SHIP SYNTHESIS MODEL FOR
NAVAL SURFACE SHIPS
by
MICHAEL ROBERT REED
Lieutenant, United States Navy
B.S., Iowa State University
1969
SUBMITTED IN PARTIAL FULFILLMENT
OF THE REQUIREMENTS FOR THE
DEGREE OF OCEAN ENGINEER
and
THE DEGREE OF MASTER OF SCIENCE
IN NAVAL ARCHITECTURE AND MARINE ENGINEERING
at the
MASSACHUSETTS INSTITUTE OF
TECHNOLOGY
May,
Signature of Author ....
Certified by....
,w
1976
,,
Department o
...........
Ocean Engineering
......-.........
|, laThesis Supervisor
Accepted
by*....,
..
......
Chairman, Departmental
Committee
WCHIVES
JUN 21 1976
' ISS
ABSTRACT
Ship Synthesis Model for Naval Surface Ships
by: Michael Robert Reed
Submitted to the Department of Ocean Engineering on May 7, 1976,
in partial fulfillment of the requirements for the degree of
Ocean Engineer and the degree of Master of Science in Naval
Architecture and Marine Engineering
This thesis presents a method for estimating the weight, volume,
center of gravity, electric load, and other overall ship characteristics of conceptual as well as existing Naval surface displacement
ships. The method is computerized and thus permits rapid calculations
of technical characteristics for a much larger number of ship studies
than would be permitted by hand calculations. The final program
listing is given together with a listing of the empirical relations
developed.
The program is applicable to Naval surface displacement ships
and has been verified to give accurate results for ships which range
in size from300 to 700 feet in length and 1700 to 17,000 tons in
displacement.
The model has been found to have applications in conducting
feasibility studies, systems analyses, updating design predictions,
and conducting comparative studies. However, due to the aggregation
of empirical data, the model should not be used as a substitute
for preliminary design studies and should definitely not be used
for actual ship design.
The program
developed
is
an attempt to provide a more versatile
Theversatility
synthesis model for Navalcombatants.
is provided
by estimating the characteristics of the ship at a greater level
of detail than is generally attempted with a synthesis model and
by use of a large input array to override calculated values when
desired. The model estimates only technical characteristics and no
cost estimations are made.
Thesis Supervisor: Clark Graham
Title: Associate Professor of Ocean Engineering
2
ACKNOWLEDGEMENTS
The author wishes to express his thanks to Associate Professor
Clark Graham for his advice, guidance, and encouragement toward
the development of this thesis.
Also, the author must express
his most sincere appreciation to his wife, Connie, for her tireless
efforts in typing this manuscript.
3
TABLE OF CONTENTS
Page
2
ABSTRACT .......................................
ACKNOWLEDGEMENTS
.....................................
3
TABLE OF CONTENTS ........................................
4
LIST OF FIGURES .......................................
6
LIST OF TABLES ........................................
7
CHAPTER 1
9
INTRODUCTION .......................................
1.1
1.2
1.3
Background .......................
Statement of Problem .............
Scope ............................
1.4
Presentation
CHAPTER 2
...........
of Thesis
*
.
*
e
e
*
.
*
*
·
9
*
·
*
·
*
*
a
*
*
*
11
12
13
GENERAL SYNTHESIS MODEL DESCRIPTION .................
2.1
Introduction
2.2
2.3
Methodology for Program Development ..................
Program Flow .........................................
CHAPTER 3
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
CHAPTER 4
4.1
4.2
4.3
4.4
4.5
.........................................
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........................30
DETAILED PROGRAM DESCRIPTION
Introduction
15
44
45
46
47
50
57
60
62
64
64
68
70
70
71
74
83
89
TABLE OF CONTENTS (continued)
CHAPTER 5
Page
.... 96
CONCLUSIONS AND RECOMMENDATIONS ...........
REFERENCES
0 0
* *
0
*
-
....
000
100
APPENDIX A
USERS GUIDE ..............................
... * 102
APPENDIX B
SAMPLE OUTPUT ............................
.... 127
APPENDIX C
CLASSIFICATION SYSTEMS ...................
APPENDIX D
DERIVED EQUATIONS LISTING ................
APPENDIX E
PROGRAM LISTING
APPENDIX F
NOMENCLATURE LIST ........................
....
0a0
141
*... 152
..........................
.... 178
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.... 269
LIST OF FIGURES
Figure No.
Title
Page
1
Program Control Organization
24
2
Logical Program Flow
25
3
MAIN Program Flow Chart
31
4
SPAYLD Subroutine Flow Chart
38
5
GEOM Subroutine Flow Chart
38
6
UWDIM Subroutine Flow Chart
40
7
HPCALC Subroutine Flow Chart
43
8
EPLANT Subroutine Flow Chart
48
9
MACHLQ Subroutine Flow Chart
48
10
MBSIZE Subroutine Flow Chart
49
11
VOLUME Subroutine Flow Chart
51
12
Superstructure Size
53
13
SHEER Subroutine Flow Chart
59
14
WEIGHT Subroutine Flow Chart
61
15
VRTCG Subroutine Flow Chart
63
16
FNCGRP Subroutine Flow Chart
65
17
SEASPD Subroutine Flow Chart
67
18
OUTPUT Subroutine Flow Chart
69
6
LIST OF TABLES
Table No.
Title
Page
1
Areas of Desired Flexibility
17
2
Model
18
3
Comparisons
Flexibility
of Calculated
and
72
Actual Characteristics--Conceptual
Phase
4a
Comparisons of Calculated and
Actual Characteristics--Design
'Update
75
4b
Design Update--Weight Comparisons
78
4c
Design Update--Volume
79
5
Comparison of Model Results to the
Actual Ship, C.G. Cutter Model,
and DD07 Model For the FFG-7 Design
82
6
Comparison of Model and CODESHIP
Results for Full Load Displacement
82
7
FF-1052 to Soviet Design Standards
84
8
Sovietized FF-1052
86
9
Sovietized FF-1052 Characteristics
87
10
Estimated Soviet Kara Class
Characteristics
88
11
Characteristics
Comparisons
of FFG-7
Designed
to
90
High Performance Ship Standards
12
Problem Specifications
113
13
Payload
115
14
Weight
15
VCG Specifications
16
Volume
17
Electric Load Specifications
117
18
Miscellaneous Specifications
118
Specifications
Specifications
Specifications
7
116
116
117
LIST OF TABLES (continued)
Table No.
Title
Page
19
Special Payload Specifications
119
20
Example
120
Coefficients
for
Miscellaneous Specifications
21
Payload Shopping List
121
22
Functional Classification System
143
23
Modified BSCI Weight Groups
147
a
CHAPTER
1
INTRODUCTION
1.1
Background
The Conceptual Phase of ship design can be said to be made
up of Feasibility Studies and the Concept Design.
The Feasibility
Study is the first and grossest estimate for a ship.
The Concept
Design is development and optimization of a single or limited
number of selected Feasibility Studies to enhance absolute accuracy.
Since a large number of Feasibility Studies are generally required
to select a Concept Design, short-cut estimating techniques are
often used with emphasis placed on relative accuracy among studies.
Until the early 1960's, Feasibility Studies were performed by the
design engineer by completing a time consuming series of standard
calculations for each study.
Because of the time required to com-
plete the Feasibility Studies, Navy designs of the past relied heavily
on designs that had been done previously.
These design studies pro-
duced what were a set of feasible characteristics.
However, because
of the limitations on the number of studies which could be conducted,
an optimum set of characteristics was probably not obtained.
It was during the 1960's that the U. S. Navy began to look
to the digital computer as a means of providing the required calculations to synthesize the ships being studied.
By computerizing
the calculation process, the designer would be freed from the routine
calculations which had taken up most of his time during the earlier
stages of design.
With the use of the computerized models, larger numbers of
Feasibility Studies could be conducted.
9
Since the optimum solution
is almost always the most desired solution, the designer using
a ship synthesis model could conduct many more tradeoffs than in
the past and be in a more favorable position when selecting the
set of characteristics closest to optimum.
The development of ship synthesis models enabled the engineer
to conduct systems level tradeoff studies early in the design on
aspects which were seldom considered in detail before.
These
aspects include hull form, speed, endurance, and payload options,
among others.
Another important characteristic of the computer model is
that it allows consistency among feasibility studies.
The con-
sistency built into the model standard calculations allows the study
results to be compared without the possibility of bias favoring
certain concepts.
With the human element involved in performing
the hand calculations, it is difficult to insure that the same
assumptions will be made for each study and that no bias is applied.
Several synthesis models for naval ships have been available for
a number of years.
Two Navy models were referred to extensively
in developing the program presented in this thesis.
The two models
are the U. S. Navy's destroyer model, DD07 (15)*, and Center for
Naval Analyses Conceptual Design of Ships Model (CODESHIP) (3).
The destroyer model, DD07, was first developed in the 1960's
and has been continually updated since then.
developed to model only destroyer type ships.
This model was
The Coast Guard
Cutter Model of Reference (8) was patterned primarily after the
*Numbers in parenthesis refer to the references at the end
of this thesis.
10
DD07model.
Because of this,
Reference (8) was also used extensively
in developing the program presented in this thesis,
The general frameworkof a method of analysis for the CODESHIP
model was first conceived at the Center for Naval Analyses in the
mid 1960's.
CODESHIP
was developed to model ships which range in
type and size from patrol craft to aircraft
carriers,
Because
of the wide range of ship types and sizes in the data base, the
model is probably not as accurate in predicting actual
CODESHIP
values as a model designed for a specific ship type, e.g., DD07
model
for surface combatants. The greatest assets of the CODESHIP
are its versatile
input and output features.
Existing models appear to be limited in that they do not
provide the designer with the capability to change the design standards or practices from those which were built into the program,
except for only a few exceptions.
These models produce feasible
ship results which cannot readily be changed to reflect desired
standards or practices.
Desired changes can be incorporated by
changing estimating relationships or, in some cases, by inputing
lump sums of weight or volume which when analyzing the results
may be difficult to interpret.
1.2
Statement of Problem
The major problem with the ship synthesis models which currently
exist is that they do not have the versatility required to answer
many of the more specific questions which arise when considering
the ship characteristics produced for any design.
The kinds of
questions which the models cannot readily answer concern "how the
ship might have turned out if certain functional items had been
11
designed to standards or practices different from those standard
calculations built into the model."
In answer to the above problem, this thesis is intended to
provide a more versatile Ship Synthesis Model for Naval Surface
Combatants.
This model should allow the designer to control the
design standards and practices to which the ship is designed and
to observe the resulting ship characteristics from a more functional
level than existing models provide.
The model should be based
on a set of standard calculations derived from the data base ships,
but should offer the designer the flexibility to change the results
by inputing values which reflect a different design practice or
standard.
The resulting model should enable the user to provide
a significantly greater number of design options and a correspondingly
greater
ability to investigate solutions.
1.3 Scope
The program developed in this thesis is an attempt to satisfy
the need for a more versatile Ship Synthesis Model for Naval
Surface Combatants.
With the growth of systems engineering in ship
design, a more versatile model would allow the designer to place
additional emphasis on tradeoffs at all phases of the design.
The model developed in this thesis is intended to have
applications not only during the conceptual phase of design,
which has been the traditional use for synthesis models, but during
later phases of the design as well.
The program is intended to
have a variety of applications to ship design, but primarily as
a model for conducting feasibility studies, a design aid for
updating predictions in later stages of design, and as a tool
12
for conducting Comparative Naval Architecture Studies.
With the model developed and ready for use, the next step
was to run several ship designs to allow for analyzing the results
and determining if the desired versatility could be achieved.
The
results are discussed in Chapter 4.
The model is limited to surface displacement ships configured
as naval combatants.
Therefore, the model should not be used for
synthesizing merchant types which are constructed to commercial
standards.
The weight data for the sample ships used in the develop-
ment of the model ranges from full load displacements of 1770 to
16,294 tons.
The length between perpendiculars for ships in the
data base ranges from 301 feet to 700 feet.
Therefore, designs
that required extrapolations to very low or high values within individual component categories should not be made without additional
investigations as to the reasonableness of the particular extrapolation.
The ship synthesis method developed is designed to provide
detailed technical characteristics of the ships modeled.
However,
no cost characteristics are calculated by the model and are considered beyond the scope of this thesis.
1.4
Presentation of Thesis
Chapter 2 gives a general program description for development
of the model.
Sections are provided to discuss the methodology
for program development and to explain the top level program flow.
Chapter 3 gives a detailed description of each of the subroutines
used in the model.
Chapter 4 gives an evaluation of the model including results
13
of test runs made.
Chapter 5 contains conclusions and recommendations.
Appendix A services as a users guide to the program by providing a description of the input and a shopping list for payload
items.
Appendix B gives a sample output listing.
Appendix C gives the classification systems used for volume
and weight assignment.
Appendix D is a listing of all the equations derived from
sample ship data to provide the calculations required in the model.
Appendix E is a listing of the program.
Appendix F is the nomenclature list for the entire thesis.
It is recommended
that at least Chapters
1, 2, 4, 5 and
Appendix A be read before attempting to use the program.
The
important aspects of each subroutine are covered in Chapter 3 which
may be omitted without loss of continuity by anyone not interested
in the details of the program.
14
CHAPTER 2
GENERAL SYNTHESIS MODEL DESCRIPTION
2.1
Introduction
This chapter gives the overall description of the -solution
method used to develop the synthesis model, as well as, the method
used within the computer program to complete the ship calculations.
The detailed description of the program is contained in Chapter 3.
Section 2.2 gives the methodology which was employed to arrive
at the final model.
Included in this section is a discussion of
how the principal features of the program were selected and how
they were incorporated in the model.
Section 2.3 discusses the overall program flow.
This section
explains the program execution required to complete a feasible
ship design and indicates the iteration cycles required to obtain
the degree of accuracy desired.
2.2
Methodology for Program Development
The design estimates produced by a synthesis model should be
tailored to meet the conditions required of a feasible solution.
First, there must be a balance between weight and displacement
(Archimedes Principle).
Second, internal space available must be
equal to or greater than internal space required.
In recent years
this area/volume requirement has become the dominant factor in set-
ting the size of U. S. Naval ships.
The area/volume requirement
complicates the synthesis model significantly, since detailed
geometry calculations are required to provide the checks required.
Third, the energy available must at least meet the energy required,
15
i.e., propulsion, auxiliary, and electrical power requirements must
be met.
Finally, the distribution of weight and volume must be
such as to satisfy design criteria for transverse stability, girder
These conditions for a feasible solution
strength, and seakeeping.
require iterative processes within the model to obtain a satisfactory solution.
The first step in developing a more versatile synthesis model
was to develop a list of items or features for which input flexibility would be desirable.
several
Table 1 lists
areas
functional
of the ship system where flexibility in model input would be desirThis list of functional groups closely follows that of the
able.
U. S. Navy Space Classification System of Reference (17).
covering
all
of
By
functional groups, the list suggests that it
the
would be desirable to be able to input or at least influence the
design standards
design emphasis and establish
for a specific
functional area when synthesizing a ship to a set of requirements.
Modelflexibility for several ship models is indicated in
Table 2. In this table the areas of desired flexibility
more specifically
defined.
has been indicated
Model flexibility
by an "X" for the U. S. Navy DD07 Destroyer
have been
Model (15),
the Coast
Model (3), and the author's
Guard Cutter Model (8), the CODESHIP
model.
An "X" marked for an area of flexibility
that the model has complete flexibility
all situations
flexibility
desired.
does not imply
in that area or can handle
It does mean that the model has some
to control howthe feature is considered.
The selection
of
based on availability
features
to be included in the model was
of data and the capability to incorporate
16
TABLE
1
AREAS OF DESIRED FLEXIBILITY
*MILITARY MISSION
Communication & Detection
Weapons
PAYLOAD ITEMS
Aviation
Special Missions
Cargo
*PERSONNEL
Living
HABITABILITY
Support
Stowage
*SHIP OPS
Control
Main Propulsion Machinery
Auxiliary Systems
MOBILITY AND SHIP
SUPPORT ITEMS
Maintenance
Stowage
Tankage
Passageways and Access
*HULL
STABILITY, STRUCTURES,
ARRANGEMENTS, AND FORM
*SYSTEMS ENGINEERING
GENERAL ITEMS
17
TABLE
2
MODEL FLEXIBILITY
AREAS OF DESIRED FLEXIBILITY
FLEXIBILITY INCORPORATED
CUTTER*
DD07*
CODESHIP*
MODEL
MILITARY MISSION
X
X
X
X
Electronics
X
X
X
X
Armament
X
X
X
X
Ammunition
X
X
X
X
Aircraft
X
X
X
X
Other
Selected
Items
PERSONNEL
X
X
X
X
Accommodations
X
X
X
X
Separate
X
X
X
X
Endurance
X
Messing, Rec., & other
Support Services
X
Potable Water & Personnel
Stowage
OFF,
CPO, ENL
Days
Provision
SHIP OPS
X
X
X
X
Power
X
Electrical Plant Type
X
Plant
Type
X
Engine Location
X
X
Shaft Type
X
X
X
X
Number Shafts
X
X
X
X
Sus. & End. Speed,
Range --- H.P.
*DD07 is the U.S. Navy Destroyer Model described in Reference
(15).
CUTTER is the Coast Guard Cutter Model in Reference (8).
CODESHIP is the Center for Naval Analyses Model in Reference (3).
18
TABLE 2 (continued)
FLEXIBILITY INCORPORATED
DD07
X
CUTTER
X
CODESHIP
MODEL
X
X
Max. H.P. & Mach. Box
Size --- Speed
X
Maintenance & Stowage
X
Passageway & Access Space
Provided
X
Auxiliary Systems
X
Office Space
X
Other Selected Items
X
X
X
AREAS OF DESIRED FLEXIBILITY
SHIP OPS
HULL
X
X
X
X
Hull Shape (Coef. & Dim.)
X
X
X
X
Hull Coating
Hull Subdivision Std.
X
X
X
X
Hull & Superstructure
Material
X
Superstructure/Hull Ratio
X
X
X
X
X
X
X
Structures
X
Stability(GM/B, F.S.)
X
Space Available
SYSTEMS ENGINEERING
X
X
X
X
Ship Protection Level
X
X
Tolerance for Iterations
X
x
Design Margins
X
Ship Silencing
X
X
19
the feature into the program within the required time frame.
The
ships used as the data base for developing model relationships
were:
FF 1006
DL 1
FF 1033
DL 2
FF 1037
CG 9
FF 1040
CG 16
FF 1052
CG 26
FFG 7
CGN 25
DD 445
CGN 35
DD 692
CGN 36
DD 931
CGN 38
DD 963
CGN 9
DDG 2
The versatility of the model is best understood by referring
to the Users Guide of Appendix A.
The versatility is generally
accomplished by use of the following techniques:
a.
input elements for problem specifications;
b.
options on selecting several ship features;
c.
payload shopping list for selection of payload items;
d.
calculations of BSCI* weight groups, vertical centers
of gravity for all weight groups, volume groups, and
electric load groups which are not defined as input items
(groups defined in Appendix C);
*BSCI--"Bureau of Ships Consolidated Index of Drawings,
Materials, and Services Related to Construction and Conversion" of
February
1965 as given
in an appendix
20
to Reference
(20).
e.
option to override the calculation of any weight group,
vcg, volume group, or electric load group by direct input;
f.
elements for inputing miscellaneous specifications (mainly
habitability coefficients);
g.
elements for inputing miscellaneous payload not on the
shopping list; and,
h.
results displayed in a detailed output listing.
A new functional classification system was developed to aid in
the analysis of results and to assist as a comparative tool when
assessing the impact of a function on ship design.
The functional
classification system is listed in Appendix C, and is derived
from selecting the appropriate volume and weight groups for each
function.
This classification system enables a density to be
calculated for each function.
After deciding what features to use, how to incorporate the
versatility, and developing a classification system, the required
relationships to complete the model were derived using data gathered
from the ships previously mentioned.
The relationships derived
are given in Appendix D and include the following:
a.
starting estimates for full load displacement and center
of gravity;
b.
some geometry relationships;
c.
linear fit to powering curves;
d.
weight equations;
e.
vertical center of gravity equations;
f.
volume equations;
g.
electric load equations; and,
21
h.
equipment sizing relationships.
With the above completed, the computer model was ready to
be constructed.
The model was formed by taking what were judged to
be the best features of the existing models and incorporating the
flexibility desired into the program.
The general features of
the model formulation can be summarized as below:
and output are patterned after the CODESHIP Model
a.
input
b.
geometry, horsepower, electric plant, machinery liquids,
(3);
volume, weight, vcg, sheer, sea speed routines and internal
flow of program are much like DD07 and the Coast Guard
Model;
c.
model uses all of the derived relationships found in
Appendix D and incorporates the logic for the versatility
items;
d.
results are converted to the new functional classification
system and BSCI groups for output; and,
e.
a summary of results is selected to include the overall
ship characteristics.
The model developed does not attempt to define or check the
arrangements required for the ship.
Because of this, highly arrange-
ment dependent calculations cannot be performed.
These would include
damaged stability, topside arrangement, longitudinal balance,
and strength calculations.
However, for many ship types there
is sufficient flexibility in the arrangement of the design to allow
a satisfactory solution in these areas to be attained.
2.3
Program Flow
The program is controlled by the main program.
22
The main
program calls the subroutines as required to calculate information
for output and to let program execution proceed.
organization
is shown
in Figure
Program control
1.
The logical program organization or top level schematic of
program flow is shown in Figure 2.
This figure indicates how the
program solves each problem.
The program begins by reading in the following data:
a.
names of items to be printed in the output;
b.
residual resistance coefficient values taken from the
Taylor Standard Series (7); and,
c.
data for all the items in the payload shopping list.
This data is read in only once and is used for calculations on
all of the ships being run.
The next step is to read in the specifications for the next
ship to be run.
It is this point in the program where control
returns upon completing the output of a ship.
The ship data is
read in using subroutine DATA2 which allows unformated data to
be read into arrays for storage.
The program next calls subroutine SPAYLD which is used to
sort the weights of the payload items input and place them in the
proper BSCI weight group.
The value of WPAYIN, the total weight
of payload input, is calculated to be used for the initial estimating
of full load displacement should the value of LBP not be specified.
At this point the underwater shape of the hull is calculated.
If the LBP is given as input, control passes to subroutine UWDIM.
Values input to this subroutine are LBP, free surface correction,
Cp, Cx, GM/B, as well as estimated KG and full load displacement.
