(S) is approved. When this is not the case the best possible estimates and assessments are to be made to allow the design of the air conditioning and ventilation systems to be progressed as soon as possible and updated when absolute details are obtained by the shipbuilder. During this stage of the design the following information is to be submitted to the MOD for records and, where necessary, comments: (1) Design philosophy table giving details of Heating Ventilation and Air Conditioning (HVAC) requirements for all compartments on the vessel. This table should include the compartment name, location, specified summer and winter conditions to be maintained, exhaust requirements, noise target and manning levels, equipment wild heat emissions and any additional remarks pertinent to the design of the HVAC system;
d.
3.1

(2) Statements of Technical Requirements (STR) for fans, heaters, coolers, etc., and programmes for testing new equipments and fittings that required àpproval to fit'; Classification of compartments as essential, non essential hazardous, and identification of those outside citadel boundaries; and
(3) (4) (5)
Calculations of heat gains and losses for every compartment, workshop and store, etc.; Grouping of compartments to show the number of essential and non essential heat exchangers/ATU, the number of hazardous systems and the number of ventilation systems required in each NBCD/fire zone; Selection of type, size and numbers of CWP for essential and non essential CW systems; Calculations of air quantities and CW flows required for all systems; Size, type and numbers of fans, air/water and water/water heat exchangers, heaters, humidifiers and other equipments; Fresh air requirements in individual zones, machinery spaces and the number of AFU required;
(6) (7) (8) (9)
(10) Identification of compartments to be pressurized by a direct supply of fresh air to prevent infiltration of smoke; (11) Identification of ventilation and smoke clearance systems; (12) Calculation of trunk and pipe sizes; (13) Calculation of ìn duct' and `break out' noise levels in manned compartments and assessment of all the acoustic insulation requirements; (14) Calculation of space relative humidification requirements; humidities and identification of
(15) Statement of electrical requirements, including crash stopping of fans; (16) Table of weights. e. During this design stage, to augment the calculation sheets and equipment lists indicated above, the following drawings are to be prepared, continually up dated as necessary and submitted to the MOD immediately prior to the hand over of the vessel so that calculations and drawings reflect the completed HVAC systems. (1) Scaled single line Àir Systems General Arrangement' drawings on deck plans showing: (a) All air systems, i.e. essential, non essential, hazardous, fresh, smoke clearance, natural and mechanical ventilation;
3.2
(b) (c) (d) (e) (f) (g) (h) (i) (2)
Position of ATU and other air/water and water/water heat exchangers; Position of AFU; Zonal boundaries and watertight subdivision; Siting of fans, heaters, filters, moisture eliminators, valves and other fittings; Type, size and number of terminals fitted in each space; Sizes of trunks; Extent of watertight and gastight trunking; Citadel boundary.
Air balance diagrams for each NBCD/fire zone and machinery space to demonstrate that in `closed down' conditions: (a) (b) (c) Recirculation routes from air conditioned compartments back to fan intakes are unobstructed by doors, hatches, fire curtains, etc.; Access to and from adjacent zones will not be hampered by unacceptable differential air pressures; Hot, oil contaminated air will not migrate from the machinery spaces into the citadel.
(3)
Planimetric drawings of each essential and non essential chilled water system indicating: (a) (b) (c) (d) (e) (f) All pipe runs, tee junctions, bends, etc.; All air/water and water/water heat exchangers compartments/equipments supplied by each one; and the
All control panels, filters, flow switches, air vents, sampling points, isolating valves and other fittings inserted in the pipelines; The CWP and pumps, with cross connections where applicable; Pipe lengths and diameters between junctions for both flow and return pipes; Flow of CW in m3/s through each pipe section.
(4)
Scaled single line `CW Systems General Arrangement' drawing on deck plans showing: (a) (b) (c) (d) Pipe routes; Position of CWP and pumps; Zonal subdivision; Position and classification of each heat exchanger, i.e. essential, non essential or stand by.
3.3
3.3
Design Leading to Contract Definition

a. During this stage the air conditioning and ventilation systems are to be continually amended and up dated to reflect changes made in the overall ship design. In addition the many and varied estimates, used during the feasibility stage, are to be progressively refined and confirmed with the calculations, equipment selections, drawings, etc., produced during that stage, being re assessed as necessary. By the end of this stage the following is to be complete: (1) (2) (3) (4) (5) (6) (7) All basic design data confirmed; Classification and grouping of compartments agreed; All calculations of air flows, CW flows, trunk and pipe sizes finalized; Selection of equipments and materials approved and where appropriate configuration definition packages prepared; Selection of fittings agreed and where appropriate new types of fittings tested and approved for use; Upgrading of Àir Systems General Arrangement' drawings to double line convention; Upgrading of `Chilled Water Systems General Arrangement' drawings to show supply and return leads and siting of all fittings included in the pipework; CW planimetric, air balance diagrams, upgraded general arrangements, configuration definition packages, etc., are all to be brought to Modification State Zero, i.e. the stage at which the MOD will become the Design Authority (DA) for support; Electrical requirements finalized;
b.
(8)
(9)
(10) Statement of Requirements for Total Ship System and Design Critique prepared and agreed.
3.4
Detailed Design
a. Large scale layout drawings of compartments and spaces are to be produced which accurately show the final positions and sizes of all CW and condensate pipes, air conditioning and ventilation trunking, equipments and fittings, electrical leads and controls, etc., that are associated with the air conditioning and ventilation of the vessel. These drawings are also to show the clear access areas that are required to enable items, such as filters and fan motors, to be withdrawn for servicing. Drawings are to be prepared to demonstrate the method of handling heavy equipments, such as fans, heat exchangers and AFU in congested areas to enable repair or replacement of these equipments to be carried out at sea. All drawings, equipment lists, data sheets, etc., prepared during the previous stages are to be amended, as necessary, to reflect the final ship fit. Throughout all stages of the design the symbols and line conventions used when producing the required drawings are to be in accordance with NES 707 Parts 1 & 2 and BS 1553 Parts 1 & 3.
b.
c. d.
3.4
NES 102 Part 1 Issue 2 March 2000 4. DESIGN DATA Related Documents: ISO 7547 and NES 111; see also Annex A.
a. The calculation of heating and cooling loads and the sizing of pipes and ducting can be carried out by manual methods or by computer programs. In either case the calculations are to be based upon the design data given in this section and proven established processes such as Building Services Research Industrial Association (BSRIA), Engineering System Design Methods (ESDM), Civil Institute Building Services Engineering (CIBSE) and International Standards Organisation (ISO) 7547, etc.
4.1
Environmental Design Conditions

a. External Temperatures (Hot Climates)
Climate
Tropics Temperate Summer b.
Dry Bulb (DB)5C

35 30
Wet Bulb (WB)5C

30 24
Surface Sea Temperature 5C

33 29
External Temperatures (Cold Climates)
Climate
Temperate Winter Sub-Arctic Arctic c.
Dry Bulb (DB)5C

-4 -10 -29
Wet Bulb (WB)5C

N/A N/A N/A
Surface Sea Temperature 5C

2 1 2
Internal Temperatures Air conditioned Spaces (unless otherwise specified in subsequent sections): (1) Tropics: (a) (b) (2) All compartments, except galley complex, 23.5C Effective Temperature (27.0C DB/19.6C WB); Galley complex, 29C Effective Temperature (34.5C DB/26C WB).
Temperate Summer: (a) (b) All spaces except the galley complex, 23.5C Effective Temperature (27C DB/19.6C WB); Galley complex, 25.5C (29.5C DB/21.5C WB). Effective Temperature
(3)
All Cold Climates: (a) All manned spaces unless otherwise specified 22C DB minimum.
4.1
d.
Internal Temperatures subsequent sections): (1) All Hot Climates: (a)
Ventilated Spaces (unless otherwise specified in
All spaces, except galleys where the TACS concept is not required, unmanned electrical compartments, main and large auxiliary machinery spaces, compartment temperature above weather ambient temperature; Galleys, etc., and unmanned electrical compartments, the space temperature restricted to 10C above weather ambient. Main and large auxiliary machinery spaces, in òpen ship' condition, temperature rise above external ambient restricted to 15C. (for `closed down' condition, see Section 8). All spaces, in all operating conditions, 13C DB minimum. Main and large auxiliary machinery spaces, in the `deadship' condition, 10C DB minimum, i.e. alongside with only hotel services running.
(b) (c)
(2)
All Cold Climates: (a) (b)
4.2
Cooling and Heating Assumptions

a. The cooling and heating loads for each compartment are to be assessed on the basis of the following assumptions: (1) Cooling conditions: (a) Solar radiation occurs on exposed surfaces, weatherdecks and both sides of the ship simultaneously except for compartments extending the full width of the vessel when solar radiation is to be assumed on one side only; No shade is cast by superstructure, funnels, masts, etc.; Internal wild heat sources are at maximum value, excluding standby equipments; Maximum number of personnel are in each compartment, considered individually. Number of personnel in dining halls, recreation spaces, ward rooms and ante rooms, etc., are to be the maximum likely to attend film shows and functions, as appropriate; Should the ship be fitted with current in service equipment then in any compartment the heat gained from the fan and fan motor is equal to 14% x sum of cooling sensible heat gains for that compartment However, should the equipment fitted be to good commercial marine standards then this figure would revert to 7%; Although it is specified in Clause 4.2a(1)(d) above that the maximum number of personnel be allowed for when calculating cooling loads on an individual compartment basis, this would result in an overall cooling capacity for numbers far in excess of the ships complement. Therefore, on completion of cooling calculations, the duplication of manning levels should be determined and the overall cooling capacity reduced accordingly. Allowances for heat gains from personnel are given in Clause 4.3.e.
(b) (c) (d)
(e)
(f)
4.2

(2) Heating conditions: (a) (b) (c) (d) (e) (f) (g) Internal wild heat sources are at minimum value, i.e. maximum value 40%; No heat gained from personnel; No heat gained from adjacent compartments where the maintained temperature is non specific; No heat gained from solar radiation; Heat gained from fan and fan motor is the same as for cooling conditions; Heat is lost to adjacent cooler spaces; Heat is lost through the superstructure to sea and air.
4.3
Total Heat Transfer Coefficient k

a. Total heat transfer coefficients are to be calculated in accordance with the formula quoted in ISO 7547 (Clause 5.2.4) using the thermal conductivities for common materials as given in Annex B of that standard and/or publications from BSRIA or CIBSE. The Table 2 figures given in the ISO as typical heat transfer coefficients for various types of boundaries are not to be used for RN ships, as insulation materials, thicknesses and standards can vary considerably. For Cold and Cool rooms see NES 111. The wild heat generated by equipments is to be based upon the actual power ratings obtained from the equipment manufacturers. In the early stages of the design such information is not always available and it will be necessary to make the best possible estimates, e.g. rule of thumb methods such as the values given in the following table for the heat gain from compartment lighting:
b.
Compartment p Type
Cabins, etc. Mess or dinning rooms Gymnasiums, etc. c.
Heat gain from general lighting (W/m2) Incandescent

15 20 40
Flourescent
8 10 20
When calculating the maximum heat load generated by galley equipment the following criteria is to be used: (1) From the galley equipment's maximum electrical power inputs and employing diversity factors of 0.2 for thermostatically controlled items and 0.5 for manually switched heat controlled items, also assessing the maximum projected usage of equipment, a peak power input figure is arrived at, e.g. 15.0 kW input@ 0.2 = 3.0 kW 30.0 kW input@ 0.2 = 6.0 kW 50.0 kW input@ 0.5 =25.0 kW 6.0 kW input@ 0.5 = 3.0 kW
Shallow fryers Deep fryers Hot plate/ovens Grilles
4.3

Tilting kettles Other items Total diversified input d. 20.0 kW input@ 0.5 =10.0 kW 20.0 kW input@ 0.5 =10.0 kW =57.0 kW
This diversified electrical power input is then to be converted into a heat emission into the galley and this is arrived at by using a further diversity factor of 50%, e.g. total diversified input of 57.0 kW = 57.0 x 50% = 28.5 kW heat emission. The wild heat generated by personnel is to be taken as: Sensible heat Latent heat = = 45 Watts/man; 135 Watts/man.
e.
f.
When separate sleeping and recreational areas are contained within a single mess deck the above allowances are to be increased to 55 Watts and 165 Watts respectively.
4.4
Relative Humidity
a. In air conditioned compartments, in all climatic conditions, the design relative humidity is to always lie between 65% and 30%. In accommodation and manned operational spaces a lower limit of 45% is to be applied and only in very exceptional circumstances is the RH to fall below this figure.
4.5
4.5.1
Air Distribution Systems

Design Margin a. When selecting fans for air conditioning and ventilation systems the design air volume is to be increased by a 10% margin, calculated on the system constant orifice line (See Section 10). Trunk sizing calculations are then to be carried out using the design air flow and the related total fan pressure as indicated by the constant orifice line.
4.5.2
Air Velocities a. In air conditioning and ventilation systems serving operational, habitational accommodation, office spaces and other manned working areas the trunked air velocities are generally to observe the following criteria : Initial design velocity Maximum permissible velocity b. 10 m/s; 12.5 m/s.
In compartments or spaces with low noise target levels every effort should be made to ensure that duct configurations are so designed that velocities are retained at levels which would not result in noise generation. Compartments other than those indicated above where noise target levels are not as restrictive may be served by air conditioning and ventilation systems with higher velocities to facilitate space restrictions. The maximum design air velocities through various types of aperture are to be as follows: (1) Recirculation grilles in bulkheads 2.5 m/s calculated on the clear area;
c.
d.
4.4

(2) (3) (4) Supply inlets and exhaust outlets with the exception of spray eliminating jalousies 5 m/s calculated on the clear area; Spray eliminating jalousies 5 m/s calculated on the face area; Slotted trunks, (supply and exhaust): (a) (b) (5) (6) (7) e. Vertical velocity through slot Horizontal velocity through slot 4 m/s; 10 m/s.
Punkah louvres, diffusers, linear grilles, etc., discharge velocity 3 m/s; Flame proof gauze 5 m/s calculated on the clear area; Dust filters 2.5 m/s.
The maximum face velocity of air passing through a CW/air heat exchanger without a moisture eliminator fitted is to be restricted to 2.0 m/s. Moisture eliminators should not be fitted unless absolutely necessary, however if one is to be fitted then the face velocity across the heat exchanger can be increased to a maximum of 3.0 m/s.
4.5.3
Fresh/Filtered Air Requirements a. Within the NBCD citadel the fresh air requirement is to be individually assessed for each NBCD/fire zone and is to be sufficient to: (1) Overcome the calculated uncontrolled leakage and thereby generate the specified zone pressure. This is to be calculated based on an allowance of 900 m3/hr of filtered fresh air for every 3,400 m3 of citadel volume above the deep water line; Overcome the known controlled purging exhaust requirements in a òpen ship' condition; Overcome the known controlled purging exhaust requirements in a `closed ship' condition; Purge Cleansing Stations giving specified number of air changes per hour; Purge Air Locks giving specified number of air changes per hour; Replenish oxygen levels and thereby keep CO2 content below maximum permitted levels (See Section 9 Clause 9.4.3); Overcome the air lost from the citadel other than purging requirements. The amount of filtered fresh air required will therefore be the greater of the sum of 2 + 6 + 7 in an òpen ship' condition or the sum of 1 + 3 + 4 + 5 + 6 + 7 in a `closed ship' condition.
(2) (3) (4) (5) (6) (7)
Details of the above calculations are also shown in Section 9. b. In machinery spaces, when required, under `closed down' conditions, sufficient fresh air is to be provided to compensate for known controlled losses and calculated uncontrolled leakages while maintaining a differential pressure of approximately 3 millibars (mbars) relative to the external atmosphere.
4.5

c. To prevent ingress of smoke or fumes, selected essential compartments are to be pressurised to between 1 and 1.5 mbars, relative to their surrounding spaces and automatic closures are to be fitted at any recirculation openings and non return features incorporated in the branch trunks supplying these spaces.
4.5.4
Standard NBC Filters a. b. The air flow through a single Standard Radial NBC Filter is to be 300 m3/hr 10%. The number of Standard Radial NBC Filters required in an AFU is to be calculated by dividing the total air flow required from the AFU by 300 and, where necessary, rounding up.
4.6
4.6.1
Pressurization
Citadel and Zones a. Within the NBCD citadel, in the fully `closed down' condition with citadel and zonal boundaries secured with Air Lock and Cleansing Station disciplines enforced, the over pressure in any fire/smoke zone, relative to the external atmosphere, is to be between 5 mbars and 8 mbars. This will be achieved by the use of non return air bleed valves at Air Locks, Cleansing Stations and other locations where controlled leakage is required. Air bleed valves may also be necessary to relieve any overpressure created by the `calculated uncontrolled leakage' being overestimated, i.e. in the event of the vessel being built `tight'. With the proper allocation and setting of the above air bleed valves the differential pressure between adjacent fire/smoke zones will not exceed the allowed 0.5 mbars.
4.6.2
Machinery Spaces a. In a main machinery space where an overpressure is to be generated in a fully `closed down' ship, the said overpressure shall be 3 mbars relative to the external atmosphere. These machinery spaces will normally be cooled by air recirculating through CW/air heat exchangers and will have a fresh air supply sufficient to balance the sum of any known controlled leakages to suit exhaust purging requirements and the calculated uncontrolled leakages based on the allowance of 0.5 air changes per hour on the gross volume, including casings if open to the machinery space. In exceptional circumstances where space restrictions on the vessel preclude the addition of dedicated Air Filtration Units and fresh air supplied to the ships citadel is sufficient, then the fresh air required to pressurise the machinery space may be bled off from the citadel, with the proviso that all fire protection requirements are met and the integrity of the citadel is maintained.
4.7
Heating Systems
a. The minimum temperature of fresh air supplied direct to compartments and spaces within the citadel is to be 13C.
4.6
b.
In air conditioning systems the temperature of the mixed fresh and recirculated air before the inlet to main heater or fan, whichever is appropriate, is not to fall below 4.5C in cold climates. In grouped systems where one heater may serve several compartments the variation in the design supply temperatures is not to be more than 3C. The maximum temperature at which air is to be supplied to any compartment is 32C. In compartments within the NBCD citadel both the air conditioned and mechanically exhausted air flows used when heating, are to be the same as those calculated for cooling. In cold climates, in compartments outside of the NBCD citadel which do not have a stated minimum air change requirement, the air volumes delivered by mechanical ventilation systems to maintain temperatures below specific maximums in hot climates are to be reduced by 50% or to 0.005 m3/s per man, whichever is the greater.
c. d. e.
f.
4.8
4.8.1
Chilled Water Systems

Design Margins a. CWP for both essential and non essential systems are to provide a pre selected growth margin calculated on the total connected cooling load of the system (See Section 6 for the method of selecting CWP). CW pumps are to be selected to provide a flow capacity 10% greater than the capacity of the plant it serves. Pipe connections between CWP CW pumps, main risers, distribution mains and , pipe leads to backup water/water heat exchangers for essential systems are to be increased by at least one standard nominal diameter over the calculated design size. Water/water backup heat exchangers, for essential systems, are to be capable of coping with the appropriate system design connected cooling load plus a growth margin of 25%.
b. c.
d.
4.9
Chilled Water Temperatures

a. The design temperatures at the CWP are: (1) (2) b. c. Supply to heat exchangers Return from heat exchangers (full load) 6.5C; 13.5C.
In non essential systems, served by two or more CWP the mixing main , temperature on light load is not to be greater than 9C. In essential systems the CW is to be supplied to the heat exchangers serving weapons cabinets and other electro technical equipments at a temperature of 9C 2C.
4.7
4.10
Velocities and Pipe Size

a. In all systems the CW flow is to be within the limits of 4.5 m/s and 2.0 m/s and the minimum pipe diameter is to be 16 mm. In exceptional cases, possibly where a bank of electronic cabinets is to be served, these requirements may be incompatible due to the small quantities of CW needed. In such circumstances consideration is to be given to connecting the heat exchangers in series and adjusting the CW flows to obtain the necessary cooling.
4.8
NES 102 Part 1 Issue 2 March 2000 5. AIR DISTRIBUTION SYSTEMS Related Documents: ISO 9785, NES 101 Part 2, NES 111, NES 121, NES 123 Part 1, NES 183 Part 1, NES 519, NES 593, NES 763, NES 1004, BR 1754, Form SSCF 4; see also Annex A.
Design Objective a. The design of the total air distribution system for any vessel is to ensure that: (1) Noxious odours, toxic and dangerous fumes, and other contaminants are within the permitted `Health and Safety' concentrations and are constrained in specific compartments; Acceptable oxygen levels are maintained for personnel efficiency, combustion and other oxidation processes; In a fire situation, smoke migration is restricted to defined zones and post fire contamination is cleared with minimal loss of operational effectiveness; A positive pressure, relative to the external atmosphere, can be achieved and maintained within the NBCD citadel and machinery spaces when required; Watertight, gastight and smoke tight integrity is not impaired; Air is distributed as best suited to particular compartment functions personnel comfort and equipment cooling; Acceptable compartment conditions are maintained at all times in manned compartments.
5.1
(2) (3)
(4)
(5) (6) (7)
5.2
General Requirements a. Exhaust discharge openings are to be sited well clear of any potential sources of ignition or reingestion, the exhaust outlets being on the opposite side of the ship to supply inlets. Where this is not possible, the positioning and protection of weatherdeck inlets to AFU, ventilation systems, compressors, etc., is to ensure that no foul air is drawn in from nearby exhausts. Exhaust outlets are not to be positioned to discharge across walkways. All weatherdeck openings, where appropriate, are to be fitted with spray eliminators and self draining terminals that will cope with the most extreme environmental conditions and satisfy the relevant standards specified in NES 1004. Where practicable, all weatherdeck ventilation openings to systems serving compartments within the NBC citadel, with the exception of inlets to AFU, are to be fitted with a butterfly valve sited in the trunk leading from the opening and as close to the ship's side as possible. Trunking between the ship's side and the valve is to be gas tight (See also Clause 11.8.e). Weatherdeck openings to systems serving compartments outside of the citadel are to be fitted with butterfly valves as above (See also Clauses 11.8.f and 11.8.g). Filters are to be fitted to prevent fan systems and equipment being coated with airborne dust and fibres, resulting in reduced performance and possible blockage (For details of siting and types of filters see Section 12).
b. c.
d.
e.
f.
5.1

g. Easy access arrangements are to be provided throughout all systems to allow ducting to be internally inspected and cleaned. This is especially important where trunking is subject to high fouling rates, e.g. galley, laundry, bathrooms, WC, etc. In air conditioned and mechanically ventilated spaces (except for main machinery spaces) linear grilles, punkah louvres or diffusers, as appropriate, are to be fitted in supply trunking, routed within the compartment, to provide an even distribution to manned positions and to disperse wild heat. Where the majority of the distribution diffusers on a system can be closed by the occupants, a pressure relief valve is to be fitted in the ATU downstream of the fan discharge. Trunked exhaust and recirculation terminals within the spaces served are generally to be linear grilles or similar. Recirculation from spaces to passages is to be via light tight grilles incorporated in escape panels, suitably protected openings in bulkheads or 30 mm air gap at top or bottom of doors, as appropriate. ATU and AFU are to be sited within the NBCD/fire zone that contains the compartments they serve. Free flow recirculation routes are to be unobstructed and are not to rely upon doors and hatches in watertight boundaries remaining open. Watertight risk, damage control and NBCD markings are not to be compromised to obtain air flow routes but in extreme cases valved, watertight `jumper' trunks are to be fitted to bridge decks and watertight bulkheads. Voids formed between linings and deckheads are not to be used in lieu of supply, exhaust or recirculation trunks and they are not to be considered as unobstructed for the free flow of recirculated air. Recirculation grilles fitted in deckhead linings are to be trunked to the nearest passage bulkhead and terminated in a suitably screened opening. All access openings between NBCD citadel and machinery spaces and between NBCD citadel and external atmosphere, that are required in the `closed down' condition are to be protected by Cleansing Stations or Air Locks. Cleansing Stations and citadel accesses to the weatherdecks are to have the Air Locks air purged (See Section 9). Within the citadel, in both the òpen ship' and `closed ship' condition, each NBCD/fire zone is to have a balanced supply and exhaust. It is essential that air does not flow across zonal boundaries in the òpen ship' condition when access is allowed between zones through boundary doors. For air distribution within machinery spaces (See Section 8).
h.
i.
j.
k. l.
m.
n.
o.
p.
5.3
Air-conditioning Arrangements a. Conditioned air is to be distributed via essential and non essential ATU each of which is to consist of a 25 mm thick filter protecting an appropriate fan and air/CW cooling coil engineered as a package. Condensation collection and drainage arrangements are to be provided. The drainage system must be effective against all levels of static air pressure generated at the cooling coil and must not be dependent upon manual priming of a dry system.
b.
5.2

c. d. If there is a risk of condensation carry over into the distribution system, moisture eliminators are to be fitted. Air is to be distributed to, and within, compartments by trunking connected to the fan outlet. The recirculation of air back to the ATU inlet can either be òpen' (i.e. the ATU inlet is open directly to the compartment in which it is situated) or `trunked', depending upon the type of compartment being served and the position of the ATU. ATU are to be identified as either `Central ATU' or `Compartment ATU' and the selection of a type for a particular duty is to be based upon the following characteristics.
e.
5.4
Central ATU
a. b. c. d. Are to be fitted in dedicated compartments, sited centrally within particular fire zones, with other fans that serve spaces within that particular zone. Are to serve all essential systems. Are to serve all non essential group systems that supply more than one compartment or compartment complex. Fresh air for ATU with open recirculation is to be trunked to the ATU compartment which is to act as a mixing chamber for these systems. Where trunked recirculation is fitted the fresh air is to be delivered into the recirculation trunk upstream of the filter to ensure the air is thoroughly mixed before it passes over the cooling coil.
5.5
Compartment ATU
a. Are to serve only non essential, single compartments or compartment complexes where the space available and cooling load make them appropriate, e.g. Dining Hall, Recreation Spaces, Laundry, Sick Bay, etc. The filter, fan, cooling coil and if required, moisture eliminator are to be packaged and enclosed in a suitable container to be sited within the compartment served. Local controls are to be provided to enable ATU performance to be matched to compartment conditions. Where convenient the main heater with local controls is to be included in the ATU package. The fresh air required by the compartment is to be trunked direct from the AFU to the ATU or adjacent to the enclosure. When designing, and installing Compartment ATU it is emphasized that: The noise and vibration standards appropriate to the compartment served must be achieved; Condensation must be contained, collected and removed without migrating into the compartment and on no account are CW pipes to be led over living, sleeping, eating areas, etc.
b.
c. d. e.
NOTE (1) (2)
5.3
5.6
ATU Controls
a. Where the cooling load on any ATU can vary significantly, either in the short term, due to the movement of personnel or change in equipment status, or in the long term, due to changes in climate, controls are to be provided at the ATU that will allow the cooling performance to be matched to the compartment conditions. The required control is to be achieved by restricting: (1) or (2) or (3) c. A combination of both options. The flow of cooled air to the compartment(s) using variable volume fans; The flow of CW through the cooling coil;
b.
Where control is achieved by restricting the air flow, care is to be taken that the minimum velocity across electrical heaters is maintained to avoid constantly tripping and that with compartments fully manned, the CO2 content of the air does not rise above permitted maximum levels. Reduction in CW flow is to be achieved by fitting thermostatically controlled, three way, diverter valves in the ATU control panel (See Section 6). Details of main heater controls are given in Section 8.
d. e.
5.7
5.7.1
Special Requirements
Operational Spaces a. These essential spaces are to be air conditioned with open recirculation back to an ATU. The fresh air requirement is to be trunked to the ATU and the requirements of Clause 5.6.a considered. Supply terminals giving directional control of the air flow are to be sited at manned positions with diffusers or similar terminals positioned to disperse heat from equipments. To prevent smoke entering selected Essential compartments in a fire situation, a positive pressure of 1 to 1.5 mbars relative to the surrounding spaces is to be maintained. Non return air bleed valves can be fitted to the recirculation grilles and shut off features incorporated on the ATU supply system serving the compartment to restrict smoke entry when the fans are stopped.
b.
c.
5.7.2
Accommodation and Recreation Spaces a. These spaces are to be air conditioned with open recirculation back to an ATU. The fresh air requirement is to be trunked to the ATU and the requirements of Clause 5.6.a implemented. For combined sleeping and recreation spaces: (1) Of the total air supplied to the space, 80% is to be supplied direct to the sleeping area and 20% direct to the recreation area;
b.
5.4
(2)
The total recirculation is to be taken from the recreation area only, so that all the air supplied to the sleeping area will pass through the recreation area; A controllable air flow of between 0.005m3/s and 0.01m3/s is to be provided to each bunk, the total quantity supplied to bunks being at least 50% of the total air flow delivered to the sleeping area. The remaining air supplied to the sleeping area is to be evenly distributed throughout the compartment.
(3)
c.
For cabins and sleeping areas: (1) Where more than one bunk is fitted an individual, controllable, air flow of 0.005m3/s and 0.01m3/s is to be provided to each sleeping position, the remainder of the air being distributed evenly throughout the compartment; In single berth cabins an even distribution of cooled air is to be provided by linear grilles or diffusers.
(2)
5.8
5.8.1
Medical Spaces
Sick Bays a. Sick bay complexes are to be air conditioned by dedicated ATU with fully trunked distribution, fresh air, recirculation and where necessary, exhaust systems. The Medical Complex is to maintain a positive pressure in relation to adjacent compartments surrounding the complex in order to prevent the ingress of any possibly contaminated air thereby ensuring sterility. Similarly the Operating Theatre is to have a relative positive pressure in relation to the adjacent Medical Compartments. Fresh air make up is to be via a NBC AFU with by pass arrangements. Sick bays are to be served by one of two system configurations, the particular one being chosen by the size, type and number of compartments involved. Temperatures within the Complex are to be maintained as follows: (1) (2) c. Heating 22C DB minimum 1C; Cooling 23.5C Effective Temperature (27C DB/19.6C WB/RH 50%).
b.
The ambient temperature in some compartments, typically the Operating Theatre, Treatment Room/Dispensary and Surgery is to be capable of being quickly adjusted by the surgeon as dictated by the patient's condition. Designated compartments and temperature ranges required are to be specified at the outset of the design. Where a complex includes dedicated WC, showers, bathrooms, etc., the total air flow through and the positioning of terminals within these spaces is to be such that toxic and noxious odours are speedily cleared without migration to other compartments and condensation is minimised. In Operating Theatres high level and low level exhausts are to be provided, low level exhausts are to be sited as close to the operating table as possible. Supply terminals, with a minimum outlet velocity of 3 m/s, are to be arranged on both sides of the operating table to give a uniform overall distribution.
d.
e.
5.5
f.
In combined Sick Bays and at Emergency Operating Stations (EOS), under normal conditions, air is to be distributed evenly throughout the space but it is possible to reconfigure the distribution system so that when the operating table is in use an arrangement similar to that installed in Operating Theatres is available. The two possible system configurations indicated in Clause 5.8.1.a are as follows.
5.9
Configuration No 1 (Full fresh air cooling)

