DESIGN ANALYSIS OF CHAIN LOCKER FOR A SHIP WITH LOA BELOW

90M BASED ON ABS RULES.

MOHAMAD AIMAN ASHRAF BIN MOHAMAD BAKHID

56211118172

UNIVERSITI KUALA LUMPUR

JANUARY 2021
DESIGN ANALYSIS OF CHAIN LOCKER FOR A SHIP WITH LOA BELOW
90M BASED ON ABS RULES.

MOHAMAD AIMAN ASHRAF BIN MOHAMAD BAKHID

56211118172

Report Submitted to Fulfil the Partial Requirements

For the Bachelor of Engineering Technology (Naval Architecture and
Shipbuilding)
University Kuala Lumpur

JANUARY 2021
 DECLARATION

I declare that this report is my original work and all references have
been cited adequately as required by the University.

Date: Signature:…....
……………………….

Full Name: MOHAMAD AIMAN

ASHRAF BIN
MOHAMAD BAKHID

iii
ID Number: 56211118172

iv
 APPROVAL PAGE

We have supervised and examined this report and verify that it meets the
programmed and University’s requirement for the Bachelor of Engineering
Technology (Naval Architecture and Shipbuilding)

Date: Signature: …..........................

Supervisor: Azman Bin Ismail
Official Stamp:

Date: Signature: …..........................

Co-Supervisor: Bakhtiar Ariff Bin
Baharudin
Official Stamp:

iv
 ACKNOWLEDGEMENT

First and foremost, I want to express my gratitude to Allah Almighty for the process
in gaining information contained in this final year's report. Alhamdulillah, I am
thankful for the data collection and analysis experience, which I shared in my last
year's report with Mr. Azman bin Ismail, who effectively guided me through the joy
of learning. With his consistent passion for the static approach and my research, I
was always involved in it. I would also like to thank Mr Azman bin Ismail for his
patience and support during my study. I would also like to thank my parents for their
patience and support.

Even though there were highs and lows through the project, the final year squad put
forth all effort and support. Any endeavour that has proven to be effective will
remain ineffectual until those who have aided in his development are seen as having
a sense of gratitude and respect.

vi
 CONTENTS

DECLARATION.............................................................................................iii

APPROVAL PAGE........................................................................................iv

ACKNOWLEDGEMENT................................................................................vi

LIST OF FIGURES........................................................................................ ix

LIST OF TABLES..........................................................................................xi

ABSTRACT.................................................................................................. 13

ABSTRAK.....................................................................................................14

1 CHAPTER 1: INTRODUCTION..............................................................15

1.1 Research Background............................................................................................15

1.2 Problem Statement................................................................................................16
1.3 Research Question.................................................................................................17
1.4 Research Objective...............................................................................................17
1.5 Expected Outcome................................................................................................17
1.6 Scope of Research.................................................................................................17
2 CHAPTER 2: LITERATURE REVIEW..................................................19

2.1 Introduction...........................................................................................................19
2.2 Hull.......................................................................................................................19
2.3 Chain Locker.........................................................................................................19
2.3.2 Chain Locker Summary........................................................................21
2.4 Chain Locker Material..........................................................................................21
2.4.1 Aluminium.............................................................................................22
2.4.2 Steel......................................................................................................23
2.4.3 Chain Locker Material Summary..........................................................24
2.5 Hawsepipe, Chain Pipe and Spurling Pipe............................................................24
2.6 Summary...............................................................................................................25
3 CHAPTER 3: METHODOLOGY............................................................26

3.1 Introduction...........................................................................................................26
3.2 Research flow chart...............................................................................................26

vii
 3.3 Fast Patrol Vessel..................................................................................................27
3.4 Chain Locker.........................................................................................................27
3.4.1 Chain locker expected design................................................................28
3.5 Chain Locker Size Calculation..............................................................................29
3.5.1 Chain locker volume calculation...........................................................29
3.5.2 Minimum stowage capacity..................................................................29
3.5.3 Chain diameter and chain locker volume..............................................30
3.6 Anchor Chain Length............................................................................................31
3.7 Material Specification...........................................................................................31
3.7.1 Hull Material.........................................................................................31
1 REFERENCE......................................................................................... 32

viii
 LIST OF FIGURES

Figure 1-1 Gantt Chart 1....................................................................................19