23
PROGRAM CONTROL
Figure
24
ORGANIZATION
1
LOGICAL
PROGRAM FLOW
Figure 2
25
Output values from this subroutine are B, H, and Cwp.
If LBP is not an input, but values for L/B and B/H are input,
the control first goes to subroutine GEOM where LBP is calculated.
UWDIM is then called to complete the calculations for B, H, and
Cwp.
Inputs to GEOM are L/B, B/H, Cp, Cx, and estimated full
load displacement.
Subroutine HPCALC is now called to determine either the maximum
sustained speed, VSUS, or the horsepower required at maximum sustained speed, SHP.
If VSUS is input, then HPCALC along with sub-
routine CRVAL, estimates the horsepower required to maintain the
maximum sustained speed.
compute VSUS.
If SHP is input, then HPCALC is used to
HPCALC is written to take speed as an input and
return a value of horsepower; therefore, to find VSUS an iterative
procedure is used.
Subroutine HPCALC is called on again to determine the horsepower
required at endurance speed.
A value for endurance speed must be
input.
HPCALC uses a Taylor Standard Series horsepower estimate.
Values for the residual resistance coefficient, Cr, are stored in
arrays and subroutine CRVAL is used to choose the correct Cr value.
The program is now ready to make the electric plant related
calculations.
Subroutine EPLANT is used to determine the cruise,
battle, and 24 hour average electric loads, and also, to determine
the number and size of generators required, if they are not specified.
Subroutine MACHLQ is called next in the program to calculate
the weight of potable water, reserve feed water, ship lube oil,
fuel oil and diesel oil.
These weights are calculated at this
26
point since they are used to determine the associated tankage
volume which is calculated before the rest of the ship weights
are found.
The minimum depth for the machinery box must be determined
since this is also the minimum depth which the ship can have.
Subroutine MBSIZE
is called next to make this calculation.
The program
is
now ready to calculate both the required and
available volumes for the ship and to make adjustments to the ship
geometry to balance these requirements.
Since most U. S. Navy
surface ships are considered to be volume limited, this volume
balance is perhaps the most important iteration in the design.
Subroutine VOLUME supplies all of the volume calculations and adJustments which include the following:
a.
calculation of the volume required for all of the functional
groups of Appendix C;
b.
use of subroutine SHEER to determine an acceptable sheer
line and resulting depth at stations 0, 10, and 20;
c.
adjustment of superstructure size to achieve volume balance,
if possible;
d.
addition of a raised deck if additional volume is required;
e.
consideration of tankage space available and flare of
ship in determining usable arrangement volume; and,
f.
increment to length if the maximum superstructure volume
available is insufficient or if an acceptable sheer line
cannot be found.
The weights of all light ship and load items which are not
payload input are next determined in subroutine WEIGHT.
27
At the
completion of WEIGHT, the new full load displacement is compared to
the previous estimate.
If the two values are within the displace-
ment tolerance required, a balance has been reached and the program
proceeds to estimate the vertical center of gravity.
If the two
values are not close enough, a new estimate is made and control
is returned to either GEOM or UWDIM to reestimate the dimensions.
Subroutine VRTCG is now called to estimate the vertical center
of gravity of all weight groups including the payload associated
groups.
The estimated VCG for the ship is compared to the previous
estimate.
If the difference is less than the allowed difference,
control proceeds on, but if they are not close enough control goes
back to GEOM or UWDIM.
A check is made at this point to see if a long raised deck
(LRD) was added which is longer than the LBP.
is greater than LBP,
If the value of LRD
a message is printed and the length of the
ship is increased by 10 feet and control returned to UWDIM.
If
LRD is less than or equal to LBP, a balanced and feasible ship has
been calculated.
Subroutine FNCGRP is called next to place the weights and
volumes calculated into the proper functional groups as described in
Appendix
C.
An estimate of the speed the vessel will be able to sustain
in the North Atlantic Ocean is made in subroutine SEASPD.
The
output of SEASPD offers a means of making a relative comparison of
seakeeping characteristics between ships,
Finally, subroutine OUTPUT is called to print the results.
The input specifications are printed first, followed by the payload
28
input, summary of results, functional group results, BSCI weight
listing, and functional electric loads.
Details of each subroutine and the main program are contained
in Chapter
3.
29
CHAPTER
3
DETAILED PROGRAM DESCRIPTION
3.1
Introduction
This chapter provides a discussion of the detailed flow of
the program.
The main program and each of the program subroutines
are discussed to the level of detail necessary to explain how the
required calculations are made.
The step-by-step analysis of the
model program is left to the reader.
in Appendix
A program listing is provided
E.
Section 3.2 provides the discussion of the main program.
All
subroutines are discussed in sections 3.3 through 3.18 in the order
in which they are called by the main program.
3.2
MAIN Program
The MAIN program controls the execution of each trial case.
All but two of the remaining subroutines are called from the MAIN
program.
A flow chart from this routine is given in Figure 3.
The real, integer, data, dimension, and labeled common statements used are first defined.
Labeled common statements are used
throughout the program to transfer data and save computer storage
area.
The program next reads in values from data for the following:
a.
specification names;
b.
type names;
c.
summary of result names;
d.
functional component names;
e.
BSCI weight group names;
30
MAIN PROGRAM FLOW CHART
Figure 3
31
f.
electric functional group names;
g.
Cr array; and,
h.
payload shopping list.
The data for items a through g above is given in the listing of
Appendix E.
The input specification array is now initialized to zero.
The ship number index is incremented to show the current ship
being calculated.
The specification items for the next ship are read in next.
The program now transforms the payload specifications input to
a quantity of each item and an associated item number which is
used to refer to the payload for later calculations.
The input specifications are now symbolized to allow for
easier identification within the program, e.g., VSUS = S(1) and
VEND = S(2).
The arrays used to store results for volumes, weights,
vertical centers, densities, and electric loads are initialized
to zero before the calculations begin.
The calculation is now made to compute the number of ships
company and total accommodations required.
Subroutine SPAYLD
is now called to calculate the weights of the payload items input
and the total weight of the payload, WPAYIN, which may be required
for an initial displacement estimate.
The frictional resistance correction factor, DELCF, is now
set equal to .0004 if no value is specified in the input array.
Program pointers for calculating ship geometry, horsepower, and
electric plant are next set as follows:
a.
KGEOM = O if LBP = O, KGEOM = 1 if LBP > O;
32
b.
JHPOPT = 1 if SHP = O, JHP = 2 if SHP > O;
c.
KELEC = 0 if electric plant size is not given, KELEC = 1
and,
if electric plant size is given.
The program next initializes the counters used for iteration
of weight, vcg, and length.
An initial estimate of full load dis-
placement is made at this point.
These equations as well as all
others used in the program are found in Appendix D.
If LBP is
given the program goes to subroutine UWDIM to calculate the dimensions.
If however, L/B and B/H are given instead of LBP, subroutine
GEOM is used to obtain LBP, and then UWDIM is called.
received from UWDIM are B, H, and Cwp.
Values
An initial value for KG
is also estimated in the MAIN program at this point.
The propulsive coefficients at endurance and maximum speeds
are now set, if not specified.
Subroutine HPCALC is used to obtain
values for VSUS, SHP, and horsepower at endurance speed.
If SHP
is given, then VSUS is calculated or the reverse if VSUS is provided.
When the maximum sustained horsepower is specified, a
modified Newton-Raphson technique is used as in Reference (8), with
the slope
approximated
by a secant
to the speed-power
curve,
to
calculate VSUS.
Subroutine EPLANT
is called next to calculate the electric
loads and size generators, if not given.
obtain the weight of liquid load items.
MACHLQ is called to
The next subroutine
used is MBSIZE to estimate the minimum machinery box depth.
Subroutine VOLUME is used to calculate the volumes required
for all functional groups and to size the superstructure and ship
depth to meet the requirements.
If the largest superstructure
33
size acceptable is not big enough, the LBP is increased by 10 feet
and calculation of the ship starts over.
The BSCI weight groups are now estimated in subroutine WEIGHT.
A modified Newton-Raphson technique is used to iterate full load
displacement until convergence between estimated and calculated
values is obtained.
The method used is described in detail in
Volume II of Reference (3).
If a weight balance cannot be reached
within the specified number of iterations, a "no balance" message
will be printed and the next ship will be called.
The vertical center of gravity for all weight groups is calculated in subroutine VRTCG.
A check is made for convergence of
the vertical center of gravity estimate for the ship.
The average
of the estimated and calculated values is used to iterate the KG
try.
If the vcg counter exceeds the allowed number of iterations,
a "no balance" message is printed and the next shiptried.
A check is next made to see if a long raised deck was added
and if that length was longer than LBP.
If LRD is greater than
LBP, then LBP is increased by 10 feet and the ship is recalculated.
Once
the ship size is set, the next
step is to calculate
functional weights and volumes according to Appendix C.
done by subroutine FNCGRP.
the
This is
The density of each function is also
calculated in pounds per cubic foot.
Subroutine SEASPD is now called to estimate an average sus-
tained speed in the North Atlantic Ocean. Subroutine OUTPUT
is
called
last
to print
the ship results.
Control now returns to
the beginning to input the next ship.
The listing
of the MAINprogram concludes with a listing
34
of
print and format statements which are used if any default option is
encountered.
The default is printed and control returns for the
next ship input.
3.3
Subroutine DATA2
Subroutine DATA2 was adapted from Reference (13) for use in
reading the data for each ship.
The detailed description of the
subroutine as well as the detailed flow charts may be found in
the reference and are not reproduced here.
The subroutine was
found to be very useful for a program like the ship synthesis
model, since it allows format free data to be input into arrays
or matrices for easy storage and manipulation.
Each card to be read using DATA2 must begin with an address
field followed by one or more value fields.
A field is defined
as a group of characters terminated by a blank.
A field having
the last non-blank character in column 72 of the data card is acceptable.
The address refers to the location in a given array in which
a data item is to be stored.
The value fields are the data items being input and are of
the form
A ... AA.aa...a
B...BB.bb...
which is interpreted as
± A...AA.aa...a x 1 0
The portion
represented
B '' 'BB bb
by the A's is called
the coefficient;
portion represented by B's is called the exponent.
coefficient is assumed to be positive.
the
An unsigned
For example the card:
4 1+1 21.2 -7-3
would
yield
10 as the 14th element
in a given
35
array,
21.2
as the
15th element and -.007 as the 16th element.
The address
may be multi-dimensional,
e.g.,
the card:
1,1 ,4 17.2
would place 17.2 in element (1,1,4) of the given array.
There is
no limit to the number of dimensions used.
No alphabetic characters will be accepted by the routine.
Also care must be taken when several value fields are given on a
card with a multi-dimensional address.
For example, when reading
in the payload, element (1,4) is followed by element (2,4) since
there are 7 rows in the payload matrix, P(7,300).
If data items were to be entered into a singly dimensioned
array, e.g., S, the calling sequence to DATA2 would be
CALL DATA2 (S, IND, 2500)
where 2500 is the size of the array and IND is a fixed point
indicator having the following possible values upon returning
to the MAIN program.
(1)
IND = 0 - Routine encountered a blank card read.
following cards were read.
No
By using a
blank card as the last card of a data set,
this becomes the normal return value.
(2)
IND =
1 - Routine found the first card read was a blank
card.
No following cards were read.
By
using a blank card as the last card of an
input deck, this return indicates the end
of the input deck has been reached.
(3)
IND = 2 - An unacceptable data card was read.
No
following cards were read and an error
36
message was written of the form, "BAD DATA
CARD . ..
(card image)".
For a multiple dimension array, such as P(7,300), the subroutine DATA2 would be entered by
CALL DATA2(P, INDP, 2100)
where INDP is a 3-item array.
The array in this case happens
to be INDP(1) = 2 (the number of dimensions of P), INDP(2) = 7
(size of the first dimension), and INDP (3) = 300(size of the second
dimension).
Upon returning from DATA2, INDP(1) serves as the
indicator and would have the above-mentioned possible values of IND.
3.4
Subroutine SPAYLD
Subroutine SPAYLD is used to sort the weights of the payload
items into the proper BSCI weight groups.
The subroutine checks
each item of payload to see which weight group it should be placed
in.
SPAYLD then multiplies the quantity of the item times the
weight per item and places the result in the weight array element
corresponding to the weight group.
routine
is given
in Figure
The flow chart for this sub-
4.
The final result- provided in the subroutine is the total
weight of all payload items input.
This total payload weight,
WPAYIN, may be required by the MAIN program to estimate full
load displacement.
3.5
Subroutine GEOM
Subroutine GEOM is used to provide a value for the length
of the ship if LBP is not input.
GEOM is not used.
If LBP is input to the program,
The flow chart for GEOM is given in Figure 5.
37
SPAYLD SUBROUTINE FLOW CHART
Figure
GEOM SUBROUTINE
Figure
38
4
FLOW CHART
5
When it is required to use GEOM, values for the estimated full
load displacement, Cp, Cx, L/B and B/H are used with the standard
geometry equations of naval architecture to provide the unconstrainBesides a value for LBP, B and H are
ed dimensions of the ship.
also calculated, but may be changed later in the program to satisfy
stability requirements.
Throughout the program, it is assumed that the total displacement is 1.4 percent greater than the molded displacement.
The
molded displacement is used for the calculations of GEOM.
3.6
Subroutine UWDIM
The values for beam and draft are calculated in subroutine
UWDIM.
Inputs to this subroutine are length, Cp, Cx, displacement
The waterplane coefficient, Cwp, is also
try, KG try, and GM/B.
calculated, but only as a linear function of CB.
for this subroutine
is shown
in Figure
A flow chart
6.
Since displacement is an input to this routine, the value
of beam times draft is fixed as:
B x T = Displacement
x 35./(LBP
x C
x C)
Reference (2) may be referred to for a detailed
definition
of naval architecture variables used in this routine.
The beam to draft ratio, B/H, is determined by the GM/B
criterion where GM available is given by the formula:
GM = KB + BM - KG - Free surface correction
A value for KB is estimated using Morrish's approximate formula:
KB = H where:
1/3 x (H/2 +
H is the draft
V/A)
in feet
39
UWDIM SUBROUTINE FLOW CHART
HMAX=(C1/2.005)2
BMIN=C 1/HMAX
R=C2*HMAX+C3*BMIN-C4
-C5*BMIN
Figure
40
6
V
is the volume
A is
the
of displacement
waterplane
area
= B x H x LBP x Cp x Cx
= B x LBP x Cwp,
ft3
sq. ft.
A value for BM is estimated using:
BM =LBP x B
V
x C<
where Co is a transverse moment of inertia coefficient which is
assumed to be a linear function of Cp.
A number of coefficients are used in this routine which are
defined by the above equations.
C1 = DPTRY
* 35./(LBP
C2 = .833-
These coefficients are:
Cp Cx ) = B x H
Cp * Cx/(3.*Cwp)
= KB/H
C3 = LBP * CALPH/(DPTRY*35.) = BM/B 3
C4 = KG + FSCORR
C5 = GM/B = GMBMIN
R is introduced
A variable
in the subroutine
with
a value
of:
R = KB + BM - GM - KG - FSCORR
When R = O, the stability criterion that GM = C5 x B is
fied.
This condition gives the desired solution.
ust satis-
However, the
solution is only valid provided the value for beam to draft ratio
remains within the limits specified by the speed-power estimation
which are:
2.0
B/H
4.0
or since B = C1/H
(C1/4)½
H
(C1/2)½
The solution method used to obtain the final dimensions of
the ship is an iterative
one and is described
Reference (8).
41
in full detail
in
3.7
Subroutine HPCALC
Subroutine HPCALC performs the speed-power estimates required
The subroutine uses the Taylor Standard Series
by the program.
The procedure used is very
power estimation of Reference (7).
nearly that of the hand calculating procedure.
the subroutine
is given
in Figure
The flow chart for
7.
Two problems of interest arise with regard to doing the calculations on a computer.
The first problem is choosing the correct
value for the residual resistance coefficient, Cr, from the curves
of Reference (7).
The method for obtaining Cr in the program
was taken from Reference (8) where the Cr curves are converted to
array form and stored in the program.
Subroutine CRVAL, described
in the next section, chooses the correct value of Cr from this
stored array.
The second problem is that of computing the surface area of
This is accomplished by using the equation developed
the hull.
in Reference
S=
(8) which
is:
(1.7.L.T+ V/T)(.0053(B/T)- .02(B/T)+ 3Cv + .08-Cp
+
926)
Although this formula may not be the most accurate method,
it is considered to give values within 5 percent of the values
calculated from the curves of Reference (7) over the entire range.
The results are considered to be very satisfactory for the program
and further refinement in this area was not considered necessary.
Also, linear approximations to the curves of Reference (9),
used for calculating effective horsepower with appendages and effective horsepower total, once effective horsepower bare hull is
42
HPCALC
SUBROUTINE
J
Figure 7
43
FLOW CHART
known, are included in the subroutine.
These equations are listed
in Appendix D.
3.8
Subroutine CRVAL
The only function of subroutine CRVAL is to choose from stored
data arrays the values of the residuary resistance coefficient, Cr
which straddle the input point and then to interpolate
thevalueof Cr at the input point.
by the four variables:
to find
The input point is specified
beam to draft ratio, Cp,
Cv, and speed
length ratio.
The CRVAL subroutine used in the program was taken directly
from Reference (8).
The constants stored in the three arrays which
contain the Cr data were originally
of Reference (7).
determined
using
the curves
Although the three arrays (CR1, CR2, and
CR3) are each one dimensional, the data they contain is four dimensional, varying with each of the four variables which specify
the input point.
The maximum ranges for the input variables that are accepted
are listed below:
2.0
_ B/H
.48 < Cp
4.0
.70
.001
Cv
.006 for 0.5
V/Jr < 1.3
.001 <
Cv
.003 for 0.5
V/V-T•2.0
Sixteen values of C r are required to straddle the input values
of B/H, Cp, C,
and V/ L.
After these sixteen numbers have been
chosen, the value of Cr at the input point is found by interpolation.
A total of fifteen interpolations are required, eight
to select the correct speed length ratio, four to select the
44
correct Cp, two to select the correct beam to draft ratio, and a
final one to select the correct C v .
A more detailed description of the subroutine and the subroutine
flow chart are found in Reference (8).
3.9
Subroutine EPLANT
Subroutine EPLANT performs two basic functions.
The first
is to estimate the functional electric loads for cruise, battle,
and 24 hour average conditions for use in sizing the electric plant,
if required, and in calculating fuel requirements.
The second
function is to size the generators, if the size is not input.
The
flow chart for the subroutine is given in Figure 8.
The ships used in developing the electrical load relations
were:
FFG-7
FF-1 052
DD-963
CG-9
DDG-2
DDG-FY 67
FFG-
1
The equations which were derived for estimating the electrical
loads and sizing the electric plant are given in Appendix D.
Electric loads for cruise,battle, and 24 hour average are calculated for the following groups:
Group
Function
100
Propulsion Auxiliaries and Steering
200
Auxiliary Machinery
300
Deck Machinery
400
Shops
500
Interior Communications and Electronics
45
Group
Function
600
Ordnance System
700
Hotel
800
Air Conditioning and Ventilation
900
Power Conversion Equipment
An electric load growth margin is also applied to each group
and a group total is calculated to include the margin.
The growth
margin is generally added to new designs and major conversions
to provide sufficient generating capacity for the entire life of
a ship.
For combatant ships the margin is usually taken to be
30 percent.
The subroutine first calculates the cruise loads, followed
by the battle loads, and then the 24 hour average loads.
At this
point a test is made to determine if the electric plant size has
been specified.
If the electric plant is input, the subroutine
has only to total the number of generators input for ship service
and emergency use and determine the ship service, emergency and
total installed generating capacities.
If the electric plant size is not input, the subroutine then
performs the calculations and checks required to size the plant.
Once the size is determined, the type of ship service and emergency
generators is checked and the final number of each type generator
is found.
3.10
Subroutine MACHLQ
Since the shaft horsepower required for propulsion and size
of the electric plant have been determined, the weight of fuel,
lube oil, potable water, reserve feed water, and diesel oil can
46
be calculated.
MACHLQ.
These calculations are performed in subroutine
The weight of the variable load liquids is calculated
at this point because it is needed to determine the required tankage
volume and the volume calculations preceed those for other weights.
A flow chart for the subroutine is given in Figure 9.
The equations used to calculate the liquid weights are listed
in Appendix D.
The equations derived for specific fuel consump-
tion and fuel rate were based on data given in Reference (12)
for all but the COGAS plant and from Reference (1) for that plant.
3.11
Subroutine MBSIZE
The only purpose of subroutine MBSIZE is to determine the
minimum allowable depth of the machinery compartment.
The equations
derived for this subroutine were based upon data taken from
Reference (14) and are listed in Appendix D.
the subroutine
is given
in Figure
The flow chart for
10.
It was determined that the only critical dimension of the
machinery box was depth.
This is
volumes for machinery systems
purposes.
due to the manner in which the
were broken down for estimating
The machinery box as defined for the program contains
the volume for all machinery systems except uptakes, shaft alleys,
maneuvering related spaces (steering room), and ventilation spaces
(fan rooms).
The machinery box would therefore contain all of the
following spaces:
boiler and firerooms
auxiliary machinery spaces
reactor spaces
electrical generator rooms
engine, motor and gear rooms
switchboard spaces
combined machinery spaces
pump rooms
47
EPLANT
SUBROUTINE
Figure
MACHLQ
FLOW CHART
8
FLOW CHART
SUBROUTINE
Figure
48
9
MBSIZE
SUBROUTINE FLOW CHART
0
Figure
49
10
The volume routine estimates one volume to include the above
functions.
It would be up to the arrangements engineer to divide
the volume allocated into the appropriate machinery spaces.
Because of the large volume which would be associated with the
machinery box, it was felt that the longest length requirement
could always be met by appropriate arrangement of other functions
Similarly, it was felt that the beam
within the machinery box.
selected for the ship by subroutine UWDIM would be adequate for the
machinery box and no minimum beam is estimated.
Results using the machinery box concept described above
were found to be very good.
Since most warships contain primarily
the same types of equipments, but not always located in the same
spaces, a much better correlation for the total volume for these
functions could be attained than for individual functions.
3.12
Subroutine VOLUME
Most of the U. S. Navy ships of recent design are considered
volume rather than weight limited.
Because of this it is important
that the synthesis model determine a balance between required and
available volume as well as between weight and displacement.