a. This type of system is to be used for small complexes or for sterile compartments in larger complexes where it is possible to ventilate all compartments using air conditioning and exhaust systems without incurring a significant increase in either the numbers of AFU required or the total connected cooling load. (1) (2) The total air flow required is to be trunked direct from the AFU fan outlet to the inlet of the dedicated ATU. The ATU is to be capable of cooling or heating the air to the standard specified and distributing it as required throughout the medical compartments. All the air is then to be discharged directly overboard, via the potentially contaminated or noxious spaces within the complex, by a trunked mechanical exhaust system. The exhaust system is to be balanced such that the requirement at Para 5.8.1a is maintained. This configuration requires all the air delivered to the complex, or sterile compartments as indicated above, to be treated as a known leakage when assessing AFU capacities and numbers. The total air flow to the complex is to be comprised of a quantity of fresh air to: (a) or (b) Equal the amount of air required to be exhausted from designated compartments (a minimum 15 air changes per hour). Keep CO2 content below the permitted maximum levels with all compartments fully manned and occupied;
(3) (4)
(5)
Whichever is the greatest, plus any additional air required for air conditioning purposes.
5.10
Configuration No 2 (Semi-recirculation)
a. This system is to be adopted when full fresh air cooling is impractical due to its impact on the total connected cooling load and/or on the number of AFU required in the fire zone that contains the medical complex. It combines one dedicated ATU configured as outlined above to serve designated sterile compartments and a fully trunked air conditioning system with a mechanical exhaust as follows:
5.6
(1)
Compartments within the complex would normally be classified at the outset of the design as either: (a) or (b) Unlikely to contain pollutants, e.g. Consulting Room, office, dispensary, etc.; Undesirable to recirculate air from, e.g. sterile compartments, WC's, sluices, etc.;
Compartments in (a) above would form the full fresh air unit and compartments in (b) would form the part fresh air/recirculation unit; (2) Dependant on the method used for the calculation of the fresh air quantities required for the vessel, the total air flow via the mixed fresh air/recirculation ATU is to be comprised of a quantity of fresh air to: (a) or (b) Equal the amount of air required to be exhausted from designated compartments (a minimum 15 air changes per hour); keep CO2 content below the permitted maximum levels with all compartments fully manned and occupied;
Whichever is the greatest, plus any additional air required for air conditioning purposes; (3) The total fresh air and the air recirculated from Class B compartments is to be fully trunked to the ATU inlet, heated or cooled as required and distributed throughout the complex; All the air from compartments classified as ùndesirable to recirculate from' is to be discharged directly overboard by a mechanical exhaust system such that the requirements of Clause 5.8.1.aare met; The total air handled by the exhaust system is to be treated as a known leakage when assessing AFU numbers.
(4)
(5) 5.10.1
Dental Surgery a. This space is to be air conditioned and may be included as part of the medical complex or any other adjacent system. A supply, diffuser type terminal is to be positioned to give maximum air movement at the dental chair.
5.11
5.11.1
Bathrooms and WC
General Requirements a. All systems serving these spaces, whether air conditioned supply, fresh air supply, mechanical exhaust or recirculation, are to be fully trunked and the ATU (or CW unit coolers, see Section 6) are to be dedicated to these spaces. Where practicable and economic, bathrooms, WC and urinals, within a fire zone should be grouped together and served by the same system.
b.
5.7
c.
Where practicable and economic each space is to be served by dedicated odour filters to ensure that all noxious and undesirable odours are removed from the recirculating air before it is redistributed and cross contamination does not occur between compartments on a group system. The siting of odour filters is to ensure that the moisture content of the air passing through them is as low as possible. A negative pressure relative to surrounding compartments is to be maintained within these spaces by arranging a balanced supply and exhaust/recirculation airflow but ensuring that a greater negative pressure is available at the exhaust/recirculation terminals relative to the supply terminals positive pressure.
d.
5.11.2
WC and Urinals a. The distribution systems for WC and urinals are to be designed to achieve two prime objectives, viz: (1) Maintaining of temperatures, relative humidities and oxygen levels to air conditioning standards under òpen ship' and `closed down' conditions in all types of climates. In `closed down' conditions, the period is to be indefinite unless the STR for the vessel states otherwise; The removal of all noxious and undesirable odours from these spaces without any other compartment or space being polluted.
(2) b.
To achieve these objectives the total air flow through any WC and/or urinal space is to be sufficient to: (1) or (2) Satisfy the minimum air requirements for WC cubicles, urinals and wash basins contained within the space when these spaces are mechanically ventilated and not air conditioned; Ensure 15 complete air changes per hour within the compartment;
or (3) Maintain air conditioning standards in all climatic conditions.
Whichever is the greatest. c. The type of systems used for WC and urinals are to be tailored to the circumstances within individual compartments and, to obtain the most effective and economic performance, system designs may vary throughout the ship. Within the compartments a minimum of 0.035 m3/s of air is to be taken from each WC cubical and urinal and 0.02 m3/s is to be taken from each wash basin (See Clause 5.11.2.b(2) above). In WC cubicles the supply terminal is to provide approximately 0.015 m3/s and is to be so positioned to enable a downward jet of air to be delivered inside the door. The exhaust/recirculation terminal is to be positioned at the rear of the cubicle at deckhead level.
d.
e.
5.8
f. g.
Recirculation/exhaust terminals are to be positioned directly above urinals, at deckhead level. The supply air, other than that required for WC cubicles, is to be evenly distributed throughout the compartment, care being taken to ensure that no short circuiting takes place between supply and exhaust/recirculation terminals. Individual WC that are remotely sited can be exhausted directly overboard by combining them with the mechanical exhaust systems from hazardous spaces, providing that a dedicated exhaust fan has not been specified. The supply to these compartments can be taken from an adjacent air conditioning system or direct from the citadel via a bulkhead opening. In such cases an odour filter is not required and the exhaust is to be treated as a known leakage when assessing AFU requirements.
h.
5.11.3
Bathrooms a. Air distribution systems for bathrooms are to be designed to achieve two prime objectives, viz: (1) Maintaining of temperatures, relative humidities and oxygen content to air conditioning standards under òpen ship' or `closed down' conditions, in all climatic conditions and at all compartment operating levels. In the `closed down' state, the period will be indefinite unless specified otherwise in the STR for the vessel; The prevention of excessive condensation occurring on ship's structure at any level of manning or operation within the compartment and in any climatic condition.
(2)
b.
To achieve these objectives the total air flow through any bathroom is to be sufficient to: (1) or (2) Satisfy the minimum air requirements for each bath, shower and wash basin, when the space is mechanically ventilated and not air conditioned; Ensure 15 complete air changes per hour within the compartment;
or (3) Maintain air conditioning standards in all climatic and compartment conditions;
Whichever is the greatest. c. The systems are to be tailored to individual bathrooms and their design may vary throughout the ship, the main priority being the attainment of the objectives in the most effective and economic manner. A minimum air flow of 0.035 m3/s is to be recirculated from each shower and bath space and 0.02 m3/s from each wash basin (See Clause 5.11.3.b.(2) above).
d.
5.9
e. f. g.
The supply is to be distributed throughout the compartment with a concentration at the drying positions. Heaters serving bathrooms are to be sized to provide a temperature of 22C at drying/undressing positions in cold weather conditions. Bathroom usage is cyclic, and to counter overcooling during periods of minimum manning and operation in temperate climates, the diversion of CW by thermostatic control valves or the use of reheaters is to be considered. Where practicable and cost effective, to limit condensation, dehumidifiers may be installed to augment the removal of moisture from the air during periods of high manning in warm climates. These units are to be manufactured to `good commercial marine standards' and engineered to cope with all expected ship motions and attitudes. Private bathrooms are to be included with the relevant compartments and air conditioned as a group, the recirculation being trunked back to the ATU and an odour filter fitted in the branch from the bathroom/WC. Alternatively where the fresh air bleed off from the grouped compartments is equal to or greater than the total air flow required in the bathroom sufficient air may be exhausted via the bathroom and discharged directly overboard by a convenient mechanical exhaust ventilation system.
h.
i.
5.12
5.12.1
Galleys and Associated Spaces

Galley, Servery and Scullery a. These spaces, treated as a group, are to be air conditioned or partially air conditioned with selected equipment being mechanically exhausted. The air conditioning is to be by a dedicated ATU with a fully trunked distribution, recirculation and fresh air system. These spaces are to be capable of operating in the `closed down' state indefinitely or to the period specified in the STR of the vessel. Odour filters are to be fitted to ensure that all odours are removed from the recirculating air before it is redistributed throughout the compartments. The siting of these filters is to ensure that the moisture content of the air passing through them is as low as possible. A negative pressure, relative to the surrounding compartments, is to be maintained within these spaces by arranging a balanced supply and exhaust airflow but ensuring that a greater negative pressure is available at the exhaust/recirculation terminals relative to the supply terminals positive pressure. All trunking within the galley and throughout the respective systems is to be constructed of mild steel with welded seams and flanges and galvanized after manufacture, except where it forms part of a canopy when it is to be of stainless steel. Stainless steel canopies are to be fitted over all equipments that are potential sources of fumes and/or steam. All canopies are to be fitted with condensate drains leading to the nearest deck drain, saveall or sink and those fitted over ranges, frying and grilling equipments are to be provided with grease filters with portable drip trays.
b.
c.
d.
e. f.
5.10
g.
Exhaust trunks serving ranges, frying and grilling equipment are to be fitted with fire flaps as detailed in Section 9. The air exhausted from these positions is to be a minimum of 30% of the total air conditioning supply and is to be discharged directly overboard. Within the galley, supply air terminals are to be so positioned in relation to exhaust/recirculation terminals (See Clause 5.12.1jbelow) to prevent the escape of odours and steam into the compartment. The supply air is to be evenly distributed throughout the compartments, care being taken, when positioning terminals, to ensure that cooled air is not directed on hot food at serving counters nor onto the heads of galley personnel. Exhaust/recirculation terminals are to be positioned within the canopies and over other sources of heat, steam and odours, e.g. refrigerators, sinks, preparation areas, etc. To prevent over cooling when galley equipment is not in use and in cold climates the heat extraction is to be regulated in accordance with Paras 5.6.aand 5.6.b, i.e. by: (1) (2) (3) Controlling the flow of CW through the cooling coils by means of a thermostatic, three way, diverter valve; Reducing the air flow passing over the cooling coils by means of variable volume fans; A combination of (1) and (2).
h.
i.
j.
k.
l.
Acoustic insulation is not as a rule to be fitted in galley exhaust or recirculation trunking, however should the achievement of noise target levels be impractical then it may be fitted if lined internally with a material suitable to facilitate steam lance cleaning.
5.12.2
Pantries and Pantry/Serveries a. These spaces are to be air conditioned and treated similarly to galleys and sculleries. Wherever practicable they are to be grouped with a galley, servery and scullery and served by a single system. Where a pantry is sited remote from a galley it is to be supplied from an adjacent air conditioning system, the exhaust being discharged directly overboard, via a compatible mechanical exhaust system, or returned to the ATU via a fully trunked recirculation system. Odour filters, grease filters, and fire flaps are to be fitted as appropriate.
b.
c. 5.12.3
Miscellaneous a. Continuous flow steam emitting water heaters and boiling urns sited in dining halls, etc., are to be provided with canopies and drains and ducted to the most convenient exhaust or trunked recirculation system.
5.11
5.13
Laundries and Associated Spaces

a. Laundries and associated spaces such as Finishing Rooms, Issue Rooms and Receipt Rooms are to be grouped and air conditioned by a dedicated ATU with a fully trunked distribution and fresh air system but with a partially trunked/open recirculation system. Where air, heavily laden with moisture and lint, is vented from tumble dryers, it is not to be recirculated. Such air is to be discharged directly overboard by a dedicated mechanical exhaust system that is controlled from within the laundry and is protected by easily removable and cleanable lint filters sited as close as possible to the drying tumblers. If sufficient air is available within the relevant fire/smoke zone a compensating natural supply will be taken from the ship into the laundry unit room to balance the mechanical exhaust air quantity. If however there is not enough air available within the zone, in an òpen ship' condition a natural supply make up from weather is to be introduced into the laundry to balance the exhaust air requirement. Where the AFU capacity will be penalised in a `closed down' Alpha state, the tumbler dryers are not to be operated. The exhaust arrangements from the tumbler dryers is to incorporate a break in the trunking, i.e. the mechanical exhaust system is to be branched down to within approximately 150 mm of the tumbler drier exhaust spigot. This arrangement is necessary to enable the continuously operating laundry exhaust system to function when the tumbler dryers are not in use. A negative pressure, relative to the surrounding spaces, is to be maintained within all compartments of the laundry complex by ensuring that the negative pressure at the exhaust terminals is greater than the relative positive pressure at the supply terminals. To enable the above systems to operate successfully in both òpen ship' and `closed ship' states, supply and exhaust fans are to be interlocked so that they operate in tandem. Cooled air is to be distributed evenly throughout the complex to ensure air movement at all working positions. Recirculation/exhaust terminals are to be positioned over equipments generating heat and steam. In a `closed down' Alpha state the exhaust fan will have a change over system which will recirculate air to the unit room instead of discharging it overboard, if the natural supply balance to the unit room is from the ship then this will become a natural supply to the ship balancing the fresh air supply quantity. However if a natural supply make up had been taken from weather, then it will be secured and the system will continue to perform as described above.
b.
c.
d.
e.
f.
g.
5.14
Drying Rooms
a. The Drying Rooms provided for drying wet outdoor clothing (See NES 123 Part 1) are not in use continuously. Where possible they are to be sited within machinery uptake spaces and special ventilation arrangements are not required but if heated air systems are needed they are to conform with one of the following configurations: (1) Within the NBC Citadel (required to be used when `closed down'):
5.12
(a)
These spaces are to be served by a dedicated, inter locked fan and air heater (i.e. the heater is not to be capable of operation unless the fan is running); 60 air changes per hour are to be provided, the fan taking a suction from the crown of the compartment and discharging 80% of the intake back into the drying room via a heater. 20% of the intake is to be passed through a condensing CW cooling coil located at a convenient position to facilitate direct discharge back into the citadel; Make up air, equal to 20% of the fan total volume, is to be taken from the citadel through bulkhead grilles and returned to the fan intake via the exhaust/recirculation ducting; The heated air supply is to be arranged to discharge evenly throughout the compartment under the hanging rails; The heater is to be controlled by a compartment type thermostat provided as a control sensor to ensure that the space temperature is maintained at 50C;
(b)
(c)
(d) (e)
(2)
Outside of the NBC Citadel (not required when `closed down'): (a) In these compartments the same system configuration is to be used as that employed for drying rooms within the citadel except that the 20% compensating make up is drawn from atmosphere and the 20% bleed off is discharged direct to atmosphere and not through a CW condensing cooling coil back to the citadel.
5.15
Workshops
a. b. Workshops are to be air conditioned with open recirculation back to the ATU. The fresh air requirement is to be trunked to the ATU. The air conditioning system is not to be used for dust extraction from woodworking machinery, etc., independent extraction systems are to be provided. Forges, welding bays, and any other sources of undesirable fumes within workshops are to be enclosed or fitted with canopies and exhausted direct to atmosphere. Make up air is to be drawn into the ATU compartment from the citadel and treated as a known leakage if there is a requirement to use these bays when `closed down'. Any special requirements deemed necessary to suit equipment located in or the operational function of workshops are to be highlighted at the outset of the design with details clearly indicated in the ship specification. The requirements of Clauses 5.6.aand 5.6.bare to be applied.
c.
d.
e.
5.13
5.16
Sewage Treatment Spaces

a. These spaces, if located within the NBCD citadel, are to be air conditioned with a closed circuit recirculation back to the ATU. A separate permanent exhaust system, equivalent to 15 air changes per hour, and discharging overboard is to be provided in the event of a build up of dangerous fumes or noxious gases through leakage or maintenance. The discharge is to be protected with a butterfly valve which will normally remain closed. When operating this exhaust system, air is to be drawn from within the citadel to balance the quantity lost and should be treated as a known controlled leakage when assessing fresh air requirements. If located outwith the NBCD citadel these spaces are to be mechanically ventilated to meet the purging requirements of 15 air changes per hour and the system should comprise a balanced combination of fan exhaust and fan supply.
b.
5.17
Storerooms
a. Storerooms which are in the Citadel are to be air conditioned with open recirculation back to the ATU with the exception of those designated hazardous spaces and cold and cool rooms, i.e. temperature controlled in accordance with NES 111. Any fresh air requirement is to be trunked to the ATU. Storerooms designated hazardous spaces and located within the citadel are to be air conditioned and purged direct to atmosphere by a mechanical exhaust ventilation system in an òpen ship' condition and by citadel pressure via non return air bleed valves in a `closed down' Alpha condition. The supply air is to be evenly distributed throughout the compartment. In the flour store air is to be delivered beneath the shelving or floor gratings. To avoid the need to close down, deck stores which are outside the citadel are to be supplied with air from the citadel and bled overboard. Where this places an unacceptable penalty on the number of AFU and valves required and there is no requirement for cooling, a mechanical supply with a mechanical or natural exhaust system is to be provided to give 10 air changes per hour and heating to 13C. These openings are to be fitted with butterfly valves and be capable of being closed from within the citadel (See Clause 11.8.e).
b.
c. d.
5.18
Conversion Machinery Rooms

a. b. c. d. These spaces are to air conditioned by an ATU with a fully trunked distribution, fresh air and recirculation system. Recirculation terminals are to be sited over equipments that provide a heat source. Cooled air is to be distributed evenly throughout the compartment with terminals being positioned to prevent hot spots forming in `dead' areas. For greater control of compartment conditions, the cooling load on the central ATU may be assessed with minimum equipment operating in hot climates. Locally controlled CW unit coolers are then to be installed within the compartment to provide extra cooling required when high heat source equipments are switched ON.
5.14
5.19
Magazines
a. Ventilation and air conditioning systems serving magazines are installed to maintain the explosives in a serviceable condition and to provide acceptable conditions should men be working or stationed in the compartments. Magazines containing weapons with liquid propellant or fuel, may require special ventilation, drainage arrangements and fume detectors. As these are not widely in use, these systems are not covered in this document but are covered in NES 183 Part 1. Arrangements are to provide for maintenance of watertight integrity, flash/flame tightness, anti sabotage and NBCD requirements. All magazines containing propellant are to be kept at a temperature below 32C (27C for Sea Wolf propellant and 29C for Sea Dart propellant) in the hottest climatic condition the ship is required to operate in. Compartments containing any other explosives or pyrotechnic stores, are to be maintained below 35C to minimise chemical degradation. Where cooling is required to achieve these temperatures and a failure occurs, the temperature is not to rise above 40C in 12 hours and remain so for more than a further period of 12 hours. Alternative cooling is to be provided if this criteria cannot be met. Heating will be required when calculations show that in Arctic conditions, the heat gain through structure is insufficient to maintain the internal temperature of the magazine above 7C. Magazines are to be ventilated by a fully independent trunked distribution and recirculation system, incorporating cooling and heating arrangements if the temperatures specified cannot be met. In the majority of cases, these spaces will not be continually manned for any length of time and a fresh air make up will not be necessary. Where the space could entail manning and the control of CO2 is necessary, fresh air make up, via the AFU and bleed off, is to be provided. In the case of small ready use upper deck magazines, Pyrotechnic, Small Arms magazines, stores covered by the magazine regulations and those fitted in Minor War Vessels (MWV) which do not warrant a fully independent trunked system, a supply from an adjacent ventilation system and exhausting overboard can be considered. Such an arrangement must ensure that the boundary of the magazine is protected by watertight valves sited outside the magazine and the ventilation supply is drawn from within the citadel (when fitted). This is to be treated as a known leakage area for AFU sizing. The requirements for heating and cooling are applicable. Ventilation systems to magazines are to be independent from any other ship ventilation system. Where a shared system has been used, it is not to be connected to a compartment with a high risk. Trunking is to be watertight outside the magazine up to the junction of the shared system and a wire mesh grille fitted at this junction as an anti sabotage precaution. All ventilation openings to and from magazines, are to be capable of being made flash/flame tight using watertight butterfly valves (magazine type) fitted to all ventilation trunks where they enter or leave the compartment.
b.
c. d.
e.
f.
g.
h.
i.
5.15
j.
All magazine supply and exhaust ventilation valves are to be capable of being operated locally and remotely from within the citadel. The remote and local operating positions are to be separated from each other by: (1) (2) A main watertight bulkhead or; At least two decks.
Where a vessel does not have a citadel, the local and remote operating positions are to be separated as above. k. Local and remote ventilation operating positions are to be readily accessible at all times and must not be sited in compartments which are normally locked, or located in positions within the compartment where the contents may restrict accessibility. The remote operating ventilation valve handwheel, if fitted is to be of the lockable type and locked open in peacetime. A disconnecting coupling pin is to be fitted at the local operating position and is to be fitted with a padlock. Where the remote operating handwheel is not capable of being locked, it is to be sited in a lockable cabinet. At each ventilation isolation position, a notice is to be fitted to adjacent structure which identifies the system and the procedure necessary to isolate the compartment. The notices are to be either permanent tallies or painted with red letters on a white background, minimum size is to be 150 mm high x 100 mm wide. Both local and remote notices are to carry the same wording. In MWV where the above may not apply, a remote control position is to be approved by the DA. As appropriate, this may require the termination of rod gearing or other control mechanisms from the valves into a lockable cabinet. In this arrangement, disconnecting couplings with padlocked pins, are to be fitted at the local positions. Ventilation trunks are to be arranged to prevent the passage of articles into any compartment containing explosives by fitting anti sabotage devices. Ventilation trunks are to be manufactured from galvanized mild steel. They are to be of watertight construction (to the same pressure as the compartment through which they pass) over the whole of their length outside of the magazine they serve. In vessels which are designed to meet low magnetic signatures, the trunking is to be of non magnetic material as approved by the DA. Inspection or access covers in trunking outside the magazine which it serves, are not permitted. Portable sections of the trunking are to be arranged as necessary for cleaning purposes, these being secured by flanged joints. In compartments where watertightness is not required for damage control purposes, the above rule still applies except that the trunks are only required to be flash/flame tight. Electrical equipment such as fans, heaters, air conditioning units, coolers, etc., are to be sited normally outside the magazine. Where unavoidably fitted in magazines, electrical equipment is to comply with the requirements of NES 519. Only approved electrical equipment listed in NES 593 is to be selected for fitting in magazines. In Naval Armament Vessels, when the supply fan is sited on the weatherdeck, the fan motor is to be watertight.
l.
m.
n.
o. p.
q.
5.16
r. s.
Trunking systems are to be arranged so that there is no interference with the spraying or ammunition handling arrangements. Where additional heating is necessary, it is to be provided by ducted hot water heaters or hot water radiators supplied from an electrical calorifier and thermostatically controlled. Direct electric heating should not be used if at all possible. If hot water heating is not available, water from the domestic hot water system may be used as the heating medium. If heating cannot be provided using hot water, dispensation will have to be sought from the DA to fit electric ìn line' heaters within the trunk supply, but sited outside the magazines. No alteration is to be made to the construction of the ventilation arrangements without the DA approval. Any departures must have Magazine Safety Committee approval and be recorded on SSCF 4 Forms.
t.
u.
5.20
5.20.1
Compartments Containing Dangerous or Noxious Gases

General Requirements a. b. See Clause 2.7 for Local Exhaust Ventilation requirements. As a general rule, these spaces are to be located outwith the NBCD citadel where they are to be ventilated by mechanical exhaust systems with either a natural or mechanical supply to balance the exhaust air quantity. If however the compartment was to be located within the citadel, then in addition to the mechanical exhaust ventilation the compartment is to be served by a dedicated ATU supplying an air quantity equal to that being extracted. In a `closed down' Alpha condition the exhaust fan will be switched off and the compartment purged to atmosphere via non return air bleed valves using citadel pressure Where air flows are such that it is cost prohibitive to supply the fresh air via an AFU or add a dedicated ATU then a natural supply make up is to be provided. In these circumstances both the natural supply and mechanical exhaust systems are required to be shut down during a `closed down' condition and the compartment secured until ventilation systems have been restarted and the compartment has been purged. Closure of the ventilation system is to be achieved with butterfly valves capable of both local and remote operation from the Ship Control Centre (SCC). Machinery spaces are covered in Section 8. Unless specified otherwise the air flow through these compartments is to be sufficient to: (1) or (2) provide a minimum of 12 air changes per hour; limit the difference between compartment and weather ambient temperature to 5C;
c.
whichever is the greater. d. When the compartments form part of the citadel and a dedicated ATU is to be fitted, the fresh air requirements for these compartments are to be considered as known controlled leakages from the relevant fire zones when calculating AFU requirements.
5.17

e. f. g. h. Trunking is to be of gastight construction and fans are to be sited as close as practicable to the ship's side. No hand holes or inspection covers are to be fitted but portable trunk sections are to be provided for cleaning purposes. Trunks are to be routed clear of spaces that are designated as a high fire risk. Systems serving compartments that contain highly flammable materials and/or explosive gases are to be provided with the following: (1) (2) (3) (4) Flameproof gauzes at the outboard end of mechanical exhaust systems and at supply openings; Butterfly valves/fire closures fitted to the ventilation openings at the boundary of the compartments served; Centrifugal or bifurcated type fans with spark resistant features that are sited outside of the compartment; In extreme cases where it is essential that fans are installed inside these compartments, they are to be of the centrifugal type with flame and explosion proof motors in addition to spark reducing features.
5.21
Refrigeration Machinery Compartments, Refrigeration Machinery and Bottle Stowages for Heavier than Air Gases
a. In conjunction with Clause 5.20, where applicable: (1) 50% of the exhaust is to be taken from deck level (not more than 150 mm above the deck) and 50% from the crown of the compartment at top of stowage cabinet; Where air conditioning/refrigeration is not installed in a dedicated compartment, it is to be provided with a dedicated exhaust system that discharges directly overboard. An air flow based on 0.1 m3/s per 100kW of plant capacity, with a minimum flow of 0.05 m3/s, is to be provided and the exhaust terminals are to be sited as close as possible to the plant at deck level; Where Bromotrifluoromethane (BTM) (Halon 1301) bottle stowages are provided on the weatherdeck outside of the citadel, the provision of natural supply and exhaust arrangements, will be sufficient.
(2)
(3)
5.22
Battery Charging Rooms and Spaces Containing Battery Charging Facilities

a. In conjunction with Clause 5.20 and NES 101 Part 2, where applicable: (1) All rooms, lockers and boxes for storage batteries, are to be arranged and/or ventilated to avoid accumulation of flammable gas. Particular attention is to be given to the fact that the gas emitted is lighter than air and will tend to accumulate in any pockets at the top of the space. When batteries are arranged in two or more tiers, all shelves are to have not less than 50 mm space front and back for circulation of air;
5.18
(2)
Exhaust terminals are to be sited over the sink (if fitted) at the top of compartments or canopies. Adequate openings, whether connected to ducts or not, for air inlets, are to be provided near the floor of battery rooms or the bottom of lockers or boxes; Exhaust is to be at least equal to: Q Q I N = = = = 110 I N where Litres air/hr Max charging current in amps during gas formation Number of cells
(3)
or to achieve the specified temperatures at Clause 5.20, whichever is the greater. (4) (5) (6) The inside of all canopies, trunking, fan casing and impeller, is to be treated as specified in NES 763; Acoustic insulation is not to be fitted in the trunking; Flameproof gauzes, spark resistant fans, butterfly valves, etc., are to be fitted.
5.23
Paint Rooms, Paint Stores and Flammable Stores

a. In conjunction with Clause 5.20, where applicable: (1) (2) 50% of the exhaust is to be taken at deck level (not more than 150 mm above the deck) and 50% taken at deckhead level; Flameproof gauzes, spark resistant fans, butterfly valves, etc., are to be fitted.
5.24
Hydrogen and Acetylene Storage Compartments

a. In conjunction with Clause 5.20, where applicable: (1) Where these stowages are within the citadel an air flow to satisfy a minimum requirement of 60 air changes per hour within the compartment or cabinet is to be provided; The air is to be exhausted from high level only, due care being taken to eliminate any potential `dead spots' between deckhead beams, etc.; Flameproof gauzes, spark resistant fans, butterfly valves, etc., are to be fitted; Where these stowages are on the weatherdeck, outside of the citadel, a ventilation system need not be provided. Where the stowage is enclosed by a door, the door must be constructed of wire mesh or be fitted with louvres over 75% of its area.
(2) (3) (4)
5.19
5.25
Compartments Containing Petroleum, Oils, Lubricants, etc.