Figure 2-1 Overview of the Chain Locker..........................................................21
Figure 2-2 SANJ 2014.........................................................................................23
Figure 2-3 Steel Warship, HMS Warrior...........................................................24
Figure 3-1 Research Flow Chart........................................................................26
Figure 3-2 Fast Patrol Vessel Drawing...............................................................27
Figure 3-3 Chain Locker Arrangement..............................................................27

ix
 LIST OF TABLES

Table 3-1 Necessary volume [m3] for 100 [m] anchor chain..............................29

xi
 Nomenclature
Stern: The back of the boat

Bow: The front of the boat

Beam: The width of the boat from side to side at the

widest part

Transom: The flat end of the hull is called transom

Portside: The left side of the boat

Starboard side: The right side of the boat

Length Overall (LOA): The extreme length of the vessel, in m,

measured from the foremost point of the stem
to the aftermost part of the stern.

Length of Waterline (LWL): The length of the hull, in m, measured at the

maximum draught.

Draught (T): The distance, in m, measured vertically on the

amidships transverse section, from the moulded
base line to the load line.

Depth (D): The distance, in m, measured vertically on the

amidships transverse section, from the moulded
base line to the top of the deck beam at side on
the upper- most continuous deck.

Beam / Breadth (B): The greatest moulded breadth, measured

amidships below the weather deck.

12
 ABSTRACT

Common size of chain locker for a ship usually as big enough to store the anchor
chain with enough breathing space. Size of the chain locker should not be too big and
too small for a better and stable ship. Nowadays, there a lot of production of a fast
patrol vessel in the industry for national safety purpose. This thesis described the
suitable size of a chain locker for a ship with length overall under 90 metre which is
30 metre fast patrol vessel. Detailed explanation on the chain locker size has been
included within the project report to support the idea of this sizing decision. The
chain locker design is made based on formula, length of the chain and diameter of
the chain. This process is based on the ABS rules for a more suitable properties and
rules to be followed. The suitable size and angle for the chain pipe, hawsepipe and
spurling pipe could allow a smooth flow of the chain. To strengthen the chain locker,
steel plates were chosen as it could give more strength and corrosion resistance
which could secure the safety of the hull. This report has included the estimation size
of the chain locker for the 30 metre fast patrol vessel and evaluate the design of the
chain locker under selected classification rules.

13
 ABSTRAK

Ukuran saiz loker rantai biasa untuk kapal biasanya cukup besar untuk menyimpan
rantai sauh dengan ruang bernafas yang mencukupi. Ukuran loker rantai tidak boleh
terlalu besar dan terlalu kecil untuk kapal supaya berfungsi lebih baik dan stabil.
Pada masa kini, terdapat banyak pengeluaran kapal peronda di industri untuk tujuan
keselamatan negara. Tesis ini menerangkan ukuran loker rantai yang sesuai untuk
kapal dengan panjang keseluruhan di bawah 90 meter iaitu kapal peronda 30 meter.
Penjelasan terperinci mengenai ukuran loker rantai telah dimasukkan dalam laporan
projek untuk menyokong idea keputusan ukuran ini. Reka bentuk loker rantai dibuat
berdasarkan formula, panjang rantai dan diameter rantai. Proses ini berdasarkan
peraturan ABS agar peraturan yang lebih sesuai dipatuhi. Penentuan ukuran saiz dan
sudut yang sesuai untuk paip rantai, pipe haws dan paip spurling dapat
memungkinkan aliran rantai yang lancar. Untuk mengukuhkan loker rantai, plat aloi
aluminium dipilih kerana dapat memberikan kekuatan dan ketahanan hakisan yang
lebih tinggi yang dapat menjamin keselamatan kapal. Laporan ini telah memasukkan
anggaran ukuran loker rantai untuk kapal peronda pantas 30 meter dan menilai reka
bentuk loker rantai di bawah peraturan klasifikasi yang dipilih iaitu peraturan ABS.

14
 1 CHAPTER 1: INTRODUCTION

1.1 Research Background

A ship is constructed and fabricate under specification rules for a better performance.
As for the chain locker, it designs and size matter for a smooth flow of the anchor
chain. Chain locker is a compartment at the forward of the ship under the windlass
where the anchor chain is stowed.