Subroutine VOLUME performs this function in the model.
chart
for this routine
is shown
in Figure
A flow
11.
Since dimensions of the hull below the load waterline are
determined in subroutine UWDIM, only the sheer line, deckhouse
volume, and the length of raised deck, if any, remain to be determined to define the
olume available in the ship.
The enclosed
volume of the hull and deckhouse will be completely determined
by these variables.
50
VOLUME SUBROUTINE
51
FLOW CHART
Deckhouse volume is constrained primarily by stability considerations and by external deck area requirements.
If the deck-
house becomes too high, it may not be possible to make the vessel
stable.
Also a certain amount of free deck area is required in
nearly all designs, restricting the horizontal spreading of the
deckhouse.
At the other extreme, the ship may have excessive
stability if too small a deckhouse is installed.
These deckhouse volume restrictions have been included in the
model by restricting deckhouse size to be within the limits of
past practice.
Both an upper and a lower limit are placed on the
size of the deckhouse as shown in Figure 12.
Upper and lower limits
of 0.00150 x L3 and 0.001 x L3 , respectively, are used in the
Navy's destroyer model (DD-07).
The model described here uses
upper and lower limits of 0.00163 x L3 and 0.0008 x L3 , respectively.
The new limits were chosen because they can be seen in Figure 12
to bound data for 11 ships in the data sample as compared to only
4 ships for the limits as used in DD-07.
The deckhouse volumes
shown in Figure 12 do include uptakes.
The volume in the hull is also estimated in VOLUME.
underwater volume is already available.
The
The first step in deter-
mining the above water hull volume is the development of an acceptable sheer line.
This step is performed by subroutine SHEER and is
discussed in conjunction with that routine.
Once the sheer line and with it the average freeboard have
been estimated, the above water volume is found by multiplying
the area of the waterplane by the average freeboard and by a factor
to account for flare.
The total volume in the hull is the sum
52
I
)
)
00
N'
W
H
U)
w
''
A;
E-4
~
a:
c'J
I
-4
U
P;
U)
m4
w
P.
w
CD
-
OL X 1XfllOA
UIn;OnELSEdfnS
53
0
0
><
?ro
of the above and below water volumes.
The total hull volume includes the volume to the main deck
only.
The hull volume cannot be reduced below this size but a
raised deck can be added to increase the volume of the hull.
The
model is somewhat limited in that the most that can be added is
one raised deck, however, this has proven to be adequate in synthesizing ships from the data base.
The deckhouse size can be
varied somewhat to change the available volume.
Required hull volume is broken down into three categories.
These are the machinery box, tankage volume and arrangements volume.
The object of subroutine VOLUME is to alter the available volume
so that there is sufficient space for each of the three categories
of required volume.
The model assumes that all tankage volume
and the machinery box volume are in the hull.
The deckhouse
contains only arrangements volume.
The machinery box size is the first category estimated.
volume is found in one of three ways.
This
The machinery box volume
may be found from the estimating relationships provided in Appendix
D, or it may be input directly through the input array for volumes,
or the machinery box length, beam, and depth may be input in the
problem specifications.
Machinery box volume is subtracted from
the available hull volume to the main deck leaving a volume which
can be used for tankage and arrangements.
Some of the remaining volume cannot be used for arrangements
because of hull shape.
The next step is to estimate the fraction
of the remaining volume that can be used only for tankage.
is the minimum tankage volume for the ship.
54
If less tankage
This
is required for the liquids that must be carried, the excess volume
must be used for voids or cofferdams since it cannot be converted
into machinery box space or arrangements volume.
If more tankage
is required than this minimum, some of the arrangements volume must
be used for tankage.
The relationships used in the model for flare factor and tankage
volume fraction are the same as those used in Reference (8).
These
relationships were originally taken from work done on the Navy
destroyer model.
The weights of all the liquids which must be carried are
calculated in subroutine MACHLQ.
In VOLUME, these weights are
converted to volumes and added together.
The volumes required for
liquid stowage and other tankage are added together
the total tankage volume required.
to determine
The required total tankage is
then compared to the minimum tankage volume to determine the amount
of arrangements volume, if any, that is required for tankage.
All of the volume remaining in the hull after tankage volume
and machinery box volume have been subtracted can be used for arrangements.
The entire superstructure volume is also available
for arrangements.
The total arrangements volume available must be compared
to the volume required for all the ship's functions plus the volume
due to the specified input.
The volume required for ship's
functions, such as stores, living and maintenance, are estimated
in the model based on past practice.
The estimating relationships
developed for all volumes are given in Appendix D.
55
Volumes are
either input of calculated for all of the appropriate functional
groups of Appendix C.
Data was obtained for the volume relationships from References
(21) and (22) and from class notes from M.I.T. Course 13.71.
The
following ships formed the data base from which the volume relationships were developed:
FF-1006
CG-26
DDG-2
FF-1033
DL-2
FFG-7
FF-1037
DL-1
DD-963
DD-692
CGN-35
DD-931
CGN-9
All of the required volumes are summed to determine the total
required volume.
This volume is then compared to the available
arrangements volume in the hull and superstructure.
Comparisons are made in the following order.
First, the
arrangements volume required to be located in the deckhouse is
compared to the volume of the largest allowable deckhouse.
If
the required volume exceeds that available, the design is infeasible and an error message is printed and the ship length is increased by 10 feet to provide a larger superstructure.
Next, the
total required arrangements volume is compared to the total available
volume.
If the required volume is the smaller, the deckhouse
size is decreased.
The deckhouse size used is either the size
which balances the volume requirements or the smallest allowable
deckhouse
size or the volume
whichever is greatest.
required
to be in the deckhouse,
Should the total required volume exceed
that available a raised deck is added.
56
The length of raised deck is determined by an iterative procedure.
On each iteration the area required to be included in
the raised deck is computed and the relationships provided by
Reference (8) are used to convert the area to a raised deck length.
The curve developed in Reference (8) is based on the main deck of
a 378' Coast Guard Cutter and is considered to give satisfactory
results for Navy ships.
Since the geometry of a cutter closely
resembles that of naval combatants (Cwp
L/B, B/H, Cp, Cx, etc.),
the area distribution with length at the main deck level can be
expected to be approximately the same.
The iteration continues
until two successive iterations fall within 5 percent of the
length of the ship or until twenty iterations is reached.
In the
latter case the design is ruled infeasible.
If the raised deck length lies between 0.4 and 0.6 times the
length of the ship, the raised deck is extended to 0.6 times the
length of the ship.
As mentioned before, all of the volume estimating relationships
were developed using the Navy ships in the data base, however,
the general procedure used for the VOLUME subroutine was taken
from Reference (8).
3.13
Subroutine SHEER
Subroutine SHEER selects an appropriate sheer line by speci-
fying the freeboard at the forward perpendicular, amidships, and
at the after perpendicular.
This sheer line must satisfy a number
of criteria.
First, there must be sufficient depth amidships to accommodate the engine room.
The depth amidships must also be sufficient
57
to insure adequate structural
strength.
A minimumvalue of L/16
is used.
The next criterion
which must be satisfied
board at the forward and after perpendiculars.
formulas were used.
is adequate freeNavy derived
These formulas give the minimumacceptable
freeboard based on a deck wetness criterion,
Once independent determinations of freeboard at the forward
and after perpendiculars and at amidships are made, a check is
required to insure that a reasonable sheer line can be drawn
between the three.
Reference (8) indicates that data was obtained
from past designs and from standard merchant ship sheer curves.
This data was nondimensionalized by subtracting the freeboard
amidships from the other freeboard values and then dividing by
the length of the ship.
The sheer line is assumed tobepractical if the forward sheer
fraction lies between 0.01 and 0.03 and the after sheer fraction
lies between 0.001 and 0.0075.
If this is not the case, one or
more of the freeboard values is adjusted until the criterion is
satisfied.
If a raised deck is added to the hull, a new sheer line is
calculated.
It is assumed that the required freeboard of the main
deck at the forward perpendicular can be one deck height below
that required by the deck wetness criterion.
This will result
in a flattened sheer line as is common for raised deck vessels.
A flow chart for this routine is shown in Figure 13.
details of subroutine SHEER may be found in Reference (8).
58
Additional
SHEER SUBROUTINE FLOW CHART
Figure
59
13
3.14
Subroutine WEIGHT
Subroutine WEIGHT estimates the individual BSCI weight groups
for the ship so that a balance can be made between full load weight
and displacement.
The BSCI was used instead of the currently
adopted Ship Work Breakdown Structure (SWBS) of Reference (20)
due to the fact that most of the weight data available was in the BSCI
form and conversion of ships from SWBS to BSCI listings was considered the simplest.
in Figure
A flow chart for this routine is shown
14.
Several of the weights required have already been calculated
or were given as input.
Calculated weights include the liquids
which were found in subroutine MACHLQ and the input items calculated in subroutine SPAYLD.
Most communications and control
weights and armament weights are given as input.
The weight groups
noted refer to the Modified NAVSHIPS Hull Group Weight Classification
as given in Appendix C.
Also given as input are the weights of cargo, aircraft, ammunition, aircraft fuel, and other special payload items.
All other
weights which are a part of the full load weight are estimated in
subroutine WEIGHT.
All weights input or calculated are presented
at the three digit weight breakdown level.
All weight data, used to develop the weight estimating relationships which are given in Appendix D, was taken from Reference
(4).
This reference is a complete compilation of weight data
for the ships of the weight data base.
The original source of
all weight data was the weight breakdown sheets prepared for each
60
WEIGHT
SUBROUTINE
Figure
61
FLOW CHART
14
design.
The ships used in the weight data base are:
FF-1006
DD-445
CG-9
FF-1033
DD-692
CG-16
FF-1037
DD-931
CG-26
FF-1040
DD-963
CGN-25
FF-1052
DDG-2
CGN-35
FFG-7
DL-1
CGN-36
DL-2
CGN-9
3.15
Subroutine VRTCG
The vertical center of gravity of the ship is estimated in
this routine,
Since the designer has some latitude with regard
to the location
of the center
of gravity,
the value
calculated
by this routine should be viewed as a feasible rather than as
the best value.
Figure
A flow chart for the subroutine is given in
15.
The effect that the vcg has on the design can be investigated
by using different values of free surface correction.
surface correction is added to the KG.
The free
Therefore, either a positive
or a negative value can be used to represent a shift in the KG
location.
Subroutine VRTCG estimates a center of gravity for each 3-digit
weight group.
input data.
The vcg for each input item is calculated from
The vcg for each non-input function is estimated
from the equations provided in Appendix D.
The ships used as a
data base for estimating the vertical centers are listed below:
FF-1037
DDG-2
FF- 1040
CG-26
62
VRTCG
SUBROUTINE
Figure
63
FLOW CHART
15
FF-1052
CGN-25
FFG-7
CGN-35
CGN-9
This data base spans a wide range of ship sizes and gives
very good predictions for the vcg's.
3.16
Subroutine FNCGRP
The primary function of subroutine FNCGRP is to place the
weights calculated for the BSCI groups into the functional groups
as defined in Appendix C.
Once the weights have been assigned
to the appropriate functional group, a volume and weight will have
been assigned to each group and a density for each function can
be obtained.
output.
All of these values will be printed as part of the
A flow chart for subroutine FNCGRP is given in Figure 16.
This subroutine functions in a straight-forward manner by
taking each functional group and obtaining the associated weight
and then density as defined in Appendix C.
For those weight
groups which are listed as applying to more than one functional
group, the weights are proportioned among the appropriate groups
according to the equations given in the listing of Appendix E.
3.17
Subroutine SEASPD
This routine is based on the work reported in References (18)
and (19) and is the identical subroutine as used in Reference (8).
In References (18) and (19) a computer program is given for computing
the average sea speed.
This computer program was altered by drop-
ping the option to use a bow sonar dome and by deleting the read
and write statements.
The program was also rewritten in ASA
64
FNCGRP SUBROUTINE FLOW CHART
START FNCGR
COMMON
STATEMENTS
I
l
CALC WEIGHT
& DENSITIES
FOR MILITAR'r
MISSION
1T
CALC WEIGHT
& DENSITIES
FOR
PERSONNEL
CALC WEIGHT
&DENSITIES
FOR SHIP
OPERATIONS
CALC
WVEIGHT
FOR HULL
FUNCTIONS
.
,
CALC WEIGHT
FOR SHIP
SYSTEMS
FUNCTIONS
RETURN
~~~w. END
,
Figure
65
16
)
standard FORTRAN.
Except for these changes, subroutine SEASPD
is the computer program developed in the references.
for this routine
is shown
in Figure
Briefly, the routine assumes:
A flow chart
17.
(1) that the ship is operating
in the North Atlantic Ocean over a long period of time; (2) that
it is steaming into head seas one half of the time; and (3) that
the remainder of the time (when steaming at other headings) it is
not forced to reduce speed due to ship motions.
The part of the
time the ship is steaming into head seas, its speed will be limited
by the sea state.
In the routine
sea state limited speed.
this is simplified to a single
The remainder of the time the ship is
assumed to be able to make its maximum sustained speed.
The per-
centage of the time the ship is limited in speed is estimated
based on average wave heights in the North Atlantic Ocean and on
ship characteristics.
The average speed at sea is calculated assuming that the vessel
will travel at its maximum sustained speed whenever it is not
limited in speed by the sea state.
When the vessel is steaming
at headings other than into head seas, its speed is not limited.
This is assumed to be one half of the time.
When steaming into
head seas its speed will be limited only part of the time.
Both
the limiting speed and the percentage of time that it applies
are calculated in SEASPD.
This routine has been included to indicate the effect that
changes in the vessels characteristics will have on its seakeeping
ability.
The many assumptions made in deriving the average sea
speed limit the usefulness of the speed predicted.
66
However, the
SEASPD SUBROUTINE FLOW CHART
Figure
67
17
speed calculated can be used to compare two designs to decide
which will give the better seakeeping performance.
For additional details of this routine the reader should refer
to References
3.18
(18) and (19).
Subroutine OUTPUT
All program output is printed by subroutine OUTPUT with the
exception of error messages and some default options in the MAIN
program.
A simplified flow chart for this routine is shown in
Figure 18.
Subroutine OUTPUT is used to print the input data and
the output generated to the degree specified by problem specifications 72 and 73 which are defined in Appendix A.
Subroutine OUTPUT consists primarily of print and format
statements.
Some calculations are made but only to convert
previously calculated values to a desired output form, such as,
determining several ratios which are output.
The only decision points used are to determine the amount of
output to be printed.
These decision points are shown in the
flow chart.
68
OUTPUT
SUBROUTINE
Figure
69
FLOW CHART
18
CHAPTER 4
RESULTS OF MODEL APPLICATION
4.1
Introduction
As a basis for evaluating the accuracies and versatility of the
model, this chapter provides particular results from using the model
to synthesize several surface ships over a wide range of size,
data sample ships and non-data sample ships were tested.
Both
The test
runs were made on the IBM 370, model 168, computer located in the
Information Processing Center at M.I.T.
Section 4.2 discusses results obtained when using the model
as a conceptual design tool.
During the conceptual design phase,
many combinations of input variables are generally tried before
the specific features of the ship are selected.
Once specific
features, e.g., length, horsepower, individual weight and volume
groups, and accommodations, have been selected the model may be used
with these known parameters to provide a design update with increased
accuracy in overall results.
Use of the model to provide a design
update is presented in section 4.3.
Since the model allows for the input of specific weight and
volume groups and habitability standards, it may also be used as
a tool for comparative naval architecture studies.
An example of
the model used as a comparative tool would be designing the FF-1052
to Soviet design standards.
Results of this application and others
are presented in section 4.4.
Section 4.5 is provided to give an overall assessment of the
results and how they should be interpreted and used.
70
4.2
Model in Conceptual Phase
A comparison between results produced by the model and the
actual ships is given in Table 3.
All of the ships compared in
this table except for one, the FFG-2, were in the data sample used.
Model predictions of Table 3 are the result of input specifications which assumed the ship designs to be in the early conceptual phase, therefore, the large percentage difference for some
of the ships was expected.
The only input specifications reflecting
the actual ship were:
LBP
Accommodations
VSUS
Cp
Payload Items
Cx
Endurance
Duration
Type Propulsion Plant
Type Electric Plant
The program was allowed to make the standard calculations
for all weight and volume groups and to size the propulsion and
electric plants.
Since the standard calculations built into the
model reflect what is probably the "average" ship over the past
20 years, the results for the ships built during the mid 1960's
with few special features, e.g., FFG-2, FF-1040, and CG-26, are
good for this level of input.
For the ships which differ considerably from the model predictions, special features can be identified to account for the
major portion of the difference.
For example, if the habitability
standards used by the model to predict the FFG-7 and DD-963 were
increased from the model standard to current standards, the predicted results would improve.
71
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In general, the full load displacement predicted will vary from
the actual ship data in the same manner as the internal volume difference varies.
As an example, the model prediction for the DDG-2
is approximately 1000 tons more than the actual ship in full load
displacement.
cubic feet.
The volume predicted is also too high by about 66,000
Most of the error in the prediction can be found in
weight groups 1, 2, 5, and 6 with over predictions of approximately
500, 100, 100, and 50 tons, respectively.
This accounts for about
750 of the excess 1000 tons with the remaining 250 tons spread over
the remaining weight groups.
Calculations for the weight of groups
1, 5, and 6 are highly dependent upon the internal volume of the
ship.
When the volume is reduced to near the actual value, as can
be seen in the next section, the predictions for these weight groups
decrease anda much better prediction is obtained.
The excess volume
predicted for the ship is the result of the model assigning the
freeboard to be approximately 5 feet greater over the length of the
ship than the actual freeboard.
This 5 foot of freeboard difference
accounts almost entirely for the 66,000 cubic feet over prediction.
It should be noted that the DDG-2 is probably the most volume critical
ship in the data base.
Once characteristics and standards for the ship are selected
as the design process continues, these specified features may
be input to the model to provide a design updated prediction which
would more closely predict the final ship.
The results of this
application are presented in the next section.
73
4.3
Model Used to Update Design Predictions
Since the model provides the option of specifying weights,
volumes, vcg's, and electrical loads, in addition to accommodating
payload changes and habitability standards, it offers the capability
to update ship predictions as the design features become fixed.
To
illustrate the model use to update predictions, Table 4 is provided.
In this table the same ships are presented as in Table 3 with the
addition of the CGN 25.
The inputs to the model for this run were
more specific with the following features input:
LBP
Accommodations
Installed SHP
Cp
Payload Items
Cx
Endurance
Duration
Type Propulsion Plant
Type Electric Plant
Habitability Standards
Size Electric Plant
Ammo Weight
Weight Groups 200 & 201
The overall results are shown in Table 4a.
It can be noted that
the differences between model prediction and ship data are now much
less than
those of Table 3.
These results were expected since the
new inputs better define the actual ships.
The results of Table 4a were improved over those of Table 3
mainly because installed SHP, habitability standards, and electric
plant size were input.
In a few instances the percent difference
for full load displacement was then changed from a minus value to
a plus value or vice versa.
One of the reasons for this occurring
is that the SHP and installed KW were input for the results of Table
4, but were estimated by the program based on VSUS and other variables
74
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to obtain the results of Table 3.
For the ships where the results
of Table 3 were within a few percent of the actual full load displacement, e.g., FF-1033, FFG-2, and CG-26, the change in propulsion
and electric weights alone could be enough to change the percent
difference from minus to plus or the reverse.
For the ship characteristics shown in Table 4a, the results
below were noted.
a.
The difference between actual and predicted full load displacement varied from +8.5 to -2.6 percent.
the
10 ships
modeled,
7 of the estimates
were
However, of
within
4
percent of the actual ship displacement.
b.
The difference between actual and predicted internal volume
varied from +16.4 to -9.5 percent.
This result is not as
bad as it might seem, since ships which have large differences in volume can still have small differences in displacement.
For example, the FF-1052 volume difference is
-9.5 percent, but the displacement difference is only -1.4
percent.
This result occurs because the volume differences
are generally the greatest in the functional areas of
passageways and access and tankage (voids).
These are not
very dense functions and addition or loss of volume in these
areas have only a minimal effect on displacement.
c.
The largest percent difference in beam was -10 percent.
This was for the FF-1052 for which the displacement and
volume were also estimated low.
In this case the predicted
beam would be closer to the actual beam if the displacement
and volume were increased.
76
d.
The largest percent difference in draft was +16 percent.
This was for the FF-1040 which was also estimated high in
displacement by 7.4 percent.
If the displacement was
estimated lower, then the draft would also be closer.
e.
The largest percent difference in depth is +24 percent.
However, of the 10 ships modeled, 8 of the estimates were
within 5 percent of the actual depth.
The ship which
differed by 24 percent was the DDG-2 which has an unusually
small freeboard.
f.
The largest percent difference in KG was +22 percent for the
FF-1033.
The KG for the other ships was within 5 percent
of the actual value.
Detailed results for the major weight and volume groups are
given in Tables 4b and 4c.
The differences are reasonably small
in most areas with the majority of the weight groups being 5 to 10
percent from the actual values.
As was the case in the previous
section, the primary cause of the difference is related to overall
ship volume, i.e., when the predicted ship volume is too low the
weights for groups 1, 5, and 6 will generally be low also.
This in
turn influences the amount of energy required for the ship and
affects weight groups 2 and 3 and some variable load items.
From Table 4b it is noted that the predictions for weight
group 2, propulsion, are within 12 percent for all ships and within
8 percent for all but the FFG-2 and FF-1040.
Because of this, the
model predictions for weight group 2 are considered to be very satisfactory when the installed SHP is specified.
The results for weight group 3, electric plant, even with the
77
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plant installed KW specified, are on the average about 20 percent from
the actual values.
Most of the difference can be traced to the re-
sults for group 300, electric power generation.
equation may require some modifications.
This estimating
Also, some of the difference
is caused by the total internal volume prediction being different
from the actual value, since weight groups 302 and 303 are estimated
in the program as functions of the internal volume.
However, most
of the error in the weight group 3 prediction could be eliminated
by input of weight group 300 directly into the program once the electric plant has been selected and this weight is known.
The weights for groups 4 and 7 of Table 4b and the volumes for
military mission in Table 4c are determined primarily from values
input from the payload shopping list.
In some cases the predicted
values are very close and in other cases the values predicted are
off by as much as 100 percent, i.e., weight group 4 for the FF-1033.
There are two reasons for the errors which occur.
First, some of
the data in the shopping list may need modification to reflect
better the values required on existing ships.