a. In conjunction with Clause 5.20, where applicable: (1) The following requirements are to be met when ventilating compartments, storerooms or stowages containing petroleums, oils, lubricants and other hazardous stores as classified in BR 1754: (a) Stores that contain compressed flammable gases and/or liquefied petroleum gases: (i) (ii) Flameproof gauzes, spark resistant fans and butterfly valves are to be fitted as appropriate; Fans are not to be installed inside these compartments under any circumstances;
(iii) The exhaust air is to be taken 50% from high and 50% from low level. (b) For fuels, oils and stores classified as POL Class 1 (flash point below 21C) and POL Class 11 (flash point 21C to 55C): (i) (ii) Flameproof gauzes, spark resistant fans and butterfly valves are to be fitted as appropriate; Centrifugal or bifurcated fans with spark resistant features are to be used and wherever possible must be sited outside of the compartment. If essential, spark resistant centrifugal fans with flame and explosion proof motors can be positioned within the compartment;
(iii) Exhaust is to be taken 50% from high and 50% from low levels; (iv) (c) 60 air changes per hour is to be provided.
For fuels, oils and stores classified as POL Class 111 (flash point 55C to 100C): (i) Similar arrangements to those specified for POL Class 1 and 11 stores are to be provided except that flameproof gauzes and butterfly valves at the compartment boundaries are not required; 12 air changes per hour is to be provided.
(ii) (d) (e)
Where a compartment contains a mixture of POL Class 1, 11 and 111 stores, the more stringent requirements are to be implemented; Notices are to be posted at exhaust system discharges in accordance with BR 1754.
5.20
5.26
HP Air Compressors
a. In conjunction with Clause 5.20, where applicable: (1) To ensure that breathing apparatus is always charged with clean, uncontaminated, smoke free air, the air supplies to HP compressors sited within the NBCD citadel are to be trunked direct from the discharge side of the AFU fan in the relevant fire zone;
5.27
Incinerator Compartments
a. In conjunction with Clause 5.20, where applicable: (1) These compartments are sited outside of the NBCD citadel and are to be ventilated by a mechanical supply and natural exhaust to atmosphere except when the incinerator incorporates its own combustion/ventilation fan; Where independent mechanical supply is required the air flow is to be sufficient to provide a minimum of 12 air changes per hour within the compartment; It is essential for the ventilation system to provide a positive pressure to prevent blow back during the lighting of the incinerator; The supply is to be concentrated at the operating/manned position; The natural exhaust opening is to be sited above the incinerator; Where access is provided between the incinerator compartment and the NBCD citadel it is to be protected by an Air Lock.
(2)
(3) (4) (5) (6)
5.28
Hangars
a. In conjunction with Clause 5.20, where applicable: (1) Hangars are outside of the NBCD citadel and are not generally air conditioned. These spaces are to be ventilated by a mechanical exhaust system and a mechanical or natural supply; The air flow is to be sufficient to provide 5 air changes per hour or, in hot climates, to keep the temperature rise to a maximum of 5C above ambient, whichever is the greater; Flameproof gauzes are to be provided as per Clause 5.20; Heating is to be provided by air heaters in the supply trunks, overhead radiant panels and/or unit heaters. In all cases the heating media is to be thermostatically controlled and wherever possible is to be hot water, supplied from an electric calorifier, or steam if available. Direct electric heating is only to be used when hot water or steam cannot be made available and is to be restricted to electric fan unit heaters sited at a high level; Controls are to be fitted at supply and exhaust fans to enable the air flow to be reduced by 50%. The calculated heating load is to be based on maintaining the compartment temperature at 13C with 50% maximum air flow at the specified cold weather ambient temperature;
(2)
(3) (4)
(5)
5.21

(6) Where diesel driven portable machinery is used in a hangar, provision is to be made for the diesel exhaust to be connected into the hangar exhaust system by means of flexible trunk and a hose connection; In large hangars (e.g. those in aircraft carriers) the following arrangements are to be implemented: (a) (b) Exhaust air is to be taken 40% from high level and 60% from low level; Where heating is by air heaters in supply ducts a fan supply equivalent to 80% of the total exhaust is to be provided, the remaining 20% being drawn, as a natural supply, direct from atmosphere; The fan supply is to be distributed around the compartment bulkheads with louvres or diffusers sited over working positions at a height suitable for adjustment by personnel if possible; Where heating is by unit heaters and/or radiant panels positioned around the hangar the total supply is to be taken, as a natural supply, direct from atmosphere; Natural supplies are to be positioned at a high level. following
(7)
(c)
(d)
(e) b.
In small hangars (e.g. those in destroyers, frigates, etc.) the arrangements are to be implemented: (1) (2) (3)
Exhaust air is to be taken 20% from high level and 80% from low level; Heating is to be provided by radiant panels and unit heaters; A natural supply is to be provided at high level.
5.29
Vehicle Decks
a. In conjunction with Clause 5.20, where applicable: (1) Vehicle decks are outside of the NBCD citadel and are not to be air conditioned. These spaces are to be ventilated by a mechanical exhaust system and a mechanical or natural supply; Calculation of the theoretical total airflow required in order to dilute the polluted air to within the permitted occupational exposure limits in accordance with ISO 9785 or 20 air changes per hour, whichever is the greater; The types of engine in the vehicles, the engine size, operation cycles (activity on board) and the anticipated number of vehicles normally in operation simultaneously in each working area, is to be obtained from the DA; Flameproof gauzes are to be fitted as per Clause 5.20; Heating is to be as for Clause 5.28.a.(4); Controls are to be as for Clause 5.28.a.(5) in working areas when vehicles are not running;
(2)
(3)
(4) (5) (6)
5.22

(7) (8) Exhaust air is to be taken 40% from high level and 60% from low level; Where heating is by air heater in the supply trunks, a fan supply equivalent to 80% of the total exhaust is to be provided, the remaining 20% being drawn, as a natural, direct from atmosphere; The fan supply is to be distributed around the compartment bulkheads with louvres or diffusers sited over working positions at a height suitable for adjustment by personnel if possible;
(9)
(10) Where heating is by unit heaters, and/or radiant panels positioned around the hangar, the total supply is to be taken as a natural supply, direct from atmosphere. b. Natural supplies are to be positioned at high level.
5.30
Electrical Switchboard Rooms

a. Electrical Switchboard Rooms which are located inside the citadel are to be air cooled to limit the compartment temperature rise to 10 C above the outside ambient. Recirculation air to balance the supply air quantity will be led back to the ATU via terminals strategically situated above the heat producing equipment and thereby minimise heat dissipation into the compartment. If the space is located outside the citadel a mechanical supply system is to be used to limit the compartment temperature rise to 10C above the outside ambient with the additional proviso that it must not exceed 45C. A balancing natural exhaust quantity will be led direct to atmosphere via terminals situated above the heat producing equipment.
b.
5.31
Emergency Generator Compartment

a. Unless otherwise specified this compartment is to be self ventilated, i.e. the radiator cooling fan for the generator and its complementary natural ventilation are used to provide the ventilation requirement.
5.32
Steering Gear (Secondary Steering Position)

a. This space is normally located outside the citadel and served by a mechanical supply and natural exhaust system. However, if it or part of it is to be used as a secondary steering position and has a separate compartment for this function which is considered to be inside the citadel then this separate compartment should be air conditioned with recirculation back to the relevant ATU.
5.33
Dry Provision Room

a. The air supply for this compartment is to be sufficient to maintain the temperature between 10C and 13C with a relative humidity of no greater than 60%.
5.34
Air Balance Diagrams

a. It is essential that Air Balance Diagrams are prepared and continuously updated for each NBCD/fire zone when air distribution systems are being designed.
5.23

b. These diagrams, supported as necessary by tabular statements, are to show that within each NBCD/fire zone: (1) Fresh air intake is sufficient to: (a) (b) (c) Compensate for known leakages, under all conditions; Generate the required over pressure in the fully `closed down' state; Replenish oxygen lost to respiration, combustion and other processes thereby maintaining CO2 content below maximum permitted levels.
(2)
Pressure differentials between adjacent zones are maintained at a maximum of 0.5 mbars under all conditions and access between zones is not jeopardised. Supply air routes to hazardous compartments within the NBCD citadel are unobstructed in all conditions.
(3) c. d.
Recirculation routes from air conditioned compartments back to the ATU are identified, feasible and remain unobstructed in all conditions. Dangerous, toxic, undesirable air from hazardous compartments, machinery spaces, etc., will not contaminate the atmosphere in the citadel.
5.24
NES 102 Part 1 Issue 2 March 2000 6. COOLING SYSTEMS Related Documents: NES 329, NES 341 Part 1, NES 345, NES 360, NES 501, NES 703, NES 710; see also Annex A. General
a. CW systems provide the means for transferring heat from heat exchangers in weapons systems, electronic equipments and ATU situated throughout the vessel to CWP where the heat is extracted from the Fresh Water (FW) and transferred overboard via the condenser cooling water.
6.1
6.2
Statement of Style
a. Two categories of CW systems will normally be included in any ship design: (1) Essential Systems to supply CW to heat exchangers and ATU cooling compartments and equipment which are classified as being essential to ship's operational capability; Non Essential Systems to supply CW to ATU, unit coolers and heat exchangers cooling compartments and equipments which are classified as being non essential to ship's operational capability.
(2)
6.3
Design Principles
a. A reliable supply of cooling water at the correct temperature is essential for the operation of weapons equipment and this aspect of the CW system must be afforded the highest priority throughout the design and installation process. System design and installation is to be in accordance with NES 710 and electrical cabinet cooling is to be in accordance with NES 501. The system design is to be based on a constant volume of water being in circulation under all cooling conditions. The design water inlet and outlet temperature at the CWP is to be 13.5C and 6.5C respectively at the full cooling load conditions, i.e. the system and CWP evaporators are to be designed for a water temperature drop of 7 K at full load. To ensure correct operation of the heat exchangers the CWP CW outlet temperature is to be controlled at 6.5C 1 C. Adequate margins are to be allowed for through life growth and system degradation when selecting CWP and calculating pipe sizes. A growth margin, the magnitude of which will be specified in the project STR is to be allowed in excess of the calculated cooling load of all essential and non essential CW systems for selection of the CWP . CW pumps are to be selected to circulate a water volume 10% greater than the design CW flow through the CWP to which the pump is connected. The selection of CWP and CW distribution system will depend upon the scale and scope of the project and the following is for guidance purposes only: (1) (2) Essential systems are to be constrained within NBCD/smoke zones. Several essential systems may be included; Non essential systems may be a shipwide system or constrained to zones specified within the project Technical Equipment Specification (TES);
b. c. d.
e. f.
g. h.
6.1

(3) Essential systems and non essential systems may be supplied from the same CWP provided that arrangements are made for the essential system users to take precedence over the non essential system users during periods of routine maintenance or CWP failure (See Figure 6.2); A dry main is to be included for supply of water to essential users during in port periods when the CWP are not available if required by the project TES; Each essential system is to be served by a discrete CWP if required by the project TES. In this circumstance a plate type heat exchanger is to be included to enable cooling to be taken from the non essential CW system, in the event of plant breakdown without mixing of the water in the two systems. In this condition the CW is to be supplied to essential system users at a temperature of 9C 2C. The plate heat exchanger is to be designed for the calculated essential system cooling load plus a growth margin to be specified by the project TES. The pipework serving the plate heat exchanger is to be sized accordingly; Where essential systems are connected to discrete CWP no standby CWP is required for the non essential systems unless this is a requirement of the project TES for cooling of machinery spaces under `closed down' conditions (See Figure 6.2); Running and standby pumps are to be provided for each discrete essential services CWP Non essential services CWP are to be provided with a single . discrete CW pump; The pipework system is to be designed for a working pressure equal to the pressure head developed by the CW pump, plus the maximum static head of the system plus the expansion tank excess pressure. The complete system, when installed is to be tested to a pressure of 150% of the design pressure calculated as above; CW system pipe velocities are to be between 2.5 m/s and 4.5 m/s for all systems. The minimum pipe diameter is to be 16 mm.
(4)
(5)
(6)
(7)
(8)
(9)
6.2
ZONE 3
ESSENTIAL USERS AND NON ESSENTIAL USERS NON ESSENTIAL USERS
ZONE 2
ZONE 1
ESSENTIAL USERS AND
NON ESSENTIAL USERS
CROSS CONNECTIONS FOR USE IN THE EVENT OF COMPLETE CW PLANT FAILURE IN EITHER ZONE 3 SYSTEM OR ZONES 1 AND 2 SYSTEM. E.US. N.E.US.
E.US.
RAPID RAPID REFILL

ET
SHORE CONNECTIONS
LEGEND E.US.
ET
REFILL CWP
P
SHORE CONNECTIONS
ESSENTIAL USERS N.E.US. ET NON ESSENTIAL USERS EXPANSION TANK FLOW LINE RETURN LINE
CWP
Figure 6.1 Combined Essential and Non Essential Services Chilled Water System
6.3
F
ISOLATING VALVE
P F
CW PUMP FILTER
CWP
P
CWP
N.E.US. N.E.US.
N.E.US.
STANDBY C.W. PLANT AND PUMP IN EVENT OF THE FAILURE OF EITHER C.W. PLANT IN THE ZONES 1 AND 2 SYSTEM A BALANCING C.W. FLOW TO NON ESSENTIAL USERS IS TO BE SACRIFICED TO SUSTAIN THE ESSENTIAL USERS
CHILLED WATER SYSTEM SCHEMATIC

(NUMBER OF ZONES DEPENDANT ON SIZE OF VESSEL)
ZONE 3 ZONE 2
ZONE 1
SHORE CONNECTIONS SHORE CONNECTIONS
SHORE CONNECTIONS E.US.
E.US. E.US.
E.US.
ET ET E.US. E.US.
ET
E.US.
CWP ESSENTIAL SYSTEM CWP CWP ESSENTIAL SYSTEM
ESSENTIAL SYSTEM
P RAPID REFILL P P RAPID REFILL RUNNING AND STANDBY PUMPS RAPID REFILL
P F P
LEGEND E.US. N.E.US. ET ESSENTIAL USERS NON ESSENTIAL USERS EXPANSION TANK FLOW LINE RETURN LINE ISOLATING VALVE P WATER / WATER N.E.US. WATER / WATER HEAT EXCHANGER F CW PUMP FILTER
RUNNING AND STANDBY PUMPS RUNNING AND STANDBY PUMPS
Figure 6.2 Discrete Essential Services CW System
6.4
N.E.US. HEAT EXCHANGER N.E.US. N.E.US. TO MACHINERY SPACE RECIRC. CW COOLERS IF AND WHEN REQUIRED RAPID REFILL CWP P CWP P CW SYSTEM SCHEMATIC (NUMBER OF ZONES DEPENDANT ON SIZE OF VESSEL)
WATER / WATER HEAT EXCHANGER
N.E.US.
N.E.US.
RAPID REFILL
SHORE CONNECTIONS ET
CWP
SHIP WIDE NON ESSENTIAL SYSTEM
THE SKETCH SHOWN IS FOR A SHIP WIDE NON ESSENTIAL SYSTEM AND IS BASED ON A 2 WORKING AND 1 STANDBY CW PLANT CONFIGURATION WITH ANY ONE OF THE PLANTS BEING UTILISED AS THE STANDBY UNIT (INSTALLED ONLY IF MACHINERY SPACE COOLING IS REQUIRED).
6.4
System Arrangement and Components

a. Each essential and non essential system is to include: (1) (2) Shore connections to enable each system to be filled from outboard sources; Rapid refill hose connections to enable each system to be filled with FW or Sea Water (SW) from within the ship using ship's pumps. Refilling of the essential systems from within the ship is not to exceed 20 minutes for any single system;
HEALTH AND SAFETY NOTE.

The connection between the CW and the Fresh Water system must include a flexible hose with instantaneous connections. System pipework (CW and the Fresh Water) to be fitted with locked valves, the fresh water valve is to be a Screw Down Non Return valve (SDNR). (3) Expansion/Make up Tank, continually pressurised to 1 bar above maximum static pressure of the particular system, and fitted with a low level alarm and CW pump cut out with battle òverride'. When the excess pressure is created by introducing another liquid or gas into the tank the CW is to be isolated from the pressurising medium by means of an impervious, flexible membrane. The capacity of each tank is to be at least 5% of the capacity of the system that it serves; Air Bleed Valves at all high points in each system; Air Collection Vessels; Drain Connections at low points to enable pipework and equipments to be emptied for repair or maintenance; Pressure Gauges at CW pump(s) suction and discharge; Flexible hoses and bellows fitted between rigid pipework and CWP CW , pumps, weapons cabinets and other shock/vibration mounted equipment equipments. These connections are to be manufactured in accordance with NES 345; Various valves to isolate, bypass and reconfigure systems and equipments as required. NES 360 provides guidance for the selection of valves;
(4) (5) (6) (7) (8)
(9)
(10) A 5 micron filter is to be installed in a bypass between the supply from the CWP(s) and the return to the CW pump(s). A quantity of CW equal to at least 5% of the total flow required by the system users is to continually pass through this filter; (11) An injection quill NSN 0240/4820 99 918 3586, injection pump NSN 0242/4320 99 831 2890 and sampling point is to be sited in a convenient position so that biocides, anti freeze and/or corrosion inhibitors, etc., can be added and samples can be collected to routinely monitor the quality of the water; (12) An electric flow measuring device at each main riser (not the venturi type), calibrated in litres/sec to an accuracy of 5% of the total flow.
6.5

b. Each heat exchanger or bank of heat exchangers is to be provided with a control panel which is to contain: (1) (2) (3) (4) (5) (6) (7) Manual isolating and thermostatically operated threeway diverter valves, arranged to give either direct or bypass flow; A flow meter calibrated in litre/s to an accuracy of 5% of the total flow; A constant flow regulating valve; A 60 micron filter/strainer; The flow meter is to be positioned in the supply pipework and is to operate in both the direct flow and bypass configurations; The filter is to be positioned so that it straightens the flow to and protects the flow meter; Where a control panel serves one heat exchanger the constant flow regulator is to be fitted in the CW supply line and is to function in both the direct flow and bypass configurations. Where the control panel serves a bank of heat exchangers dedicated constant flow regulators are to be fitted in the CW supply leads to each heat exchanger in addition to the constant flow regulator in the control panel which, in these cases will be sited in the bypass pipework; Constant flow regulating valves are never to be fitted in series, and are always to be sited in accessible pipework; The constant flow device, the flow meter and the filter are to be capable of being isolated for maintenance and replacement purposes, and where practicable a lockable bypass is to be fitted around these items to facilitate system flushing;
(8) (9)
(10) To prevent condensation the control panel is to be fitted in a box and lagged externally. Pipework and fittings in the box are to be left unlagged but provision is to be made to collect and remove any condensation that may occur.
6.5
CW/Air Heat Exchangers (Coolers)

a. b. CW/Air Heat Exchangers are to conform with the requirements of NES 329. Coolers are to be of the tube and plate fin type, tubes and fins being of tinned copper. The tubes can be spiralled, grooved or rifled to increase water turbulence but internal turbulators are not to be employed for coolers likely to be subject to shock accelerations. In general coolers are to be positioned at the inlet of an appropriate fan and designed for CW temperatures of 6.5C ÒN' and 13.5C ÒFF' with the face area of the cooler being based on an air velocity of 2.3 m/s. In special cases the air velocity may be increased up to a maximum of 3 m/s but moisture elimination arrangements must be provided to prevent carry over of condensation.
c.
6.6
d.
Each cooler is to be fitted with venting and drain plugs and provision is to be made for the collection and removal of condensation. Where drains are fitted a water trap, sufficient in depth to ensure that the condensate will flow away, is to be included. Tubular elements are to be shop tested with air under water pressure of 18 bar for 15 mins with no evidence of leakage. When selecting a cooler considerable care must be given to achieving humidity standards, i.e. supply air must pass over sufficient tubular elements to ensure an adequate amount of moisture is extracted. This is especially important when the Sensible Heat Ratio (SHR) of the compartment(s) served indicates the presence of a significant amount of latent heat. In any class of vessel the range of coolers selected as an integral part of the CW system is to be restricted as much as possible in order to reduce spares holdings.
e. f.
g.
6.6
Materials
a. b. c. General CW System pipework is to be 90/10 cupro nickel. The evaporator shell, of shell and tube type evaporators, is to be 90/10 cupro nickel. All other components in the system in contact with the water are to be non ferrous. Maximum use is to be made of brazed and welded fittings with connecting joints being used only for removable section of pipe and for valves, etc. On no account is any carbon steel to be incorporated into the system.
6.7
Cleanliness
a. All pipes and fittings are to be cleaned after manufacture and before installation in ship. Systems are to be fitted to the cleanliness standard grade C as defined in NES 341 Part 1. On completion of the installation of each system all obstructions within the pipework such as filters, constant flow diaphragms, etc., are to be removed or, if possible, the control panels are to be by passed. The pipework is then to be flushed with clean mains water and drained. The system is then to be filled with water of the specified quality and a 40 micron filter and pump fitted. The pump is to be capable of continuously circulating the water at a minimum velocity of 3 m/s through the system, including cooling coils, for at least 24 hours, the filter being replaced or cleaned as necessary. The water temperature is to be allowed to rise to a maximum of 38C, and the flushing is to continue until the filter remains clean. The pump and filter are then to be disconnected and the necessary diaphragms, filters, etc., replaced without the system being drained down. Whenever a system is drained the complete flushing and filling procedure is to be repeated. Where diaphragms are removed from constant flow regulators care must be exercised to ensure that they are replaced in the same orifice from which they were taken. In this type of fitting it is usual for the diaphragm and orifice to be a matched pair.
b.
6.7
6.8
Water Quality
a. For filling, flushing and topping up systems, water of the following quality must be used: (1) (2) (3) (4) (5) b. Conductivity pH Chlorides (as Cl) Appearance Total Hardness Max 30 mS/cm; 5.5 8.0; Max 5.0 mg/litre; Clear colourless and having no visible suspended matter; Max 5.0 mg/litre.
COOLTREAT 651 (nitrite) NSN 0473/6850 99 075 5214 is to be added at a rate of 5 litres per 1,000 litres of system capacity. This will equate to a nitrite system concentration of approximately 1200 mg/litre when adequately mixed. MICROTREAT 2200 (biocide) NSN 0473/6850 99 147 0707 is to be immediately added after dosing with COOLTREAT at 2.5 litres per 1,000 litres of system capacity. Once the system has been treated, three monthly laboratory testing is to be undertaken by the shipbuilder/repairer and the quality of the water maintained as: (1) (2) (3) (4) (5) (6) (7) (8) Conductivity pH Chlorides (as Cl) Suspended solids Total Hardness Nitrite (NaNO2) Bacteria (Dipslide) Less than 6,000 mS/cm; 9.5 11.0; Less than 50 mg/litre; Slight, just visible (20 mg/litre); Max 100 ppm (CaCO3); Absolute minimum 900 mg/litre, Optimum 1200 1800 mg/litre; Less than 105 Colony Forming Unit (CFU)/ml;
c.
Dissolved iron (as Fe) Less than 10 mg/litre.
d.
Monthly monitoring of the system using Water Testing Kit NSN 0473/6665 99 765 4489 is to be carried out to record the following minimum requirement: (1) (2) (3) Nitrite levels NaNO 2 Suspended solids (Visual check only) Bacteria (dipslide) Absolute minimum of 900 mg/litre, Optimum 1200 1800 mg/litre; Slight just visible; Less than 105 CFU/ml.
6.8
e.
It is imperative that nitrite levels never fall below the absolute minimum of 900mg/litre. Deterioration of the system will occur below this level, even within a limited time period. Addition of nitrite inhibitor (COOLTREAT 651) is to be at the minimum rate of 5 litres per 1,000 litres. Should nitrite reduction be evident and presuming there is no ongoing physical leak from the system, bacteriological activity must be counteracted by the addition of MICROTREAT 2200 at the rate of 2.5 litres per 1,000 litres. If loss of nitrite persists, presuming little or no system water losses, redose MICROTREAT 2200 at the rate of 2.5 litres per 1,000 litres and monitor weekly as dictated by the results. The periodicity of the uninhibited and inhibited system checks for ships in service and method are as laid down in the Fleet Standard, Care of Treated CW Systems.
f.
6.9
Compartment Cooling
a. Air, used to extract heat from air conditioned compartments, is to be cooled by one, or a combination, of the following methods: (1) (2) (3) ATU; CW Unit Coolers; Free Standing Air conditioning Units.
6.10
Air Treatment Units

a. Cooling is to be by the air/CW heat exchanger that is an integral part of each ATU package. Details of ATU are given in Section 5.
6.11
CW Unit Coolers
a. This term is applied to small, self contained, units that consist of a fan, CW cooling coil, condensate tray and drain, and heating element, the fan and heating element being provided with local ON/OFF control. They require a supply of CW, electric power and drain connections. Because of their vulnerability the use of these units is restricted to non essential compartments only. Units are to be fitted in the compartments served, the air/recirculation inlet being protected by a filter and the air/supply outlet being open or, if the fan allows, connected to a short length of local trunking. The design and manufacture of these units to `good commercial marine standards' is acceptable on condition that: (1) (2) The maximum noise levels, appropriate to the compartments served, are not exceeded; The unit is engineered to ensure that condensation cannot migrate into the compartment even when the ship is subjected to maximum angles of roll, heel and pitch.
b. c.
d.
6.9
e.
Generally CW unit coolers are to be used in non essential compartments remote from central ATU that have insufficient heat load to justify fitting a dedicated compartment ATU. They can also be used in combination with central or compartment non essential ATU to give greater flexibility and control of single compartment conditions where high fluctuations in cooling loads can occur. Where these units provide the total cooling within a compartment the selection of the size type and number required is to take into account the need for humidity control, including reheat, as well as the extraction of wild heat. CW supply and return connections to a unit, or to several units within one compartment, are to be via a control panel containing the necessary valves and fittings.
f.
g.
6.12
Free Standing Air-conditioning Units

a. Where a sufficient supply of CW is not available, MOD approved, free standing, self contained, air conditioning units may be used to cool specific compartments. It is emphasised that recourse to this type of unit is only to be in the most exceptional circumstances, especially in the initial ship design.
6.13
Equipment Cooling
a. The cooling systems for electric and electronic equipments are the responsibility of the equipment designers and sponsors and are to be in accordance with NES 501, i.e. cooling is to be achieved by either: (1) (2) (3) b. Natural Cooling; Forced Air Cooling; CW Cooling.
Where natural cooling is used the heat generated by the equipment will be dispersed within the containing compartment and is to be treated as a load on the appropriate ATU. Forced air cooling can be achieved by either a fully closed or semi closed system. Where a fully closed system is used, it is to be considered as the secondary cooling system, the primary system being CW serving a dedicated heat exchanger usually sited within the equipment cabinet. A semi closed system may be served by a dedicated heat exchanger, sited outside of the cabinet, or treated as part of the total load on the appropriate ATU. Air cooling to and/or from equipment cabinets is to be via ducts, flexible connections and ventilation boxes incorporating orifice plates and fire flaps. The fire flaps are to be capable of being activated both remotely and locally. CW can either be used directly to cool cabinets or in association with a secondary tepid water system.
c.
d.
e.
6.10
f.
A flow switch that will give both audible and visual warning of reduced CW flow is to be fitted in pipework serving direct cooled weapons equipments. Where a bank of cabinets is supplied, only one flow switch is required unless the highest flow rate to a single cabinet is in excess of four times the lowest flow rate, in which case additional flow switch(es) must be fitted. These switches are to be activated when the actual flow drops to below 66% of the design flow, an audible warning being sounded locally and a visual warning being relayed to the Operations Room or SCC. This NES covers the requirements for the continuous supply of CW, at specified temperatures and flow rates, to the CW terminations at the cabinet(s) boundaries or to the connection points at dedicated heat exchangers, as appropriate. It also covers the supply and removal of sufficient quantities of cooled air via ATU when the heat generated by the equipment is treated as part of the total air conditioning load. All secondary and/or back up systems, whether liquid or air are the responsibility of the Sponsor for the NES which cover that particular equipment or system. The RH levels in individual compartments are to be maintained between specific upper and lower limits (See Section 4), and in hot climates the upper limit is, generally, to be achieved by the removal of moisture from the air at the multi element cooling coils which form an integral part of the ATU and which are to be designed to cater for a wide range of SHR. For compartments where the SHR is below 0.5 the use of local reheat to reduce compartment RH, is acceptable. The SHR of the compartments selected to be served by a single ATU are to lie within the narrowest, practicable range but, because of the restrictions placed upon compartment grouping, considerable variation in the SHR of compartments within a group may be unavoidable. In this circumstance the selection of a cooler based upon the average or group SHR will not always provide a satisfactory solution for all compartments in extreme conditions and calculations are to be carried out to identify spaces where high RH and local condensation may become a problem. In such cases, if local reheat is not an appropriate solution, consideration is to be given to fitting local dehumidification units, bathrooms being a possible example. When required, dehumidifiers are to be selected from available commercial ranges that are designed and manufactured to `good commercial marine standards' care being taken to ensure that the noise levels appropriate to the compartment(s) concerned are not exceeded and the dehumidifier is engineered to retain and drain condensation in even the most severe ship attitudes.
6.14
Demarcation
a.
6.15
Dehumidifiers and Condensation Control

a.
b.
c.
6.16 6.17
Insulation
Insulation of the CW System is covered by NES 703.
System Reliability
In general the CWP will be designed for a Mean Time Between Failure (MTBF) of 10,000 hrs and a Mean Time to Repair (MTTR) of 4 hrs. The CW System (ex plants) is to be designed for a MTBF of not less than 2,000 hrs and a MTTR of not more than 20 minutes. The equipment reliability is to be as specified in NES 501.
6.11
6.12
NES 102 Part 1 Issue 2 March 2000 7.