The anchor chain is kept in the chain locker, which is a closed chamber. The chain is
stowed on a grate at the bottom of the locker. A sump is located beneath the grating.
To combat corrosion, the chain locker sump has numerous zinc sacrificial anodes.
The anodes are physically attached to the steel surface of the chain locker sump (e.g.,
by bolts or welding). Instead of the steel surface of the chain locker sump, the zinc
anode is corroded or "sacrificed." As the anchor is raised or lowered, the chain
travels between the chain pipe and the hawse pipe. The chain locker is connected to
the deck by a chain pipe, and the hawse pipe extends from the deck through the
ship's hull. To remove mud, marine organisms, and other detritus picked up during
anchoring, the anchor and chain are rinsed off with a fire hose when recovered.
While recovering the anchor, seawater from the fire hose is sent either through the
hawse pipe or directly over the side onto the chain.

Introducing a chain locker for a 30 meter fast patrol vessel. Implementing this project
will give a knowledge and idea of what is a chain locker. Besides, implementing this
project could also serve as a solution for the size determination of chain locker under
specific rules.

Constructing the chain locker will require special material and formula for the size
decision making. Steel considered to be the best material for the chain locker
material due to its corrosion resistance and strength. For that, Steel is believed to be
the best choice for the hull material for this project.

15
1.2 Problem Statement

All ships have their own chain locker located under the windlass. This chain
locker must have an adequate size to stow the anchor chain. The size of the chain
locker of a ship must be different as the chain locker size depending on the length
and the diameter of the chain.

As for the first problem statement, there is no clear and accurate design for the
chain locker. Most of the research only stated what is the meaning of the chain locker
and it position on the ship. The shape of the chain locker will influence the
movement of the chain from the hawse pipe to the chain locker.

Next is to prevent corrosion at the chain locker. Selecting a good material can
prevent corrosion and make the life span of the chain locker to be longer. This will
also prevent damage to other ship compartment.

By designing a good chain locker, the size of the chain locker can be determined
by following the regulations of a few rules. The movement and flow of the anchor
chain also will be smoother without making any strangle when the anchor is raised or
lowered.

The design should be complied with the ABS rules for a better performance and
smoother flow of the anchor chain. To achieve its goals, the chain locker will be
made of steel that is good with it strength.

16
1.3 Research Question

The following is a research question that must be answered in this study:

I. What is the suitable size for the chain locker based on selected classification
rules?

II. How to evaluate the design of chain locker based on selected classification
rules?

1.4 Research Objective

The following are the two main objectives of this paper:

I. To determine a suitable size for the chain locker based on selected

classification rules.
II. To evaluate the design of chain locker based on selected classification rules.

1.5 Expected Outcome

According to the research expected outcome, this is expected outcomes:

I. A suitable size of chain locker for 30 m fast patrol vessel based on the
specified classification rules.

1.6 Scope of Research

I. Designer had to pick the suitable material, design and size for the chain
locker. Therefore, the chain locker must meet the specifications required by
ABS rules for a 30 m fast patrol vessel.

II. Throughout the project, the basic qualities of the chain locker material,
Aluminum, are investigated based on prior research to determine the
advantages of adopting a certain material in terms of long lifespan capability.

III. The determination of the diameter of anchor chain, hawsepipe, chain pipe and
spurling pipe for a smoother flow of the anchor chain. The benefit and
advantage of the suitable angle for the pipe.

17
Figure 1 Gantt chart

18
 2 CHAPTER 2: LITERATURE REVIEW

2.1 Introduction

This chapter covered the literature review, which was divided into sections and supported by
previous researchers' statements to strengthen the facts of this research. The goal of this chapter
is to give the readers a better understanding of the project's goal and details. The chapter will
proceed to explain in detail about the chain locker, spurling pipe, hawsepipe and chain pipe.
Elaboration on the materials which have high potential to chosen as the hull material will be
conducted based on the article made by a researcher. The chapter will proceed to the size
decision and design evaluation for the chain locker.

2.2 Hull

The hull of a ship (Chakraborty, 2019) is the ship's most visible structural element. To define the
hull, it is the ship's waterproof enclosure that protects the ship's cargo, machinery, and
accommodation spaces from the elements, flooding, and structural damage. However, this is
insufficient to meet our needs of comprehending all aspects of a ship's hull.