Second, the payload
list input to the program for each ship may have been incorrect.
In a few instances data on the exact payload for the ship was not
available and an estimated payload was used, e.g., number of rounds
of ammunition.
In general, the results for weight group 7 were
closer than those for group 4.
The model prediction for the total weight of load items is in
most cases 10 to 20 percent too high.
One reason for this is that
the model seems to consistently predict the fuel required too high by
the same 10 to 20 percent.
This would not account for all of the
80
difference, but would account for a significant portion, i.e., up
to 50 percent.
The calculations for fuel and diesel oil should be
reviewed and could be improved upon.
As a next iteration, more of the individual weights and volumes
could be input than was done to obtain the results of Table 4 and
even greater accuracy would be expected.
Reference (8) presents a comparison between the actual ship,
DD-07, and the Coast Guard Cutter Model for the Navy's Patrol
Frigate (FFG-7) design.
These results are presented in Table 5
along with the model predictions of Table 4.
The input specifi-
cations for all of the model predictions of Table 5 are to nearly
the same level of detail.
It should be noted that the actual ship
data and the model prediction reflect an installed electric plant
of 4 diesel generators while the Cutter and DD-07 predictions reflect
only a 3 generator plant as originally planned.
The model results
compare favorably with DD-07 and Cutter output.
The results presented in Reference (3) compare actual full
load displacement to CODESHIP model results for a number of ships
over a wide range of sizes.
Six of these same ships have also been
predicted by the current model.
A comparison between the results
of the two models is given in Table 6.
As was the case above, the
level of input is approximately the same.
The model generally gives
better results than CODESHIP when predicting ships in this size
range.
However, the CODESHIP model is built on a data base which
includes ships which range in size from small patrol craft to aircraft carriers.
The CODESHIP model is intended to synthesize ships
of all sizes and types for conceptual analysis and for comparing
81
TABLE 5
COMPARISON OF MODEL RESULTS TO THE ACTUAL SHIP,
C.G. CUTTER MODEL, AND DD07 MODEL
FOR THE FFG-7 DESIGN
LBP
ft
SHIP
MODEL*
DD07
CUTTER
408
408
405
405
BEAM
DO
D1 0
D20
DAVG
DISP.
ft
ft
ft
ft
tons
16.0
33.9
25.5
35.2
15.3
41.0
15.3
41.1
34.0
28.9
26.7
34.8
DRAFT
ft
ft
45.0
14.4
42.4
46.7
46.0
29.3
35.3
31.0
3585
3548
3766
3706
WEIGHTS
WTGP
1
SHIP
MODEL
1247.3
1185.7
WTGP 4
254.6
207.0
99.3
WTGP 5
WTGP 6
411.6
302.2
WTGP 7
96.1
WTGP 2
WTGP 3
WTLSHIP
2618.1
LOADS
833.8
133.5
3585.4
MARGIN
DD07
270.6
166.5
131.3
CUTTER
1331.2
240.0
1199.6
156.6
211.2
258.0
345.4
70.7
70.7
381.3
317.5
333.8
99.8
2510.7
2503.5
260.4
238.0
85.7
1100.5
162.9
965.3
123.0
3548.0
85.7
1070.2
161.0
3707.7
* Model prediction has 8.5' raised deck for 387 ft.
TABLE
6
COMPARISON OF MODEL AND CODESHIP RESULTS FOR
FULL LOAD DISPLACEMENT
MODEL
% Diff
CODESHIP
DATA
MODEL
3371
3621
+7.4
3412
3702
3879
+8.5
3698
+ 8.4
-1.4
3991
4908
+8.5
5269
+ 1.4
4525
CG 26
CGN 25
7828
8123
+3.6
8519
8751
+2.7
8700
8262
3934
82
CODESHIP
% Diff
SHIP
FF 1040
FFG 2
FF 1052
DDG 2
+ 8.1
+16.4
+11.1
- 3.0
cost and technical results not necessarily accurate in absolute
values.
4.4
Model as a Comparative Tool
Another possible use for a versatile design model would be
as a tool for comparative naval architecture studies.
In Reference
(11), Captain Kehoe suggests differences in design standards for
warship design between the Soviet and U. S. Navies.
Applying the
suggested standards to the FF-1052, but keeping the payload, installed SHP, and accommodations of the originally designed ship, the
new ship was synthesized to the standards listed in Table 7.
The
results for weight and volume (Table 7) indicate a smaller, faster,
and denser ship would be realized at the expense
ability, endurance, maintenance, and access.
f reduced habit-
This result is as
expected and seems to be a reasonable estimation of the redesigned
ship.
The reduced habitability standards can be input using the miscellaneous specifications described in Table 18 of Appendix A.
To
reduce the habitability standards by 40 percent of conventional
U. S. practice, a value of 0.6 could be entered for the habitability
related coefficients of Table 18.
The reduced volumes for the
bridge, offices, machinery box, ventilation, maintenance, and passageway and access were directly input to the program by taking the
appropriate percentage of the model predicted FF-1052 volumes.
The reduced deck height and endurance were directly input to the
program.
As a second example, the FF-1052 was modeled as if it had
83
TABLE
7
FF 1052 TO SOVIET DESIGN STANDARDS
FUNCTIONAL GROUP CHANGES
Military Mission (Payload)
FF-1052 as ORIGINALLY DESIGNED
Personnel
Reduced habitability space by
approx. 40%
Ship Ops
Reduced
Reduced
by 20%
Reduced
weight
Reduced
Reduced
bridge and office space
machinery box volume
ventilation space &
maintenance space by 50%
passageway & access by
30%
Reduced between deck height
to 8 ft.
Changed endurance to 3500 miles
SHIP COMPARISONS
WEIGHTS (tons)
DATA
FF 1052
CALC BY
MODEL
VOLUMES (cu ft)
FF 1052
CALC BY
FF 1052
TO SOVIET
STANDARDS
WTG1
1291
1185
1022
WTG2
422
456
WTG3
130
WTG4
MODEL
FF 1052
TO SOVIET
STANDARDS
Military Mission
107792
96022
454
Personnel
109017
78610
106
101
Ship Ops
218484
180415
294
277
271
Total
435293
355046
WTG5
365
351
293
89200
59270
WTG6
273
244
204
346094
304178
WTG7
145
158
158
Loads
1014
1104
908
Full
Load
3934
3881
3411
Superstructure
Hull
84
been designed to estimated Soviet mission requirements and design
practices.
The changes made to produce the Sovietized FF-1052
were taken from Reference (11) and are given in Table 8.
These
changes in standards were also handled by directly inputing appropriate weight and volume groups and the new payload list and problem
specifications.
The resulting ship characteristics are given in
The model predicts the Sovietized FF-1052 to be even
Table 9.
lighter than the ship of the previous example.
This result seems
reasonable due to the greater impact on the ship of the FF-1052
payload as compared to the Sovietized payload with twice as many
payload items.
The SQS 26 Sonar and 5"/54 Rapid Fire Gun are much
higher impact items than the individual components of the Sovietized
weapon suit.
The model may also be of assistance in estimating the characteristics of ships for which little data is available.
As an example
of the model used in this manner, the Soviet "Kara" Class CG was
estimated.
Inputs for the model were those given in Reference (11)
with the Soviet weapons suit being input as comparable items from the
payload shopping list.
The input for the Kara run is listed at the
end of the computer listing in Appendix E.
The estimated Kara
Class characteristics are given in Table 10.
As a final comparative example, the FFG-7 was synthesized
using design standards characteristic of the high performance ships,
i.e., hydrofoils and surface effect ships.
The inputs to the model
were the same as those the FFG-7 presented in earlier results with
the following changes:
a.
length was not specified (L/B and B/H specified);
85
TABLE
8
SOVIETIZED FF-1052
Functional Group
Changes
Military Mission (Payload)
Changed Major Payload Items to:
5"/54 Lw Gun
MK 22 Tartar
2 Harpoon Canisters
MK 74 GMFCS
MK 87 GFCS
SPS-52 Radar
ASMD Suite
2 MK 32 T/T
D/M Redeye
ASROC Launcher
2 CIWS
Helo Hangar
VDS
SQS 23 Sonar
Personnel
Reduced habitability space by approx.
40%
Ship Ops
Reduced bridge and office space
Reduced machinery box volume by 35%
below standard program value for same
horsepower
Reduced ventilation space and weight
Reduced maintenance space by 50%
Reduced passageway & access by 30%
Reduced between deck height to 8 ft.
Changed endurance to 3500 miles
Increased speed to 33 knots
Increased number of shafts to 2
Increased number of boilers to 4
86
TABLE
9
SOVIETIZED FF-1052 CHARACTERISTICS
Characteristic
Value
LBP
Beam
Draft
Depth
station 0
Depth @ station 10
Depth @ station 20
Cp
Cx
VCG Full Load
Endurance @ 20 kts
Sustained Speed
Sustained SHP
KW Installed
Displacement Full Load
Displacement Light Ship
Variable Loads
WTGP
420 feet
39.6 feet
14.6 feet
39.9 feet
27.3 feet
27.8 feet
.577
.812
15.4 feet
3500 nm.
33 knots
44,648 SHP
2600 KW
3299 tons
2409 tons
890 tons
1010 tons
498 tons
89 tons
175 tons
295 tons
200 tons
142 tons
353,612 cu.ft.
59,270 cu.ft.
294,342 cu.ft.
77,251 cu.ft.
78,610 cu.ft.
194,671 cu.ft.
245
0.22
0.22
0.56
0.13
0.05
0.47
20.90 lbs/cu.ft.
1
WTGP 2
WTGP 3
WTGP
WTGP
WTGP
WTGP
4
5
6
7
Total Internal Volume
Superstructure Volume
Hull Volume
Military Mission Volume
Personnel Volume
Ship Ops Volume
Accommodations
Payload Volume Fraction
Personnel Volume Fraction
Ship Ops Volume Fraction
Payload Weight Fraction
Personnel Weight Fraction
Ship Ops Weight Fraction
Ship Density Full Load
87
TABLE 10
ESTIMATED SOVIET KARA CLASS CHARACTERISTICS
Characteristic
Value
Sustained Max Speed
Endurance Speed
Endurance Range
Max Sustained SHP
LBP
Beam
Draft
Depth @ Station 0
Depth @ Station 10
Depth @ Station 20
VCG Full Load
Displacement Full Load
Displacement Light Ship
Variable Loads
WTGP
34 Knots
20 Knots
8750 n.m.
95,115 SHP
538 ft.
51.8 ft.
20.8 ft.
54.9 ft.
38.8 ft.
39.3 ft.
19.4 ft.
8498
5539
2959
2758
1
tons
tons
tons
tons
WTGP 2
741 tons
WTGP 3
319 tons
259 tons
585 tons
444 tons
433 tons
867,135 cu.ft.
144,461 cu.ft.
722,674 cu.ft.
21.95 lbs/cu.ft.
0.17
0.24
0.59
150,194 cu.ft.
205,558 cu.ft.
511,383 cu.ft.
540
0.09
0.05
0.48
WTGP
WTGP
WTGP
WTGP
4
5
6
7
Total Internal Volume
Superstructure Volume
Hull Volume
Ship Density Full Load
Payload Volume Fraction
Personnel Volume Fraction
Ship Ops Volume Fraction
Military Mission Volume
Personnel Volume
Ship Ops Volume
Accommodations
Payload Weight Fraction
Personnel Weight Fraction
Ship Ops Weight Fraction
88
b.
high speed diesel electric plant specified;
c.
aluminum hull material selected;
d.
centerline passageway type selected;
e.
weight group 201 reduced by 50 tons to allow for eliminating gas turbine enclosure and other items not required
on high performance vehicles;
f.
weight group 203 reduced by 50% to account for planetary
gears and light weight bearings and shafting;
g.
machinery box volume reduced by 10%; and,
h.
deck height for payload items and raised deck reduced to
8.0 feet.
The resulting characteristics for the high performance designed
FFG-7 are listed in Table 11.
The model estimates the new design
as only 2634 tons with an increase in speed to 33 knots.
This is
with no reduction in personnel volume, but a reduction in total
ship volume of approximately 20%.
The resulting model prediction
should be a technically feasible ship design, since the inputs to
the model represent features which are currently within the stateof-the-art in shipbuilding.
Many high performance indices, which
would reduce the size of the ship even further, were not considered
due to the uncertainties in incorporating these into a conventional
displacement hull design.
4.5
Assessment of Results
The model results are considered to be good for conceptual
phase estimating of ships in the size range of the data sample.
The data sample ships ranged in size from the 301 ft./1770 ton
FF-1033 to the 700ft./16,294 ton CGN 9.
89
TABLE 11
CHARACTERISTICS OF FFG 7 DESIGNED TO
HIGH PERFORMANCESHIP STANDARDS
HIGH
PERFORMANCE
FFG-7
CHARACTERISTIC
MODEL
FFG- 7
33.0
30.5
40,000
40,000
LBP, ft.
382
408
Beam, ft.
Max. Sustained
Sustained
Speed
Speed,
knots
SHP
40.2
42.4
Draft, ft.
13.4
16.0
Cp
Cx
VCG Full Load, ft.
.593
.747
17.8
.593
.747
18.4
GM/B
0.08
31.0
0.08
Average Depth, ft.
Accommodations
185
185
KW Installed
Full Load Displacement, tons
Light Ship Displacement, tons
Variable Loads Weight, tons
WTGP 1, tons
WTGP 2, tons
WTGP 3, tons
4000
2634
1666
886
595
191
113
4000
3548
2460
965
1186
271
167
4, tons
123
131
WTGP 5, tons
WTGP 6, tons
295
249
345
260
7, tons
100
100
392,500
301,660
90,840
15.04
83,901
111,050
197,550
0.22
0.28
0.50
0.13
0.05
0.47
493,040
382,335
110,705
16.12
89,288
111,150
292,602
0.18
0.23
0.59
0.10
0.04
0.43
WTGP
WTGP
Total Internal Volume, cu.ft.
Hull Volume, cu.ft.
Superstructure Volume, cu.ft.
Full Load Ship Density, lbs/cu.ft.
Military Mission Volume, cu.ft.
Personnel Volume, cu.ft.
Ship Ops Volume, cu.ft.
Payload Volume Fraction
Personnel Volume Fraction
Ship Ops Volume Fraction
Payload Weight Fraction
Personnel Weight Fraction
Ship Ops Weight Fraction
90
35.2
The model was built to reflect what were generally the standard
features of U. S. ships over the past 25 years.
Since the model
estimates standard features, the ships predicted by the model at
the early conceptual phase level, when only the minimal problem
specifications are known, will in most cases be smaller than the
actual ships which result.
This is because most ships will have
some special features which either exceed the standard or for which
no standard calculation is provided, e.g.,clean ballast system.
Some of the features which are generally responsible for size
increase are special tankage, increased habitability, and special
maintenance and access requirements.
This can be seen in Table 3
where ships with few special features, i.e., FFG-2, FF-1040 and
CG-26, are predicted very close, but ships like FFG-7 and DD-963
with increased access and habitability requirements are predicted
too small.
The general trend is that the newer ship designs will
have more features which are more demanding than the standard
calculations provide, and hence, the newer ships will tend to be
underestimated the most.
The results are noted to become more accurate as the input
becomes more specific.
This was shown in Table 4 where the results
became very good with specification of the major ship characteristics which are usually defined early in the design.
It is at
this point, when the desired standards for habitability, tankage,
maintenance, access, etc., have been established, that the model
predictions can be made with anticipation of only a small difference
from final ship results.
The property of the model which allows increased accuracy
91
beyond the conceptual formulation is the input array for weights,
volumes, vertical centers, etc.
It is this feature to update design
predictions which would allow for exactly specifying the actual ship
if all weights and volumes were input.
When used as a tool for comparative naval architecture, the
model gives results which appear to be quite reasonable.
The value
of the model used in this manner is that it can be used to compare
ships for which the design data available ranges from only top level
ship characteristics to detailed ship specifications, i.e., Soviet to
U. S. ships.
When doing comparative studies, whatever information is
available for a ship can be directly input to the program.
For the
case of U. S. ships, the individual weight, volume, vcg, and other
special input groups can be directly set into the program to the finest level of detail used in the program and available in the data.
The results for this type of ship prediction should be very accurate.
For ships where little data is available, the problem specifications,
payload items, and any desired special features can be input based
upon engineering judgment, any data available, or a best guess.
In
any case the results should be examined for reasonableness of the
prediction.
The model can be used to synthesize ships to certain "design indices".
Here design indices refer to a ratio of design impact to ca-
pacity, where design impact can be measured as the weight, space, or
energy required to provide the specified capacity.
To accomplish this
for all features an iterative number of runs may be necessary to meet
all of the desired indices.
After each run the results must be an-
alyzed to determine which inputs should be changed to meet the
desired indices.
For example, the machinery box volume per shaft
horsepower indice can be met once the installed SHP has been determined by multiplying the two numbers and inputing the result in the
input array element for machinery box volume.
The standard relationships used for calculating weights in the
program have been found to be very good over the entire range of
ships in the data base.
This applies to the ships whether large
or small in size or old or new in age.
Model results have shown
that a ship which has the internal volume predicted by the model
would have actual weights very close to those estimated by the model
standard calculations.
Analysis of model results indicates that the weight required
for specific functional items has not changed significantly over
the past 25 years; however, the volume required for the same functions has been the driving factor in determining the resulting
ship size.
In general, it can be said that the full load displace-
ment of a ship carrying a specific payload can vary over a considerable range depending on the volume allocated to the various functional groups.
To support this statement, it was found in develop-
ing Table 4 that varying the volume for habitability items, tankage,
maintenance, and passageways and access, while accepting the standard
weight calculations, produced very good results.
This seems to
indicate that volume requirements in these areas have been those
which have deviated from standard practice the most and are the
areas where most of the special features of a design are found.
If it were desired to have the model predict ships using the
standards of a certain class of ships, e.g., FFG-7, the model
93
estimating relations which are based on several ship classes could
be changed.
This could be accomplished with relatively little
difficulty since no change to the program logic would be required.
This change would probably increase the value of the input array
since modeling ships of a class different from the one the model
is based upon may require a more detailed input.
The detailed output of the model could provide a basis for budgeting weights and volumes for beginning the preliminary design
phase.
Once a concept design has been selected, the preliminary
phase is generally handled by a number of design teams working in
parallel in areas such as combat systems, mobility, ship support,
hull structures, habitability, and ship systems.
Each of these
groups could be assigned the volume and weight groups associated
with their areas of functional responsibility as an initial budget
or design guide.
This method of providing an initial budget based on model
predictions could result in a more efficient ship design than
having each design group start with only gross ship characteristics
and providing their own first assessment of what they feel they
need.
If the design groups find that the budgeted weight and
volume are just not satisfactory to provide the required functional
capabilities at the desired design standards, the acceptable values
can be directly input into the corresponding weight and volume
groups of the program to override the calculated values.
The
model can now be used to provide an updated prediction for the ship
reflecting the fixed values input.
This would also provide the
designer with an indication of how changes in one functional group
94
may have an affect on another group, e.g., adding weight to any
weight group will mean added weight and volume for fuel to attain
the same endurance.
In any event the designer would have an aid in
assessing the impact of design changes at any phase of the design.
95
CHAPTER
5
CONCLUSIONS AND RECOMMENDATIONS
The synthesis model was found to give results accurate to
within about 20 percent when used to predict actual ships using
standard input specifications at the level of early conceptual studies.
When using this level of input to predict existing ships, the
differences between model predictions and actual ship characteristics can generally be explained by special features of the actual
ship.
Since the model predicts a "standard" value based on the
sample data, results at this first and roughest level of modeling
will tend to be predicted on the low side.
This is true because
the model will make its standard estimations considering a ship
with essentially no special features.
The computer synthesis model can be used more effectively
during the conceptual phase of the design than at any other stage.
The model developed in this thesis allows the user to make the
same kinds of ship systems level tradeoffs as previous models.
Input options are selected for payload and performance features
and a series of standard calculations are used to predict the
results.
The model provides additional versatility at this phase
of design, since it enables the designer to directly input values
at a more detailed functional level when it is desired to provide
features which differ from the standard calculations provided.
Results attained when using the model in this manner were shown to
be within 5 percent of existing ship values for minimal amounts of
additional specification and could be reduced even more if additional
items were specified.
96
The model was also shown to provide a means of conducting comParative studies between ship designs.
This is one area where
models which can accommodate only one set of design standards
cannot be applied.
The model used in this manner could be of
considerable value when analyzing foreign ship designs where the
design standards differ for U. S. practice in most areas.
can provide a prediction
The model
for any existing ship by using specified
input values when available and providing the standard calculation
if a better value is not available.
Although the synthesis model appears to give accurate results
in its current form, there are several areas which are recommended
for additional investigation or improvement.
The areas which are
recommended for future investigation are discussed in the following
paragraphs.
With the current limits placed onthe Cr array, many ships
cannot be run which may be very desirable.
Perhaps the best
solution to expanding the Cr values available would be the addition
of the data from another model test series, such as series 64.
Also, the effect on speed-horsepower predictions caused by
sonar domes of modern warships should be included in the horsepower
calculating routine.
It is felt that the large sonar domes, e.g.,
SQS 26 bow mounted sonar, could have a noticable effect on speed-power
predictions at both endurance and maximum speeds.
The current
model does not consider the effects of sonar domes.
It is recommended that the payload shopping list data be
modified to include the cruise, battle, and 24 hour electric load
requirements for each item.
This would be especially desirable
97
for the items which fall under weight groups 4 and 7 (electronics
and armament), since these are the most variable items from one ship
to the next and the hardest to predict electric loads for.
Since payload items used on naval combatants are continually
changing, the payload shopping list should be reviewed periodically to insure that it is kept up-to-date.
Some items on the
list will require changes as systems are revised.
Other items
may lose their value on the list and should be deleted, while
new items should be added to the list as they become available.
It would also be desirable to include a routine which would
consider the topside deck areas required by payload items and the
superstructure.
In recent years the Naval Ship Engineering Center
has developed a significant capability to relate electronic
system performance to topside geometry.
Information of this type
could be used to help set limits on length and height requirements
for the superstructure.
An additional recommendation for future development is the addition of a cost routine to the program.
Results attained by the
program could be used to predict acquisition cost for a lead ship
of the design and costs for follow-on ships.
Also, relationships
could be derived to predict a life-cycle cost which may be of more
interest than the acquisition cost.