HEATING SYSTEMS
Related Documents: NES 329, NES 360, NES 529 Part 2, NES 596, NES 728, STR 422/04/08/231a; see also Annex A. 7.1
General Requirements a. Heating systems are required in ships to maintain minimum dry bulb temperatures within compartments at 22C or 13C, depending on the position and function of the compartment, when the outside ambient is either: (1) (2) (3) b. Arctic Subarctic Temperate Winter -29C; -10C; -4C.
In all cases the relative humidity is not to fall below 30%. In accommodation and manned spaces it is generally to be maintained at 45% and only in exceptional circumstances is it to be allowed to fall below this figure and then only for a very limited time. The preferred method of heating is by trunk mounted heaters and the medium is normally, to be electricity but in certain spaces, there could be a build up of flammable or explosive gaseous mixtures where, hot water is to be used. If available, steam can also be considered as an alternative to either electric or hot water. As a general rule all trunk mounted heaters are to be automatically controlled by thermostat or sensor but in exceptional circumstances manual control may be acceptable. The ranges of electric and hot water heaters, both space and trunk mounted, selected for installation in any particular class of vessel are to be restricted as far as is practicable in the interest of interchangeability and to limit stores holdings.
c.
d.
e.
7.2
Air-conditioned Compartments
a. When calculating the heating loads for air-conditioned compartments no account is to be taken of the heat gained from personnel or from adjacent compartments unless the adjacent compartment is at a higher controlled temperature, but heat losses to adjacent compartments and to atmosphere and wild heat gains from equipments are to be considered. In compartments where fitted equipments may be shut off for significant periods the installed heating is to cater for this state. These spaces are to be maintained at the DB temperature specified, generally by the use of trunk mounted electric heaters. Where a single heater is fitted to serve more than one compartment the difference in the design supply air temperatures over all the compartments served is not to be greater than 3C.
b.
7.1

c. Within a grouped system, compartments will require different supply air temperatures and it is likely that several heaters of differing outputs will be required. Where appropriate, consideration is to be given to reducing the size and/or number of trunked heaters by satisfying the highest compartment heat loads with a combination of trunked and space heating. All air-conditioned spaces, where required, are to receive a heated supply and are not to be dependant on heating solely from recirculated air. Arrangements to reduce the CW and air flow in cold ambients are as specified in Section 5.
7.3
Hazardous Compartments Within the NBC Citadel

a. These spaces, where unmanned, are to be maintained at a minimum DB temperature of 13C. Where they are likely to be manned for significant periods a minimum dry bulb temperature of 22C is to be maintained. When sizing and siting heaters in these compartments due regard must be given to the properties of any gases, vapours and stores contained or produced within the space to ensure local `hot-spots' do not generate temperatures in excess of the relevant flash points.
b.
7.4
Fresh Air
a. b. c. Fresh air trunked direct to ATU, whether from AFU or from weather inlets for ATU sited outwith the citadel, is to be preheated to 5C. Fresh air trunked direct to compartments or to spaces within the citadel is to be capable of being heated to 13C or 22C as appropriate. To reduce the risk of freezing and/or condensation, heaters are to be sited as close as possible to the fresh air weather inlets.
7.5
Compartments Outside the NBC Citadel (Ex Machinery Spaces)

a. These compartments are to be maintained at a minimum DB temperature of 13C or 22C as appropriate, by the use of trunk mounted and/or space heaters, unless the materials contained and the functions carried out in the compartment dictate that heating is not required. Where these compartments are supplied by a mechanical system and there are no specified minimum air change requirements for dilution rates etc., then arrangements are to be provided to reduce the air flow by 50% or to the minimum required by personnel whichever is the greater, when in the heating mode. No reduction in airflow is to be employed in dangerous/hazardous compartments or where a specified minimum air change is required.
b.
7.6
Classification of Heaters
a. Heaters are to be identified by their function, viz: (1) Pre Heaters: These are trunk mounted heaters fitted in fresh air systems to raise the temperature of incoming air before it enters the ATU to reduce the risk of condensation and protect coolers from freezing up in cold weather; (2) Main Heaters: These are:
7.2

(a) Trunked mounted heaters that heat the mixture of fresh and recirculated air to a suitable temperature for supplying the majority of compartments in a grouped air conditioning system. They are usually to be fitted on the main discharge trunks of a central ATU and where possible are sized to suit the standard 1 kW to 10 kW range, thus minimising spares (See Clause 7.5); Any single trunk mounted heater that totally controls the temperature of the supply air within a system; Any single trunk mounted heater that totally controls the temperature of the air supplied to a compartment or group of compartments.
(b) (c)
7.6.1
Supplementary/Boost Heaters These can be either trunk mounted or space heaters. They are installed when a compartment or group of compartments require heating additional to that provided by pre and main heaters.
7.6.2
Reheaters These are trunk mounted heaters fitted in air conditioning supply trunks when SHR and calculations indicate that, in warm climates, the cooled air requires reheating before being delivered to compartment(s) to ensure relative humidity levels are kept within acceptable limits.
7.7
7.7.1
Heater Controls
Positioning of Sensors a. As a general rule all trunk mounted heaters are to be automatically controlled by thermostats or sensors which should be sited as follows: (1) (2) Pre Heaters: Sensor to be sited approximately one metre downstream of heater; Main Heaters of ATU: Sensor to be sited clear of fresh air inlet in recirculation trunk, where fitted, or in recirculation air stream; (3) Single Main Heater Controlling Total System: Sensor preferably to be sited in the recirculation trunk, if fitted and if not, in the compartment served or in a representative compartment when the heater serves a group. Care being taken to site sensor in a location representative of mean compartment temperature; (4) Single Main Heater with Total Compartment Control: Sensor preferably to be sited in the recirculation trunk, if fitted and if not, in the compartment served or in a representative compartment when the heater serves a group. Care being taken to site sensor in a location representative of mean compartment temperature; (5) Supplementary/Boost Heaters: Sensor preferably to be sited in the recirculation trunk, if fitted and if not, in the compartment served or in a representative compartment when the heater serves a group. Care being taken to site sensor in a location representative of mean compartment temperature;
7.3

(6) Reheaters: Sensor to be sited approximately one metre downstream of heater. b. c. d. Compartment sensors are to be sited in positions free of local heat sources and protected from draughts. Trunk mounted sensors are to be easily accessible for inspection and maintenance. A preferred range of sensors/thermostats for use with trunk mounted electric heaters is indicated in NES 596.
7.8
Electric Heater Controls

a. Thermostatic control of trunk mounted electric heaters is to be ON/OFF control in those compartments where close temperature control is not essential, e.g. stores, workshops and unmanned compartments. In accommodation spaces, offices, operational spaces, etc., proportional control via a control panel and strategically placed sensors is to be provided to ensure a steady maintained temperature to within 2C. Where it is not practical to fit proportional controllers multi element heaters with stepped ON/OFF switching are to be fitted. In this case only one element needs to be thermostatically controlled the other being switched manually. In addition to thermostatic controls all trunk mounted electric heaters are to be: (1) Fitted with a safety cut out at 100C for each element, with a hand reset in the terminal enclosure. The resetting should not entail having to dismantle the enclosure; Interlocked with the appropriate fan starter so that heater is not operational unless the fan is running and element temperature will not rise to `cut out' if fan is stopped; Provided with a seClause te ON/OFF switch; Fitted with a high temperature trip remote indicator, sited in a convenient, manned compartment.
b.
c.
d.
(2)
(3) (4) e.
Electric space heaters in manned compartments are to be manually controlled by an ON/OFF switch or, where more than one element is fitted, by stepped switching. In unmanned spaces a manual ON/OFF switch and a high temperature cut out with a remote trip indicator, sited in a convenient manned compartment, is to be provided.
7.9
Hot Water Heater Controls

a. Trunk mounted hot water heaters are to be controlled by two way/three way, direct acting, self operated, thermostatic valves that are activated by sensors sited in the compartment being served or in the recirculation trunk from that compartment.
7.4

b. Hot water space heaters in manned compartments are to be controlled by manually operated throttling valves but in unmanned compartments thermostatic control is to be provided.
7.10
7.10.1
Trunk Mounted Heaters

Electric Heaters a. These heaters are to be generally in accordance with Statement of Requirements. Electric Heaters for air conditioning and ventilation in HM Surface Ships, STR 422/04/08/231a, but based on the preferred heating elements specified in NES 529 Part 2. Where publications and specifications referred to in the STR have been superseded by NES 529 Part 2 the most recent requirement is to be complied with.
a.
The air/hot water heat exchangers are to conform with the requirments of NES 329 and consist of closely nested finned tubes, through which hot water is circulated, enclosed in a suitable casing that will ensure the air to be heated will pass closely over the tube surfaces. Tubes and fins are to be of copper and can be of any configuration that will give the most efficient performance subject to the air side not becoming progressively contaminated/obstructed by airborne dust and dirt. The casing is to be of mild steel, galvanized after manufacture, and if required for shock protection, suitably stiffened to ensure that the complete unit will withstand, without damage or degradation in performance, the specified shock requirements. The tubes are to be capable of withstanding an internal pressure of 18 bar for 15 minutes without any visible signs of leakage. The total unit is to be attached to the ventilation/air conditioning trunking in a manner that will allow it to be easily removed and replaced for maintenance and repair purposes. Each hot water heater is to be provided with facilities for venting and draining.
b.
c.
d. e.
f.
7.11
Space Heating
a. Space heating is to be limited to the following applications: (1) Category 1
In compartments where the calculated temperature of the air supplied by the ventilation would need to exceed 32C. Space heater numbers and duties are to be based on the difference between the required compartment temperature and the maximum air flow temperature of 32C; (2) Category 2
In compartments that are on a common air conditioning/ventilation system but where heating requirements vary considerably. The main heater duty is to be based on supplying air at 3C above that required by the warmest compartment and space heaters are to be provided as necessary to maintain the cooler compartments at the specified temperatures;
7.5

(3) Category 3
In compartments where heating is required but where the ventilation air supply is natural or induced by a mechanical exhaust system. 7.11.1 Types of Space Heaters a. The selection of a space heater to perform a specific duty is to be made from the following types and will depend upon the materials stored and/or the processes carried out within the compartment to be served. (1) Electric Heater Panels
These are to be of the non luminous type and are to comply with the preferred range specified in NES 596. These are not to be used in compartments containing flammable stores or where there could be a build up of dangerous/explosive gases. (2) Fan Assisted Electric Heaters
These are to be used where a directional flow of air is required (e.g. above hangar doors to provide a curtain of warm air as protection when doors are opened) in Category 3 compartments. They are not to be used in the hangar at low level or in other compartments containing flammable stores or where there could be a build up of dangerous/explosive gases. Suitable fan assisted electric heaters designed and manufactured to `good commercial marine standards' appropriate to the duty required can be fitted with the proviso that noise levels within the compartment are not to exceed the maximum permitted. (3) Hot Water Radiators
These are to be used where electric space heaters are prohibited. They are to be selected from available commercial ranges that are designed and manufactured to `good commercial marine standards'.
7.12
Hot Water Systems

a. Hot water is to be used for heating spaces where electric heaters would be unacceptable, e.g. magazines, hangars, flammable stores, etc. It is to be provided by closed circuit, hot water system(s) derived from an electric calorifier(s) sited clear of all hazardous spaces and sized to suit the hot water heating load(s) within the particular NBCD/fire zone. Each hot water system is to be dictated by the disposition of the spaces requiring hot water heating. Hot water systems are to comply, where appropriate, with the specifications and standards given in NES 728 subject to the following being included in each closed circuit: (1) (2) (3) Expansion tank pressurized to 0.35 bar above system static pressure and fitted with a low level alarm and pressure indicator; Two pumps, one running and one standby, each protected by a strainer or filter and integrated into circuit pipework with flexible connections; A calorifier with electric heating unit and controls generally in accordance with NES 329. An engraved brass plate showing the design ÒN' and ÒFF' water temperatures is to be attached to the calorifier;
b. c.
7.6

(4) One or more air/hot water heat exchangers, (space or trunk mounted) each protected with a strainer and where required fitted with thermostatic control; Ball or SDNR valves to isolate each item of equipment and each branch of pipework. These items are to be selected from NES 360; A dosing pot to allow the inclusion of descalers, inhibitors, etc., as and when required; Filling connections, drains and air relief valves are to be fitted as required throughout the system; Where necessary, to relieve pressure under light load, a pressure relief bypass, controlled by an orifice plate, is to be fitted around the pumps.
(5) (6) (7) (8) d. e.
Expansion tanks are to be topped up and systems are to be filled, via suitable connections, from the ship's fresh water system using ship pumps. Pressurized systems that can operate at temperatures in excess of 100C may be installed, after obtaining MOD approval, if it can be demonstrated that such proposals will lead to significant savings in weight, space and cost.
7.13
Heater Markings
a. All heaters are to carry a brass plate engraved with the following information: (1) (2) (3) (4) (5) (6) Name of manufacturer; MOD/NATO serial number; Heater classification, i.e. pre heater, main heater, etc.; Heater duty in kW; List of compartments/ATU served; Position of thermostat and control panel if fitted.
7.14
Humidifiers
a. Where calculations show that, in cold weather conditions, the humidity in air conditioned compartments is likely to fall below the minimum acceptable level, humidifiers are to be introduced into the system (See Clause 4.4.a). Humidifiers are to be the `Dry Steam Injection' type and on no account is the `Spinning Disc', or any other type that introduces atomized water direct into the air stream or into the compartment atmosphere, to be used. Each humidifier is to be controlled by: (1) (2) (3) A humidistat placed in the air stream, that supplies the compartment(s) where low humidity levels are indicated; An interlock with the ATU fan starter to prevent operation unless the fan is running; A local ON/OFF switch will override the humidistat.
b.
c.
7.7
7.8
NES 102 Part 1 Issue 2 March 2000 8. 8.1

8.1.1
MACHINERY SPACES System Design

Cruise State/Open Ship Condition a. b. In the òpen ship' condition machinery spaces are to be ventilated by mechanical supply and mechanical exhaust systems. The fan supply air quantity is to be calculated to restrict the rise in air temperature between supply and exhaust to 15C in hot ambient conditions, e.g. when based on an outside ambient of 30C: (1) (2) Maximum wild heat is generated, with all essential equipment operating simultaneously at full power with space temperature maintained at 45C; Structural heat gains/losses are calculated assuming: (a) (b) c. Temperature in upper half of space is 45C; Temperature in lower half of space is 35C.
To take account of the temperature rise and change in air density so as to endeavour to arrange a neutral pressure within the machinery compartment, the fan exhaust is to be taken as 107% of the fan supply. For compartments containing main boilers and associated steam driven auxiliary machinery or steam turbine machinery, the fan exhaust is to be taken as 115% of the fan supply to allow for both temperature rise and moisture pick up. To limit heat build up within these spaces, surfaces with temperatures in excess of 45C are to be insulated but ship sides, especially that portion below the waterline, are not to be insulated unless some exceptional overriding reason dictates otherwise. All distribution and exhaust trunking in machinery spaces is to be of mild steel, galvanized after manufacture. Aluminium trunking is not to be used except in vessels with restricted magnetic signature.
d.
e.
8.1.2
Action State/Closed Down Condition a. Machinery spaces, for vessels that are designed to operate in hostile zones, are not considered to be within the NBCD citadel and are not to be air conditioned but in the `closed down' condition they are to be: (1) (2) Cooled sufficiently to allow continuous operation for specified machinery operating levels and for a specified time; Pressurised to prevent contamination by NBC agents.
8.2
Cooling
a. The ventilation system, if required for NBCD closedown, is to be capable of being reconfigured into a recirculation system whereby, the supply air is routed over air/CW heat exchangers before being distributed throughout the compartment and returned to the fan. In this configuration the machinery spaces are to be isolated from the external atmosphere and in general also from the NBCD citadel (See Clause 4.6.2).
8.1
b.
The heat exchangers are to be sized to ensure that when `closed down', operating at full power, with essential machinery items running simultaneously, the maximum temperature within the space will not exceed 65C DB for equipment and 38C WB for personnel. It is essential that heat is not allowed to build up in isolated `hot spots' with the possibility of damaging electric cables, etc., and the siting of distribution terminals is therefore critical. CW is to be supplied to the heat exchangers in these spaces only when required. It is to be taken from the non essential CW System and the additional heat load being borne by the standby CWP and pump supported, if necessary, by sacrificing the least essential compartments.
c.
8.3
Pressurization
a. In the `closed down' condition when isolated from outside atmosphere and from the NBCD citadel, the machinery spaces are to be capable of being pressurized to approximately 3 mbar above atmospheric pressure, i.e. 2 mbar below minimum citadel pressure. A quantity of fresh air sufficient to cope with all known leakages and to generate the required pressures is to be delivered to the machinery spaces via dedicated NBCD filters which, being operated only during the `closed down' condition, will not require a bypass to be fitted. In exceptional circumstances a bleed off arrangement from the citadel may be acceptable in lieu of dedicated AFU (See Clause 4.6.2). To ensure that the pressure within the machinery spaces does not exceed that in the NBCD citadel, non return bleed valves, set to open at 3 mbar above atmospheric pressure are to be fitted. These valves will be set to pass the balance between the AFU supply air quantity and the combined controlled losses, if any, and the calculated uncontrolled losses from the machinery space. The method used for calculating uncontrolled losses is described in Clause 4.6.2.
b.
c.
8.4
Air Systems
a. Supply: (1) Supply trunking is to be arranged to give a general distribution throughout the space with concentrations at major heat sources such as turbines, generators, uptakes, etc., to ensure the dissipation of heat from potential hot spots; A quantity of supply air, not less than 0.03 m3/s/man, is to be delivered to the emergency watch keeping position via terminals that can control both the direction and the amount of the air delivered; Where appropriate, supply outlets on large branch trunks are to be fitted with adjustable vane terminals to give a limited control of air discharge velocity and direction but for relatively low air volumes, in small branches, supply outlets are to be fitted with drum type louvres, slotted grilles or bellmouths; Hose connections are to be fitted as necessary in the supply trunking to permit emergency ventilation of hot positions where personnel may have to work for short periods;
(2)
(3)
(4)
8.2

(5) b. Where two separate weather intakes serve a single compartment they are to be sited on opposite sides of the ship if possible.
Exhaust: (1) Exhaust trunking within the machinery spaces is to be kept as short as practicable, the terminals being sited at the deckhead over the principle source(s) of heat; Where convenient the exhaust can be discharged into the uptake spaces but care is to be taken that adequate clear area is provided at the outlet from the funnel casing where the velocity is not to exceed 5 m/s. Where it is not possible to route the exhaust through the funnel casing, the discharge terminal is to be sited as high as possible on the superstructure and well clear of any supply intakes, especially those downwind; Where a refrigeration or CWP is fitted in a machinery space it is to be served by a dedicated low level exhaust system that discharges directly overboard or overboard via the main exhaust system. The flow rate provided is to be 0.1 m3/s per 100 kW of plant capacity with a minimum of 0.05 m3/s and is to be treated as a known leakage when assessing NBCD filter numbers.
(2)
(3)
8.5
General
a. Weatherdeck inlets and outlets are to be fitted with internal closures which have a local and remote operating facility from the SCC to facilitate bringing the ship to condition Alpha. Where the size, weight and cost penalties preclude this, the weatherdeck openings are to be fitted with Quick Acting Hinged Watertight Covers (QAHWC). All weatherdeck inlets and outlets are to be made self draining and fitted with spray eliminators and grilles. A notice is to be mounted adjacent to each weatherdeck opening, or at the remote operating position, stating that the ventilation must be closed in the event of fire in the machinery space. In addition to a remote `crash stopping' facility sited in the SCC or at the main switchboard, machinery space fans are to be provided with an emergency shut down position outside of the compartment adjacent to the fire drenching/smothering control cabinet. Care is to be taken to ensure that short circuits between supply and exhaust terminals cannot occur.
b.
c.
d.
8.6
Heating
a. b. Arrangements are to be provided to give the capability to reduce air flows by 50% in cold weather. The machinery spaces are to be provided with heaters either space or trunk mounted, that can, in cold weather, maintain a compartment temperature of 10C for maintenance uses when the machinery is not operational. Heat selection is to be based on the ventilation system being configured in the recirculation mode.
8.3
NES 102 Part 1 Issue 2 March 2000 8.7 Machinery Space Ventilation Trials
a. Machinery space ventilation is to be tested in both configurations viz: (1) (2) b. When operating in òpen ship' condition (Normal ventilation); When operating in `closed down' condition (Where recirculation cooling is fitted).
The systems are to be tested under full power conditions to determine the temperature rise within the space(s) and to ensure that maximum acceptable temperatures at high heat sources are not exceeded. Trials are to be carried out in all vessels during Contractors Sea Trials and are to form part of the `First of Class' Subarctic and Tropical Trials.
c.
8.4
NES 102 Part 1 Issue 2 March 2000 9. NBCD & FIRE FIGHTING ARRANGEMENTS Related Documents: Statutory Instrument 1984 No 1218, ISO 5801, BS 848, STANAG 4447, NES 118, NES 119 Parts 1 & 3, BR 2170 Vol 1, BR 6590(002), NATO AC 225 (Phase VII/NSP WGE-1),CDE TN 574, CDE TN 595, SDN 002 630 353, SDN 002 630 524, SDN 002 630 525, SDN 002 590 489; see also Annex A. NBCD Subdivision (See NES 118)
a. To enable a ship to operate safely and effectively for an indefinite period in an `NBC Warfare' (NBCW) threat situation personnel and equipment are to be protected and isolated from the external ambient conditions by the NBCD Citadel. The citadel, which encompasses the major portion of the enclosed part of the vessel, is to be continually pressurized above external atmosphere and its boundaries are to be gastight. In all but the smallest vessels (e.g. Minesweepers etc.) the total enclosed citadel may be divided into `sub citadels' by gastight bulkhead(s). In an NBCW situation, access between adjacent sub citadels and outside ambient air is to be via Air Locks, and entry into the ship is normally only to be through Cleansing Stations.
9.1
b.
9.2
Fire Fighting Subdivision (See NES 119 Part 1)

a. To ensure that, in a fire situation, smoke and flames can be contained within defined boundaries the vessel is subdivided, throughout its total length, into a number of fire/smoke zones. Each fire/smoke zone is bounded by the ship's sides and gastight, vertical, transverse bulkheads that extend from the keel to the uppermost weatherdeck. The number of zones contained in a vessel is dependent upon its size and its internal construction. The boundaries of NBCD sub citadels and of fire/smoke zones are to be coincidental but a sub citadel can contain more than one zone and zonal boundaries can extend beyond those of the citadel. Air conditioning and ventilation systems are to be autonomous within fire/smoke zones. System design is to ensure compatible conditions in adjacent zones, especially in the critical areas of air balance and differential pressures.
b.
c.
d.
9.3
Citadel Pressurization
a. An over pressure, relative to the external atmosphere, is to be continually generated within the citadel, the fresh air intake being the same in both the open and `closed down' conditions. There will be a variance in this over pressure in the open and closed conditions as the air loss will be greater in the òpen ship' condition when Air Lock disciplines should be but are not enforced and access doors between the citadel and outside ambient are only lightly clipped for air conditioning reasons. In the open condition, with unobstructed access between adjacent fire/smoke zones and sub citadels, an even over pressure of at least 1.5 mbar is to be expected throughout the total citadel.
b.
9.1
c.
In the `closed down' condition, with zonal and sub citadel boundaries secured and air lock discipline enforced, the over pressure generated in each zone, within citadel boundaries, is to be between 5 mbar minimum and 8 mbar maximum with the differential pressure between adjacent zones being as close to zero as possible. On no account is this differential pressure to exceed 0.5 mbar. Machinery spaces (See Section 8) are to be pressurized to 3 mbar above atmosphere.
9.4
Intake of Ambient Air

a. All entry of external ambient air into the NBCD citadel, in both the `closed down' and òpen ship' conditions, is to be via AFU fans, each of which is to be dedicated to that part of the citadel that is enclosed by the boundaries of a particular fire/smoke zone. In the `closed down' condition all incoming air is to be directed through the ship NBC Filters, that are an integral part of the AFU, before entering the citadel. In the òpen ship' condition the incoming air is to pass through the Pre Particulate Filter but by pass the Particulate Filter and the Vapour Filter which are to remain sealed. The fan selection is to take account of the different system resistance occurring when the filters are ON or OFF line and a quick and effective change over arrangement is to be provided. The amount of ambient air drawn into each particular zone within the citadel by dedicated AFU fan(s) is to be sufficient to: (1) Overcome the calculated uncontrolled leakage to generate the specified zone pressure. This is to be calculated based on the allowance given in Clause 9.4.d.(5); Overcome the known controlled purging exhaust requirements in an òpen ship' condition; Overcome the known controlled purging exhaust requirements in a `closed ship' condition; Purge Cleansing Stations giving specified number of air changes per hour; Purge Air Locks giving specified number of air changes per hour; Replenish oxygen levels and thereby keep CO2 content below maximum permitted levels (See Clause 9.4.d.(7) below); Overcome the air lost from the citadel other than purging requirements.
b. c.
d.
(2) (3) (4) (5) (6) (7)
The amount of filtered fresh air required will therefore be the greater of the sum of 9.4.d(2)+ (4) + (7) in an òpen ship' condition or the sum of 9.4.d.(1) + (3) + (4) + (5) + (6) + (7) in a `closed ship' condition. Details of the above calculations are also shown in Section 4. 9.4.1 Calculated Uncontrolled Leakages a. Previous designs suggest that 900 m3/hr of filtered fresh air for every 3,400 m3 of citadel volume above the deep Water Line (WL) will satisfy Clauses 9.4.d.(1) and 9.4.d.(3).
9.2