2.3 Chain Locker

According to (Abhishek, 2020) the ship's chain locker is designed to go as deep as possible
while leaving just enough breathing room. To define the size of the chain locker, it can be said
that the length and size of the chain cable determines the size of the chain locker. However, (Ma
et al., 2019) stated that if the platform has limited space inside the hull, chain lockers can also be
located on the deck level, though this arrangement is not ideal for the floating structures' centre
of gravity. Chain lockers can have their openings made watertight to ensure that the watertight
integrity of the lockers is maintained and to prevent sudden flooding. Closing devices are
installed in the openings. This is supported by the rules (ABS, 2021) which stated that the
arrangements must prevent accidental flooding of the chain locker from causing damage to
auxiliaries or equipment required for the ship's proper operation. Yet the need to know all facts
of a ship's chain locker is not necessarily alone.

19
 Figure 2-1 Overview of chain locker

The design of the chain locker (Abhishek, 2020) depends on its specifications and the length of
the anchor chain. As stated by (Kowashki, 2011) in his calculation paper to apply the formula ,in
plan perspective the chain locker should ideally be circular. The shape is chosen for a smoother
movement and flow of the anchor chain. Supported by (Tujil, 2016) the shape of the chain locker
stated in the calculation note also in round shape. However the shape of the chain locker is not
limited to round shape only, it also can be in rectangular or square shape but different formula
and calculation should be complied as stated by (Kowashki, 2011) and (Tujil, 2016).

2.3.1

20
2.3.2 Chain Locker Summary
Among the chain locker basic shapes, each one of them has its own unique character which is
sometimes better when compared with others. According to (Tujil, 2016) among the chain locker
shape, in term of suitable shape for high speed vessel such as fast patrol vessel, round shape is
better compared to the square or rectangular shape. For that, making a round shape chain locker
will be suitable as cylindrical shaped chain lockers are quite effective in terms of space
utilization.

2.4 Chain Locker Material

Selecting the right and suitable material for the chain locker is important for it to serve its
purposes. Supported by (Curtis et al., 2014) where materials are chosen on the basis of cost in
order to meet a 'basket' of mechanical qualities including stiffness, strength, and fracture
toughness.

Metal hulls are the most commonly use material for hull construction. Generally, there several
types of metals used for the construction of the hull but aluminium and steel are the most
frequent materials. Each has advantages and disadvantages as stated by (Donaque, 2020). Due to
its strength and lightweight, (Skillingberg, 2007) aluminium alloy has been used in the nineties
in Japan to build a boat called the Arakaze which is wholly built from aluminium and she has a
successful debut.

For larger ships, (Curtis et al., 2014) the main structure is dominated by the use of steel, which is
advantageous in terms of cost, ease of fabrication, and so on. It has been used in boatbuilding for
a long time as a material. The primary reasons shipbuilding industries continue to use it steel is
much more rugged than aluminium in boat building and construction, being tougher and having
much superior abrasion resistance when compared to any other boat building material as stated
by (Donaque, 2020) .

21
2.4.1 Aluminium

(Skillingberg, 2007) stated that The Japanese Maritime Self-Defense Force (JMSDF) built three
different types of 89-foot torpedo boats in three different materials: aluminium alloy, steel, and
wood. In sea trials, two boats of each material were compared, and the superiority of the
aluminium alloy hull was confirmed. Significant advantage of aluminium hulls (Hoover, 2016)
is that they do not require painting, except below the waterline or where fixtures and fittings
come into contact with the hull surface. This statement is supported by (Donaque, 2020). Figure
2-5 shows an example of a fast aluminium patrol boat, SANJ 2014.

Figure 2-2 SANJ 2014

22
Aluminium boat hulls (Hoover, 2016) weigh approximately 30% less than steel hulls. With less
weight, the boat can travel through the water more easily, making it faster and more fuel
efficient. It is not only light and strong (Donaque, 2020), but it also has improved corrosion
resistance and is easy to work with, supported by (Curtis et al., 2014) for the construction of a
hull as well as spars, high strength aluminium alloys, frequently redeveloped originally for the
aviation industry, can be used. As for addition, naval architects can use aluminium (Skillingberg,
2007) to design high speed, long life, high payloads, low maintenance costs and high recycling
value boats.

2.4.2 Steel
(Curtis et al., 2014) stated that steel hull is commonly used for larger ships for the reason of cost,
fabrication ease, etc. Figure 2-5 shows an example of a first steel warship, HMS Warrior.