The model could be modified to handle changes in hull shape
which are considerably different from conventional design practice.
The model relationships are based on ships of conventional hull
shape.
New relationships would be required for most all items due
to the effects of an unconventional hull shape on features such as
98
powering, arrangements, structures, access, etc.
As discussed in Section 4.5, the model can be used to design
to indices rather than to gross weight and space values.
However,
the model requires an iteration of synthesis runs which could be
expensive and time consuming.
It would be desirable to have a model
where design indices could be input with the model iterating a
balanced solution satisfying the indices.
The ship synthesis model developed in this thesis is intended
to serve only as a design tool, and as such, complete reliance
should never be placed in the results attained.
However, it is
felt that if the results are properly analyzed, the model will
enhance the design-engineer's ship-design capability.
Since the
model is only a design tool, the relationships used in the model
must be kept current.
The users should conduct a periodic review
of empirical relations used to insure
that they are in agreement
with current design policy.
Finally, as has been recommended for several other synthesis
models, it is recommended that the model not be programmed as part
of a ship optimization routine.
Any optimization criteria selected
would in general be difficult to define and may result in more
desirable ship characteristics being discarded due to biases built
into the criteria.
It is felt that an experienced designer could
better direct the selection of input combinations to be used based
on analysis of the previous results attained.
99
REFERENCES
1.
Abbott, Jack W. and Baham, Gary J. "COGAS--A New Look for
Naval Propulsion" Naval Engineers Journal, Vol. 86, No. 5,
October, 1974, pp. 41-55.
2.
Comstock, John P., ed. Principles of Naval Architecture.
New York: The Society of Naval Architects and Marine Engineers,
1967.
3.
"Conceptual Design of Ships Model (CODESHIP) (U)." Center
for Naval Analyses, Research Contribution 159, Volumes I through
IV, December,
1971.
4.
"Consolidated Weight Listing for Various U. S. Navy Cruiser/
Destroyers," Naval Ship Engineering Center, 1975.
5.
Cotton, James L. "Fourth Update of CODESHIP Payload Shopping
List." Center for Naval Analyses, CNA 662-75, 2 May 1975.
6.
"Electric Power Analysis for DLG-9, DDG-2, DEG-1, DE-1052,
DDG-FY67, DD-963, FFG-7."
7.
Gertler, Morton, A Reanalysis of the Original Test Data for
the Taylor Standard Series, David W. Taylor Model Basin Report
806, Washington, D.C.: U. S. Government Printing Office, 1954.
8.
Goodwin, Michael J. Ship Synthesis Model for Coast Guard Cutters.
Massachusetts Institute of Technology, Department of Ocean
Engineering, Thesis, June, 1975.
9.
Graham, C. and Hamly, R. 'Simplified Math Model for the Design
of Naval Frigates." Massachusetts Institute of Technology,
Department of Ocean Engineering, Course 13.411 Handout, Lectures
5 through 8, September, 1975.
10.
Johnson, Robert S. "Ship Synthesis Models--With Examples."'
Naval Ship Engineering Center, Hyattsville, Md.
11.
Kehoe, Capt. James V., Jr. "Warship Design--Ours and Theirs."
Naval Engineers Journal, Vol. 88, No. 1, February, 1976,
pp. 92-100.
12.
Libby,
D. A.
"A Guide
for Estimating
Weight for Naval Type Surface Ships."
Center Code 6144, February 1970.
13.
the Propulsion
Naval
Plant
Ship Engineering
Mason, T. W. "Data Subroutine CNA Computer Program 13-655."
Center for Naval Analyses Research Contribution No. 14,
26 August 1965.
100
14.
Menz, M. G. "Ship Design Analysis--Machinery Box Estimating
Procedures." Naval Ship Engineering Center Memo 6152: MGM:dcd,
Ser 131, 29 April 1969.
15.
Mills, J. "Feasibility Studies and Ship Synthesis Models."
Lectures 7, 8 and 9.
Unpublished lecture notes for Professional
Summer at M.I.T.
16.
Naval Vessel Register/Ships Data Book, Naval Sea Systems Command,
Washington
D.C.,
1 July
1975.
17.
"Proposed U.S. Navy Space Classification Manual."
Engineering Center, December, 1969.
18.
Shen, Michael and Gale, Peter. "A Procedure for Predicting
the Speed of Surface Ships in Rough Head Seas." Naval Ship
Engineering Center Report No. 6114-71-4, 1970.
19.
Shen, Michael, Gale, Peter A., and Walker, Kenneth. "An
Improved Procedure for Predicting the Speed of Surface Ships
in Rough Head Seas." Naval Ship Engineering Center Report
No. 6114-71-8, 1970.
20.
"Ship ork Breakdown Structure." NAVSHIPS 0900-039-9010, Naval
Ship Systems Command, Department of the Navy, Washington, D.C.
20360, 1 March 1973.
21.
Smith, L. C. "Ship Space Classification Data." Ship Concept
Design Division, Naval Ship Engineering Center, March, 1970.
22.
"Summary of Compartment Volumes and Deck Areas for DD-963."
Contract No. N00024-70-C-0275, ID No. DD75-010, Ingalls Shipbuilding, Pascagoula, Mississippi, 12 November 1975.
23.
Ward, W. K. "A Method for Estimating the BSCI Group 203 Weight
During Concept Formulation and Feasibility Studies." Naval
Ship Engineering Center Code 6144, May 1968.
101
Naval Ship
APPENDIX
USES
A
GUIDE
102
APPENDIX A
USERS GUIDE
General
This Appendix is intended to serve as a guide for preparing
data and specifications for the computer synthesis model listed
in Appendix E.
For proper use of the computer model it is man-
datory that the data input follow the outline of this Appendix.
Input for the model can be divided into two main groups.
The
first group containing the data for the list of symbols (names)
to be used in the output, the Cr arrays used in estimating propulsion power, and the payload data describing the payload characteristics.
The second group contains the data for individual ship
runs.
The computer cards for each job run should be set up in the
following order:
Control Cards
Main Program
All Subroutines
Control Card for Data Input
Symbol Cards
Cr Data Cards
Payload Data Cards
Blank Card
Ship
No. 1 Specifications
Blank Card
Ship No. 2 Specifications
Blank Card
103
Ship No. 3 Specifications
Blank Card
Etc.
Ship No. n Specifications
Blank Card
Blank Card
Control Card
The symbol cards and Cr cards are read by the main program
and must be in the proper order with no blank cards between them,
although some blank cards are included in the symbol data.
The
payload data is read by subroutine DATA2 and requires the blank
card after the last payload item to return control to the main
program.
The symbol cards, Cr array cards, and payload item
cards are read into the program only once and are stored in arrays
for use with all test cases run.
The data cards containing the specifications for each ship
are also read in by subroutine DATA2 and must be followed by a
blank card to return control to the main program to allow calculation for each ship to proceed.
at the end of the data deck.
Two blank cards are required
The first blank card serves the same
purpose as the preceeding blank cards, i.e., returns control to the
main program to calculate ship results.
The second blank card
indicates that no additional ships are to be calculated and directs
program execution to stop.
Data for the symbols, Cr arrays, and payload items is listed
following the program listing in Appendix E.
104
Ship Specification
In order to set the input specifications for each ship to be
run, a specification array of 2500 elements is used.
It is through
use of this input array that the versatility of the program is
utilized.
The specifications are numbered for use by the computer.
The blocks of the array are divided as listed below:
Blocks
1-99
Use
To define performance, hull, power
plant, accommodations, special features,
and calculation control.
100-299
For specifying the payload items and
quantity.
300-1099
To directly input the weight of any
of the BSCI weight groups.
This over-
rides any program calculation.
1100-1899
To directly input the vertical center
of gravity of any of the BSCI weight
groups.
This overrides any program
calculation.
1900-2199
To directly input the volume of any
of the functional groups of Appendix C.
This overrides any program calculation.
2200-2249
To directly input the electric load
(cruise, battle, or 24 hour average)
for any electric load group.
rides any program calculation.
105
This over-
2250-2299
For specifying certain miscellaneous
program parameters or coefficients.
2300-2500
For inputing any special payload items
desired which are not included in the
payload shopping list.
The primary specifications for any ship run are those defined
as the problem specifications in Table 12.
This table lists
several options which are available to the user in specifying
each ship.
The user should keep in mind while preparing input data for
each ship that the program initially sets all elements of the
specification array to zero.
Therefore, care must be taken to insure
a value is input for every appropriate non-zero specification.
Also, for each succeeding ship after the first one, the values of
the specifications remain the same unless the appropriate element
is changed.
The user has the option of selecting either the sustained
speed (number 1) or the SHP at sustained speed (number 12).
If
both are specified, the SHP is used and VSUS is ignored.
The length between perpendiculars, LBP, (number 4) may be
selected or values for L/B and B/H must be input.
If L/B and B/H
are specified, but not LBP, the program will calculate a value for
LBP and proceed.
However, if LBP is specified the input values
for L/B and B/H are ignored and the input LBP is used.
The number of boilers must be specified if conventional steam
propulsion is selected.
Also, the number of boilers and reactors
must both be specified if nuclear propulsion is desired.
106
In all
cases the number of main propulsion engines and number of shafts
must be specified.
Values for propeller rpm and diameter may be specified, if
desired.
If not specified, a calculation is made for each of these
variables to allow estimating BSCI weight group 203.
The machinery box dimensions may be input, but it is required
that if any one of the dimensions (numbers 21,22 and 23) is input
that all three be specified.
The machinery box volume may also
be input using element number 2121 as explained in the following
paragraphs or a calculation will be made by the program.
Propulsive coefficients used in estimating shaft horsepower
at sustained and endurance speeds may be input.
If not input,
values of 0.67 and 0.65 are used, respectively.
The frictional resistance correction factor (number 26) may
be specified.
This value is used in the horsepower calculation.
A value of 0.0004 is used if none is input.
The ship service electric and emergency electric plant types
must be specified.
Item numbers 33 through 40 may be left as
zero if it is desired to have the program size the electric plant.
However, if any of items 33 through 40 are specified, then the entire
electric plant must be specified, e.g., 4 steam turbine generators
at 500 KW each and 2 low speed diesel generators at 300 KW each.
The free surface correction (number 71) may be entered to
adjust the KG above or below the average built into the program
and may be entered as a positive or negative number.
For other specifications a value should be selected as suggested by Table 12.
107
Payload specification is accomplished by use of specifications
100 through
299 as shown
in Table
13.
Up to 100 items may
specified, in any quantity for each item.
The quantity is to be
given as an even numbered specification, starting at 100.
ciated
item number
is to be given
be
as the next
specification
The assoin
each case.
The program has been developed to allow the user to specifically input any weight group, volume group, center of gravity, or
electric load group that may be desired.
This capability may be
especially useful in later stages of a design as more and more
characteristics of the ship become fixed.
For example, if the
propulsion plant had been selected, the user could directly input
most of the BSCI Group I
weights.
The input weights would override
any calculated values and improve the accuracy of the overall
ship characteristic estimates.
The user should then be able to
continually update the prediction of the final ship, until in the
end, the entire.ship is specified.
The specification numbers
which correspond to the weights, vcg's, volumes, and electric
loads are
found in Tables
14, 15, 16, and
17, respectively.
During execution of the program the values of elements 300
through
2249 of Tables
zero value.
14, 15, 16, and
17 are checked
for a non-
Non-zere values found are usedl however, if the
element is left zero the standard calculation is made to estimate
the appropriate item.
Because of this feature, if it is desired
that a function have the value of zero, a small positive value
must instead be input, e.g., to make volume group 311 equal zero,
input item 2111 equal to 0.01.
The exception to the above is that
108
volumes for functional groups 100, 110, 120, 130, 200, 210, 220,
230, 300, 310, 320, 330, 340, 350 and 360 may not be specified
directly since they are calculated by summing other volumes.
A list of miscellaneous specifications is provided in Table
18.
Not all of the elements in this list have been used, and
therefore, the capability exists to readily add more items.
le-
ments 2250 through 2273 have been used to reflect desired changes
in primarily personnel related area.
As shown in Table 18 these
elements are used as multipliers or coefficients to change the
calculated value of certain volume groups.
Table 20 is provided
to suggest a range of values which might be used for these elements.
The DD 931 and FFG 7 were selected to generally reflect the two
extremes in personnel related volumes required (mainly habitability
areas) in current U. S. Navy ships.
When not input,a multiplier
of 1.0 is assigned.
Item 2274 allows for input of the deck height to be used in
calculating volumes for payload items and also in computing volumes
associated with an added raised deck.
value of 9 feet is assumed.
If no value is input a
Item 2299 is used
machinery box prismatic coefficient.
to input
the
When not input, a value of
0.95 is assumed.
Table 19 indicates how special payload items not identified
in the payload shopping list at the end of this Appendix may be
input.
The information required for special items is the same
as that of regular payload items.
volume
The appropriate weight and
groups must be entered along with weight, vcg, and area
requirements.
109
Payload Shopping List
A key element
in preparing
the input
specification of the ship payload items.
for a ship run is the
The list of payload
items available for selection is given in Table 21.
This list
was developped by selecting appropriate items from those available
in Reference (5).
While the definition of each payload item is given in Table
21, the characteristic data for each item is found in the payload
data listing included in the program listing of Appendix E.
Each
line of payload data contains the payload item number followed
by seven numbers separated by blanks.
The data should be inter-
preted as shown by the following example using payload item 15:
A
1,15
where
B
C
D
E
F
G
H
408
112
9.8
12.0
1
210
100
A = item number
(15)
B = weight group number (408)
C = functional volume group number (112)
D = item
installed
weight
in tons
(9.8)
E = center of gravity location (feet/factor) (12.0)
F = center of gravity reference index* (1)
G = deck area inside the superstructure (sq.ft.)(210)
H = deck area in the hull (sq.ft.)(100)
1 = item location relative to strength deck (feet)
2 = item location relative to keel (feet)
3 = item location as fraction of ship hull depth at
station
10.
110
Example Ship Input
As an example, input data for a ship might look like the following:
column 1
column 20
1 0 20 4500 408 0 0 .59
.75
0 0 6 40000 0 0 2 1
17 2 1 0 0 0 0 0 .66 .67 .0005
35 0 0 0
0 0 0 5 4 0 4
00 .300 0 0 2 2 0 0 0 14 15
52 156 00 0 45 00 0 0
1 2 0 .75 0 10 20
68 .10 20 .05 0 2 0 0 2
100
1 2
1 24
1 27
1 41
1 61 8 64
1 65
1 75
116 1 100 1 102 1 116
312 40.5
1825 17.2
2161 9000
0 13000
2250 1.32
Since the ship specifications are read in under subroutine
DATA2, Chapter 3 provides the information on how to code the input
data.
E.
A sample input is given in the listing at the end of Appendix
In the example above a few selected specifications are:
Item 1
= 0
VSUS not specified
Item 4
= 408
LBP specified
Item 12
= 40000 SHP specified
Item 17
= 2
controllable pitch propeller specified
Item 62
= 2
aluminum superstructure specified
Item
100
= 1
quantity
Item 101
= 2
payload item number 2 specified
Item 2161 = 9000
of 1 of item
101 specified
volume of ballast tankage specified
111
Item 2162 = 0
volume of peak tankage not specified so
will be calculated, but a 0 was entered to
allow item 2163 to be specified as 13000
112
TABLE
12
PROBLEM SPECIFICATIONS
Number
Definition
1
2
3
4
5
6
7
8
9-10
11
Sustained speed, knots
Endurance speed, knots
Endurance range, nautical miles
Length between perpendiculars, feet
Length-beam ratio (L/B)
Beam-draft ratio (B/H)
Prismatic coefficient (Cp)
Midship section coefficient (Cx)
Not used
Propulsion plant type: 1. 600 psi steam
2. 1200 psi steam
3. 1200 psi pressure fired steam
4. nuclear
5. gas turbine 1st generation
6. gas turbine 2nd generation
7. diesel
12
13
14
15
16
17
Sustained
Number of
Number of
Number of
Number of
Propeller
18
Shaft
8.
19
20
21
22
23
24
25
26
27-30
31
32
COGAS
speed shaft horsepower, SHP
boilers
nuclear reactors
main propulsion engines
shafts
type: 1. fixed pitch
2. controllable pitch
type:
1.
Hollow
2. Solid
Shaft RPM (optional)
Propeller diameter, feet (optional )
Depth of machinery box, feet (optional)
Length of machinery box, feet (optional)
Beam of machinery box, feet (optional)
Propulsive coefficient at endurance speed (optional)
Propulsive coefficient at maximum sustained speed (optional)
Frictional resistance correction factor, &CF (optional)
Not used
Ship service electric plant type: 1. steam
2. gas turbine 1st gen.
3. gas turbine 2nd gen.
4. low speed diesel
5.
medium speed diesel
6.
high speed diesel
Emergency electric plant type: 1. gas turbine 1st gen.
2. gas turbine 2nd gen.
3. low speed diesel
4. medium speed diesel
5. high speed diesel
113
TABLE 12 (continued)
Definition
Number
33
34
35
36
37
38
39
40
41
42-44
45
46
47-49
50
51
52
53
54
55
56
57-60
61
62
63
64
65
66
67
68
Number of low speed diesel generators (optional)
Number of medium speed diesel generators (optional)
Number of high speed diesel generators (optional)
Number of gas turbine generators (optional)
Number of steam turbine generators (optional)
KW per diesel generator (optional)
KW per gas turbine generator (optional)
KW per steam generator (optional)
Electric plant design margin (e.g., .30)
Not used
Type of ship heating: 1. steam
2. electric
Fin stabilizers desired: 1. no
2. yes
Not used
Ship officer personnel accommodations
Ship CPO personnel accommodations
Ship enlisted personnel accommodations
Flag personnel accommodations
Troop accommodations
Passenger accommodations
Ship accommodations duration, days
Not used
Basic hull material: 1. steel
2. aluminum
Basic superstructure material: 1. steel
2. aluminum
Not used
GM/B stability value (e.g., .10)
Not used
Tolerance for displacement iterations, tons (e.g., 2)
Maximum number of displacement iterations
Tolerance for vertical center of gravity iteration, feet
(e.g.,
69
70
.1)
Maximum number of center of gravity iterations
DeSign, construction margin (e.g., 10% margin entered as
O. 10)
71
72
73
74
Free surface correction, feet
Print index, number of pages:
input plus summary of
results
1. above plus functional
listing
2. all of above plus BSCI
weight groups and electric loads
Miscellaneous coefficients print index: 0. don't print
constants
1. print constants
Not used
114
0.
TABLE 12 (continued)
Number
75
Definition
Passageway
type:
1.
2.
76-99
centerline
port & starboard
Not used
TABLE 13
PAYLOAD SPECIFICATIONS
Definition
Number
105
Quantity of payload
Payload item number
Quantity of payload
Payload item number
Quantity of payload
Payload item number
298
299
Quantity of payload item in 299
Payload item number (payload shopping list)
100
101
102
103
104
item in 101
(payload shopping list)
item in 103
(payload shopping list)
item in 105
(payload shopping list)
115
TABLE 14
WEIGHT SPECIFICATIONS
Number
300
301
302
Definition
Input of BSCI* Weight Group 100, tons
Input of BSCI* Weight Group 101, tons
Input of BSCI* Weight Group 102, tons
* *
400
401
*.
Input of BSCI* Weight Group 200, tons
Input of BSCI* Weight Group 201, tons
.
900
Input of BSCI* Weight Group 700, tons
Input
of
BSCI
Weight
Gru
70
tons
903
904
Input of BSCI* Weight Group 703, tons
Input of BSCI* Weight Group 704, tons
1000
Input of BSCI* Weight Group 800*, tons
1099
Input of BSCI* Weight Group 899*, tons
NUMBER = BSCI WT GRP + 200
*Modification to 1965 BSCI weight listing found in Appendix C.
TABLE
15
VCG SPECIFICATIONS
Number
1100
1101
1102
1200
Definition
Input of VCG for BSCI* Weight Group 100, feet
Input of VCG for BSCI* Weight Group 101, feet
Input of VCG for BSCI* Weight Group 102, feet
1201
Input of VCG for BSCI* Weight Group 200, feet
Input of VCG for BSCI* Weight Group 201, feet
1700
Input of VCG for BSCI* Weight Group 700, feet
1703
1704
Input of VCG for BSCI* Weight Group 703, feet
Input of VCG for BSCI* Weight Group 704, feet
1800
Input of VCG for BSCI* Weight Group 800*, feet
1899
Input of VCG for BSCI* Weight Group 899*, feet
NUMBER = BSCI WT GRP + 1000
*Modification to 1965 BSCI weight listing found in Appendix C.
116
TABLE
16
VOLUME SPECIFICATIONS
Number
Definition
1900
Functional volume group 100*,
cubic feet
1911
Functional volume group 111, cubic feet
2000
Functional volume group 200, cubic feet
2100
Functional volume group 300, cubic feet
, cubic feet
Functional volume group
0 0
2199
Functional volume group 399, cubic feet
NUMBER = FUNCTIONAL VOL GRP + 1800
**Functional Classification System defined in Appendix C.
TABLE 17
ELECTRIC LOAD SPECIFICATIONS
Number
Definition
2200
2201
Electric cruise load group 100, KW
Electric cruise load group 200, KW
2208
2209
2210
Electric
Electric
Electric
Electric
Electric
cruise
cruise
cruise
battle
battle
Electric
Electric
Electric
Electric
Electric
battle load group 900, KW
battle load margin, KW
battle load total, KW
24 hour average load group 100, KW
24 hour average load group 200, KW
2211
2212
2219
2220
2221
2222
2223
2230
2231
2232
load
load
load
load
load
group 900, KW
margin, KW
total, KW
group 100, KW
group 200, KW
Electric 24 hour average load group 900, KW
Electric 24 hour average load margin, KW
Electric 24 hour average load total, KW
117
TABLE 18
MISCELLANEOUS SPECIFICATIONS
Number
2250
2251
2252
2253
2254
2255
2256
2257
2258
2259
2260
2261
2262
2263
2264
2265
2266
2267
2268
2269
2270
2271
2272
2273
2274
2275
thru
2298
2299
Definition
Multiplier for calculated value of volume group 211
Multiplier for calculated value of volume group 212
Multiplier for calculated value of volume group 213
Multiplier for calculated value of volume group 214
Multiplier for calculated value of volume group 215
Multiplier for calculated value of volume group 216
Multiplier for calculated value of volume group 217
Multiplier for calculated value of volume group 218
Multiplier for calculated value of volume group 219
Multiplier for calculated value of volume group 221
Multiplier for calculated value of volume group 222
Multiplier for calculated value of volume group 223
Multiplier for calculated value of volume group 224
Multiplier for calculated value of volume group 225
Multiplier for calculated value of volume group 231
Multiplier for calculated value of volume group 232
Multiplier for calculated value of volume group 233
Multiplier for calculated value of volume group 311
Multiplier for calculated value of volume group 313
Multiplier for calculated value of volume group 325
Multiplier for calculated value of volume group 341
Multiplier for calculated value of volume group 342
Multiplier for calculated value of volume group 343
Multiplier for calculated value of volume group 370
Input for value to be used for deck height, feet
Not used
Input for value of machinery box prismatic coefficient
118
TABLE 19
SPECIAL PAYLOAD SPECIFICATIONS
Number
Definition
2300
2301
2302
2303
2304
2305
2306
2307
2308
BSCI weight group of first special payload item
Functional volume group of first special payload item
Weight of first special payload item, tons
Center of gravity location (feet/factor)* first item
Center of gravity reference index* first item
Deck area inside superstructure for first item (sq.ft.)