9.4.2 Known Controlled Leakages a. These will be the known leakages through Cleansing Stations, Purged Air Locks, noxious spaces, and those which cannot be recirculated where filtered air is exhausted overboard.
9.4.3
Control Of CO2 By use of the formula, Filtered air = BAV x n x Where: BAV BAV Resting BAV Light Work BAV Working n a b2 b1 = = = = = = = = Breathing Air Volume; 0.5 m3hr/person; 0.75 m3/hr/person; 1.25 m3/hr/person; number of persons; CO2 generated during breathing = 4%; permitted concentration of CO2 in fully manned compartment; CO2 content of fresh air = 0.03%.
a (b 2 * b 1)
CO2 permitted concentration in various types of compartments: Operational spaces Berthing, resting spaces Dining, lounge spaces Workshops, offices, stores a. 0.15%; 0.25%; 0.25%; 0.45%.
The amount of fresh air required for general purposes in each fire/smoke zone, within the citadel boundary, is to be calculated in m3/hr as indicated in Section 4. Additional AFU used only for special purposes, such as Air Lock purging and machinery space pressurisation, are to be subjected to air flow only when circumstances demand and in these cases filter by pass arrangements are not to be fitted(See Clause 9.5.c).
b.
9.5
Air Filtration Units and NBC Filters

a. The current policy for vapour (gas) protection is by the use of activated charcoal. Other technologies are available but until these have been evaluated and proven, charcoal is to remain as the filtering media for which this standard refers. The ship NBC filters are to be designed in accordance with STANAG 4447. They are to be installed in a Filter Station using the Design Guide for NBC Filter Station, NATO AC 225 (Phase VII/NSP WGE 1). SDN 002 630 353 gives guidance for a prototype 12 Filter Station which reflect the requirements of the above standards for which variations of 3, 6 and 9 filter stations can be fitted. The filters are the outward radial flow type with a high efficiency particulate filter, co located with a vapour filter.
b.
c.
9.3
d.
To ensure the efficient removal of all NBC agents, it is essential that each filter as loaded in the AFU, whether fitted in parallel or series with other filters, is subjected to an air flow of between 270 m3/hr and 330 m3/hr. The number of filters required in either a centralized or specialized AFU, is to be determined by dividing the total air quantity to be delivered through the AFU, calculated in m3/hr, by 300 m3/hr and rounding up. For smaller vessels where it does not warrant the above built in NBC Filter Stations, the AFU will be to a new design which is still under investigation. These new generation AFU will be similar to those others described in this section, however until they become available, the No 6 Mk 1 or the No 7 Mk 1, are to continue to be used until withdrawn from service (See BR 6590(002)). Following the initial installation, a NDT challenge test is to be carried out on the filters and their housings to determine whether there are any leak paths. A procedure for these tests is being written based on Chemical Defence Establishment Technical Notes (CDE TN) 574 and 595 dated 1983 and 1985. AFU are to be of two types, viz: (1) (2) Centralised; Specialised.
e.
f.
g.
h.
9.5.1
Centralised AFU a. These units are to provide all the continuous fresh air required by compartments within the citadel, each unit being dedicated to a particular fire/smoke zone. They are to be an integral part of the ship's structure and consist of: (1) An Inlet Chamber, containing a weather inlet, which is protected from the outside environment by a moisture/spray eliminator, blast valve, pre particulate dust filter, and equipment to monitor and control the relative humidity of the air prior to it passing through the High Efficiency and Vapour filters; A Filter Chamber, that in the `closed down' condition will house a number of NBC Filters through which all air entering the unit will be drawn. In the òpen ship' condition, this chamber may not be `loaded' with the station on bypass and a resistance, equal to that of the filters, will need to be introduced to ensure that system characteristics are the same in both ship states; A Fan Chamber, that will contain one or more fans sized and sited to ensure that the specified air flow is drawn through each filter when the unit is fully loaded and òn line'.
(2)
(3)
b.
All incoming fresh or filtered air is to be trunked from the fans within the chamber to the relevant ATU or compartment.
9.4
9.5.2
Specialised AFU a. b. These units are operated only when required in an NBC warfare situation and can be either an integral part of the ship's structure or free standing. When part of the structure they are to be similar in construction to the Centralised AFU except that all inlets and outlets are to be sealed when not in use. Free standing units will be to a new design which is still under investigation and consist of a fan and outward radial flow filters similar to those described previously for the main AFU, and will be encased in a free standing, gastight, enclosure. Trunking from the unit to the air inlet is to be gastight and as short as possible and where appropriate, protected by moisture/spray eliminators and sealed when not in use.
c.
9.6
Purging
a. In the `closed down' condition certain Air Locks and all Cleansing Stations are to be continuously purged by bleeding air from the citadel through the Air Lock or Cleansing Station to the external atmosphere. The use of MOD approved, Automatic Bleed Valves (ABV) is the preferred method for achieving the required air flow. There are currently three approved automatic air bleed valves viz: (1) (2) (3) c. SDN 002 630 524 which passes 595 m3/hr at 15 mm Differential Pressure (Dp) and 1020 m3/hr at 25 mm Dp; SDN 002 630 525 which passes 255 m3/hr at 15 mm Dp and 425 m3/hr at 25 mm Dp; SDN 002 590 489 which passes 255 m3/hr at 15 mm Dp and 425 m3/hr at 25 mm Dp.
b.
Where it is not possible to achieve the specified number of air changes within an acceptable time, or other considerations make the use of bleed valves impracticable, purging by specialised AFU, is to be considered as an alternative (See Clause 9.4.3.b).
9.7
Air Locks (Citadel Exits)

a. In any Air Lock, specified as a citadel exit in the `closed down' condition, the purging air flow is to be sufficient to provide between two and three air changes per minute, five air changes being required to remove all contamination. Air inlets and outlets to the Air Lock are to be displaced as far as possible from each other to achieve maximum washing effect. Where it is necessary to use a specialised AFU it is to be installed so that air can be taken from the Air Lock, passed through NBC filters and discharged back into the Air Lock. This arrangement is to be used when the design of the Air Locks and available citadel pressure is such that the required air purge rates cannot be achieved.
b. c.
9.5
d.
The air intake to the AFU is to be, fitted with a pre filter, if not a part of the AFU and both intake and outlet are to be protected by a gastight cover so that the system can be sealed when not in use. The specialised AFU fan if required is to be controlled locally from outside the Air Lock, within the citadel, and is to be inter locked with the outer door so that the fan is operational only when the door is closed.
e.
9.8
Cleansing Station (Contamination Control Area)

a. In an action/`closed down' situation, when the external atmosphere may be contaminated by NBC agents, entry into the citadel can only be via the Cleansing Station. The preferred method of purging these spaces is by the use of approved air bleed valves (See Clause 9.5.b). These are to be fitted at the inner and outer boundaries of the Cleansing Station with intermediate bulkheads being provided with a simple pre settable orifice opening. It is to be possible to pass a continuous stream of personnel through the Cleansing Station into the citadel satisfying the following: (1) (2) (3) Processing time per man should not exceed 15 minutes; The interval between men is to be no more than 5 minutes; The largest volume compartment in the Cleansing Station prior to entry into the citadel, must receive a minimum of five air changes in the processing interval between men.
b.
c.
d.
Where it is not practicable to use bleed valves to achieve the required purging, a specialised AFU is to draw air from the outboard (undressing) compartment of the Cleansing Station and discharge it via NBC filters into the final entry Air Lock into the citadel. Air is to be returned to the AFU via pre settable orifice openings in the bulkheads that separate the compartments within the Cleansing Station. The air inlet to the AFU is to be fitted with a pre filter if not a part of the AFU and both the inlet and outlet openings are to have gastight closures to enable the system to be sealed when it is not in use. AFU fan controls are to be positioned in the citadel, adjacent to the Air Lock and are to be easily identified.
e.
f.
9.9
Firefighting and Fire Precautions

a. NES 119 Parts 1 & 3 deals in general with the requirements for fire protection and damage control for HM surface ships. The following paragraphs cover only those requirements that have an impact on the design of the ventilation and air conditioning systems.
9.6
9.10
Smoke Clearance/Containment - Policy (HM Surface Ships)

a. Smoke clearance should only to be undertaken near the seat of the fire when the fire is extinguished since all but small fires will have a virtually inexhaustible supply of smoke. Attempts to clear smoke before a fire is extinguished will risk the introduction of more air into the fire. Therefore, smoke clearance is normally a secondary action and should only take place when the fire has been extinguished, unless smoke contamination/logging has reached such proportions as to inhibit fighting the fire or managing the ship. Smoke control is effected by the correct use of doors, hatches, smoke curtains and where appropriate, fixed hatch waterwall nozzles. Main passageways which are used as part of the ship's ventilation and air conditioning system can lead to the rapid spread of smoke, therefore their use is to be kept to a minimum. Supply fans maybe used if appropriate to provide and maintain a small positive pressure in passageways and other smoke free areas of the ship. In the event of a fire, ALL ventilation within a zone is to be `crash stopped', smoke boundaries established, and the fire extinguished by the fire fighting teams. All air conditioning fans are to be identified against one of the following categories: A B C D E F G c. Smoke Clearance fans; Air Filtration Unit fans centralised systems; Air Filtration Unit fans specialised systems, e.g. machinery spaces, air lock and cleansing station purging; Air Treatment Unit fans central and compartment systems; Ventilation exhaust fans hazardous and noxious spaces; Machinery Space Ventilation Supply and Exhaust fans; Mechanical Ventilation System fans outside the citadel and excluding machinery space fans.
b.
The remote crash stopping of fans from a central position such as the Machinery Control Room (MCR), SCC or NBCD HQ, is to be based on the above fan categories as grouped in individual smoke/fire zones and the following facilities are to be provided: Cat A & B Cat C Cat D & E Individual fans are to be capable of being remotely stopped and restarted; Local control only; To be combined into one group per fire/smoke zone that is to be capable of being remotely crash stopped with local restarting; Supply and exhaust fans to be combined into one group that is to be capable of being remotely crashed stopped with local restarting; All fans, supply and exhaust, within each smoke/fire zone to be combined into one group that is to be capable of being remotely stopped with local restarting.
Cat F
Cat G
9.7
d.
Smoke removal will not guarantee the removal of all toxic by products, the ability to be able to breathe without Breathing Apparatus (BA) is not a priority, however, visibility is, in order to provide damage assessment. To this end visibility should be no less than 6 metres to 7.5 metres after 5 minutes to 6 minutes of venting at a rate of no less than 20 changes of air per hour within each zone deck. The density of smoke is dependent on the material(s) burnt and the temperature achieved. The accepted formula for the calculation for the mass of smoke produced by a fire is: M = 0.19 P Y 1.5 M P Y = = = Mass of smoke produced in Kg/s; Perimeter of fire in metres; Height of fire in metres.
e.
This assumes a fire temperature of 800C and an ambient air temperature of 17C (density 1.22kg/m3). The use of 17C as the ambient temperature will give approximately a 6% error over a temperature range of 0 35C. f. Smoke clearance is usually only to be carried out using negative pressure venting, i.e. the use of dedicated smoke clearance fans, portable fans and other system exhausts. Positive pressure venting can be used to accelerate smoke removal after the fire has been extinguished, it may also be used to help contain/maintain smoke boundaries. Smoke clearance is to be on a deck by deck basis within the zone, lower decks first, to be controlled by valves, deck by deck. Zones can be breached to allow the entry of fresh air, but extraction is to avoid smoke laden air migrating to other unaffected decks and compartments. Main Machinery and other dedicated system exhausts may also be used to remove smoke from within the zone(s) they are situated in. It should be noted that their use can contaminate non affected areas within other zone(s) or the ship. Dedicated smoke clearance fans are to be Hot Gas fans in accordance with BS 848, (See also ISO 5801). They are to be reversible, capable of withstanding temperatures of 600C for 1 hour and specific shock and vibration levels appropriate to the particular vessel without damage or a subsequent drop in performance. Dedicated smoke clearance fans are to have a minimum capacity of 4,000 m3/hr at 150 mm water gauge and are to be individually and remotely operable from the ship control centre. Dedicated smoke clearance fans are to be capable of being selected so that in the òpen ship' condition, in any single zone, with both clearance systems operating in the most effective configuration and with no restriction on the entry of fresh air into the zone, the maximum time to complete a total air change will be 3 minutes.
g.
h.
i.
j.
k.
9.8
l.
All dedicated smoke clearance exhaust trunking to be watertight, of galvanised steel construction and suitably insulated, with ships side and `Red risk' butterfly valves automatically interlocked to their respective fans with a manual over ride. Hose connections fitted into the trunks of smoke clearance systems, are to be provided at each deck to enable stubborn pockets of smoke to be dispersed using portable equipment. System discharges must be sited well clear of NBC filter intakes. When the ship is in Condition ALPHA, smoke removal is to be provided by and is limited to the amount of over pressurisation of Citadel can accommodate. Additional fans are not to be provided for this operation, but a means of `venting' excess citadel pressure must be provided. If a negative pressure is achieved due to the use of Smoke Clearance Fans, the command will need to assess and prioritise the ships requirements. In order to better assess damage and to accelerate re occupation, priority for smoke clearance is to be given to passageways, lobbies and essential spaces, however this is largely dependent on prevailing conditions and command priorities. In operational and electrical spaces of `high operational' value (See NES 119 Part 1), a slight positive pressure is to be provided to restrict the ingress of smoke, both in `closed' and òpen' conditions. When the ventilation is stopped, an automatic means of preventing the ingress of smoke is to be provided. Apart from the limited arrangements when in Condition ALPHA, smoke removal and containment arrangements are common for both peace time and or scenarios. Portable water driven fans (RAMFANs) with flexible ducting are to be provided at each Fire and Repair post to augment smoke removal (But noting the limitations at Clause 9.10.k). RAMFAN flexible ducting connections are to be fitted in the main trunks of smoke clearance systems on each deck to enable stubborn pockets of smoke to be dispersed. Smoke removal arrangements are to be demonstrated prior to `Ship Acceptance'. Smoke generators are to be used and test forms raised which indicate the number of air changes per hour per compartment have been achieved. The smoke removal arrangements to be demonstrated by zones.
m.
n.
o.
p.
q.
r.
s.
9.11
Crash Stopping of Fans

a. All air conditioning and ventilation fans are to be identified against one of the following categories: (1) (2) (3) (4) Smoke Clearance fans; Air Filtration Unit fans, centralized systems; Air Filtration Unit fans, specialized systems and Cleansing Station purging; Air Treatment Unit fans, central and compartment systems;
9.9
(5) (6) (7) b.
Ventilation exhaust fans within the citadel serving hazardous and noxious spaces; Machinery Space Ventilation fans both supply and exhaust; Mechanical Ventilation System fans outside of the citadel (ex machinery space fans).
The stopping and starting of fans is to be based on the above categories. Where remote operating is required, this is to be from the SCC or MCR or NBCD HQ as follows: Cat A & B Cat C Cat D & E Individual categories are to be grouped and be capable of being remotely stopped and restarted on a Zonal basis; Local control only; Fans are to be combined into one group per Fire/Smoke Zone that is to be capable of being remotely stopped with local restarting; Supply and exhaust fans are to be combined into one group that is to be capable of being remotely stopped with local restarting; All fans, supply and exhaust, within each Fire/Smoke Zone are to be combined into one group that is to be capable of being remotely crash stopped with local restarting. i
Cat F
Cat G
9.12
9.12.1
High Risk Areas

Galleys (Also See Section 5) a. To reduce fire hazards all ventilation and air conditioning trunking within galleys and the galley system throughout its entire length is to be made of Mild Steel (MS), Galvanized After Manufacture (GAM), except where it forms part of a canopy when it is to be of stainless steel. Exhaust terminals in canopies over equipments such as ranges, fryers, grills, etc., are to be fitted with grease filters that can be easily removed and cleaned. Exhaust branches, fitted with grease filters, are to be protected by fire flaps within the galley that are: (1) (2) Where possible sited between 2 m and 3 m outside of the canopy and positioned en route between equipment served and the galley exit; Arranged to close in the direction of the air flow;
b. c.
9.10
(3)
Controlled by a flat bar operating lever (either directly or remotely geared as dictated by the galley layout) with the open and closed positions clearly marked. The lever is to be painted red with the instruction `SHUT IN EVENT OF FIRE' mounted adjacent to it. It is to be clearly visible and capable of being easily operated by any man standing on the deck. Where control by a solid lever is not practicable, a dual cable, pulley and conduit arrangement is to be fitted, the cables being of a robust, non stranding, non type and the conduit of mild steel tube. In this arrangement the operating lever is to be marked as above but is to be located outside the galley close to the power switches; Capable of being retained in the ÒPEN' or `SHUT' position under normal ship movement and vibration conditions by means of a suitable quick release/retaining arrangement, e.g. spring loaded ball catch or spring clip. Any fitting that requires a nut or bolt to be released before the control lever can be operated is not acceptable. Fire flaps with a CO2 injection point are to be fitted either side of odour/carbon filters, sited in the galley trunking (See Figure 9.1).
(4)
(5) d.
A local crash stop facility is to be provided for the galley air conditioning fan/s. This is to be sited outside of the galley and close to other emergency power switches adjacent to the galley exit. The fan starter is to be painted red for easy identification with the instruction `SWITCH OFF IN THE EVENT OF FIRE', mounted close to it.
9.13
Highly Flammable Stores and Explosive Gases

a. Systems serving compartments that contain the above materials, are to include flameproof gauzes, butterfly valves as appropriate and fans are to be either spark resistant or spark resistant with flame and explosion proof motors (See Section 5 and Figure 9.2).
9.14
Fire Flaps
a. In addition to those fitted in galley systems, fire flaps are also to be fitted: (1) (2) In ventilation and air trunks that pass through main bulkheads that are designated as fire barriers. At compartment bulkheads in trunks passing into essential spaces. These fire flaps can perform the dual roles of sealing the compartment when an over pressure needs to be generated, and preventing the spread of fire and smoke from within the compartment. For additional information reference should also be made to NES 119 Part 1.
b.
Although fire flaps can be fitted with automatic operating facilities (soft soldered links), they should, in all cases, be positioned as close to the compartment that they are protecting to avoid unnecessary spreading of smoke. Where these are fitted at deckhead level, they are to be easily reached and may entail ladder rungs, steps, access and/or means of remote operation. Signs at eye level are required to identify the fire flaps and compartments served.
9.11

L = WIDTH OF TRUNK (W) PLUS 160 mm
FLANGES TO SUIT ADJACENT TRUNKING
DIMENSION TO SUIT DEPTH OF TRUNKING
DIRECTION OF AIR FLOW
CASING: Mild Steel (M.S). (G.A.M.) AS ADJACENT TRUNKING, MINIMUM 1.6 mm (16 SWG)
SIDE ELEVATION
ADJUSTABLE HEAVY DUTY BALL CATCH
CEILING LINING
SPINDLE WITH OPERATING LEVER TO EXTEND THROUGH LINING. ACCESS PANEL TO BE FITTED IN LINING FOR MAINTENANCE PURPOSES. SHUT FLAP IN OPEN POSITION OPEN
DIMENSION TO SUIT WIDTH OF TRUNKING
BALL CATCH OR SPRING CLIP
COVER PLATE WIDTH = W FLAP IN CLOSED POSITION VIEW OF UNDERSIDE WOVEN GLASS FIBRE COATED ON BOTH SIDES WITH SILICONE RUBBER COMPOUND, CEMENTED TO STOOL WIRE (IN CONDUIT) FIRE FLAP BOX FIRE FLAP OPERATING LEVER OPERATING LEVER GLASS FIBRE COMPRESSED TO 2 mm. CONTROL ARRANGEMENT WHEN WIRE IS USED IN LIEU OF DIRECT OR ROD CONTROL
15x15x3 mm FLANGED PLATE ANGLE STRIP RIVETED TO 3 SIDES OF BOX AND FACED WITH WOVEN GLASS FIBRE COATED ON BOTH SIDES WITH SILICONE RUBBER COMPOUND.
3 mm THICK M.S. STOOL WELDED TO VALVE CASING
ENLARGED VIEW WITH COVER PLATE REMOVED SHOWING DETAILS OF SEAL AROUND SPINDLE
Figure 9.1 Typical Fire Flap
9.12
TRUNK AREA A
ALL PORTABLE AND MOVABLE FITTINGS TO BE MADE OF BRASS OR NON-FERROUS METAL 20_
COPPER GAUZE AREA 2 x A CLAMPED BETWEEN ANGLE AND 20 x 30 mm FLAT BAR FRAME BY M5 N.B. SCREWS SPACED APPROXIMATELY 75 mm APART.
NOTICE (WHITE LETTERS ON A RED BACKGROUND) TO BE DISPLAYED HERE AS FOLLOWS: THIS BECOMES A DANGEROUS AREA WHEN GAUZE FRAMES ARE REMOVED FOR SERVICING
M10 WING NUT
TRUNK AREA 2 x A
WEDGE PIECE WELDED TO TRUNK
M.S. BOLT WELDED TO TRUNK 180 mm
AIRTIGHT LEATHER SEATING SECURED TO GAUZE FRAME WITH SUITABLE ADHESIVE
30 x 6 mm SEATING WELDED TO TRUNK (CONTINUOUS) TOP SURFACE TO BE FAIR.
25 x 25 x 3 mm CONTINUOUS BRASS ANGLE BAR FRAME (TO FORM WEDGES)
20_
TRUNK AREA A
GAUZE FRAME TO BE PAINTED HERE IN WHITE LETTERS ON A RED BACKGROUND
FILLING PIECE WELDED TO TRUNKING
180 mm
75 mm
GAUZE
FRAME
Figure 9.2 Typical Flameproof Gauze
9.13
NES 102 Part 1 Issue 2 March 2000 9.15 NBCD Ventilation Board
a. The NBCD Ventilation Board is required to be produced in accordance with NES 119 Part 3, i.e. colour codes are to be used to identify systems, ventilation ATU systems are to be clearly marked including arrows to indicate air flow. Additionally in the case of RFA vessels, all fire dampers are to be shown with clear indication of the compartments served. The Ventilation Board can be electronic. Ventilation location, Risk and Control markings are to be provided in accordance with BR 2170 Vol 1.
b.
9.16
Fire Precautions in Royal Fleet Auxiliary Vessels

a. The above standards are applicable to all RN Surface Ships, but additionally, those vessels that are to be included in the register of Merchant Shipping, i.e. RFA, are also to comply with the Merchant Shipping (Fire Protection) Regulations Statutory Instruments 1984 No 1218. Where a NES and Merchant Shipping Regulations differ, the more stringent of the two instructions is to be applied, with the proviso that the application of the Merchant Shipping Regulations, must never, in any circumstances, jeopardize the integrity and function of the NBC citadel (See Clause 1.2 d).
9.14
NES 102 Part 1 Issue 2 March 2000 10. FANS Related Documents: ISO 5801, BS 848, NES 119 Part 1, NES 627, NES 628, NES 629, NES 810 Part 2, NES 1004, BR 1754 ; see also Annex A. Fan Selection
a. General purpose fans are to be selected from three basic types, viz: (1) (2) (3) Centrifugal (backward curved/inclined impeller); Axial Flow; Mixed Flow.
10.1
The type selected for any particular duty being governed by the air flow and total pressure required by the system, the noise generated and the space available. b. c. The range of general purpose fans selected for a class of vessel is to be restricted as far as practicable to facilitate interchangeability and limit stores holdings. Fans for ventilation and air conditioning systems, unless otherwise agreed, are to be selected with a 10% margin over the design air volume when reckoned on the constant orifice line. (See Figure 10.1). When the specified duty, noise level and space considerations can be satisfied by more than one fan, the fan that generates the least noise is to be selected, without prejudice to cost. For each range of fans, and if necessary each individual fan or fan package, that it is intended to include in the design, a STR is to be prepared by the shipbuilder or his representative. The STR must reflect and be compatible with the Naval Staff Requirement (NSR) for the vessel.
d.
e.
10.2
Materials
a. All materials used in the construction of the fans are to conform with the appropriate NES and MOD specifications or, where such do not exist, with the appropriate ISO or British Standards (BS).
10.3
Construction
a. The construction is to be as light as possible consistent with sufficient strength to resist damage and distortion when subjected to the specified vibration and shock levels. The construction and finish of the fans and fan casings, etc., is to be such that the planned life will be achieved when the fans are continuously subjected to the most severe environmental conditions, handling air laden with salt and/or other airborne contaminants as dictated by its position within the ship (See NES 1004). When assembled every fan casing is to be airtight and capable of satisfying the test requirement specified in BS 848/ISO 5801.
b.
c.
10.1
1. DESIGN AIR VOLUME 2. AIR VOLUME PLUS MARGIN (DRAWN FOR 10% MARGIN)
4. CONDITION TO BE USED FOR TRUNK SIZING FAN CHARACTERISTIC CURVE
Procedure 1. Draw a vertical line at the design air volume to intersect the fan curve. 2. Spot point on fan curve at design volume + margin (10% for compartment ventilation and air conditioning systems). 3. Through this point draw a constant orifice line of slope 2 in 1 (according to the law 4 times pressure against 2 times volume) to intersect the vertical line at the design air volume. 4. Calculate system trunk sizes on flow and pressure conditions appertaining to this point of intersection.
Figure 10.1 Application of Constant Orifice Line to Design Margins
10.2
NES 102 Part 1 Issue 2 March 2000 10.4 Motors

a. The manufacture, documentation and testing of fan motors is to conform with NES 627, 628 and 629, unless otherwise specified, such as `best commercial marine standard'.
10.5
Availability, Reliability and Maintainability (ARM)

a. The minimum ARM requirement for all fans is: Planned life Mean Time Between Failures Mean Time Between Failures Not Repairable at Sea Mean Time To Repair at Sea 25 years 10,000 hours 100,000 hours 4 hours
10.6
Noise
a. Maximum acceptable Sound Power spectra are to be specified in the STR for each fan or range of fans. These Sound Power Levels are to be compatible with the maximum total noise levels (Sound Pressure Levels SPL) permitted in related ship compartments, as specified in NES 810 Part 2. Where appropriate the specified sound power levels are to take account of the calculated noise attenuations and gains afforded by the installed ventilation/air conditioning systems and the absorption and reflection levels within the compartments served.
10.7
Shock
a. If required, a shock plan and statement of shock levels to be met will be produced at the outset of the design. Fans are to be designed to withstand without damage or degradation in performance the specified shock levels, either by manufactured strength design or by further support from appropriate shock mounts (See Clause 10.11.a).
10.8
Vibration (Self Generated)

a. Self generated vibration levels are, if required to be within the limits identified by the ship platform at the outset of the Heating Ventilation and Air Conditioning (HVAC) design.
10.9
Vibration (Externally Generated)

a. The fan and motor assembly is to be, if required, capable of withstanding without degradation in performance the vibration levels appropriate to its installed position identified in the ship platform at the outset of the HVAC design.
10.10
Fan Testing
a. Fan performance is to be measured in accordance with BS 848 Part 1/ISO 5801, Installation Type D and data correction tables to suit other installations are to be provided. A set of characteristic curves showing total pressure, static pressure, total efficiency, static efficiency and shaft power plotted against inlet volume air flow and covering the normal working range of the fan, is to be prepared for standard air. These curves are to be plotted on 2 x 2 cycle logarithmic sheets having a graticule of approximately 25 cm square.
10.3

b. Noise tests are to be conducted and reported in accordance with BS 848/ ISO 5801. In addition a curve of Sound Power Level (in dBW) over the operating range of fan volumes is to be included with the fan characteristics. Shock testing, if required, is to be in accordance with the demands as identified by the ship platform at the outset of design. Self generating vibration tests, if required, are to be conducted and reported in accordance with the requirements outlined in the ship platform at the outset of design. Externally generated vibration tests are to be conducted in accordance with NES 1004. When fans are an integral part of a packaged unit fitted in ship, performance, noise, shock and vibration testing is to be carried out on the total assembly. Where appropriate, acceptance tolerances are to be specified in the agreed STR, but in general fans are to be rejected if they do not meet BS 848 Class `B' tolerance band (See also ISO 5801). Prior to final acceptance a `Configuration Definition Package' is to be prepared for each range of fans and, where necessary, each individual fan and fan package that it is intended to include in the complete air conditioning and ventilation system design. The package is to include detailed drawings, parts lists, test reports, test results and certification, characteristic curves, etc., and are to be submitted to the MOD for records and future support.
c. d.
e. f. g.
h.
10.11
Mounting and Siting of Fans