Figure 2-3 Steel Warship, HMS Warrior

Steel is more commonly used (Donaque, 2020), as more materials and metal workers are
equipped to carry out aluminium repairs and installations in steel. The owner can find repairing

23
aluminium hulls far harder in remote areas. Steel with alloying elements (Eyres, 2007) which
give it good resistance to corrosion and which are known colloquially as stainless steels are not
commonly used in ship structures, mainly due to higher initial and manufacturing costs.

2.4.3 Chain Locker Material Summary

To sum up, common material used for the hull construction such as steel and aluminium has their
own pros and cons in shipbuilding. Although aluminium allow vessel to achieve weight saving
for almost 30% (Hoover, 2016) than steel hull, but it cost a lot. However, steel is the most
suitable material for the chain locker as it is built for a fast patrol vessel. Besides (Skillingberg,
2007), aluminium has prompted many technological advances for cruising at speed of up to and
over 40 knots. It's crucial to remember the goals of this study, which are to evaluate designs for
fast patrol vessel chain lockers.

2.5 Hawsepipe, Chain Pipe and Spurling Pipe

The cable chain passes through a chain pipe from the windlass to the chain locker. The anchor
chain flows through a ship's hawsepipe, which is a pipe that runs through the bow portion. A
spurling pipe or tube through which an anchor chain is sent to a chain locker beneath a ship's
deck. (ABS, 2021) stated that care must be taken to ensure that the chain from the windlass to the
hawse pipes and chain pipes has a fair lead. The hawse pipes (ABS, 2021) must be of sufficient
size and strength. To minimise the nip on the cables, they must have complete rounded flanges
and the shortest possible lead.

IHC standard guidelines (Tujil, 2016) for the diameter of hawse pipe should be 10 times the
diameter of the anchor chain and for the diameter of the spurling pipe, 8 times bigger than the
anchor chain diameter.

24
2.6 Summary

The findings of this literature study offer many contributions and highlight certain key
information for chain locker evaluation. First, among the three fundamental chain locker shapes,
square, rectangular, and circular, the circular shape appears to be the best fit for a smooth anchor
chain flow. Although rectangular and square shapes are preferable in terms of space efficiency
than circular shapes, they are not suited for a good flow of anchor chain.

This research has also given us a better understanding of the chain locker's material. Steel and
aluminium are the two sorts of materials that are mentioned in general. Only steel could meet the
requirements, as the chain locker is designed for a fast patrol vessel. It has a wide range of
strength that it can withstand compare to aluminium.

The diameter of the three pipes, hawsepipe, chain pipe, and spurling pipe, may also be identified
as long as the diameter of the anchor chain can be known because a manual has previously been
written by (Tujil, 2016)

25
 3 CHAPTER 3: METHODOLOGY

3.1 Introduction

Volume, length, and diameter are the variables investigated in this study. In this chapter, a few
formulas were used to determine the size of the chain locker. The terms listed below will be
utilised extensively in this chapter.

3.2 Research flow chart

The flow diagram is used to represent project management and implementation processes to
better comprehend them. The flow chart is shown below.

Figure 3-2 Research Flow Chart

26
3.3 Fast Patrol Vessel

For this project study to be successful, there must be a ship that be the guidelines. As stated
before, fast patrol vessel was chosen for this project. The following is the 30m SVA Patrol
Vessel measurements:

LOA: 30m

B: 5.85m

T: 1.05m

Figure 3-3 Fast Patrol Vessel Drawing

3.4 Chain Locker

Under (Bailey et al., 1989) the provisions must prevent inadvertent flooding of the chain locker
from causing damage to auxiliaries or equipment required for the vessel's proper operation, as
well as subsequent flooding into adjacent areas. Separate areas are required for port and
starboard cables as stated by (Germanischer Lloyd, 2007). Figure 3-2 show the arrangement of
chain locker that stated under (Bailey et al., 1989).

27
 Figure 3-3 Chain Locker Arrangement

Bulkheads between distinct chain lockers that are not part of a subdivision bulkhead or
bulkheads that create a common chain locker border are not required to be watertight.

3.4.1 Chain locker expected design

This is the expected design for the chain locker for this research. This chain locker is cylindrical
shape.

28
3.5 Chain Locker Size Calculation

There are several important parameters needed to be recognized. Formula below shows the
dimension needed for the calculation.