Deck area inside hull for first item (sq.ft.)
Not used
Not used
2309
Not used
0060
*0000
2490
2491
2492
2493
2494
2495
2496
2497
2498
2499
2500
BSCI weight group of twentieth special payload item
Functional volume group of twentieth special payload item
Weight of twentieth special payload item, tons
Center of gravity location (feet/factor)* twentieth item
Center of gravity reference index* twentieth item
Deck area inside superstructure for twentieth item (sq.ft.)
Deck area inside hull for twentieth item (sq.ft.)
Not used
Not used
Not used
Not used
*1 = item location relative to strength deck (feet)
2 = item location relative to keel (feet)
3 = item location as fraction of ship depth at station 10
119
TABLE 20
EXAMPLE COEFFICIENTS FOR MISCELLANEOUS SPECIFICATIONS
(Personnel Related Items)
SHIP
Element
Number
Model Standard
DD 931*
2250
.71
2251
.77
2252
2253
2254
2255
2256
2257
2258
2259
2260
.63
.68
.57
.57
2261
.34
2262
2263
2264
2265
2266
2267
2268
2269
2270
.34
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
.92
.74
1.0
1.0
1.0
.82
.55
.61
1.0
1.0
1.0
1.0
1.0
.24
1.01
.24
.60
.66
.77
.75
2271
.85
.98
2272
2273
1.19
1.04
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
FFG 7*
1.32
1.17
.77
1.11
.94
.93
.99
1.42
1.18
1.33
1.12
2.*23
1.72
3.30
.96
1.72
2.82
1.03
2.69
1.65
1.33
1.73
.62
1.10
*DD 931 and FFG 7 were selected to indicate the recommended range for
coefficients, since DD 931 was launched in 1955 and FFG 7 is
scheduled for launch in 1977.
120
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P9
l-~
0
z0:
4.)
z
:E:
H
ELI
H
H
4.4
0
z
Cs
g0
71
0)
a)
0
>
3
-H
0
Eel rIj
P,
$4
:3
(a(
0
t
t-4
a)
UO
0P
r
F4
:3
(NJ
m
4H
(1)
s0
E-4
IC1
?=I
:t
0
Lr%
.4 0O
126
APPENDIX
B
SAMPLE OUTPUT
127
APPENDIX B
SAMPLE OUTPUT
The output
A sample output is provided in this appendix.
printed consists of the ship specifications, special payload input,
payload specifications, summary of results, functional grouping
results, BSCI weight listing, and functional electric loads.
The first items printed in the output are the ship specifications.
The 75 ship specifications are printed in three columns of
25 each.
Column 1 gives the specifications of items 1 through 25
of Table 12.
Items 26 through 50 of Table 12 are presented in column
2 and items 51 through 75 are found in column 3.
The special payload input is printed in the format specified
in Appendix A.
The payload specifications are printed next.
The item number
of each payload item selected from the shopping list is printed
with the quantity of the item.
The summary of results gives the overall ship characteristics
for the ship run plus a listing of some selected ratios.
The nomen-
clature used for most of the items in the summary of results are
found in Appendix F.
For those items not found in Appendix F, the
following definitions are provided:
LEN R DK
Length of raised deck added, ft.
VCG FLD
Full load ship center of gravity, ft.
SUS SHP
SHP at maximum sustained speed
END SHP
SHP at endurance speed
AVSEASPD
Average sea speed in North Atlantic Ocean, knots
NU ACCOM
Total number of accommodations on ship
128
FLD DENS
Ship density at full load, lbs./cu.ft.
LSP DENS
Ship density at light ship, lbs./cu.ft.
WPAY/FLD
Payload weight fraction
WPER/FLD
Personnel weight fraction
WOPS/FLD
Ship operations weight fraction
VPAY/VOL
Payload volume fraction
VPER/VOL
Personnel volume fraction
VOPS/VOL
Ship operations volume fraction
WTG2/SHP
Ratio of weight group 2 to SHP, lbs./SHP
VMB/SHP
Ratio of machinery box volume to SHP, cu.ft./SHP
WT3/KWIN
Ratio of weight group 3 to installed KW, tons/KW
WTG1/VOL
Ratio of weight group 1 to total volume, lbs./cu.ft.
WTG5/VOL
Ratio of weight group 5 to total volume, lbs./cu.ft.
VHAB/MAN
Ratio of volume of personnel living and support to
total accommodations, cu.ft./man
WHAB/MAN
Ratio of weight of personnel living and support to
total accommodations, lbs./man
MEN/DISP
Ratio total accommodations to full load displacement,
men/ton
KWIN/FLD
Ratio of installed KW to full load displacement,
KW/ton
SHP/DISP
Ratio of SHP to full load displacement, SHP/ton
DP*V/SHP
Ratio of full load displacement times VSUS to SHP
(transport efficiency), dimensionless
WPY*V/DP
Ratio of payload weight times VSUS to full load displacement, knots
129
The ship constants as defined in Table 18 are presented next.
These are followed by the detailed results for the functional groupings of Appendix C, Table 22.
Results for the BSCI weight listing as given in Table 23 of
Appendix C follow the functional grouping results.
The last results
printed are the functional electric loads as described in Section 3.9.
130
SHIP NUMBER
2
SHIP SPECIFICATIONS
0.00
20.00
4500.00
VS US
VEND
RANGE
LBP
L/B
B/i
CP
CX
F
5.00
SSEL TYP
0.00
0.00
0.00
0.00
5.00
DELTA
408.00
9.07
3. 14
0.59
0.75
0.30
0.00
PROP PLT
SUS SHP
NU BOILS
NU REACT
NU ENGS
NU SHAFT
PROPELLR
SHFT TYP
PROP RPM
6.00
40000.00
0.00
0.00
2.00
1.33
NU HI SO
NU
T 3N
NU' ST GN
KW/STn ;
ARG
1.00
BEAS 3B
PC END
PC
AXSP
0.00
GASTURB2
2.00
0.00
0.08
SIPSTMAT
G M/B
DISP TOL
MXDIS IT
VCG TOL
10.00
0.CO
MXVCG IT
20. 00
3 .05
2.30
FS CORR
PRNT TYP
PRNTCNST
0.00
0.00
0.00
MIN
0.00
DCWTMARG
20. 00
0.10
0.00
2.00
1.00
0.00
2.00
0.00
14.00
OFF ACC
MzDSPDIE
SHFT TY?
PROPELLR
EMEL TYP
MEDSPDI E
FIN SA3
PLT
1 .00
HULL MAT
O.GO
0.00
0.30
0.00
0.00
2.00
HEAT TYP
FIN SrA3
SSEL TYP
PROP
ACC
DAYS DUR
15.00
156.00
0.00
0.00
0.00
'45.00
0.00
0.00
0.00
0.00
1000.00
2.00
0.00
0.00
0.00
0.30
0.00
PROP DIA
DEPTH MB
LENTH
B
0.00
4.00
0.00
0.00
0.00
NU NMDSD
ELC
PASS
4.00
E MEL TYP
NU LOWSD
KW/DIESL
KW/GAS
CPO ACC
CREW ACC
FLAG ACC
TRP ACC
HEAT TYP
HOLLOW
CONT PIT
YES
ELECTRIC
PASSAGE
HULL MAT
SUPSTMAT
PASSAGE
SZEL
ALUITNUI
PORTSTBD
SPECIAL PAYLOAD INPUT
VT GRP
NO SPECIAL
VOL GRP
VT
V:3
NU
PAYLOAD INPUT
131
VC$ REF
AREA SUP
AREA HULL
SHIP NUMBER
2
PAYLOAD SPECIFICATIONS
QNTY ITEM
QNTY ITEM
1.00
2
1.00
24
1.00
1,00
1.00
27
41
61
8.00
1.00
1.00
64
65
75
1.00
1.00
1.00
100
102
116
800.00 119
1000C.00 124
1.00 131
40.00 168
QNTY ITEM
QNTY ITEM
1.00 204
1.00
1.00
2.00
4.00
QNTY ITEM.
208
209
214
215
1.00 221
12.00 226
1.00 230
1.00 232
1.00
190
1.00 242
193.00 217
10.00 219
1.00 48
2.00 180
1.00 165
1.00 212
2.00 213
6.00
200
SUMMARY OF RESULTS
LBP
BEAN
DRAFT
DO 0
D 10
D 20
D AYG
LEN R DK
CP
Cx
VCG FLD
VCG/DAVG
L/B
B/H
EXCES KG
RANGE
SUS SHP
END SHP
VS US
VEND
AVSEASPD
NU ACCOM
KW INST
KW SPSER
KW EMERG
408.00
42. 42
15 .96
33.89
25. 50
26.71
35.15
386.62
0.59
0.75
18.39
0.6B
9.62
2.66
0.00
4500.00
40000.00
7341.77
30.49
20.00
27 .72
185.00
40C0.00
4000.00
O.OC
DISP FLO
DTSP LSP
3547.97
24 59.70
VR LOADS
965.29
T Mn R3
122.98
WTGPP 1
1185.68
WT RP 2
270.56
WTGPP 3
166.51
WTGRP 5
131.29
WTGRP 5
345. 38
WTGRP 5
260.44
WTGRP 7
99.84
VOL Tor
4930140.30
VOL HULL 382334.80
VOL SSrR
:RUISEK
BATTLEKW
24 HR'KV
NUi
NU
YU
NU
NU
LOUSD
MEDSD
HI SD
GT GN
ST GN
KW/DIESL
KW/GAS T
KW/srT
110705. 10
2201.26
17 39.
11
1286.52
0.00
4.00
0.00
0.00
0.00
1000.00
0.00
).00
132
FLD DENS
LSP DENS
VPAY/PLD
VP ER/PLD
WOPS/FLD
VPAY/V3L
V P ER/VOL
VOPS/VOL
WTG2/SHP
VMB/SHP
WT3/KWIN
WTG 1/VOL
WTG5/VOL
VHAB/MAN
WHA B/ AN
SEN/DISP
KWIN/FLD
S [IP/DISP
DP*V/SRP
wPY*V/DP
16.12
11.18
0. 10
0.0
0.43
0. 18
0.23
0.59
15.15
2. 40
93.25
5.39
1 .57
517.45
802.77
0.05
1.13
11.27
18.61
2.96
SHIP NUMBER 2
SHIP CONSTANTS
ELEMENT NUMBER
VALUE
2250
1.32
2251
1.17
2252
0.77
2253
1.11
2254
0.94
2255
2256
0.93
0.99
2257
2258
2259
2260
2261
2262
1.42
1.18
1.33
1.12
2.23
1.72
2263
2264
3.30
0.96
2265
1.72
2266
2.82
2267
2268
2269
1.03
2.69
1.65
2270
1.33
2271
1.73
2272
2273
2274
2275
2276
2277
2278
2279
2280
0.62
1.10
8.50
0.00
0.00
0.00
0.00
0.00
0.00
2281
0.00
2282
2283
2284
2285
2286
2287
2288
2289
2290
2291
2292
2293
2294
2295
2296
0.00
0.00
0.00
0.00
0.00
0*00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
2297
2298
0.00
0 00
2299
0.00
133
SHIP
NUMBER
2
DETAILED RESJLTS--FUNCTIONAL
GROUP
100
110
III
112
113
114
115
116
NAME
WEIGHT
TONS
HIL MISS
345.0
COMH/DET
70.0
R
16. 1
DIOCON
RADAR
SONAR
EC4
7.9
9.3
4.5
Wr FRAC
VOLUME
CU FPT
VOL FRAC
0.0973
89288.
0.1811
0.0197
0.0045
3.3922
0.0026
27391.
0. 0 556
0. 00 13
EVALUATE
C/D SUPP
19.6
12.6
0.0055
0.0035
120
121
122
123
124
125
126
127
128
WEAPONS
GUNS
MISSILES
163.7
0.0462
42. 6
. 0 120
130
131
132
AVIATION
CONTROL
133
STORES
LIQUIDS
ORDNANCE
134
135
ASW
HINE WAR
SN ARMS
CM NO EL
WEAP SUP
SPECEAP
STOW/MNT
90.2
9.6
0.0
3.0
11.9
6.3
0.0
111.3
12.1
21.9
6.7
68.0
2.7
0.0
G. O
0.0
0.0
140
AIPH OPS
150
CARGO
160
170
180
FLAG
PASSNGER
SPEC MIS
200
PERSONIEL 140.8
210
LIVING
OFF BER
38.3
211
212
213
214
215
216
217
218
219
OPPF ESS
OPFF BATH
CPO BER
CP3 NESS
CPO EATH
CHEW EER
0. 0
0. 0
0.0
0. 0
0.0
0.0
0.
C .3
CREWFN
ESS
0.0
CREWBATH
0. 0
GROUPIN3
0.0254
0.0027
0.0000
0.0008
3.0 334
0.0018
0. 0 000
0.0314
0.0034
0.0062
0.0019
0.3 192
7446.
1615.
2015.
2295.
11407.
2614.
18581.
6208.
8534.
935.
0.0151
0.0047
0.)231
4. 39
0.0053
0.0 377
0.0 126
0.0 173
0.0019
O.
0. 0000
0.
43316.
2763.
34850.
3400.
2304.
5.72
4.91
10.96
0.0041
0.0000
2139.
8.66
0.0033
0.
765.
DENSITY
LBSS/C
T
0.9016
0.3343
0.0000
0.0 879
0.0C56
0.0 707
0.0069
0. 0047
13. 34
3.85
10.78
19.73
15.37
23.68
23.09
0.00
8.78
0.00
6.64
0.03
5.76
9.84
1.41
4.40
66.08
).03
0.0008
0.
0.300
3. 3000
0.
0. 3000
0.00
0.
0.3003
0.O3
0.0000
O.
O.00CO
0.
0.0000
O.
0.0000
0.00
0.00
0.00
0.0397
111150.
0.2254
2.84
0. 0 108
68265.
9217.
3456.
1034 .
0. 1385
0.0000
0.0000
0.0000
0.0000
0.3000
0.0000
C. 000
0.0000
0. 000
0.3000
0.0000
0. 0000
134
479C.
1817.
1297.
29722.
11412.
5520.
0.0197
0.0070
0.0 21
0.0397
0.3337
0.0026
0.0603
0.0231
0. 3112
1. 26
0.03
0.00
0.00
0.00
0.00
0.00
0.00
0.00
SHIP NUMBER 2
DETAILED RESULTS--FUNCTIONAL
GROUP
NANE
220
221
SUPPORT
223
RED
222
224
225
ADMIN FN
FOOD P8
DEN
PEa SERV
REC 6 EL
GROUPING CONTINUED
WEIGHT
TONS
VT FAC
VOLUNE
CU PT
VOL FRAC
28,0
0.3079
3.3003
0.0029
27462.
0.0557
1.1
10.2
1.3
8.2
2.1
5.0
0.00014
0.0023
0.0006
0.0014
1297.
7552.
2824.
7450.
66 39.
1700.
3.)326
0,.0153
C.03057
0.0151
0.0135
0.0334
DENSTTy
LBS/CU PT
2.29
1.90
3,02
1.05
2.47
0.72
6.59
226
SEWAGE
230
231
232
233
STOWAGE .74.5
STOR3S
30.3
PER STOW
14.2
POTWATER 30.0
0.3210
0.0085
3.3340
0.0084
15423.
5036.
4408.
5979.
0.3313
0.3102
0.0089
0.0121
10.82
13.49
7.23
11.23
300
SHIP OPS 1509.4
3.4256
292602.
0.5935
11.56
310
CONTROL
36.3
3.0102
18529.
0.0376
311
SHIP CNT
27.9
0.0079
6056.
0.0123
14,39
10. 31
320
321
322
323
324
325
MACH SYS
NACH BOX
UPTAKES
557.3
0. 1571
130318.
96170.
0.1951
MANEUVER
VES TILAT
32.1
32.4
312
313
DA[ CONT
OFFICES
SH, BR,PR
330
DECK AUX
331
ANCRH,6T
332
UNREP
340
341
MAINTAIN
MECHAIIC
342
343
ELECTRIC
RISC
350
351
352
353
354
355
356
STO AGE
FUEL OIL
357
R FEED
L!IBE OIL
DIES OIL
FISC LIQ
STOR SUP
BOATS
0.0
8.4
393.1
12.7
87. 0
0.0000
0.0024
3. 1108
0.0036
0.0245
2541.
9932.
20190.
O.
_
_
0.3052
0.0201
0.2643
0,.0409
0.0000
0.0086
0.0197
0.0:
1,90
9.58
9.16
1.41
0.00
17.03
7.45
0.0091
0.0091
4226.
9732.
61.2
39.8
21.4
0.0172
15085.
15000.
85.
0.0306
0.0304
0.0002
563.95
46.1
5938.
0. 3 120
17.141
37.9
3.0130
0.0016
0.0008
0.0107
1765.
651.
0.3036
0.0313
130.26
799.7
3,.2255
39059.
0.0792
0.3533
0.0000
3.3011
0.3067
0.0000
5.5
2. 8
641.6
0.0
14.3
83.7
0.0
43.4
16.7
0.0112
0.0060
3522.
0. 1809
26293.
O. CCOO
0.
0.0040
0.0236
. 3030
0.0122
3.0047
135
559.
3327.
0.
8879.
0.
0.0071
0.0 130
0.0030
9.08
5,.94
3,50
3.50
45.86
5%. 66
0.00
57.44
56.33
0.00
0.00
13,94
SHIP NUMBER
2
DETAILED RESULTS--PUNCTIONAL
GROUP
NAME
WEIGHT
TONS
Wr FRAC
VOLUME
C PT
VOL PRAC
0.0000
23449.
9000.
1449.
13000.
0.0476
0.0025
3.0000
0.0000
360
361
.362
363
364
365
XFLOODNG
MISC TNK
0.0
0.0
0.0
0.0
0.0
0.0
370
380
390
PASS&ACC
HULL BAR
SUP ARG
8.9
0.0
0.0
400
HULL GRP 1207.3
410
420
430
532.8
552.9
0. 1502
450
BASCHULL
SEC HULL
DECKHOUS
ARMOR
PREPFLLQ
0.0
0.0
0.0000
500
SHIP SYS
344.3
440
TANKAGE
BALLAST
PSAK
VOIDS
TOTAL
121.6
3546.8
GROUPING CONTINUED
0. 0000
0. 0000
0.3300
0.0000
3.3000
DENSITY
LBS/CU PT
0.
0.
0.0000
0.0000
0.00
0.00
0.00
0.00
0.00
0.00
60225.
0.1222
0.0000
0.33
0.00
0.
0.
0.
183
0.
264
0.0029
0.0000
3 .03
0.3404
0.1559
0.034 3
0. 0000
0.0971
1.3300
493041.
136
1.0000
16. 11
SHIP NUMBER
2
WEIGHT LISTING
DETAILED RESULTS--BSCI
GROUP
100
101
102
103
NAME
PLATING
FRAMING
INN BOTM
PLATFLAT
104
105
ALL DECK
183.5
SUPERSTR
PROP FND
AUX FNDS
STR BKHD
TRK&ENCL
STR SPON
ARMOR
AC T STB
CAST&FOR
S ACHEST
BAL UNIT
SPEC DRS
0.0
0.0
0.0
121.6
41.9
83.3
131.8
36.7
0.0
0.0
0.0
35.8
1.8
0.0
0.0
110
111
113.