a. The position of a fan within the vessel and the vessels specified shock resisting capabilities will determine the anticipated shock level it may need to sustain. When this level exceeds that to which the fan was manufactured the fan must be supported on the appropriate shock mounts but where shock mounts are not required the fans are to be held on resilient pads to attenuate vibration transmissions (See Clause 10.7.a). Flexible connections are to be fitted between fans and associated trunking on both the inlet and outlet sides to reduce noise transmissions and facilitate fan removal. These connections are to be of hard wearing, fire resistant material which, although flexible, will not allow air leakage. The method of fitting these connections to fan and trunking spigots is to be such that it will permit shock deflections, prohibit air leakages and prevent slippage due to vibration. Where practicable fans are not to be sited in, or supported on the boundaries to, operational and accommodation spaces. Fans are not to be sited in, and preferably not adjacent to magazines, ammunition spaces and other dangerous areas. Axial and mixed flow fans are not to be used for venting dangerous gases unless they are sited in ducting outside the area of possible contamination, have indirect drive or are of the `Shielded Motor (Bifurcated)' type, and are fitted with spark resistant features.
b.
c. d. e.
10.4
f. g. h.
Axial and mixed flow fans are not to be fitted horizontally at the lowest point in a section of trunking where water is liable to accumulate. When a standby fan is required, it is to be fitted parallel to the primary fan, the necessary air tight flaps being introduced to prevent recirculation occurring. Even in extremely congested areas, such as ATU, space must be allowed to enable individual fans to be maintained in situ and when necessary removed for repair and servicing. In every case it must be possible to demonstrate that the time required to exchange a fan or motor is not greater than 4 hours. Fans that need to be located in an area where atmospheric contamination could occur due to the build up of an explosive mixture must be of the `Spark Resistant Type A or B' as classified in BS 848/ISO 5801. In exceptional cases when fans serving compartments and storerooms containing hazardous stores classified as CLASS 1 or CLASS 2 in accordance with BR 1754, are sited within the space served they are to be of the centrifugal type fitted with a flameproof motor in addition to spark resistant features. In particular ship classes, only fans designated as `minimum magnetic' are to be fitted. The acceptable range of magnetic signatures for these fans will be defined in the appropriate Naval Staff Target (NST) and every individual fan and fan package is to be tested and certified as magnetically satisfactory prior to acceptance. Wherever possible, the total air flow volume supplied by mechanical ventilation systems is to be capable of being reduced in cold weather to limit the heat loads. This is to be achieved by selecting two speed or variable volume fans. However, care is to be taken that sufficient air flow is maintained across electric in line heaters to avoid tripping. This arrangement is to apply to those spaces governed by temperature rise and not where governed by air changes. Dedicated fans for Smoke Clearance systems are to be hot gas fans in accordance with BS 848/ISO 5801, i.e. they are to be capable of operating in temperatures of up to 250C for a period of at least 60 minutes without the performance levels stated in the appropriate STR being degraded. RAMFAN portable water turbine fans, with flexible trunking, are to be provided to ventilate spaces that are not fitted with permanent ventilation or air conditioning arrangements and to supplement damage control equipment in clearing smoke from difficult areas. Every fan is to carry `Location and Control' markings as specified in NES 119 Part 1. In addition each fan is to bear a plate showing: (1) (2) (3) (4) The type and size of fan; The MOD serial number of the fan; The duty, e.g. air conditioning, citadel exhaust, ventilation exhaust, ventilation supply, air filtration, smoke clearance, etc.; A list of all compartments served by the fan with their position within the vessel, i.e. deck and frame numbers.
10.12
Special Fans
a.
b.
c.
d.
e.
f.
10.13
Fan Markings
a.
b.
Plates engraved with an arrow are to be secured to each fan casing to indicate the direction of air flow and of rotation of the impeller.
10.5
10.6
NES 102 Part 1 Issue 2 March 2000 11. TRUNKING AND FITTING Related Documents: The Merchant Shipping (Fire Protection) Regulations Statutory Instrument 1984 No 1218, NES 119 Part 1, NES 155 Part 1, NES 360, NES 703, NES 705, NES 763, ; see also Annex A. General
a. b. The following material standards are the minimum requirements applicable to all ducting installed in RN Surface Warships. RFA Vessels, that are included in the register or Merchant Shipping, are to comply with these standards and with those specified in The Merchant Shipping (Fire Protection) Regulations Statutory Instrument 1984 No 1218. Where there are differences between these two sets of regulations the more stringent standard is to be applied (See Clause 1.2 d).
11.1
11.2
Non-Watertight, Non-Gastight Trunks

a. Trunking in this category may be manufactured from a variety of materials, e.g.: (1) (2) (3) (4) b. Textiles; Aluminium alloy; Galvanized mild steel; Composite materials (e.g. filament wound glass/phenolic resin).
The material selection will entail the consideration of some or all of the following: (1) (2) (3) (4) (5) (6) (7) (8) (9) Cost effectiveness; Weight; Resistance to internal pressure and vacuum; Thermal conductivity; Corrosion resistance; Acoustic characteristics; Behaviour under external shock and vibration; Thermal expansion coefficients; Resistance to air flow;
(10) Satisfying the conditions of NES 705; (11) Ease of installation and maintenance; (12) Whether it is an Essential or Non Essential system; (13) Ease of cleaning.
11.1
c.
Commercial trunking kits using pre formed, standard, trunking sections and components may be used for these systems. Where it is intended to employ kits using materials other than textile aluminium or galvanized mild steel prior approval is to be obtained from the MOD and test results that compare the performance of the proposed material with that of aluminium, in all of the areas listed above, are to be submitted when this approval is sought. Where systems are tailor made for the ship and manufactured by the shipbuilder, or his representative, this category of trunking may be textile or of aluminium alloy and rectangular in shape. (1) The minimum thickness of the non textile material, normally aluminium alloy, is to vary with the length of the longest side, as follows:
d.
Longest side of a rectangular trunk

Up to 250 mm 251 mm to 600 mm Over 600 mm (2)
Material Thickness
1.2 mm 1.6 mm 2.0 mm
Where the longest sides are 500 mm to 750 mm in length the trunking is to be stiffened by a 1.6 mm thick, swaged plate, riveted longitudinally along the centre of the sides, or by the use of swaged trunking. Trunking with the longest side in excess of 750 mm is to be divided longitudinally by a plate, of similar thickness and material to that of the trunk, riveted or welded, as appropriate, throughout its length. Where the aspect ratio of the trunk is greater than two, lightening holes may be cut in the longitudinal dividing plate to reduce weight. Transverse joints are to be riveted slip, bolted flange, or where the thickness of the material allows, a continuous butt weld. In any run of trunking, sufficient portable sections, i.e. those secured at both ends by bolted flanges, are to be incorporated to enable the total length of trunking to be cleaned when they are removed. All joints, except for those welded, are to be made airtight by the use of a suitable flexible mastic sealer.
(3)
(4)
(5)
11.3
Textile Ventilation Trunking

a. Textile ducting (also referred to as `socks') may be permeable, i.e. air is permeated through the weave of the cloth. The level of delivery is dependant on the static pressure within the sock combined with the tightness of weave. Alternative textile ducting may be fitted with either slots or nozzles to distribute the air. It is possible to combine all configurations within a system to provide the required distribution. The low material resistance combined with linear percolation minimises the loss of pressure.
b.
c.
11.2
11.3.1
Advantages a. b. Efficient Air Distribution Air is defused through the whole length of the socks providing an efficient mix of air within the compartment. Draught Free The low impulse system is based on the principle of natural air movement, dependant on temperature differentials, the cold air displaces the warmer air. Textile has the ability to handle large volumes of air which provide for a high number of change when desired. Recirculation Ducting Is not required within the compartment since superior distribution of the supply air over the whole of the compartment eliminates the need for a network of recirculation ducting. A central return air point is all that is required. Energy Saving The efficient air diffusion with the minimum of heat stratification allows for a reduced system operating period, however, the fan can be expected to continue running even when compartment temperatures are satisfied to avoid heat stratification and ensure adequate ventilation. Aesthetic Appearance Is achieved through uniform sizing of the socks, combined with a choice of colours and tailored circular, semi circular or quadrant in section, the fitting of such systems can enhance compartment decor. Low Weight Assists in ease of fitting and handling for cleaning. It can be fitted to light supporting structure, and may contribute to improved ship stability. Conventional thermal insulation is not required, the high induction rate combined with the linear delivery means a short contact time prevents the dew point being reached. Condensation forming on the external surface even with a cold air supply is therefore avoided. Reduced Air Noise No resonance is experienced, the ducting material absorbs noise. Flexible Mounting Allows systems to be readily reconfigured if so desired. It can be easily removed in way of shipping routes or during maintenance periods to provide improved access. Cleaning Is achieved by removing the socks which are connected together into convenient lengths by the means of zips and replacing with a replacement set. The dirty socks can be washed using a standard washing machine. Continuous air movement with no obstructions over a permeable sock will prevent dust from settling. Cleaning on a regular basis will be necessary since the weave provides a second line filtration system for the supply air. It therefore follows that quality of air provided by textile ventilation is significantly cleaner than for conventional systems. Repair and Modifications For textile trunking can be easily achieved, the cloth can be patched/stitched. Where modifications are required, additional legs can be added to meet with compartment changes. Economic Storage & Transportation Can be achieved since when packed, the socks take up relatively small volume of space. 100 metres of 800 mm cloth equates to a cubic metre.
c.
d.
e.
f.
g. h.
i.
j.
k.
11.3

l. 11.3.2 Fire Retardency and Toxicity Characteristics are considered safer than conventional aluminium systems.
Disadvantages a. b. Few disadvantages are thought to exist, however, patternisation of component parts has not been addressed. The evolution of maintenance and cleaning of the trunking requires better management control than presently exists for conventional systems.
11.4
Gastight and Structural Trunks and Trunks Subjected to Rough Usage or High Fire Risk Including Smoke Removal Systems
a. Trunks that, in the `closed down' condition could convey contaminated air through the citadel, or serve compartments within the citadel but are routed outside of its boundaries, or pass through compartments that are `contaminated if used', are required to be gastight. Structural trunks are those built as an integral part of the ship's structure with decks and/or bulkheads being utilized as trunk sides. The thickness of the plating used to construct the other sides is to be as specified below unless strength or watertight integrity considerations dictate otherwise. Trunks subjected to rough usage are typically those sited vertically in passage ways and horizontally in way of hatches through which stores, machinery and other heavy/bulky items need to be transported. This category also includes those sections of trunking that have to be removed to clear shipping/unshipping routes. Trunks subjected to high fire risks are typically all trunks passing through and contained within galleys, magazines, flammable stores, machinery spaces, etc. These trunks are normally where thickness allows without distortion, to be manufactured of Mild Steel Galvanized After Manufacture (MS GAM), with the following exceptions: (1) Where trunk thickness could possibly lead to distortion from galvanising after manufacture, the material may be mild steel galvanised plate with zinc spraying of destroyed galvanising at welded joints; Where trial results show that specialist, pre formed, commercial kits, that use other materials such as composites, can out perform galvanized mild steel in all the relevant areas without incurring significant expense. In these cases MOD approval is to be obtained before such commercial kits are utilized; Gastight trunking contained within the citadel may be manufactured, by the shipbuilder or his representative, using aluminium alloy of the same thickness as the alternative mild steel; Structural trunks are to be of ungalvanized, mild steel plate, continuously butt welded to the ship's structure with the interior surfaces painted in accordance with NES 763; For difficult shaped sections of trunking abrasive blasting and zinc spraying of both external and internal surfaces is an acceptable alternative to GAM.
b.
c.
d. e.
(2)
(3)
(4)
(5)
11.4
f.
Where trunks are tailor made for the ship and are manufactured by the shipbuilder or his representative the following guidelines are to be adhered to: (1) Trunks are generally to be rectangular in shape and the thickness of the galvanized mild steel is to vary with the length of the longest side as follows:

Up to 250 mm 251 to 600 mm Over 600 mm (2)
Material Thickness
1.6 mm 2.0 mm 3.0 mm
Where the longest sides are 500 mm to 750 mm in length the trunking is to be stiffened by 25 x 25 x 3 mm angle, intermittent welded, longitudinally, along the centre of the sides; Trunking with the longest side in excess of 750 mm is to be subdivided longitudinally by a welded plate of the same material and thickness as that of the trunk. Where the aspect ratio of the trunk is greater, then two lightening holes may be cut in the longitudinal dividing plate to reduce weight; Longitudinal joints are to be continuous butt weld; Transverse joints are to be a continuous butt weld or, except for structural trunks, flanged. Flanges are to be welded to the trunk and joints are to be made gastight by using a suitable flexible mastic sealer with a silicon covered fibre woven cloth.
(3)
(4) (5)
11.5
Watertight Trunks
a. Watertight trunks are to be installed, in accordance with NES 119 Part 1, to ensure the integrity of the vessel's watertight subdivision and to contain flooding within the Red Risk Zone or `V' lines as indicated in the relevant Subdivision Policy Paper. These trunks are normally to be rectangular in shape, manufactured of MS GAM, the thickness of the material varying with the longest side of trunk as follows:
b.

Up to 250 mm 251 to 400 mm Over 400 mm c.
Material Thickness
1.6 mm 2.0 mm 3.0 mm
Stiffening, longitudinal subdivision, transverse and longitudinal joints are to be as specified for gastight trunks that are manufactured by the shipbuilder or his representative.
11.5.1
Trunk Installation. a. When installed the interior surfaces of the trunks are to be smooth, free of obstructions and, with the exception of structural trunk, left unpainted.
11.5
b.
All trunks are to be well supported, hangers being spaced 2.0 m to 2.5 m apart and at the ends of trunks that are connected to removable sections. Hangers are to completely encircle the trunking and where insulation is fitted they are to only be in contact with the external surface, care being taken to ensure that they do not provide a `thermal bridge' between trunk and atmosphere (See Figure 11.1). Where dissimilar metals have to be connected together, the preparation of the faying surfaces is to ensure that the risk of corrosion is minimal. The preferred method is for the surfaces to be degreased, etched and coated with a proven corrosion inhibitor. In each system drain plugs are to be provided at low points in the trunking where water may collect and self draining terminals are to be fitted at weather openings. Watertight butterfly valves, selected from NES 360, are to be fitted as required to maintain the integrity of watertight and gastight structure. These valves are normally to be fitted directly to the bulkhead or deck but in exceptional circumstances a distance piece or coaming, manufactured from material of the same type and thickness as that of the bulkhead or deck, may be used. Where trunking must pass through a strength deck or major bulkhead the opening is to be sited, shaped and strengthened in accordance with NES 155 Part 1. To reduce the size of the opening, and consequently the size and weight of the butterfly valve, if fitted, the trunking either side of the bulkhead or valve may be in the form of a circular `Venturi' section. All trunks that pass through major bulkheads and decks but are not fitted with a isolating valve at the point of penetration are to be provided with portable sections to enable the ventilation to be blanked in order to periodically air test the integrity of the compartments where required. Textile trunking should only be installed in areas of high fire risk/rough usage after consultation with the DA and the sponsor of this NES.
c.
d.
e.
f.
g.
h.
11.6
Vulnerability
a. To give ready access to ship's side plating and to minimize possible damage, trunks, pipes and fittings, associated with ventilation and air conditioning systems, are to be sited well away from the ship's side in the Red Watertight Risk Zone especially on or near the waterline. They are also to be sited clear of the after sides of collision bulkheads from below to well above the deep waterline. Textile trunking may be fitted in compartments below the waterline but due consideration must be given to the effect of damaged trunking on emergency pumps.
b.
11.6
WELDED TO DECKHEAD M6 NUT & LOCKING NUT 25 mm x 3mm M.S. STRAP
M6 ROOFING BOLT
INSULATION
95x2 mm M.S. SADDLE (GALVANISED) VENT TRUNK
50x2 mm M.S. SADDLE FOR UP TO 150 mm WIDTH
HANGAR SUPPORT FOR TRUNKING 150 mm TO 300 mm WIDTH
WELDED TO DECKHEAD
25 mm x 3 mm M.S. STRAP
M6 ROOFING BOLT M6 NUT & LOCKING NUT
95x2 mm M.S. SADDLE (GALVANISED) NOTE : VENTILATION TRUNKING & INSULATION NOT SHOWN
POP RIVETS
SNAPED END PLATES
2 mm M.S. SWAGED STIFFENER SEALED EACH END, IF REQUIRED
STIFFENING ARRANGEMENT TO SADDLE FOR TRUNKING OVER 300 mm WIDTH
Figure 11.1 Typical Hanger Supports
11.7
11.7
Trunking - Associated Fittings

a. As a general policy the fittings associated with the air conditioning and ventilation systems are to be selected from the appropriate lists of current NSN. Where it can be demonstrated that use of alternative fittings would be more effective or would give significant financial savings without loss of quality, MOD approval is to be sought for installation of such items .
11.8
Weather Terminals
a. The design and selection of materials for terminals and associated fittings, subjected to external atmospheric conditions, is to ensure that potential sources of corrosion at points of contact such as hinges, clips and fastenings, are eliminated. All openings in weather boundaries are to be fitted with grilles of Glass Reinforced Plastic (GRP) or other composite material, to avoid the systems being fouled by debris or vermin. These grilles are to be left unpainted and are to be readily accessible and capable of being easily removed. Where a system terminates on an open weatherdeck and is exposed to heavy seas and spray, a `mushroom top' or equivalent is to be fitted. All weather terminals, other than `mushroom tops' are to be fitted with a spray eliminator manufactured from materials which will resist corrosion. All weatherdeck ventilation openings which are required to be closed to maintain the citadel pressure during Condition ALPHA, are to be provided with a butterfly valve sited in the trunk leading from the opening and as close to the ship's side as possible. The valve is to have local control and remote control as a group either on a zonal or ship wide basis, from the SCC or equivalent space. Trunking between the ship's side and the valve is to be gastight. All weatherdeck ventilation openings which are not required to be closed to maintain Condition ALPHA but are necessary to close to avoid contamination, i.e. contaminated if used spaces, are to be provided with a butterfly valve as at Clause 11.5.1.e, but the valve is to be locally controlled from within the citadel only. In the case of large weatherdeck openings such as Machinery Spaces, where weight and cost penalties preclude the requirement at Clauses 11.5.1.e and 11.5.1.f, then these openings are to be fitted with QAHWC. Facilities are to be provided which will ensure that weatherdeck vent terminals remain clear of ice and snow when the ship is operating in the coldest climate for which it is designed.
b.
c. d. e.
f.
g.
h.
11.9
Supply Outlets
a. In normal circumstances the terminal velocity from any supply outlet is not to exceed 3 m/s and the maximum height above the deck to the under side of trunking carrying supply terminals is to be 2.4 m. The number and spacing of supply terminals is to ensure that the calculated, required amount of air is evenly distributed throughout the compartment.
b.
11.8

c. Textile trunking allows for greater flexibility in air ditribution (See Clause 11.2).
11.10
Exhaust/Recirculation Intakes
a. Generally, exhaust/recirculation intakes are to be positioned close to sources of contamination where air has to be removed as quickly as possible, e.g. canopies and hoods over hot equipments, slotted trunks throughout bathrooms and WC, bellmouths adjacent to air cooled electronic cabinets, etc. In compartments containing heavier than air gases and fumes low level exhaust terminals are to be fitted so that the lowest edge of the terminal is not more than 150 mm above the lowest point in the compartment. Where portable deck plates are fitted the lowest point in the compartment is deemed to be under the plates. Inlets in recirculation trunks are to be fitted with dust filters, (See Section 12). All internal exhaust and recirculation inlets are to be fitted with grilles that are readily accessible and easily removed.
b.
c. d.
11.11
Miscellaneous Fittings
a. Hinged Watertight Covers (including QAHWC where required) manufactured from corrosion resistant materials, are to be fitted, where appropriate, to external weather openings to give protection against flooding in rough weather and to prevent the ingress of NBC agents into those compartments outside of the citadel boundaries. These are only to be fitted where weight and cost penalties preclude the fitting of butterfly valves. Butterfly Valves are to be installed to ensure the watertight integrity of the vessel and to maintain a gastight citadel boundary. Valves are to be easily accessible for operation and maintenance and are to be provided with a local or remote and local control as required by Clauses 11.5.1.e or 11.5.1.f. Air Bleed Valves are to be fitted in Air Locks and Cleansing Stations to provide a continuous flow of air through these spaces in the `closed down' condition. (See Section 9). They are also to be installed as required to ensure zonal and machinery space pressures are kept within acceptable limits when the vessel is fully `closed down' (See Sections 8 and 9). Performance details of approved air bleed valves are given in Section 9. Fire Flaps are to be fitted in trunks that serve equipments with a high fire risk and at openings in fire barrier bulkheads (See Section 9 and NES 119 Part 1). Filters (See Sections 9 and 12). Flameproof Gauzes are to be fitted in trunking serving compartments containing explosive gases and/or highly flammable stores (See Sections 5 and 9). Pressure Relief Valves are to be installed in spaces, catering for three or more personnel, that are fitted throughout with supply terminals that can be closed by the occupants. Sufficient valves are to be fitted and adjusted, to ensure that with all terminals closed the air supplied to the compartment is at least 50% of the designed quantity.
b.
c.
d. e. f.
g.
11.9
h.
Fittings for Type A and B Screened Compartments: (1) Where non metallic trunking penetrates the boundaries of a Type A or B screened compartment it is to be fitted with a properly bonded metal wire mesh screen at each penetration; The wire mesh is to be of an approved type where the crossovers are either welded or soldered and the screen is to be easily removable for maintenance and cleaning; Wire mesh screens are not required where compartment boundaries are pierced by metallic trunks provided that the trunking is properly bonded at all joints and at all points and at all points of penetration of the compartment screen; Wire mesh screens are not required in trunking of any material where the area of penetration is less than 100 cm2.
(2)
(3)
(4) i.
Fittings for Nuclear Electro Magnetic Pulse (EMP) Where a vessel is required to be hardened against EMP metallic trunking that passes in/out of the ship is , to be electrically bonded to the ship's structure by a continuous, peripheral weld at the point of penetration. Hose Connections are to be fitted in supply trunks in machinery spaces to allow emergency venting of hot spots and in smoke clearance systems to allow stubborn pockets of smoke to be cleared by hose (See Sections 8, 9 and Figure 11.2).
j.
11.12
Insulation
a. For details of the materials and methods to be used for the thermal and acoustic insulation of air conditioning and ventilation trunking and fittings see NES 703. Where it is considered that the use of pre insulated or double skinned commercial trunking systems would be appropriate, certification of the improvement in acoustic and or thermal insulation performance, relative to the methods described in NES 703, is to be submitted to the MOD for approval before such commercial systems are employed.
b.
11.10
CONNECTION SECURED TO VENTILATION TRUNK BY 4 IN No. M5 M.S. GALVANISED ROOFING BOLTS (HEAD INSIDE TRUNK)
COVER TO SCREW ON IN NOT LESS THAN ONE QUARTER TURN
92 mm OUTSIDE DIAMETER.
RINGS FITTED WITH SUITABLE RETAINING CHAIN 95 mm 25 mm RUBBER SEAL HOSE, WHEN FITTED, TO BE SECURED BY WORM DRIVE CLIP OR SIMILAR FASTENING
92 mm DIA. HOLE IN TRUNK
13 mm
19 mm
50 mm
DIMENSIONS SHOWN ARE APPROXIMATE
114 mm P.C.D.
RINGS FITTED WITH SUITABLE RETAINING CHAIN
Figure 11.2 Typical Hose Conection For Ventilation Trunks
11.11
11.12
NES 102 Part 1 Issue 2 March 2000 12.

FILTRATION
Related Documents: BS EN 779, BS 3928, NES 711, NES 713, ASHRAE 52/76; see also Annex A. 12.1
General a. Filters are to be fitted in: (1) All ventilation and air conditioning systems to prevent impurities, that are generated both inside and outside the vessel, fouling trunking and clogging heaters, coolers, grilles, etc.; Certain compartments where it is necessary to remove undesirable, noxious fumes and odours from the ship's atmosphere for the benefit of personnel comfort; CW systems to ensure any impurities introduced into or generated within the system are progressively removed and to protect constant flow regulating valves and flow meters from malfunction due to fouling; Fresh air supply systems serving the citadel to remove nuclear, bacteriological, and chemical contamination.
(2)
(3)
(4) b.
The various types of filters required to be fitted can be categorised under the following headings: (1) (2) (3) (4) (5) (6) Dust filters; Odour filters; Tobacco smoke filters; Grease filters; Fresh water filters; NBC filters.
c.
All filters are to be readily accessible and easily removable for cleaning and replacement. Notices indicating the method and periodicity of cleaning or replacement are to be fixed adjacent to all filters and filter banks.
12.2
Dust Filters
a. The dust removal efficiency for dust filters for general purposes, is not to be less than 95% when tested in accordance with BS EN 779 using ASHRAE 52/76 dust. Dust filters are to be manufactured of flame resistant material which, when tested in accordance with NES 711 and NES 713, has a smoke index of less than 10 and a toxicity index of less than 5. Dust filters are to be sited as follows: (1) Air conditioning Systems: (a) Where a system has òpen' recirculation a dust filter, suitably secured in a metal frame, is to be positioned at the cooler inlet within a Central ATU or at the recirculation opening in the case of Compartment ATU (See Figure 12.1);
b.
c.
12.1

(b) In òpen' recirculation systems to Central ATU recirculation openings in bulkheads are not to be fitted with dust filters except in compartments where significant quantities of dust, that should not be allowed to migrate into the surrounding passages and lobbies, can be produced, e.g. Shipwright's Workshop; Where `trunked' recirculation is fitted, each recirculation opening in the trunk is to be protected by a framed dust filter in addition to one sited at the cooler inlet (See Figure 12.2).
(c)
(2)
Mechanical Supply Systems: (a) The mechanical supply of fresh air to all air conditioned compartments within the citadel is to be via AFU that are to incorporate pre particulate filters, sited at the weather inlets, through which the incoming air is to pass at all times; Filters are not generally required in mechanical supply systems that serve normally unmanned spaces inside and outside of citadel boundaries unless trunk mounted heaters are fitted. In such uses a dust filter is to be fitted in the trunking as close as possible to the weather inlet.
(b)
(3)
Mechanical Exhaust System: (a) (b) All inlets in mechanical exhaust systems serving compartments within citadel boundaries are to be fitted with framed, dust filters; Dust filters are not normally required in mechanical exhaust systems that serve spaces outside of the citadel.
(4)
Special Requirements: (a) Compartments such as clean rooms, where there is a requirement for àbsolute' filtration, are to be protected by filters which at the designed air flow, 10%, are to have an efficiency of 99.997% when challenged by particles of 20 to 200 micron with a mass median size of 60 micron (See BS 3928), unless specified otherwise in contractual documentation.
12.2

M10x35 mm SET PIN WELDED TO ANGLE M10 BRASS WING NUT 30x30x5 mm ANGLE
5 mm THICK MS GAM FACEPLATE 20x20x3 mm ANGLE
6 mm THICK FELT FIXED TO FACEPLATE WITH ADHESIVE
3 mm THICK MS CASING GAM
DETAIL OF FACEPLATE SECURED TO FILTER CASING
FILTER CASING 3 mm THICK MS GAM
FILTER CARTRIDGE
30x30x5 mm ANGLE
6 mm THICK FELT
20x20x3 mm ANGLE
AIR FLOW
5 mm THICK MS GAM FACEPLATE
Figure 12.1 Typical Dust Filter Mounted In a Trunk
12.3
FILTER
EXPANDED ALUMINIUM TUBE
FIXING STRAPS
SECTIONAL ELEVATION
A
COMPRESSION SPRING
LOCKING DEVICE
DISTANCE PIECE
VIEW ON FACE OF GRILLE