3.5.1 Chain locker volume calculation

V = ( L× D2 ) ÷ 49000

V = chain locker volume in cubic metres

L = chain cable length in metres

D = chain cable diameter in millimetres.

An adequate chain locker volume for the fast patrol vessel will be obtained after following this
formula.

3.5.2 Minimum stowage capacity

The minimum required stowage capacity(Germanischer Lloyd, 2007) without mud box for the
two bow anchor chains is as follows:

l 3
S=1.1× d ²× [m ]
100000

d = chain diameter [mm]

l = total length of stud link chain cable

For the port and starboard chain cables, the total stowage capacity will be split between two
chain lockers of equal size. It is possible to choose circular foundation regions with a diameter of
30 – 35 d.

29
3.5.3 Chain diameter and chain locker volume

In the IHC yard standard, the following table on chain locker sizing was found as stated by
(Tujil, 2016). This chain locker size already been calculated by using the polynomial function.

Table 3-1 Necessary volume [m3] for 100 [m] anchor chain

30
(Continued)

3.6 Anchor Chain Length

When not in use, each surface vessel's anchor (Seals, 1999) is connected to at least 810 feet (135
fathoms) of steel chain maintained below decks in the chain locker. The chain is made up of
detachable links that connect 90-foot (15-fathom) lengths of chain called "shots."

3.7 Material Specification

The selection of material for the chain locker must be done with the most suitable material for
this project study to be successful. Aluminium is the material that will be utilised for the chain
locker.

31
3.7.1 Hull Material
Several forms of material for the hull construction have been identified in the literature on chain
locker material. Steel and aluminium are the commodities in question. The goal of this research
was to find the best material for a fast patrol vessel chain locker. Aluminium was chosen as the
chain locker material in order to meet the study's goal.

1 REFERENCE
Abhishek. (2020). What Is Chain Locker On A Ship. 1–3. What Is Chain Locker On A Ship? %7C Basic
Overview – ShipFever

ABS. (2021). Rules for building and classing steel vessels, 1994. 4, v. <2 >.

Bailey, S. W., Dillard, S. B., Thomas, K. B., & Ayling, J. E. (1989). Changes in the Cofactor Binding Domain
of Bovine Striatal Tyrosine Hydroxylase at Physiological pH upon cAMP-Dependent Phosphorylation
Mapped with Tetrahydrobiopterin Analogues. Biochemistry, 28(2), 494–504.
https://doi.org/10.1021/bi00428a013

Chakraborty, S. (2019). Hull of a Ship – Understanding Design and Characteristics.

Curtis, A. C. D., Murchison, D. G., Berner, R. a, Shaw, H., Sarnthein, M., Durand, B., Mackenzie, a S., &
Surdam, R. C. (2014). The selection of materials for ship structures. 315(1531), 203–219.

Donaque, R. (2020). Aluminium boat hulls VS steel boat hulls. 8–12.

https://yachting-pages.com/articles/aluminium-boat-hulls-vs-steel-boat-hulls.html

Eyres, D. J. (2007). Ship design, construction and operation. 6(1998).

https://www.researchgate.net/publication/232022528_Steel_Hull_Corrosion_of_USS_Arizona_wit
h_Applications_to_Submerged_Resources

Germanischer Lloyd. (2007). Rules for Classification and Construction, Ship Technology, Seagoing Ships,
Fishing Vessels. 248.

Hoover, M. (2016). Aluminium boat hulls VS steel boat hulls.

Kowashki. (2011). Anchor chain volume calculation. C, 68–70.

https://www.scribd.com/doc/73181129/Anchor-Chain-Locker-Volume-
Calculation#:~:text=ANCHOR CHAIN LOCKER VOLUME CALCULATION%3A The formula you are
referring,2 using L in feet.

Ma, K.-T., Luo, Y., Kwan, T., & Wu, Y. (2019). Hardware on vessel equipment. Mooring System
Engineering for Offshore Structures, 199–213. https://doi.org/10.1016/b978-0-12-818551-3.00010-

32
 7

Seals, S. T. (1999). Phase I Final Rule and Technical Development Document of Uniform National
Discharge Standards ( UNDS ) Appendix A Cathodic Protection : Nature of Discharge. April, 1–45.

Skillingberg. (2007). Aluminum at sea. Light Metal Age, 59(3–4), 48–65.

Tujil. (2016). GUIDELINES FOR THE SIZING OF CHAIN LOCKERS. 1–9.

33