114
115
116
117
118
119
120
121
122
0.0
75.5
0.0
0.0
108
109
112
265.2
155.9
C.0
106
107
WEIGHT
TONS
123
124
DRS&HTCH
17.0
125
MASTKGPT
4.6
127
128
150
SONAR DM
TOWEPLAT
WELDRIVT
151
FREEFLIQ
GRP1 TOT
200
BOIL&CON
201
PROPUNIT
MN CONDS
202
203
204
205
206
COMB AIR
UPTAKES
PROP CNT
207
MN STM S
208
209
FWFCONDN
CIRCSCWS
SH, BR,PR
210
FOSERSY S
211
LBOILSYS
REPAIRPT
OPER FLD
GRP2 TOT
250
251
0.0
2.5
0.0
28.5
0.0
1185.7
0.0
0.0
87.0
7.8
111.5
12.7
6.0
0,0
0.0
3.6
8.9
11.0
5.0
17.0
270.6
137
WT FRAC
FULL LD
WT FRAC
LITE SH
VzG
0.0747
0. 1078
13.9
11.7
4.8
0.0439
0.0634
0.0000
0.0307
0.0000
0.0000
0.0000
0.0746
0.0000
0. 0000
0.0213
0.0000
0.0000
0.0000
3.3517
0.0000
0.0000
3. 0000
0.0343
0.0118
0.0000
0.0000
0. 0000
0. 0000
0,.0000
0.0000
0 .0146
0.0007
0.0000
0.0069
0,.0000
0.00 19
0.00 10
0.0000
. 0 116
0.0000
0.4820
0.0000
0. 0000
.3 314
0. 0 453
0.0000
0 .0000
0.0354
0.0245
0.0022
3.0036
0.0032
0.0052
0.0024
0.0000
0. C0 17
0.0000
0.3000
0. 0000
0.0010
0 .0
46 .4
0. 0000
0. 0000
0. 0101
0.0000
0.0013
0.0007
0.0000
3.0080
0.0000
0.3342
31.7
0.0494
0.0 170
0.0536
0.0 149
0. 0048
0.3
0.3
0.0
0.0
0.3
0.0 339
0.0005
13.8
0.0000
0.0000
0. 0235
0. 0371
0. 0103
0.0000
FT
0.0014
9.2
14.1
18.6
21.3)
3.0
0.3
15.4
13.2
5.2
0.0
24.8
29.8
.0
84.3
-2.0
0.0
20.5
5.6
20.9
15.3
14.0
9 .3
5.0
58.9
38.4
21. 1
22.5
14.2
8 .8
0.0025
0,.0036
10.9
0.0031
0.0045
10 .9
0. 0014
0.0348
0.0069
0.3020
0.1100
0. 0763
-
'
16.5
11.2
13.6
SHIP
NUMBER
2
DETAILED RESULTS--BSCI WEIGHT LISTING CONTINUED
GROUP
NAME
WEIGHT
TONS
WT FRAC
FULL LD
I FRAC
LITE SH
VCG
PT
300
EL PWGEN
96.2
0.0271
0.0391
16.7-
301
POWSBD
14.6
0.0041
0.0059
21.0
302
CABLE
35.0
25.6
LIGHTING
17.4
0.0099
0.0142
303
3.0049
0.0071
30.3
350
351
REPAIRPT
GEN FLDS
GRP3 TOT
3.4
0.0
166.5
0.0009
0.0000
0.0469
0.0014
3.0000
0.0677
17.0
13.5
20.4
400
NAVEQUP
401
IC SYSTS
3.7
0.0011
0.0015
51.4
22.1
0.0062
0.0090
27.7
0.0034
0.0048
24.3
0.0028
0.0041
49.0
402
GPC SYST
10.0
403
CH NO EL
11.9
404
ECM
4.5
405
NFC SYS
0.4
3.0001
0.3002
64.0
406
ASWFCS
11.1
0.0031,
0.0045
52.6
407
408
409
410
411
TORP FCS
RADAR
RADIOCOM
ELEC NAV
SPACTRCK
0.0
7.9
16.1
2.0
0.0
0.3000
0.0022
0.0045
0.0006
0.0000
0.0000
0.0032
0.0065
0.0008
0.0000
0.0
49.5
28.5
55.0
0.0
412
SONAR
9.3
0.9026
0.0038
17.5
413
415
450
ELEC TDS
ELECTEST
REPAIRPT
19.6
0.0
4.6
0.0055
0.0000
0.0013
0.0080
0.0000
0.0019
43.0
3.0
28.9
500
501
HEATSYS
VENTSYS
12.7
40.5
0.0036
0.0114
0.0051
0.0165
13.1
33.5
502
AIR COND
22.0
0.0062
0.0090
20.6
503
504
REFERPL
HEAF,ETC
7.5
5.6
0.0021
0.0016
3.0030
0.0023
16.4
21.0
451
505
CC OPFLD
8.0
GRP4TOT 131.3
0.0013
0.0023
0.0370
0.0021
0.0018
0.0033
0.0534
0.0030
49.5
-3.0
34.2
PLUMBING
7.4
506
507
FIREMAIN
FIRE EXT
29.9
8.0
0.0084
0.0023
0.0121
0.0033
24.8
27.5
508.
509
EALSTSYS 11.4
FRESHWAT 13.3
3.0032
0.0038
0.0047
0.0054
10.2
22.9
510
SCUPPERS
3.3307
0. 00C9
32.1
513
COMP AIR
0.C064
0.0092
511
512
514
AUX STM
516
517
518
STEERING
515
519
520
2.3
FUELTRAN 22.2
TANKHEAT 0.0
22.7
0.0063
0.0000
BUOYCNT
0.0
0.0
0.0000
MISCPIPE
DISTILLG
0.0
5.6
11.2
RUDDERS 20.9
ANCH,MST 28.0
0.0090
0.0000
27.4
13.1
5.9
16.4
3.0000
3.0000
0.0000
12.3
0.0000
0.0016
0.0000
0.0023
10.5
17.6
0.0032
0.0046
0.0059
3.0079
138
0.0085
0.0114
0.0
15.8
12.7
25.1
SHIP
2
NUMBER
DETAILED RESULTS--BS-E WEIGHT LISTING CONTINUED
GROUP
521
522
523
524
NAME
WEIGHT
TONS
AIR ELEV
ACARGEAR
525
526
CATSSJBD
HYDROFLS
527
STAB FIN
UNREP
REPAIRPT
AUX FLDS
GBP5 TOT
528
550
551
600
601
602
603
4.9
0.0
0.0
STOR EQP
ELOPGEAR
4.0
0.0
0.0
24.7
21.4
3.5
604
NONSBD
605
607
608
609
610
611
HULL INS
650
651
700
38.0
32.6
8.2
9.3
10.2
21.6
11.9
1.3
RAD SHLD
0.0
REPAIRPT
O&F FLDS
GRP6 TOT
0.0
GUN
HNTS
702
703
704
705
706
707
708
709
710
711
712
713
720
750
751
SPWEPH&S
0. 0000
0.3049
0.0
3.0O00
3.0
AIR H&ST
0.0
0.0
0.0
5.6
ARM FLDS
0.7
GRP7 TOT
99.8
.
0. 0033
0. 0004
3. 0000
SM ARMS
-
0. 0038
0.0
0.0
REPAIRPT
:,.0026
0.0029
0.0061
0.0000
MINE H&S
CARGOSHS
0.0 133
0. 0023
0.0
0.0
0.0
.- - -
45.6
0.0092
0.0 107
0.0734
7.0
38.3
29.7
29.2
22.8
26.1
27.5
0.0041
260.4
0.0
21.4
0. 1404
17.7
32.7
1.7
0.0
TORPTHSS
34.0
18.1
0.0 108
0.0000
0.0005
17.5
701
0.0087
0. 0101
1t4.5
M&D FURN
0.01CO
19.3
35.9
615
0 .0070
0. 00 60
0.0000
0.0000
44.0
DK COVER
614
0. 0000
0 .0016
0.0048
0.0068
0.0004
PAINTING
GA L
EQP
LIV FURN
OFF FURN
37.7
0.0
0.0
34.0
0 .0
0.0
7.9
0.0033
0.0047
0.0003
0.0075
0.0054
606
612
613
0.3020
0.0000
0.0000
19.8
1.0
UTIL EQP
WKSP EQP
0.0014
0.0000
0.0000
0.0011
0.0000
0.0064
26.6
STORERMS
VCG
PT
0.00 14
11.8
16.7
BOATS
RIG&CANV
LAD&GRAT
WT FRAC
LITE SH
0.0010
0.0044
0.3973
15.6
345.4
HULL FIT
WI FRAC
FULL LD
0. 0000
0.0186
0.0000
O. 0000
3.0020
3.0000
0. 0000
0.0008
0. 000
0. 0100
0.0000
3.0016
0.0002
0.0281
. .- 13 9
-
0.0079
.0 146
0.0059
0.0154
22.2
0.0033
31.4
0.0041
29.1
35.3
0.0088
0.0048
29.5
0.0
24 .1
0.0
0 .0005
0.0000
0.0007
0.0000
0.1059
28.
0.0071
0.0000
0.0000
0.0000
0.0268
0.0000
0.3000
0.0000
0.0028
0.0000
0.0000
0.0012
0.0000
44.0
0 .0
0.0
3.0
31.0
0.0
0.0
0.0
37.0
0 .0
0.0
34.0
0.0
0.0
0.0
0 .0000
0.0000
0.0023
0.0003
0.0406
- - - - - -.
.
1
20.0
32.7
33.2
--- - -
SHIP
NUMBER
2
DETAILED RESULTS--BS_£ WEIGHT LISTING CONTINUED
GROUP
NAME
WEIGHT
TONS
800
801
TRPS&EFF
803
804
805
806
807
808
809
PASSSEFF
SHIPAMMO
AV AMMO
AIRCRAFT
PROV&PST
GEN STOR
MARINEST
AERO STR
810
ORDSTRSH
811
812
813
814
ORDSTRAV
POTWATER
802
815
816
817
818
819
820
821
822
2C. 7
SHIP OCE
0.0
2.7
41.4
17.9
30.3
8.1
0.0
6. 7
0.0
0.0
30.0
0.0
R FEED
LUBOILSH
LUBOILAV
FUEL OIL
DIES OIL
GASOLINE
JP-5
MISC LIQ
C RGO
BALL
0. 0
14. 3
3.7
641.6
83.7
0.0
VCG
FT
3.0058
0.0000
0.0000
25.5
25.5
25.5
27.9
36.0
41.0
17.2
0.0 117
0. 0008
0.0050
0.0085
0.3023
0. 0000
0.0019
0.0000
0.0000
23. 2
0.0
27.2
0.0
0.0
4. 2
4.7
0. 384
0.0000
0.0040
0.0010
0. 1808
03.0236
0. 0000
64. 3
0.0181
0. 0
0.0000
0.0000
0.0
0.0
AT
W FRAC
FULL LD
16.2
10.2
8.3
12.5
0.0
11.2
0.0
0.0
0.0
3. 0000
VRLOA D TOT
LIGHT SHIP
WT MARGIN
965.3
2459.7
0.2721
11.3
3. 6933
22.
123. 0
0.0347
22.0
FULL LOAD DISP
3548. 0
1.0000
18.4
1
DETAILED RESULTS--FUNCTIONAL
GROUP
NAME
100
PA STEER
200
AUX MACH
DECKIACH
SHOPS
IC&ELEX
ORDN SYS
HOTEL
A/C&VENT
PWR CONV
ELECMARG
300
400
500
600
700
800
900
TOTAL KW
CRUISE KW
BATTLE KW
122.3
126.6
202.5
. 2.0
6. 9
197.9
25.6
119.3
786.8
113.0
508.0
2201.3
250.2
1.5
1.2
219.1
102.9
ELECTRIC LOADS
24 HR AJ
131.9
169. 3
0.3
5.4
184.1
12.1
92.8
328.8
214.6
139. 4
247.7
401.3
296.9
1739.1
1286.5
140
99.4
KW
APPENDIX
C
CLASSIFICATION SYSTEMS
141
APPENDIX
C
CLASSIFICATION SYSTEMS
The classification systems used to identify functional and
weight groups are given in this appendix.
Table 22 is the functional
classification system developed for the model.
Table 23 gives the
BSCI weight groups as modified for use in the model.
Although the Ship Work Breakdown Structure (SWBS) described in
Reference (20) is the system currently used to classify weight groups
for ships in the U. S. Navy, the BSCI classification system was
chosen for use in this thesis.
the BSCI system.
There were two reasons for choosing
First, most of the sample ships weight data was
in the BSCI format.
Secondly, at the three-digit weight breakdown
level, SWBS data can be readily converted to BSCI format; however,
BSCI data at the same level of detail cannot easily be converted to
SWBS format.
This is because the SWBS format is in the finer level
of detail at the three-digit level.
142
TABLE 22
FUNCTIONAL CLASSIFICATION SYSTEM
ITEM
NUMBER
U.S. NAVY
SHIP SPACE
CLASSIFICATION
SYSTEM NUMBER
(Reference 17)
FUNCTIONAL
NAME
100
MILITARY MISSION
(Payload)
Group 1
110
1.1
115
COMMUNICATIONS, DETECTION & EVALUATION
Radio, Signal, Secure
Comms, Lookout
Radar
Sonar
Electronic Countermeasures
Evaluation
116
Comms,
111
112
113
114
Detection,
NAVSHIPS
B.S.C.I. WEIGHT
Group (1965)*
409
1.118
413
1.12
415, 450,
Eval-
1.111, 1.112
1.113, 1.114
1.115
1.116
1.117
408
412
404
451
uation Support
120
WEAPONS
1.2
121
122
123
Guns
Missiles
ASW
1.21
1.22
1.23, 1.24
124
125
1.25
1.26
126
127
128
Mines
Small arms, pyrotechnics
Countermeasures
Weapons Support
Nuclear Weapons
402, 700, 873
405, 774, 883
486, 784, 708,
893
710
711
1.27
1.28
1.29
403
750, 751, 810
615, 703
130
AVIATION
1.3
131
Operations & Control
1.31
132
Aircraft
1.32,
133
134
135
ling & Maintenance
Aviation Stores
Aviation Liquids
Aviation Ordnance
1.34
1.35
1.36
1.37
805
809, 811
815, 819
712, 804
140
AMPHIBIOUS WARFARE
1.4
801, 808
150
CARGO TRANSPORT
1.5
720, 821
Stowage,
Hand-
496,
1.33,
613**
523, 524,
525,
*Modification to the 1965 B.S.C.I. Weight Groups are found in Table 23.
**Weight applied to more than one functional grouping.
143
TABLE 22 (continued)
ITEM
NUMBER
U.S. NAVY
SHIP SPACE
CLASSIFICATION
SYSTEM NUMBER
FUNCTIONAL
NAME
(Reference
17)
NAVSHIPS
B.S.C.I. WEIGHT
Group (1965)*
160
FLAG
1.6
800**
170
PASSENGER
1.7
802
180
SPECIAL MISSIONS
1.8
529
200
PERSONNEL
Group 2
210
LIVING
2.1
612**,
800**
Officer Berthing
Officer Messing
Officer Bath
CPO Berthing
CPO Messing
CPO Bath
Crew Berthing
Crew Messing
Crew Bath
2.111
2.112
2.113
SUPPORT
Administration
Food Preparation & Handling
Medical & Dental
Personnel Services
Recreation & Welfare
Sewage
2.2
2.3
232
233
STOWAGE
Personnel Stores (Pr0visions)
Personnel Stowage
Potable Water
300
SHIP OPERATIONS
Group 3
310
311
CONTROL
Ship Control
3.1
3.11
312
313
Damage Control
Offices
3.13
3.14
320
MACHINERY SYSTEMS
3.2, 3.31,
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
230
231
505*
*
2.121
2.122
2.123
2.131
2.132
2.133
144
2.21
613**
2.22
611
2.23
2.24
2.25
2.26
614
609
612**
594
2.31
806
2.32
2.33
608**, 800**
812
400,
411
613**
3.33
401, 410,
TABLE 22 (continued)
ITEM
NUMBER
321
322
323
324
325
330
331
U.S. NAVY
SHIP SPACE
CLASSIFICATION
SYSTEM NUMBER
FUNCTIONAL
NAME
(Reference
Machinery Box
17)
3.21, 3.22,
NAVSHIPS
B.S.C.I. WEIGHT
Group (1965)*
3.23, 3.24,
3.25, 3.27,
3.12, 3.31,
3.33
200,
204,
208,
211,
201,
206,
209,
251,
202,
207,
210,
300,
301,
351,
502,
Uptakes
Shafting, Bearings &
Propellers
Maneuvering
Ventilation
3.26
3.28
503, 504**,
512, 513, 514,
517, 527, 551,
603**
205
203
3.311
3.313
518, 519
501**
DECK AUXILIARIES
Anchor Handling, Mooring
3.32
3.321,
3.322
520, 600
& Towing
332
Underway Replenishment
3.323
340
MAINTENANCE
Mechanical
Electrical
Miscellaneous
3.4
3.5
3.511
3.512
3.513
356
STOWAGE
Fuel Oil
Reserve Feed Water
Lube Oil
Diesel Oil
Misc. Liquid
Stores & Supplies
357
Boats
3.53
360
3.6
362
363
364
365
TANKAGE
Ballast
Peak Tanks
Voids
Cross Flooding
Misc. Tanks
370
PASSAGEWAYS & ACCESS
3.7
341
342
343
350
351
351
353
354
355
361
3.41
3.42
3.43
3.511
3.514
3.52
3.61
528
610**
610**
610**, 602,
605
816
813
814
817
818, 820
608**, 250,
350, 550, 650,
807
601
822
3.62
3.64
3.65
3.63
145
603**
TABLE 22 (continued)
ITEM
NUMBER
FUNCTIONAL
NAME
380
HULL MARGIN
390
SUPERSTRUCTURE MARGIN
400
HULL
410
Bsic Hull Structure
U.S. NAVY
SHIP SPACE
CLASSIFICATION
SYSTEM NUMBER
(Reference 17)
NAVSHIPS
B.S.C.I. WEIGHT
Group (1965)*
Group 4
100, 101,
107**, 150**
420
Secondary Structures
116, 122, 123,
125, 127, 128,
150**, 510,
604, 113,
107**, 102,
103, 112, 114,
115, 118, 119,
120,
121
430
Deckhouse Structure
111
440
Armor
117
450
Free Flooding Liquids
151
500
SHIP SYSTEMS
302, 303, 500,
506, 507,
501**, 508,
511, 516, 521,
522, 526, 606,
607, 651, 825,
509, 505**
146
TABLE 23
MODIFIED BSCI WEIGHT GROUPS
Description
Sub Group
Hull Structure--Group 1
100
101
102
103
107
Shell Plating
Longitudinal & Transverse Framing
Inner Bottom Plating
Platforms & Flats
All Decks (BSCI 104 thru 110)
111
Superstructure
112
113
114
115
116
117
118
119
120
121
122
123
125
127
128
150
151
Propulsion Foundations
Foundations for Aux. & Other Equip.
Structural Bulkheads
Trunks & Enclosures
Structural Sponsons
Armor
Aircraft Saddle Tank Structure
Castings & Forgings
Sea Chests
Ballast & Buoyancy Units
Special Doors & Closures
Doors & Hatches (BSCI 123 & 124)
Masts & Kingposts
Sonar Domes
Towers & Platforms
Welding, Riveting & Fastenings
Free Flooding Liquids
Propulsion--Group 2
200
201
202
203
204
205
206
207
208
209
210
211
250
251
Electric
Boilers and Energy Converters
(Includes Nuclear)
Propulsion Units
Main Condensers & Air Ejectors
Shafting, Bearings & Propellers
Combustion Air Supply
Uptakes & Smoke Pipes
Propulsion Control Equipment
Main Steam System
Feed Water & Condensate System
Circulating & Cooling Water System
Fuel Oil Service Systems
Lubricating Oil System
Propulsion Repair Parts
Propulsion Operating Fluids
Plant--Group 3
300
Electric Power Generation
147
TABLE 23 (continued)
Description
Sub Group
301
302
303
350
351
Power Distribution Switchboards
Power Distribution System (Cable)
Lighting System
Electric Plant Repair Parts
Electric Power Generator Fluids
Communication and Control--Group 4
400
401
402
403
404
405
406
407
408
409
410
411
412
413
415
450
451
Navigation Equipment
Interior Communication Systems
Gun Fire Control Systems
Countermeasure System
(Non-Electronic)
Electronic Countermeasure Systems
(ECM)
Missile Fire Control Systems
ASW Fire Control & Torpedo Fire
Control System
Torpedo Fire Control System-Submarines
Radar Systems
Radio Communication Systems
Electronic Navigation Systems
Space Vehicle Electronic Tracking
Systems
Sonar Systems
Electronic Tactical Data Systems
Electronic Test, Checkout &
Monitoring Equipment
Communication and Control Repair
Parts
Communication and Control Operating
Fluids
Auxiliary Systems--Group 5
500
501
502
503
504
505
506
507
508
Heating System
Ventilation System
Air Conditioning System
Refrigerating Spaces, Plant &
Equipment
Gas, HEAF, All Liquid Cargo Piping,
Aviation Lube Oil System, Sewage
System
Plumbing Installations
Firemain, Flushing, Sprinkler, S.W.
Service Systems
Fire Extinguishing System
Drainage, Ballast, Stabilizing Tank
System
148
TABLE 23 (continued)
Sub Group
509
510
511
512
513
514
515
516
517
518
519
520
521
522
523
524
Description
Fresh Water System
Scuppers and Deck Drains
Fuel & Diesel Oil illing, Venting,
Stowage & Transfer System
Tank Heating Systems
Compressed Air Systems
Auxiliary Steam, Exhaust Steam &
Steam Drains
Buoyancy Control System, Submarines
Miscellaneous Piping Systems
Distilling Plant
Steering Systems
Rudders
Mooring, Towing, Anchor & Aircraft,
Handling System & Deck Machinery
Elevators, Moving Stairways, Stores
Handling Systems
Operating Gear for Retracting &
Elevating Units
Aircrafts Elevators
Aircraft Arresting Gear, Barriers
& Barricades
525
526
527
528
550
551
Catapults and Jet Blast Deflectors
Hydrofoils
Diving Planes & Stabilizing Fins
Replenishment at Sea & Cargo
Handling
Auxiliary Systems Repair Parts
Auxiliary Systems Operating Fluids
Outfit and Furnishings--Group 6
600
601
602
603
604
605
606
607
608
609
610
611
612
613
Hull Fittings
Boats, Boat Stowage & Handling
Rigging & Canvas
Ladders & Gratings
Nonstructural Bulkheads & Doors
Painting
Deck Covering
Hull Insulation
Storerooms, Stowages & Lockers
Equipment for Utility Spaces
Equipment for Workshops, Labs &
Test Areas
Equipment for Galley, Pantry,
Scullery & Commissary Outfit
Furnishings for Living Spaces
Furnishings for Offices, Control
Centers & Machinery Spaces
149
TABLE 23 (continued)
Description
Sub Group
Furnishings for Medical, Dental
Spaces
Radiation Shielding
Outfit & Furnishings, Repair Parts
Outfit & Furnishings, Operating
Fluids
614
615
650
651
Armament--Group 7
Guns, Gun Mounts, Ammo Handling &
Storage (BSCI 700, 701, 702)
Special Weapons Handling & Stowage
Rocket & Missile Launching, Handling & Stowage Devices (BSCI 704,
705, 706, 707)
Torpedo Tubes, Torpedo Handling
700
703
704
708
& Stowage
Mine Handling Systems & Stowage
Small arms & Pyrotechnic Stowage
Air Launched Weapons Handling &
Stowage (BSCI 712, 713)
Cargo Munitions Handling & Stowage
Armament Repair Parts
Armament Operating Fluids
710
711
712
720
750
751
Loads--Group
800
801
802
803
804
805
806
807
808
809
810
811
812
813
814
815
816
817
818
819
820
8
Ships Officers, Crew & Effects
Troops & Effects
Passengers & Effects
Ships Ammo
Aviation Ammo
Aircraft
Provisions and Personnel Stores
General Stores
Marines Stores
Aero Stores
Ordnance Stores Ship
Ordnance Stores AV
Potable Water
Reserve Feed Water
Lube Oil Ship
Lube Oil Aviation
Fuel Oil
Diesel Oil
Gasoline
JP-5
Miscellaneous Liquids
150
TABLE 23 (continued)
Description
Sub Group
821
Cargo
822
825
Ballast Water
Future Development Margin
151
APPENDIX
D
DERIVED EQUATIONS LISTING
152
APPENDIX D
DERIVED EQUATIONS LISTING
This appendix provides a listing of the equations which were
derived to provide the standard calculations required by the computer program.