(EXTRUDED ALUMINIUM)
A
ALUMINIUM VANE EXTRUSION
ALUMINIUM DISTANCE PIECE
EXPANDED ALUMINIUM TUBE
RUBBER GASKET
FILTER
WELDMESH
FIXING STRAP
POP RIVET
PART DETAIL ON A - A
Figure 12.2 Typical Dust Filter For Openings In Exhaust and Recirculation Trunks
12.4
12.3
Odour Filters
a. Odour filters are to be fitted in recirculation trunks that serve bathrooms, WC and galleys. Where possible they are to be fitted within each compartment served and are to be sited as close as possible to the point where the recirculation trunk penetrates the compartment boundary. The filter medium can be either carbon granules, carbon cloth or a combination of chemicals but filtration performance is not to be effected by the normal movement and vibration experienced onboard ship in extreme weather conditions. Under normal ship conditions the life of the filter cartridge, without any degradation in performance, is to be a minimum of six months. Odour filters are to be good, commercial, marine standards but their efficiency and effectiveness is to be demonstrated to the satisfaction of the MOD prior to installation.
b.
c. d.
12.4
Tobacco Smoke Filters

a. Tobacco smoke filters, to good, commercial, marine standards, are to be fitted in air conditioned areas where smoking is allowed, e.g recreation spaces, mess decks, wardroom ante room, etc. When smoking is not allowed but designated smoking areas have been set aside, these spaces are to be fitted with a dedicated exhaust fan in lieu of the tobacco smoke filters, drawing fresh air from the citadel and sized to give 20 air changes per hour. The designer is to state whether this has been treated as a known leakage area when sizing for AFU. Where these units consist of a small fan and replaceable filter element(s), packaged within a decorative casing, an indicator light that is activated when the filter(s) requires to be changed is to be provided. To cope with various concentrations of smoke and to ensure that the unit can be operated at low volume with minimum noise, the fan speed is to be controllable (See Figure 12.3). The ON/OFF and fan speed controls are to be provided locally and the size and number of filters installed in a compartment is to be sufficient to cope with a full complement of smokers.
b.
c.
12.5
Grease Filters
a. In galleys and, where appropriate in pantries, grease filters are to be sited over exhaust/recirculation openings in canopies and hoods serving ranges, deep and shallow fryers, and other equipments that could be a source of grease contamination. Grease filters are to be fitted with an easily removable drip tray to prevent any excess oil or grease falling from the filter on to hot equipment or food. The filter element is to be easily removed from the frame and is to be capable of being cleaned with the equipment and facilities normally provided within the compartment served.
b. c.
12.5

OUTLET DUCT LINED WITH ACOUSTIC INSULATION
ELECTRIC SUPPLY FAN
SECURING LUG
FILTER AIR ENTRY GRILLE
FILTER WARNING LIGHT
FAN CONTROL
Figure 12.3 Typical Tobacco Smoke Filter
12.6
d. e.
Recirculation and exhaust trunks that carry grease filters are to be fitted with fire flaps (See Section 9). Grease filters to good, commercial, marine standards may be fitted in RN ships subject to prior MOD approval.
12.6
Fresh Water Filters

a. Two types of fresh water filters are to be fitted in each CW system, viz: (1) A 5 micron filter is to be fitted in every system to assist in maintaining CW quality standards by continuously treating 5% of the total system flow. These filters are to be capable of being isolated to allow cartridges to be changed without disruption to the system and an audible or visual warning that is activated when the filter cartridge is nearing the end of its effective life is to be provided (See Section 5); A 60 micron filter is to be positioned in every control panel to protect the flowmeter and constant flow regulating valve(s) and to straighten the flow of water through these items. Isolating valves or a control panel bypass is to be provided to allow maintenance to be carried out with minimum disruption (See Section 6).
(2)
12.7
Standard NBC Filters

a. Details of these units are contained in Section 9.
12.7
12.8
NES 102 Part 1 Issue 2 March 2000 13. VENTILATION NOISE Related Documents: NES 629, NES 703, NES 810 Part 2, NES 813, NES 832, NES 847; see also Annex A. General
a. NES 810 Part 2, states the policy for the `Reduction of Airborne Noise' in surface ships and specifies the Maximum Noise Levels (MNL) that are acceptable within shipboard spaces. Acceptable vibration levels for auxiliary machinery, including ventilation fans, are given in NES 832. It is emphasised that a compartment MNL is the highest sound pressure level, in dBA, that can be measured within a particular compartment and is the summation of all noise source transmissions, both internal and external to that compartment, generated when the vessel is in a specified operational mode. Although the ventilation/air conditioning system is a significant, if not the prime, noise source affecting SPL in most spaces, it is not the only one. Fan selection and system design is to ensure that break out and trunk borne noise levels are kept to a minimum and these elements, when combined with other relevant noise sources, are not to jeopardize the achievement of acceptable MNL within the compartments served. When designing fan systems, it is to be remembered that total noise generation can be reduced by employing several small systems, instead of one or two large ones, and by reducing the total pressure, within each system, to the practical minimum.
13.1
b.
c.
13.2
Siting and Mounting of Fans

a. Fans that form part of a Central ATU (See Section 5) are to be sited in dedicated ATU compartments in each fire zone. These ATU compartments are to be lined throughout with acoustic absorption material faced with perforated metal sheet as specified in NES 703. The thickness of the acoustic absorption lining is to be such that the break out noise level, i.e. that portion of the sound energy generated by the fan(s) that is transmitted through the walls of the ATU compartment, will not exceed 50 dBA. Where fans are an integral part of a Compartment ATU and are sited within a manned compartment (See Section 5), the total ATU package is to be contained in an acoustic enclosure that will provide sufficient attenuation to ensure break out noise levels, through the enclosure walls, will be at least 10 dBA below the compartment MNL. Fans serving mechanical supply and exhaust systems both inside and outside of the citadel are not to be sited within manned spaces and are to be contained in acoustically lined fan chambers or in acoustic enclosures that will ensure the maximum break out noise levels from the enclosure will not exceed 50 dBA. All fans are to be supported on rigid structure. Where there is no alternative to siting fans on minor bulkheads or flexible decks appropriate stiffening is to be fitted. Where fan chambers and ATU compartments are sited adjacent to operational and living spaces the associated fans are not to be supported on the divisional bulkheads.
b.
c.
d.
e.
13.1
f.
All fans are to be shock or resiliently mounted and connected to the inlet and outlet trunking by flexible sleeves (See Section 10). The design and installation of trunking and fittings is to ensure that noise levels, generated and distributed within compartments and throughout the vessel by the air conditioning and ventilation systems will meet the target maximum noise level Permissible Maxima Level (PML) by means, of: (1) (2) Air velocities not to exceed the maximum specified in Section 4; The size and numbers of supply and exhaust/recirculation terminals fitted in any manned compartment are to be as large as practicable to reduce terminal velocities and system pressures; Abrupt changes of air direction and velocity are to be avoided to minimize the possibility of excessive turbulence giving rise to vibration and subsequent noise. Special care is required when designing trunk connections to fans. The use of aerodynamically smooth curves and transitions is recommended; The design and positioning of orifice plates and baffles, required for balancing the systems, is to be such that noise sources are not created by their installation within the ducts.
13.3
Trunking and Fittings

a.
(3)
(4)
13.4
System Sound Analysis

a. During the design stage, all air conditioning and ventilation systems serving manned spaces and those serving other spaces where there is a possibility that the specified MNL may be exceeded, are to be subjected to a sound analysis. This analysis is to assess the magnitude of the contribution made to each compartment MNL by trunk borne noise and is to be based upon the sound power level spectrum of the appropriate fan amended to take account of the attenuation or enhancement of noise levels provided by: (1) (2) (3) (4) c. Elements of the trunked system, e.g. bends, take offs, shape and length of trunks, etc.; Thermal insulation; Type and position of outlets; The reverberant and direct sound pressure levels within individual compartments.
b.
Within each compartment the SPL (in dBA) generated by the air conditioning/ventilation system is to be logarithmically coined with all other relevant SPL, including those generated by breakout from ATU/fan enclosures and trunking passing through, and the resultant compared with the appropriate specified MNL. In those cases where the MNL is exceeded additional attenuation is to be included in the system by fitting the most appropriate acoustic absorption treatment, e.g.: (1) (2) (3) Lining internal surfaces of the trunking (See NES 703); Installation of commercial or specifically designed fan silencers; Introduction of acoustic splitters.
13.2

d. Acoustic absorption treatment is not to be fitted in trunking that carries oily, greasy, toxic or other vapours, e.g. galley and machinery space systems unless faced internally with a material which will facilitate steam lance cleaning. Where acoustic treatment of the system fails to reduce the compartment noise level to the specified MNL, consideration is to be given to lowering the fan sound power level by reducing system air velocities and pressures or, where possible, by splitting a large system into two, each of which can be served by a smaller, slower speed fan.
e.
13.5
Tests and Trials

a. Noise and vibration tests are to be included in the `Type Testing' and `Production Testing' programmes carried out on all fans prior to their installation at ship (See NES 629 and NES 847). These tests are to be conducted in accordance with NES 847 and NES 813 as appropriate and results are to confirm that fans comply with the sound criteria specified in the relevant STR (See Section 10). Wherever practicable the maximum Sound Power spectra quoted in the fan STR, especially in the case of òne off' fans, are to reflect the results of System Sound Analyses to ensure that the Specified MNL are achievable in shipboard conditions. Preliminary and Final Airborne Noise Surveys are to be conducted at ship during Contractor's Sea Trials and after commissioning, respectively. Where noise measurements, recorded during these surveys, indicate that compartment MNL are exceeded, the necessary remedial action and reporting is to be undertaken in accordance with NES 810.
b.
13.3
13.4
NES 102 Part 1 Issue 2 March 2000 14. 14.1 DESIGN FOR MAINTENANCE AND SHIP HUSBANDRY Related Documents: NES 139, NES 703, NES 763; see also Annex A. General
a. From the very outset of system and equipment designs it is essential that consideration is given to the need to clean, preserve and maintain the total ventilation, air conditioning and CW system, with its associated equipments and fittings, throughout the life of the vessel. The designer is to understand the maintenance requirements implicit in his designs and be aware of the inherent problems associated with carrying out the necessary routines and procedures onboard RN ships. The design is to ensure that problem areas are eliminated, or reduced to the minimum possible and maintenance can be carried out on ship with the most economical use of time and labour. General guidance on ship husbandry requirements and procedures is given in NES 139 and for ventilation, air conditioning and CW systems the following facilities are to be provided. Internal surfaces of all trunking are to be smooth and free from obstructions and projections. They are to be left unpainted with the exception of trunks manufactured of ungalvanized steel and those serving battery charging areas which are to be finished in accordance with NES 763. Access into trunking is required to allow the following activities to be effectively and efficiently carried out: (1) (2) f. g. Inspections to reliably assess the state of cleanliness of any fitting and/or section of trunking; Cleaning of all trunking especially in way of fittings, bends and other obstructions to the air flow.
b.
c.
d.
e.
Access for inspection is to be provided by rapid opening inspection holes that do not require unbolting or bolting up. Access for cleaning is to be provided as follows: (1) (2) (3) In trunking with the larger side greater than 450 mm, by easily opened, hinged, air tight or watertight covers, as appropriate; In trunking with the larger side less than 450 mm wide, by removable sections of trunking of between 0.75 m and 2.0 m in length; Where practicable, removable sections are to be included in recirculation trunks subjected to heavy contamination, e.g. those from galleys and laundries.
h.
Where removable trunk sections are not practicable access plates that extend the full width of the trunk and which are as long as possible are to be fitted in non watertight trunking and in other categories of trunking, the largest possible hinged, watertight covers are to be fitted. Where both inspection and cleaning access holes are required in the same position only the cleaning access is to be fitted.
i.
14.1
j.
It is essential that access covers and portable section of trunking are sited where they are easily accessible and their removal and access into the trunk is not obstructed by pipes, cables or equipments, etc. The removable sections in non watertight, non insulated trunking may be joined to the adjacent fixed trunks by flexible connections and worm drive clips. Those in watertight, gastight and insulated trunking and where a high fire risk exists, are to be secured by flanged joints. The type and thickness of material and the spacing of fastenings, used for all covers and flanges is to reflect the category of the relevant trunking, e.g. watertight, non watertight, gastight, etc. Where trunking is insulated all covers and removable sections are to be lagged separately from the main trunking to allow inspection and cleaning routines to be conducted without the insulation being disturbed and with the minimum expenditure of time and labour (See NES 703). Bulkhead and deckhead linings are to have easily removable panels or flaps fitted in way of all cleaning and inspection covers and portable trunk sections that are normally hidden. These removable sections of lining are to be of sufficient size to allow the cleaning procedures to be carried out without undue impedance. Where flaps are fitted they are to be secured by a simple common key. Where the space between trunking and ships structure does not allow access for cleaning and preservation either the ships structure is to be painted prior to the installation of the trunking and the space boxed in, or the trunking is to be integrated with the structure.
k.
l.
m.
n.
o.
14.2
Fittings
a. All fittings and equipments such as fans, coolers, heaters, gauze screens, punkah louvres, grilles, diffusers, etc., are to be capable of being easily removed and replaced for the purposes of cleaning and maintenance. In the case of the larger equipments, removal and maintenance areas into which pipes, cables and other obstructions must not encroach, are to be identified in the early stages of the design. In certain spaces where considerable congestion may occur, such as Central ATU compartments, it may be necessary to demonstrate, at ship or by mock up, that maintenance routines can be carried out within the times specified in the ARM requirements. Fittings are to be provided upstream and down stream of components such as heaters, coolers and gauze screens, to enable the differential pressure across each component to be easily and swiftly measured by manometer. A plate giving the differential pressure when the component is in pristine condition, is to be firmly fixed to the adjacent trunking.
b.
c.
14.2
14.3
Drainage
a. Drains, drain cocks and drain plugs, as appropriate, are to be fitted at positions where weather conditions and/or condensation may cause water to collect, as follows: (1) (2) (3) (4) (5) Low points in trunking adjacent to weather terminals; Occasional low points in long, near horizontal runs of trunking; Low Points in recirculation and exhaust trunks from compartments that may contain moist air, e.g. bathrooms, laundries, etc.; Canopies over steam producing equipments in galleys, laundries, dining halls, machinery spaces, etc., (See Section 5); Driptrays and savealls that collect condensation from equipments such as coolers and dehumidifiers (See Section 6).
14.4
Filters
a. Filters are to be fitted wherever necessary to prevent dirt, debris and grease from entering the trunking. Details of the various filters to be installed are given in Section 12. It is essential that all filters are readily accessible and adequate, unobstructed, withdrawal/removal space is provided. Filters may be of either the `throw away' or èasily cleaned' variety but for both types, bags, sufficiently large to completely encase the replaceable cartridge/insert, are to be provided to enable dirty filters to be transported through the ship without shedding dust, grease, etc.
b. c.
14.5
Water Systems
a. It is essential that after water systems are thoroughly flushed, cleaned and filled with water of the quality specified (See Sections 6 and 8), that dirt is not generated within the system by the erosion and/or corrosion of components or introduced into it by filling or partially filling with contaminated water. Materials used throughout the systems are to be electrolytically compatible, fluid velocities are to be contained within specified limits, and on no account are carbon steels, aluminium, or zinc to be used for components and pipes without prior approval being given by the MOD. The close circuit water systems are to be continuously filtered by filters and strainers positioned to protect components such as pumps, flow meters, etc., and to ensure that any visible suspended solids are speedily collected and removed (See Sections 6 and 8 ). The filters and strainers are to be easily accessible and their withdrawal is not to be obstructed by other fittings and pipes.
b.
c.
14.3
d.
In all essential CW systems and wherever practicable in all other water systems, arrangements are to be provided that will allow the following components to be removed and replaced for maintenance and cleaning without disturbing the flow of water: (1) (2) (3) (4) (5) Filter cartridges; Strainers; Flowmeters; Constant flow regulators; Heat exchangers.
e.
Isolating valves, hose connections, drains and air vents are to be provided to enable each branch system, including the relevant heat exchanger, to be isolated from the main system pipework, drained down, back flushed and refilled with minimal disturbance to other ship activities. In CW systems wherever components and/or pipework cannot be insulated as specified in NES 703 arrangements in the form of drip trays or savealls are to be provided for the collection and removal of condensation. Drains, from the driptrays and savealls, are to be led to the nearest convenient scupper within the citadel or to the bilges.
f.
14.4
NES 102 Part 1 Issue 2 March 2000 15. INSPECTIONS, TESTS AND TRIALS Related Documents: BS ISO 4589-2, NES 122 Part 1, NES 123 Part 2, NES 362, NES 629, NES 711, NES 713, NES 810 Part 2, CDE TN 574, CDE TN 595, See Also Annex A. General Comments
a. Quality control of ventilation and air conditioning systems, in terms of achievement of design temperatures and humidities, the acceptability of trunked and open air routes and the suitability of selected equipments and fittings, is essential to ensure that the standards, as specified, are achieved by the systems finally installed. The full programme of quality control activities, related to air conditioning and ventilation systems, can be divided into the following elements: (1) (2) (3) (4) c. `Factory Testing' of components, materials and equipments prior to installation at ship; Ìnspections' of partially and fully installed air and water systems; `Testing and Balancing' of air and water systems as finally installed at ship; `Shipboard Trials' in an operational environment.
15.1
b.
The above Inspections, Tests and Trials, are the responsibility of the Shipbuilder or Shiprepairer, whose Quality Plan is to include sufficient coverage to assure that the design intent has been met. The MOD/DPA, or their accredited representatives, are to be given the opportunity of attending and witnessing any of the programmed Inspections, Tests and Trials of the HVAC systems. Copies of reports associated with the above, are to be forwarded to the relative project section of the MOD/DPA.
15.2
15.2.1
Factory Testing
Type Tests a. The acceptability of components and equipments such as heaters, coolers, moisture eliminators, filters, pumps, valves, etc., that are `new to service', is to confirmed by `Type Tests' prior to their selection for inclusion in the final design if called for. Type tests are to be carried out on a prototype or representative production equipment to: (1) (2) (3) Demonstrate `fitness for purpose' of the design; Establish the range/limits of acceptable performance; Provide standards against which all subsequent manufactured to the same design, can be checked. equipments,
b.
15.1
c.
Where appropriate, testing is to be carried out in accordance with BS, ISO and NES, but where such documents are not available, the method of testing is to be included in the STR prepared by the Prime Contractor or his Representative (See Section 3). This STR is to specify acceptable standards of performance and manufacture that reflect shipboard contractual requirements and are to be passed to the MOD Project Officer for records and if necessary comment, as soon as completed. In addition to defining performance and manufacturing requirements the STR is, inter alia, to address the following areas, as appropriate: (1) (2) (3) (4) (5) (6) Generation or attenuation of air borne and fluid borne noise levels; Resistance to externally generated vibration; Resistance to shock; Resistance to external and internal pressures; Effect of change in attitude due to ship movement; ARM requirements.
d.
e.
Type testing of electric motors and equipments driven by electric motors, such as fans, compressors, etc., is to be carried out in accordance with NES 629 and guidance for type testing mechanical equipments is given in NES 362. Where components or equipments are manufactured of, or contain, non metallic materials that are new to service, type testing is to include tests to determine the smoke, toxicity, oxygen and temperature indices of the relevant material (See NES 711, NES 713 and BS ISO 4589 2). Type test results are to be passed to the MOD Project Officer as soon as they are available for comment or acceptance. For each new equipment accepted into service a `Configuration Definition Package' is to be prepared by the manufacturer, that is to include: (1) (2) (3) (4) (5) (6) The equipment STR; Detailed drawings; Parts lists; The Type Test Report prepared in accordance with NES 362; An ARM Report (where relevant); Proposals for `Production' testing of subsequent equipments of the same design, where appropriate including recommended performance tolerances.
f.
g. h.
15.3
Production Tests
a. Each equipment and component, or where appropriate a representative sample of a batch of components, is to be subjected to routine production testing to confirm that performance standards, established in type tests, are achieved.
15.2
b. c.
Requirements for the production testing of electrical and mechanical equipments are contained in NES 629 and NES 362 respectively. Inspections can best be arranged to cover: (1) (2) (3) Progress inspections/audits; NBC filtration inspection and testing; Final inspections.
15.4
Progress Inspections
a. To be undertaken when all systems are 75% to 80% completed but before significant amounts of the installed trunking, pipework, fittings and open air routes are obscured by bulkhead linings, false deckheads, etc. This activity may be progressed by carrying out the inspection in individual fire/smoke zones as and when convenient.
15.5
NBC Filtration, Inspection and Testing

a. b. To be undertaken when the NBC fresh air filtration system is fully installed, operating and balanced. Efficiency testing and leak path detection, is the responsibility of the shipbuilder and is to be carried out when the installation is complete. Guidance for these tests can be found in the CDE TN 574 and CDE TN 595. To minimize disruption to other ship activities, these inspections/tests can be carried out in individual fire/smoke zones as convenient.
c.
15.6
Final Inspection
a. To be undertaken when all systems and associated plant are finally installed, the necessary testing and balancing has been completed satisfactorily and the total ship system is operating as designed.
15.7
15.7.1
Testing and Balancing

Air Systems a. On completion of the installation of the total integrated air system within a particular fire/smoke zone the individual ventilation, air conditioning and fresh air systems are to be set to work and balanced to ensure design air quantities are achieved, within relevant compartments, with the ship in the òpen ship' condition. Prior to balancing, the systems are to be examined to ensure they are free of accumulated dust, debris and obstructions that could effect air flows and they are in the configuration appropriate to operational conditions at sea. During balancing of all AFU, ATU and exhaust systems in that portion of the fire/smoke zone lying within citadel boundaries are to be operated continuously so that measured air flows will reflect the dependence of one system upon another.
b.
c.
15.3
d.
Smoke clearance and smoke prevention systems are to be tested and balanced using simulated smoke generators, when all other systems in the relevant fire/smoke zone are stopped. Outside citadel boundaries, both the supply and exhaust systems serving the same areas are to be operating when either is being balanced. Machinery space systems are to be tested and balanced in both design configurations, i.e. in both the `closed down' and òpen ship' conditions (See Section 9). The preferred method for adjusting air flows in branch trunks is the use of orifice plates secured between flanges, where the size of opening required to give the correct air flow can be permanently fixed, i.e. when trunking is dismantled for cleaning or maintenance the orifice plates can be easily removed and replaced without disturbing the system balance. Orifice plates are not to create additional noise sources within the trunking and it is recommended that the excess pressure absorbed by a single plate is limited to 1 mbar. After systems have been balanced and, if necessary rebalanced, the final measured air flows to individual compartments are to lie within the following tolerances: (1) Air conditioning systems and mechanical exhaust systems within the citadel Total measured air flow at fans and air quantities delivered to each compartment are to be within the design figure 10%; Fresh air filtration systems (AFU) Actual air flow through each Standard NBC Filter is to be between 270 m3/hr and 330 m3/hr. Total measured air flow through AFU and distribution to each terminal is to be within the design figures 10%; Mechanical supply and exhaust systems outside of the citadel Total measured air flow at each fan is to lie within 125% and 90% of the design figure. The air quantity delivered to each branch carrying terminals is not to be less than the design figure minus 10%. Where a compartment is served by both mechanical supply and exhaust systems, the application of these tolerances is not to create an over or under pressure within the compartment relative to the surrounding spaces.
e. f.
g.
h.
(2)
(3)
15.8
Air Test Reports

a. A comprehensive Test Form report that provides the following information is to be prepared for each system: (1) General Details: (a) (b) (c) Name of vessel; Date of test; Type of system, e.g. essential air conditioning, filtered fresh air, mechanical exhaust from citadel, etc.
15.4
(2)
Fan Details: (a) (b) (c) (d) Location and control marking; Type and size; Manufacturers name and identification number(s); Design and measured performance in terms of total air volume and total pressure (For air conditioning systems the total air volume is to be broken down into supply, fresh air and recirculated quantities); Rated and measured volts, amps and revs.
(e) (3)
Air Distribution: (a) (b) Name and position of all compartments served; Design and measured total air quantities to each compartment. Measurements are to be taken within each branch trunk serving the compartment. Summation of air volumes at individual outlets/inlets is not acceptable.
(4)
Air Pressures: (a) (b) (c) (d) Total Water Gauge (WG) at fan inlet and outlet; Total WG at branch take offs; Static WG at first and last terminals in all branch trunks; Differential pressure across obstructions to air flow in trunks, e.g. coolers, heaters and filters.
b.
Each report is to include a single line drawing of the system tested that identifies: (1) (2) (3) (4) (5) (6) Main and branch trunk sizes and routes; Open recirculation routes; The position of all equipments and fittings; Natural ventilation openings; Test positions for measuring air quantities and pressures; Size and position of orifice plates.
15.9
Water Systems
a. On completion of the installation of a CW System the following test routine is to be initiated: (1) Examination to confirm all pipe work, fittings, controls, equipment and plant are installed in accordance with approved drawings and are operating correctly;
15.5
(2)
Pressure test conducted, if necessary with heat exchangers isolated and constant flow regulators removed, to confirm that pipework can withstand an internal pressure of 1.5 times the design working pressure. The test pressure is to be maintained for at least one hour; System cleaned by flushing and filled with water to the specified standards (See Section 6); System configured for normal operation with thermostatic valves gagged open and constant flow regulators in place; Where a system includes more than one pump or CWP the water flows are , to be adjusted to ensure that equal flows are obtained through all pumps and plants, in all configurations; Water flow to each heat exchanger and, where appropriate, each electronic cabinet, to be measured and recorded. If necessary, remedial action is to be taken to ensure actual flows are within the design figure of 10%; After balancing, thermostatic valves are to be reset to control the flows through relevant coolers.
(3) (4) (5)
(6)
(7) b. c.
Where, in certain compartments, hot water has been selected as the heating medium, the testing is to follow the same routine as for CW systems. For all water systems, a comprehensive report is to be prepared that: (1) (2) (3) (4) (5) (6) Confirms testing and balancing was carried out in accordance with the above routine; Identifies all outstanding discrepancies between approved drawings and actual installation at ship; Describes all pressure and flow tests undertaken; Lists all measured quantities against design quantities in tabular form; Indicates any measured flows outside of specified tolerances, with recommendations for remedial action; Includes a single line, planimetric drawing of the relevant system that shows: (a) (b) (c) (d) Sizes and routes of all pipework; All plant, pumps, equipments, heat exchangers, controls, fittings, etc.; Valve status during testing, i.e. fully open, adjusted or shut; Test points and measured quantities at each point.
15.6
15.10
Zonal Pressures Tests

a. When all systems within a fire/smoke zone have been satisfactorily balanced, the portion of the zone that lies within the citadel is to be isolated by securing the relevant zonal and citadel boundaries and, with all systems and Air Locks operating as in the `closed down' condition, measurements are to be taken of the air pressure within the zone, relative to the external atmosphere. To be acceptable, zonal pressures are to be within 5 mbar to 8 mbar above atmospheric and within 0.5 mbar of the pressures measured in adjacent zones (See Section 9). Once zonal pressures have been adjusted to within the specified tolerances and with zonal and citadel boundaries still secured, the purging air flows through Air Locks and Cleansing Stations are to be measured and if necessary adjusted to satisfy the design figure 10%. Zonal pressure tests are to be carried out after the citadel boundaries have been tested and, where necessary, all defects made good. If circumstances allow, tests to determine zonal pressures, Air Lock and Cleansing Station purging and to confirm citadel boundaries, may be progressed together.
b.
c.
d.
15.11
Habitability Trials
a. Habitability trials are to be conducted simultaneously with equipment trials in galleys and laundries in accordance with NES 122 Part 1 and NES 123 Part 2 respectively. Prior to these trials being undertaken, all ventilation and air conditioning systems within the particular fire/smoke zone are to have been satisfactorily tested and balanced, relevant CWP set to work and the associated CW systems tested and balanced. Throughout the trial the following conditions are to apply: (1) (2) (3) d. All mechanical exhaust, fresh air/filtration and air conditioning systems, within the particular zone, operating; The appropriate CWP operating; CW flows and temperatures to coolers serving the compartments being tested, are within specified tolerances. to be recorded and, surrounding spaces temperature and MOD/DPA Project
b.
c.
During the habitability trial the following information is accompanied by an outline plan of the compartment and showing equipment sites and positions at which psychrometric readings were taken, forwarded to the Officer. (1) (2) (3) Name and number of vessel; Date and time of trial;
Half hourly temperatures at working positions for all items of equipment. Thermometers/thermocouples to record these temperatures are to be hung at head height;
15.7

(4) (5) Half hourly contact temperatures, within the compartment, and any divisional bulkheads or decks; Half hourly wet and dry bulb temperatures at the following positions: (a) (b) (c) (d) (e) (f) (g) (6) In fresh/filtered air trunk just prior to its intersection with the recirculation trunk; In the main recirculation trunk just prior to its intersection with the fresh/filtered air trunk; At the first and last terminal in each supply branch trunk; Within recirculation trunking at positions as near as practicable to each canopy; Within mechanical exhaust trunk serving drying tumblers (Laundries only); Local `hot spots' in front of heat producing equipments, i.e. ranges, washing machines, ovens, etc.; In all surrounding spaces.
Air flows in m3/s in all main distribution, fresh/filtered air, recirculation and, where fitted, mechanical exhaust trunks.
15.12
Performance Trials
a. Performance Trials are to be conducted to assess the efficiency of the total ship system under operational conditions in both Tropical and Arctic environments for which the vessel has been designed. Each trial is to be undertaken on a representative vessel of a class as soon as possible after the First of Class is commissioned. These trials are the responsibility of the lead shipbuilder and are to be conducted by him. Every opportunity is to be given for MOD personnel to attend and witness these trials. These trials are to be conducted, at sea in an environment that is as near as possible to the relevant extreme design condition, over a period of several days or possibly weeks, depending on the size of vessel and the number and extent of the systems involved. Tropical Performance Trials are to include the following elements, subject to the ship's operational commitments: (1) Air conditioning trials on each individual essential heat exchanger and its associated air system with the relevant compartments fully manned and all equipments operating normally; Air conditioning trials on each individual non essential heat exchanger and its associated air system with the relevant compartments fully occupied and all equipments that are potential heat sources, operating normally;
b.
c.
(2)
15.8
(3)
Air conditioning trials on selected essential heat exchangers and the associated air systems, in each fire/smoke zone, under emergency or maintenance configurations, i.e. with essential CWP replaced by CW/tepid water heat exchanger and also with essential CW system supplied totally from non essential plants and pumps; Air flow, temperature and humidity checks at regular intervals in all mechanical and naturally ventilated spaces over a representative operational period; Continuous recording of temperature and relative humidity in selected spaces, i.e. laundry, galley, dining hall, bathroom, etc.; Machinery space trials in òpen ship' condition; Machinery space trials in `closed down' condition with dedicated AFU operating and cooling effected by the standby CWP; Trials under `closed down' conditions with fire/smoke zone and citadel boundaries fully secured and Air Lock/Cleansing Station disciplines imposed. In this condition, as circumstances allow, checks are to be made on: (a) (b) (c) (d) (e) Purging rates through Air Locks and Cleansing Stations; Pressures within fire/smoke zones; Accessibility between zones; Effect on adjacent zones when individual zones are breached by the use of smoke clearance systems; Habitability checks at shelter stations when fully manned;
(4)
(5) (6) (7) (8)
(9) d.
Condition and configuration of all operating CWP throughout the total performance trials programme (hourly readings).
Arctic Performance Trials are to follow a similar programme to that described above but air and CW flows are to be adjusted, compartments manned, equipments operated and heating systems initiated to comply with the design conditions relevant to the prevailing weather. `Closed down' trials (See Para 15.12c.(8)) may be carried out during either Arctic or Tropical Performance Trials. They need not be repeated. At the completion of each Performance Trial, a comprehensive report is to be prepared. This report is to indicate the climatic conditions encountered daily, describe all trials undertaken giving dates and times, identify shortcomings and problem areas with recommendations for remedial action or design changes in future ships, and present all trials results in an easily understandable and logical manner using standard test sheets and tabular statements as necessary.
e. f.
15.13
Airborne Noise Trials/Surveys

a. Airborne noise surveys are to be carried out at sea during Contractors Sea Trials and as soon as possible after commissioning. They are to be conducted and reported in accordance with NES 810 Part 2.
15.9
15.14
Instruments
a. All instruments used for measuring air and water flows, air and water pressures, temperatures, humidities, etc., when carrying out any of the inspections and trials described above are to be of a type approved by the MOD. At the time of use they are to be within three years of their latest calibration by a NAMAS accredited laboratory. Quality control of ventilation and air conditioning systems, in terms of achievement of design temperatures and humidities, the acceptability of trunked and open air routes and the suitability of selected equipments and fittings, is essential to ensure that the standards, as specified, are achieved by the systems finally installed.
15.10
NES 102 Part 1 Issue 2 March 2000 ANNEX A.
RELATED DOCUMENTS
A.1 The following documents and publications are referred to in this NES:
SI 1984 N 1218 HSWA COSHH Regulations 1992 ISO 5801 ISO 7547 ISO 9785 BS EN 779 BS 848 The Merchant Shipping (Fire Protection) Regulations Statutory Instrument 1984 No 1218 Health and Safety at Work Act Control of Substances Hazardous to Health Industrial Fans Performance Testing Using Standardized Airways Air conditioning and ventilation of accommodation spaces on board ships Design conditions and basis of calculations Shipbuilding Ventilation of cargo spaces where internal combustion engine vehicles may be driven Calculation of theoretical total airflow required Particulate Air Filters for General Ventilation Fans for general purposes Part 1: Method of testing performance Part 6: Method of measurement of fan vibration BS 1553 Specification for graphical symbols for general engineering Part 1 Piping systems and plant Part 3 Graphical symbols for compressing plant Method for sodium flame test for air filters Plastics: Ambient Temperature Test MOD Ship Safety Management System Handbook. Performance Specification for a Ships NBC Air Filter Requirements For Design and Fitting Out of Workshops, Maintenance Spaces and Engineering Stores for HM Surface Ships Part 2: Specific Requirements NES 111 NES 118 NES 119 Requirements for the Insulation and Fittings for the Refrigeration Spaces in Surface Ships and Submarines Materiel Requirements for the NBC Defence of Surface Ships including RFAs The Requirements for Fire Protection and Damage Control for Surface Ships Part 1 Policy for Surface Ships Part 3 Surface and Submarine Equipment Catering Equipment Part 1 Equipment to MOD(PE) Design Standards
BS 3928 BS ISO 4589 2 JSP 430 STANAG 4447 NES 101
NES 122
A.1
ANNEX A

NES 123 Requirements for Laundries and Associated Compartments Part 1: Laundries and Associated Compartments Part 2: Laundry Machinery, Equipment & Fittings NES 139 NES 155 Code of Practice for Ship Husbandry Requirements for Structural Practices in Steel Surface Ships Part 1 General requirements Requirements for the Construction and System Arrangements in Magazines and Weapon Stowage Compartments Part 1: HM Surface Ships NES 329 NES 341 Requirements for Heat Exchangers Requirements for Cleaning of Items, Components and Equipment for Fluid Systems Part 1: Cleaning NES 345 NES 360 NES 362 NES 501 NES 519 Requirements for Flexible Rubber Pipe Assemblies and Bellows for use in Systems from Vacuum to 10 bar List of Preferred Standard Valves Metric (Low pressure) Type and Production Testing of Mechanical Equipment General Requirements for the Design of Electrotechnical and Naval Weapon Equipment Requirements and Safety Regulations for Electrical Equipment and Installations Fitted in Magazines, Submarine Weapon Stowage Compartments Adjacent Compartments and Designated Danger Areas Nuclear Hardening Guide Part 2: Electrical Installation in HM Surface Ships NES 593 NES 596 NES 627 NES 628 NES 629 NES 703 NES 705 NES 707 List of Approved Electrical Fittings for use in Magazines, Cargo Holds and Weapon Stowage Compartments Preferred Range of Heating and Thermostatic Components Requirements for General Application to Rotating Electrical Machinery Requirements for Preparation of Drawings for Rotating Electrical Machinery Requirements for Testing of Rotating Electrical Machinery Thermal and Acoustic Insulation of Hull and Machinery Selection of Materials on the Basis of thier Fire Characteristics Symbols and Abbreviations Part 1 Guide to the General Use of Symbols Part 2 Guide to Abbreviations & System Code Letters Fluid Systems General Requirements
NES 183
NES 529
NES 710
ANNEX A
A.2

NES 711 NES 713 NES 728 NES 763 NES 809 Determination of the Smoke Index of the Products of Combustion from Small Specimens of Material Determination of the Toxicity Index of the Products of Combustion from Small Specimens of Materials Domestic Hot and Cold Fresh Water Systems Requirements for the Preservation and Painting of Compartments in Surface Ships Guide to the Reduction of Radar Cross Section of Surface Ships Part 1 Hull Superstructure and Above Deck Mounted Equipment Design Guide for the Reduction of Acoustic Noise in Surface Ships Part 2: Reduction of Internal Airborne Noise (Ltd Circ) NES 813 NES 832 NES 847 NES 1004 BR 1754 BR 2170 BR 6590(002) SSCF4 STR 422/04/08/231a NATO AC 225 (Phase VII/NSP WGE 1) CDE TN 574 CDE TN 595 ASHRAE 52/76 Requirements for Structure Borne Vibration Testing of Warship Equipment Airborne Noise and Vibration Levels for Auxiliary Machinery Airborne Noise Tests for Equipments and Machinery to be Installed in HM Ships, Submarines and Royal Fleet Auxiliary Requirements for the Design and Testing of Equipments to Meet Environmental Conditions Safety Regulations for Storing and Handling Petroleum, Oils, Lubricants and Certain Other Hazardous Stores in HM Ships Ship NBCD Manual No 6 MK1 and No 7 MK1 NBC Filter Units Application for Concession of Departures from Naval Magazine and Explosive Regulations Electric Heaters for Air conditioning in HM Ships Design Guide for a NBC Filter Station An In Situ Test Method for Particle Filter Systems Test Procedure for the Non destructive Testing of Absorbent Filters Dust Control and Filtration
NES 810
A.3
ANNEX A
ANNEX A
A.4
NES 102 Part 1 Issue 2 March 2000 ANNEX B. ABBREVIATIONS AND DEFINITIONS B.1 For the purpose of this NES the following abbreviations apply:
ABV AFU ARM ASHRAE ATU BA BS BTM BSRIA CDE CIBSE COSHH CW CWP dBA dBW DA DETR Dp EMP EOS ET ESDM FW GAM GRP HSWA HVAC HQ ISO LEV MCR MNL MOD Automatic Bleed Valves Air Filtration Unit Availability, Reliability and Maintainability American Society of Heating, Refrigeration and Allied Engineers Air Treament Unit Breathing Apperatus British Standards Bromotrifluoromethane (Halon 1301) Building Services Research Industrial Association Chemical Defence Establishment Civil Institute Building Services Engineering Control of Substances Hazardous to Health Chilled Water Chilled Water Plant Decibel A scale Decibel Watt Design Authority Department of the Environment, Transport and The Regions Differential Pressure Electro Magnetic Pulse Emergency Operating Stations Effective Temperature Engineering System Design Methods Fresh Water Galvanized After Manufacture Glass Reinforced Plastic Health and Safety at Work Act Heating Ventilation and Air Conditioning Headquarters International Standards Organisation Local Exhaust Ventilation Machinery Control Room Maximum Noise Levels Ministry of Defence
B.1
ANNEX B

MS MTBF MTTR MWV NBC NBCD NBCW NSN NSR NST PML QAHWC QAR RCS RFA RH RN SCC SDN SDNR SHR SPL SR(S) STR SW TACS TES TN WG WL Mild Steel Mean Time Between Failure Mean Time to Repair Minor War Vessel Nuclear Biological and Chemical Nuclear Biological and Chemical Defence Nuclear Bacteriological and Chemical Warfare Nato Stock Numbers Naval Staff Requirement Naval Staff Target Permissable Maximum Level Quick Acting Hinged Watertight Covers Quality Assurance Representative Radar Cross Section Royal Fleet Auxiliary Relative Humidity Royal Navy Ship Control Centre Service Drawing Number Screw Down Non Return Sensible Heat Ratio Sound Pressure Level Staff Requirments (Sea) Statement of Technical Requirements Sea Water Total Atmospheric Control System Technical Equipment Specifications Technical Note Water Gauge Water Level
B.2 For the purposes of this NES the following definitions apply:
Air conditioning Air Filtration Unit (AFU) The control of the physical and chemical properties of air in an enclosed space to within specified limits. A structure containing pre particulate filters, Standard NBC Filters, fan(s), and possibly dehumidification equipment that may be free standing or integrated with the ship's structure. An engineered package of heater, cooler, particulate filter and fan that may be housed in a special compartment with other ATU or contained, as a separate item, in an acoustic enclosure within the particular compartment being served.
Air Treatment Unit (ATU)
ANNEX B
B.2

Arctic Conditions Chilled Water Plant (CWP) The coldest, continuous weather conditions that are to be generally allowed for. A main refrigeration unit comprised of compressor, condenser, evaporator and associated pump(s), etc., which is used to cool water delivered from heat exchangers serving compartments and electronic cabinets. A graphical representation of the variation in total system resistance when various air volumes are passed through a particular trunk system. On a logarithmic graph it is depicted as a straight line having a two in one slope, i.e. pressure varies as the square of the volume. The approved Firm, Establishment or Branch responsible for the detailed design of materiel to approved specifications and authorised to sign a Certificate of Design or to certify sealed drawings. An empirical index of comfort that takes account of dry bulb and wet bulb temperatures and air movement. In this NES the Effective Temperatures quoted assume still air. Compartments that contain machinery and/or equipment, the loss or malfunction of which would immediately and directly affect the ship's operational capability, e.g. weapons compartments, operations room, MCR, communications office, etc. The hottest, continuous weather conditions to be allowed for in special cases. A portion of the ship contained within smoke tight bulkheads extending from keel to the uppermost part of the vessel's superstructure in which the majority of essential services are autonomous. A system where a mixture of fresh and recirculated air is cooled and/or heated by an ATU prior to being distributed to one or more compartments. A compartment where noxious, toxic, explosive and/or flammable gases and vapours may be produced by normal functions. Heat added or removed during a change of state, the temperature remaining constant. A grid arrangement of parallel corrugated plates to arrest and drain moisture droplets from air passing through. The moisture source can be condensation at cooling coils or external weather conditions. That portion of the vessel, bounded by gastight bulkheads and decks, that can be conditionally pressurized above external atmospheric pressure by the introduction of uncontaminated fresh air. Compartments containing machinery and/or equipment, the loss or malfunction of which would not directly affect the ship's operational capability, e.g. accommodation, galley, laundry, storerooms, etc.
Constant Orifice Line
Design Authority
Effective Temperature (ET) Essential Compartments
Extreme Tropical Conditions Fire/Smoke Zone
Group System
Hazardous Compartment
Latent Heat Moisture or Spray Eliminator
NBC Citadel
Non essential Compartments
B.3
ANNEX B

Sensible Heat Sensible Heat Ratio Standard NBC Filter Subarctic Conditions Temperate Summer Conditions Temperate Winter Conditions Total Heat Tropical Conditions Ventilation Sub zone Heat that directly and reversibly affects the temperature of a substance. The ratio of sensible heat gain to latent heat gain. A radial particulate and vapour filter manufactured to MOD specifications and capable of removing nuclear, biological and chemical agents from incoming air. The coldest, continuous weather conditions to be allowed for in special cases. The hottest, continuous weather conditions to be allowed for in temperate climates. The coldest, continuous weather conditions to be allowed for in temperate climates. The sum of sensible and latent heat. The hottest, continuous weather conditions to be generally allowed for. A ventilation subdivision within the main fire/smoke zone as an aid to smoke control, and could entail the isolation of a single ATU.
ANNEX B
B.4
NES 102 Part 1 Issue 2 March 2000 ANNEX C. PROCUREMENT CHECK LIST This NES contains no Procurement Check List information.
C.1
ANNEX C
ANNEX C
C.2
NES 102 Part 1 Issue 2 March 2000 ALPHABETICAL INDEX (Note: Page numbers are given)
Hydrogen and Acetylene Storage Compartments, 5.19 Laundries and Associated Spaces, 5.12 Magazines, 5.15 Medical Spaces, 5.5 Sick Bays, 5.5 Paint Rooms, Paint Stores and Flammable Stores, 5.19 Refrigeration Machinery Compartments, Refrigeration Machinery and Bottle Stowages for Heavier than Air Gases, 5.18 Sewage Treatment Spaces, 5.14 Special Requirements, 5.4 Accommodation and Recreation Spaces, 5.4 Operational Spaces, 5.4 Steering Gear (Secondary Steering Position), 5.23 Storerooms, 5.14 Vehicle Decks, 5.22 Workshops, 5.13
A
Abbreviations and Definitions, B.1 Air Distribution Systems, 5.1, 5.21 Air Balance Diagrams, 5.23 Air-conditioning Arrangements, 5.2 ATU Controls, 5.4 Bathrooms and WCs, 5.7 Bathrooms, 5.9 General Requirements, 5.7 WCs and Urinals, 5.8 Battery Charging Rooms and Spaces Containing Battery Charging Facilities, 5.18 Central ATUs, 5.3 Compartment ATUs, 5.3 Compartments Containing Dangerous or Noxious Gases, 5.17 General Requirements, 5.17 Compartments Containing Petroleum, Oils, Lubricants, etc., 5.20 Configuration No 1 (Full fresh air cooling), 5.6 Configuration No 2 (Semi-recirculation), 5.6 Dental Surgery, 5.7 Conversion Machinery Rooms, 5.14 Design Objective, 5.1 Dry Provision Room, 5.23 Drying Rooms, 5.12 Electrical Switchboard Rooms, 5.23 Emergency Generator Compartment, 5.23 Galleys and Associated Spaces, 5.10 Galley, Servery and Scullery, 5.10 Miscellaneous, 5.11 Pantries and Pantry/Serveries, 5.11 General Requirements, 5.1 Hangars, 5.21 HP Air Compressors, 5.21
C
Cooling Systems, 6.1 Air Treatment Units, 6.9 Chilled Water Unit Coolers, 6.9 Chilled Water/Air Heat Exchangers (Coolers), 6.6 Cleanliness, 6.7 Compartment Cooling, 6.9 Dehumidifiers and Condensation Control, 6.11 Demarcation, 6.11 Design Principles, 6.1 Equipment Cooling, 6.10 Free Standing Air-conditioning Units, 6.10 Insulation, 6.11 Materials, 6.7 Statement of Style, 6.1 System Arangement and Components, 6.5 System Reliability, 6.11
INDEX 1

Water Quality, 6.8 Design Leading to Contract Definition, 3.4 Detailed Design, 3.4 Feasibility, 3.1 Design Requirements/Criteria, 2.1 Air-conditioning and Ventilation Systems, 2.4 Chilled Water Systems, 2.6 **Environment Conditions**, 2.1 General Requirements, 2.1 Local Exhaust Ventilation Systems, 2.7 Machinery Spaces, 2.5 Smoke Clearance, 2.5
D
Design Data, 4.1 Air Distribution Systems, 4.4 Air Velocities, 4.4 Fresh/Filtered Air Requirement, 4.5 Standard NBC Filters, 4.6 Chilled Water Systems, 4.7 Design Margins, 4.7 Chilled Water Temperatures, 4.7 Cooling and Heating Assumptions, 4.2 Cooling conditions, 4.2 Heating conditions, 4.3 Environmental Design Conditions, 4.1 External Temperatures (Cold Climates), 4.1 External Temperatures (Hot Climates), 4.1 Internal Temperatures Air-conditioned Spaces, 4.1 All Cold Climates, 4.1 Temperate Summer, 4.1 Tropics, 4.1 Internal Temperatures-Ventilated Spaces, 4.2 All Cold Climates, 4.2 All Hot Climates, 4.2 Heating Systems, 4.6 Pressurization, 4.6 Citadel and Zones, 4.6 Machinery Spaces, 4.6 Relative Humidity, 4.4 Total Heat Transfer Coefficient `k', 4.3 Velocities and Pipe Size, 4.8 Design For Maintenance And Ship Husbandry, 14.1 Drainage, 14.3 Filters, 14.3 Fittings, 14.2 General , 14.1 Water Systems, 14.3 Design Procedure, 3.1 Concept Studies, 3.1
F
Fans, 10.1 Fans Availability, Reliability and Maintainability, 10.3 Construction, 10.1 Fan Markings, 10.5 Fan Selection, 10.1 Fan Testing, 10.3 Materials, 10.1 Motors, 10.3 Mounting and Siting of Fans, 10.4 Noise, 10.3 Shock, 10.3 Special Fans, 10.5 Vibration (Externally Generated), 10.3 Vibration (Self Generated), 10.3 Filtration, 12.1 Dust Filters, 12.1 Fresh Water Filters, 12.7 General, 12.1 Grease Filters, 12.5 Odour Filters, 12.5 Standard NBC Filters, 12.7 Tobacco Smoke Filters, 12.5
G
General Information, 1.1 Climatic Conditions, 1.1 Cold Weather, 1.1
INDEX 2

Hot Weather, 1.1 Design Conditions, 1.1 Operational States, 1.2 Ship Subdivision, 1.2 Factory Testing, 15.1 Type Tests, 15.1 Final Inspection, 15.3 General Comments, 15.1 Habitability Trials, 15.7 Instruments, 15.10 NBC Filtration, Inspection and Testing, 15.3 Performance Trials, 15.8 Production Tests, 15.2 Progress Inspections, 15.3 Water Systems, 15.5 Zonal Pressures Tests, 15.7
H
Heating Systems, 7.1 Air-conditioned Compartments, 7.1 Classification of Heaters, 7.2 Reheaters, 7.3 Supplementary/Boost Heaters, 7.3 Compartments Outside the NBC Citadel (Ex Machinery Spaces), 7.2 Electric Heater Controls, 7.4 Fresh Air, 7.2 General Requirements, 7.1 Hazardous Compartments Within the NBC Citadel, 7.2 Heater Controls, 7.3 Positioning of Sensors, 7.3 Heater Markings, 7.7 Hot Water Heater Controls, 7.4 Humidifiers, 7.7 Space Heating, 7.5 Category 1, 7.5 Category 2, 7.5 Category 3, 7.6 Electric Heater Panels, 7.6 Fan Assisted Electric Heaters, 7.6 Hot Water Radiators, 7.6 Hot Water Systems, 7.6 Types of Space Heaters, 7.6 Trunk Mounted Heaters, 7.5 Electric Heaters, 7.5 Hot Water Heaters, 7.5
M
Machinery Spaces, 8.1 Air Systems, 8.2 Cooling, 8.1 General, 8.3 Heating, 8.3 Machinery Space Ventilation Trials, 8.4 Pressurisation, 8.2 System Design, 8.1 Action State/Closed Down Condition, 8.1 Cruise State/Open Ship Condition, 8.1
N
NBCD & Fire Fighting Arrangements, 9.1 Air Filtration Units and NBC Filters, 9.3 Air Locks, 9.5 Citadel Pressurisation, 9.1 Cleansing Station, 9.6 Fire Fighting and Fire Precautions, 9.6 Fire Fighting Subdivision, 9.1 Fire Flaps, 9.11 Fire Precautions in Royal Fleet Auxiliary Vessels, 9.14 High Risk Areas, Galleys, 9.10 Highly Flammable Stores and Explosive Gases, 9.11
I
INSPECTIONS, TESTS AND TRIALS, 15.1 Air Systems, 15.3 Air Test Reports, 15.4 Airborne Noise Trials/Surveys, 15.9
INDEX 3

Intake of Ambient Air, 9.2 Calculated Uncontrolled Leakages, 9.2 Control Of CO2, 9.3 Known Controlled Leakages, 9.3 NBCD Subdivision, 9.1 NBCD Ventilation Board, 9.14 Purging, 9.5 Smoke Clearance/Containment - Policy (Surface Ships), 9.7 Textile Ventilation Trunking, 11.2 Advantages, 11.3 Cleaning, 11.3 Draught Free, 11.3 Economic Storage & Transportation, 11.3 Efficient Air Distribution, 11.3 Fire Retardency and Toxicity, 11.4 Flexible Mounting, 11.3 Low Weight, 11.3 Recirculation Ducting, 11.3 Reduced Air Noise, 11.3 Repair and Modifications, 11.3 Disadvantages, 11.4 Trunking - Associated Fittings, 11.8 Vulnerability, 11.6 Watertight Trunks, 11.5 Trunk Installation, 11.5 Weather Terminals, 11.8
T
Table of Contents, vii Trunking and Fitting Exhaust/Recirculation Intakes, 11.9 Gastight and Structural Trunks and Trunks Subjected to Rough Usage or High Fire Risk Including Smoke Removal Systems, 11.4 General, 11.1 Insulation, 11.10 Miscellaneous Fittings, 11.9 Non-Watertight, Non-Gastight Trunks, 11.1 Supply Outlets, 11.8
V
Ventilation Noise, 13.1 General, 13.1 Siting and Mounting of Fans, 13.1 System Sound Analysis, 13.2 Tests and Trials, 13.3 Trunking and Fittings, 13.2
INDEX 4
Inside Rear Cover
Crown Copyright 2000 Copying Only as Agreed with DStan
Defence Standards are Published by and Obtainable from: Defence Procurement Agency An Executive Agency of The Ministry of Defence UK Defence Standardization Kentigern House 65 Brown Street GLASGOW G2 8EX
DStan Helpdesk Tel 0141 224 2531/2 Fax 0141 224 2503 Internet e-mail enquiries@dstan.mod.uk
File Reference The DStan file reference relating to work on this standard is D/DStan/069/02/102/1. Contract Requirements When Defence Standards are incorporated into contracts users are responsible for their correct application and for complying with contractual and statutory requirements. Compliance with a Defence Standard does not in itself confer immunity from legal obligations. Revision of Defence Standards Defence Standards are revised as necessary by up issue or amendment. It is important that users of Defence Standards should ascertain that they are in possession of the latest issue or amendment. Information on all Defence Standards is contained in Def Stan 00-00 Standards for Defence Part 3 , Index of Standards for Defence Procurement Section 4 Index of Defence Standards and Defence Specifications published annually and supplemented regularly by Standards in Defence News (SID News). Any person who, when making use of a Defence Standard encounters an inaccuracy or ambiguity is requested to notify UK Defence Standardization (DStan) without delay in order that the matter may be investigated and appropriate action taken.

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Ministry of Defence Defence Standard 02-102 (NES 102)

Issue 2 Publication Date 8 September 2000

Incorporating NES 102 Category 2

NAVAL ENGINEERING STANDARD 102

REQUIREMENTS FOR AIRCONDITIONING AND VENTILATION

PART 1 ISSUE 2 MARCH 2000

HM SURFACE SHIPS AND ROYAL FLEET AUXILIARIES

NES 102 Part 1 Issue 2 March 2000

NES 102 Part 1 Issue 2 March 2000 SCOPE

NES 102 Part 1 Issue 2 March 2000

NES 102 Part 1 Issue 2 March 2000 FOREWORD Sponsorship

Conditions of Release General

MOD Tender or Contract Process

NES 102 Part 1 Issue 2 March 2000 Categories of NES

Naval Engineering Standards Other documents

Health and Safety Warning

12. 12.1 12.2

FILTRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1 Dust Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1

RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . A.1 ABBREVIATIONS AND DEFINITIONS . . . . . . . . . . . . . . . B.1

NES 102 Part 1 Issue 2 March 2000

NES 102 Part 1 Issue 2 March 2000

BOUNDARY GAINS - (SH) EQUIPMENT (SH+LH, IF ANY PERSONNEL (SH+LH)

ELECTRIC PRE-HEATER CHILLED WATER SYSTEM AIR TREATMENT UNIT FLOW

RETURN REFRIGERANT CIRCUIT CHILLED WATER PLANT C.W. PUMP

EVAPORATOR COMPRESSOR CONDENSER

Figure 2.1 Basic Air-Conditioning System

NES 102 Part 1 Issue 2 March 2000

MOISTURE CONTENT g/Kg

DRY BULB TEMPERATURE deg C

NOTE For information on A, A1, B, C and D See Figure 2.1

Figure 2.2 Typical Air-Conditioning Cycle

NES 102 Part 1 Issue 2 March 2000

Air-conditioning and Ventilation Systems

NES 102 Part 1 Issue 2 March 2000

NES 102 Part 1 Issue 2 March 2000

Chilled Water Systems

NES 102 Part 1 Issue 2 March 2000

Local Exhaust Ventilation Systems

NES 102 Part 1 Issue 2 March 2000

NES 102 Part 1 Issue 2 March 2000

(3) (4) (5)

(6) (7) (8) (9)

NES 102 Part 1 Issue 2 March 2000

(b) (c) (d) (e) (f) (g) (h) (i) (2)

NES 102 Part 1 Issue 2 March 2000

Design Leading to Contract Definition

Environmental Design Conditions

Dry Bulb (DB)5C

Wet Bulb (WB)5C

Surface Sea Temperature 5C

External Temperatures (Cold Climates)

Dry Bulb (DB)5C

Wet Bulb (WB)5C

Surface Sea Temperature 5C

NES 102 Part 1 Issue 2 March 2000

Internal Temperatures subsequent sections): (1) All Hot Climates: (a)

Ventilated Spaces (unless otherwise specified in

All Cold Climates: (a) (b)

Cooling and Heating Assumptions

(b) (c) (d)

NES 102 Part 1 Issue 2 March 2000

Total Heat Transfer Coefficient k

Heat gain from general lighting (W/m2) Incandescent