The data used were taken from References (1), (4),
(6), (9), (10),
(12),
(14),
(16),
(21),
(22), and (23).
The technique used to develop most of the relationships listed
in this appendix was linear regression for two variables by the
method of least squares.
In each case several combinations of
variables were tried to determine which gave the best correlation.
A coefficient of determination was calculated for each try to give
an indication of how closely the equation fit the data.
Data
points available for each calculation were examined in an effort
to insure that only appropriate ship values were used in deriving
a particular equation.
In a few instances equations were developed to best fit existing curves, e.g., linear approximations to the powering worm curve
used in horsepower calculations.
Also, in a few cases where insuf-
ficient data was available or a satisfactory variable correlation
could not be attained, an average value was selected as the value
to be used.
153
Starting Estimates
DPTRY = 0.00076 LBP2
57
LBP input item
DPTRY = 7.0754 'WPAYIN + 914.45
KGTRY = 0.1589 LBP
LBP not input item
7 771
Ship Geometry
Cwp = 0.425 CB + 0.526
Ce=
0.0733 Cp + 0.0026
Speed/Power
VMAX = 8.696(SHP/LBP) '2 6 6 8
EHPAPP = 1.3 EHPBH
SLRAT < 0.85
EHPAPP = (1.4587 - 0.1867 SLRAT)EHPBH
0.85 < SLRAT < 1.6
EHPAPP = (1.310 - 0.0938 SLRAT)EHPBH
1.6 < SLRAT
1.92
EHPAPP = 1.13 EHPBH
SLRAT > 1.92
EHP = 1.1 EHPAPP
SLRAT < 0.70
EHP = (1.205 - 0.150 SLRAT)EHPAPP
0.70 < SLRAT < 0.82
EHP = (1.3827 - 0.3667 SLRAT)EHPAPP
0.82 < SLRAT
1.18
EHP = (1.1109 - 0.1364 SLRAT)EHPAPP
1.18
1.4
EHP = (0.9753 - 0.0395 SLRAT)EHPAPP
1.4 < SLRAT
EHP = (0.8645 + 0.0227 SLRAT)EHPAPP
SLRAT > 1.78
Electric Loads
Cruise KW Loads
ECR(1)
= (0.00173FLDISP x VSUS -
ECR(2)
= (0.0517FLDISP + 19.27)E
ECR(3)
= 2.0
ECR(4)
= 6.9
ECR(5)
= 0.2041WGP4
64.62)A
+ 172.71
154
SLRAT
1.78
ECR(6) = 25.6
ECR(7) = 0.0169FLDISP + 59.38
ECR(8) = 0.1649FLDISP - 344.33
Steam heat
ECR(8) = 0.1320FLDISP + 438.96
Electric heat
ECR(9)
= 110.0
A = 1.0; E = 1.0
Any propiulsion plant except nuclear
A = 4.0; E = 2.0
Nuclear
propulsion
plant
Battle KW Loads
EBT(1)
= (0O.00209FLDISP x VSUS
EBT(2) = (0.0746FLDISP EBT(3)
= 1.5
EBT(4)
= 1.2
- 99.19)A
14.21)E
EBT(5) = 0.3613WGP4 + 174.52
EBT(6) = 1.670WTGP7 - 63.79
EBT(7) = 0.00794FLDISP+ 64.70
EBT(8) = 0.0382FLDISP + 193.40
EBT(9) = 214.6
A = 1.0; E = 1.0
Any propulsion
A = 4.0; E = 2.0
Nuclear
plant
propulsion
exc ept nuclear
plant
24 Hour KW Average Loads
EAV(1)
= (0.00115FLDISP x VSUS + 7.63)A
EAV(2) = (0.0705FLDISP - 80.54)E
EAV(3) = 0.3
EAV(4)
-
5.4
EAV(5) = 0.3322WGP4 + 143.17
EAV(6) = 12.1
EAV(7) = 0.00462FLDISP+ 123.03
155
EAV(8) = 0.1021FLDISP -
Steam heat
114.19
Electric heat
EAV(8) = 0.1252FLDISP + 343.10
EAV(9) = 99.4
A = 1.0; E = 1.0
A = 4.0;
E = 2.0
Any pro pulsion plant except nuclear
Nuclear
propulsion plant
Machinery Box Minimum Depth
DEPMB = CVK + HCOR + HABCVK
CVK = 0.2B - 6.0
HCOR = -10,OCx
+ 9.0
PPTYP = 1,2,3,4
HABCVK = 0.00025SHP/NSHFT + 20.5
=
NB/NSHFT
PPTYP = 1,2,3,4
NB/NSHFT > 1
HABCVK = 0.000125SHP/NSHFT + 20.0
HABCVK
1
PPTYP = 5,6,7,8
= 19.0
NSHFT
=
1
PPTYP = 5,6,7,8
NSHFT > 1
HABCVK = 21.5
Weight (BSCI Groups Modified)
Hull Structure--Group 1
W(100) = (0.0677 FLDISP + 25.26)C
W(101) = (0.0532 FLDISP - 55.38)C
4600
W(102) = 0.0
FLDISP
W(102) = (0.0120 FLDISP + 9.27)C
FLDISP > 4600
C
5 9 )C
1
W(103) = (0.00581 FLDISP'1
W(107) = (0.0694 FLDISP - 62.51)C
0O
W(111) = 0.00778 VOLSST
W(111) = 0.00199 VOLSST -
82 0
Aluminum superstructure
Steel superstructure
16.44
W(112) = (0.00101SHP/(NB x NSHFT) - 3.51)NB x NSHFT x C
156
PPTYP = 2
W( 112) = (0.5428 SHP©'
3 3 4 8 )C
PPTYP
= 1
PPTYP = 7
W(112) = (.00204SHP)C
W(112) = (0.000818SHP/(NR
x NSHFT) + 40.65)NR x NSHFT x C
W(112) = (0.000239SHP/(NE
x NSHFT) + 16.18)NE x NSHFT x C
PPTYP = 4
PPTYP = 5,6,8
PPTY
= 5
W(112)
= (0.000714SHP)C
W(113)
= (0.000189 VOLHUL -
W(114)
=
W(114)
= (0.000658 VOLHUL -
W(115)
=
0.0000527 VOLTOT - 4.47
W(116)
=
Input Item
W(117)
=
Input Item
W(118)
=
Input Item
W(119)
=
(0.0000708VOLTOT + 0.94)C
W(120)
= 3.03 x 10-8VOLMB'1 5 6
PPTYP = 5,6,7,8
W(120)
=
8.42 x 10-8VOLMB 5 3
PPTYP = 1,2,3,4
W(121)
=
Input Item
W(122)
=
0.0
FLDISP < 7600
W(122)
=
0.00342FLDISP - 18.51
FLDISP > 7600
W(123)
=
- 1.89
0o000o383VOLTOT
W(125)
=
+ 3.62
O.000278FLDISP
W(127)
=
Input Item
W(128)
=
Input Item
W(150)
=
(0. 00527VOLTOTO
W(151)
=
Input Item
C =
C
=O.J
11.68)C
NONNuclear Propulsion
(0.000285 VOLHUL + 22.83)C
83
C
115.89)(
Nuclear propulsion
14) C
Steel Hull
1.(
Aluminum Hull
55
157
Propulsion--Group 2
W(200) = 0.0
PPTYP = 5,6,7
W(200) = 0.00234SHP + 48.09
PPTYP = 2
W(200) = 0.000883SHP
PPTYP = 8
W(200) = 0.00288SHP + 21.92
PPTYP = 1
W(200) = 0.00234SHP -
14.00
PPTYP = 3
W(200) = 0.000183SHP 1
456
'
PPTYP = 4
W(201) = 0.00143SHP + 17.92
PPTYP = 2,3
W(201) = 0.00175SHP + 13.25
PPTYP = 1
W(201) = 0.000761SHP 1
PPTYP = 4
119
W(201) = 0.0124SHP + 5.25
PPTYP = 7
W(201) = 0.00283SHP + 2.68
PPTYP = 5,6
W(201) = 0.00247SHP
PPTYP = 8
W(202) = 0.0
PPTYP = 5,6,7
W(202) = 0.000766SHP + 2.98
PPTYP = 1
W(202) = 0.000457SHP + 2.57
PPTYP = 2,3
W(202) = 0.00923SHP 0
PPTYP = 4
W(202)
79 3 5
= 0.000533SHP
PPTYP = 8
W(203) = WSHAFT + WPROP + WBRGS
WSHAFT
= F x LBP x NSHFT(O.0275(SHP/(NSHFT
x RPM))2/3)
0 8 76 8
x RPM))2/3)
0
Solid Shaft
WSHAFT
= F x LBP x NSHFT(O.0134(SHP/(NSHFT
Hollow Shaft, Fixed Pitch Prop.
WSHAFT = F x LBP x NSHFT(1 + .SNSHFT)
x (0.0134(SHP/(NSHFT x RPM))2/3)0.9497
Hollow Shaft, Controllable Pitch Prop.
RPM = 96.12VSUS/DPROP + 52.15
158
94 9 7
DPROP = 2.603H 0 ' 6 2 9
One Shaft
DPROP = 4.281HOI 4 2 8 3
Two Shafts
F = 0.36
PPTYP = 1,2,3,4
F = 0.20
PPTYP = 5,6,7,8
' 3
WPROP = (0.00146DPROP
2 79
)NSHFT
Fixed Pitch Prop.
WPROP = (O.00314DPROP 3 12 8 )NSHFT
Controllable Pitch Prop.
WBRGS = 0.15(WSHAFT + WPROP)
=
4,7
W(204) = 0.0
PPTYP
W(204) = 0.000119SHP + 12.22
PPTYP = 2
W(204) = 0.000119SHP + 10.14
PPTYP = 3
W(204) = O.000105SHP + 6.50
PPTYP
W(204) = 0.000196SHP
PPTYP = 5,6
SSETYP = 4,5,6
PPTYP = 5,6
SSETYP = 2,3
W(204) = 0.000503(SHP +
KWINST
8 x .746
)
=
1
W(204) = 0.000267SHP
PPTYP = 8
W(205) = 0.0
PPTYP
=
W(205) = 0.000317SHP
PPTYP
= 5,6,8
SSETYP = 4,5,6
x ST74
W(205) = 0.00140(SHP + KWIN8
PPTYP
= 5,6,8
SSETYP = 2,3
W(205) = 0.00209SHP
PPTYP = 7
W(205) = 0.000181SHP + 3.18
PPTYP =
4
1
= 2
W(205) = 0000136SHP
+ 14.14
PPTYP
W(205) = 0.0001136SHP
+ 6.54
PPTYP = 3
PPTYP = 8
W(206) = O.OO50OOSHP
W(206) = 4.0
PPTYP = 1,2,3,4
NSHFT
PPTYP
= 7
W(206) = 0.0000525SHP + 3.90
PPTYP
= 5,6
W(207) = 0.0
PPTYP = 5,6,7
W(207) = 0.0000833SHP
PPTYP =
W(206)
= 0.OO00144SHP
159
8
W(207) = 0.000544SHP W(207)
PPT'
1.70
PPT'(P =
= 0.000586SHP- 5.68
W(207) = 33.52SHPO
2,3
=
PPTIYP = 4
03 92
5,6,7
W(208) = 0.0
PPTIYP =
W(208) = 0.0001833SHP
PPT'YP = 8
W(208) = 2.592SHP03105
PPT'YP
=
4
PPT'YP =
2,3
W(208) = O.O00564SHP + 7.48
PPT'YP =
1
W(209) = 0,0
PPT'YP =
5,6
SSETYP = 2,3
W(209) = 0.OOO89OKWINST
PPT'YP =
5,6
SSETYP = 4,5,6
W(208) = 0.000610SHP
+ 10.42
YP = 7
PPT'
W(209) = 0.00111(SHP + KWINST746
.8 x
.746
w(209)
)1.8642
1.32 x 10 8(SHP + KWINST
.83 x 1746
PPTYP = 4
W(209)
0.000192(SHP + KWINST 7 x. + 4.02
PPTYP = 1,2,3
W(209) = O.000300SHP
PPTYP
W(210) = 0.0
PPTYP = 4
W(210) = 0.00882W(816) + 3.25
PPTYP =
W(210) = 0.00882W(817) + 3.25
PPTYP = 7
W(211)
= 0.000267SHP
W(211)
-
W(211)
= 0.0443SHP 0560
W(21
1)
x 10-7SHP'
1,2,3,5,6,8
PPTYP = 8
PPTYP = 1,2,3
0.000156SHP + 4.82
= 3.10
8
PPTYP = 4
6 41
PPTYP = 5,6
= 7
W(211) = O.00193SHP
PPTYP
W(250) = 45.0
PPTYP = 4
W(250)
PPTYP =
1,2,3,5,6,7,8
NSHFT =
1
= 5.0
PPTYP
W(250) = 10.0
160
=
1,2,3,5,6,7,8
NSHFT
W(251)
= 0.000668SHP
+ 12.14
= 2
PPTYP = 1,2,3
W(251 ) = 0,0972(W(200) + W(201) + W(202) + W(207) + W(208)
+ W(209) + W(211)) - 69.57
W(251)
PPTYP = 4
= 1.152(W(209) + W(210) + W(211)) - 10.10
PPT!YP = 5,6
W(251 ) = 0.618(W(209) + W(210) + W(211))
W(251)
= 0.000633SHP
PPT YP = 7
PPTYP
= 8
Electric Plant--Group 3
W(300) = NLSD(0.0424KWPRD + 0.44)
+ NMSD(0.0240KWPRD + 0.05)
+ NHSD(0.0137KWPRD
+ 0.32) + NGTG(.OO00424KWPRGT
+ 16.4)
+ NSTG(O.0167KWPRSG
- 1.63)
W(301 ) = 0.00300KWINST+ 2.61
W(302) = 2.15
x 10
8 VOLTOT1
6 23 '
VOLTOT < 400,000
W(302) = 0.000170VOLTOT - 48.83
VOLTOT
Ž
400,000
W(303) = O.0000367VOLTOT- 0.73
W(350) = 0.000348KWINST+ 1.96
W(351)
= Input Item
Communication and Control--Group 4
W(400) = 0.00035OV(311) + 1.62
W(401 ) = 0.0000508VOLTOT- 2.90
W(402) = Input Item
W(403)
= 0.00333FLDISP+ 0.12
W(404)
= Input Item
w(405) = Input
Item
W(406) = W(486) + W(496)
'N(486)= Input Item
W(496) = Input
Item
161
W(407) = 0.0
W(408) = Input Item
w(409) = Input Item
I(41 0) W(411 )
2.0
= Input Item
W(412) = Input Item
W(413) = Input Item
W(415)
= Input Item
W(450) = 0.0317(W(400)+
W(451)
W(401) + **W(413) + W(415)) + 0.82
= Input Item
Auxiliary Systems--Group 5
W( 500)
= 7.72
x 10-8VOLTOT1 ' 4 4 3
Electric
Steam hea t
+ 0.76
W ( 500 ) = 0.0000110VOLTOT
( 501 )
heat
= O.0 000728VOLTOT + 4.57
W(502) = 0.0000346VOLTOT+ 4.96
W(503) = 0.0205NACC + 3.66
W(504) = 0.000728FLDISP- 1.98 +W(594)
W( 594)
= Input Item
+ V(216) + V(219)) - 0.96
W(505) = 0.00107(V(213)
W(506) = 0,0000471VOLTOT+ 6.63
W(507) = 0.000619VOLTOT O0
7 2 24
W(508) = 0.0000243VOLHtUL
+ 2.15
w(509) = 0.00170V(233)
+ 3.18
W(510) = 0.00756LBP - 0.75
w(51 )
= 0.0
W(511)
= 0.0276W(816)
+ 4.50
PPTYP = 1 ,2,3,5,6,8
W(511)
= 0.0276W(817)
+ 4.50
PPTYP = 7
PPTYP = 4
162
W(512) = 0.00323W(816)
+ 1.01
PPTYP = 1,2
W(512) = 0.0
PPTYP = 3,4,5,6,7,8
W(513) = 0.0000959V(321) - 4.50
PPTYP = 1,2,4
W(513) = 0.00132SHP
PPTYP = 7
W(513) = 0.000426SHP
PPTYP
W(513) = 0.000274SHP + 11.78
PPTYP = 5,6,8
1
w(514) = 0.000667SHP
406
= 3
PPTYP = 1,2,3,4
W(514) = 0.00000120VOLTOT
PPTYP = 5,6,7,8
Steam heat
W(514) = 0.0
PPTYP = 5,6,7,8
Electric heat
W(515) = 0.0
W(516) = 0.0
PPTYP = 1,2,3,5,6,7,8
W(516) = 20.0
PPTYP = 4
W(517) = 0.0000944V(321) - 0.86
PPTYP = 1,2,3
W(517) = 0.0783NACC0
PPTYP = 4
8 84 7
PPTYP = 5,6,7,8
W(517) = 0.0172NACC + 2.37
W(518) = 0.0OO0681FLDISP x VSUS + 3.89
W(519) = 0.000194FLDISPx VSUS - 0.08
W(520) = 0.00860FLDISP- 2.49
W(521 ) = 9.14 x 10
6 VOLTOT
+ 0.38
W(522) = Input Item
W(523) = Input Item
W(524) = Input Item
W(525) = Input Item
W(526) = Input Item
W(527) = 0.00731FLDISP - 1.20
Fin stabilizers
w(527) = 0.0
No fin stabilizers
W(528) = Input Item
163
w(550o)
= 3.5
W(551) = 0.0000417VOLTOT- 4.93
Outfit and Furnishings--Group 6
W(600) = 0.00230FLDISP + 3.61
W(601)
= 0.0971NACC -
W(602)
=
1.27
1.0
W(603) = 27.35FLDISPO
08 26
W(603) = 0.OOOO403VOLTOT
W( 604) =
'
PPTYP = 4
+ 6.70
PPTYP = 1,2,
3,5,6,7,8
0.0000321VOLTOT+ 3.50
W(605) = 0.0000641VOLTOT+ 4.26
W(606) = 0.0000408VOLTOT - 5.61
W(607) = (0.0OO717VOLHUL + 10.56) x
W(608) = 0.0000712VOLTOT - 2.50
W(609) = 0.00113V(224) - 0.19
W(610) = 0.00211(V(341)+ V(342) + V(343)) - 3.25
W(611)
= 0,O152NACC + 7.37
W(612) = 0.000271V(210) + 3.09
W(613) = 0.000921(V(221) + V(313)) + 1.51
Non flag ship
W(613) = 0.000505(V(221)+ V(313) + V(160)) + 3.54
Flag ship
W(614) = 0.000265V(223) + 0.58
W(615) = 0.404W(703)
W(650) = 0.00290(W(600) + *.*
W(651)
=
C=
1 .0
C=
W(615) + W(651)) + 0.9!3
Input Item
Steel hull
Aluminumhull
.55
Armament--Group 7
W(700)
= Input Item
164
W(703) = Input Item
W(704) = W(774) + W(784)
W(774) = Input Item
W(784) = Input Item
W(708) = Input Item
W(710) = Input Item
W(711) = Input Item
W(712) = Input Item
W(720) = 0.0
W(750) = 0.0101(W(700) + W(703) + W(704) + W(708) + W(710)
+ W(711) + W(712)) + 4.66
W(751) = 0.0173(W(700) + W(703) + W(704) + W(708) + W(710) + W(711)
+ W(712)) - 0.88
Loads
W(800) = 0.0737NACSC + 0.105NOFF + 0.073NCPO + 0.0290NCREW
+ 0.0737NFLAG+ 00737NFLAG
W(801) = 0.0737NTRP + 0.0370NTRP
W(802) = 0.0737NPASS + 0.0290NPASS
W(803) = W(873) + W(883) + W(893)
W(873) = Input Item
W(883) = Input Item
W(893) = Input Item
W(804) = Input Item
W(805) = Input
W(806)
Item
= 0.0164(NACC x DUR) 0
83 3 3
W(807) = 0.000755(NACC x DUR) + 1.81
W(808)
= Input Item
165
W(809) = Input Item
W(810) = Input Item
W(811) = Input Item
W(812) = 0.0530NACC'1
21 4
W(813) = 0.0
PPTYP = 5,6,7
W(813) = 0.2022SHPO0
5 30
'0
W(813) = 0.000583SHP
1
W(813)
'0
= 0.00362SHP
PPTYP = 1,8
57
PPTYP = 2,3
94 6 6
W(814) = 0.0000388SHP + 3.08
W(814) = 0.00286SHP
0'7 6 4 9
W(814) = 5.51 x 10-6SHPl
PPTYP
=4
PPTYP
=
1
PPTYP = 2,3
387
PPTYP
=4
W(814) = 0.00398SHP
PPTYP = 7
W(814) = 4.366SHP 0
PPTYP = 5,6,8
1 1 22
W(815) = Input Item
W(816) = 0.0
PPTYP
W(816) (ENDUR x FRSTM
VEND x 2240
=4
PPTYP = 1,2,3
(1 18)
FRSTM = 0.5882AVEDPW + 1303.92
AVEDP`
= 1.10SHPE
W(816) = WFPROP + WFELEC + WFAUXB
PPTYP = 5,6,7,8
WFPROP = 0.0
PPTYP = 7
WFPROP = (ENDU x FRCGAS)( 1
VEND x 2240
18 )
PPTYP
= 8
FRCGAS = 2589. + 0.288SHP
WFPROP = (ENDUR
x AVEDPW
x SFCAED)(
VEND x 2240
1 1 8)
PPTYP
= 5,6
AVEDPW = 1.10SHPE
EDPWPE
NEEND
AVEDPW
NEEND
AVEDPW < --..
SHP
1T%
= 1,0
NEEND = 2.0
SHP < AVEDPW < 2SHP
NE
NE
166
Single Shaft
Single Shaft
NEEND = 2.0
AVEDPW < 2SHP
NE
2SHP c AVEDPW
NEEND = 4.0
Twin shafts
4HPTwin
)
SFCAED = SFCFP(1.2298(1 - EDPWPE
+ 1.00)
SHP
SFCFP = -0.0000101-NE + 0.717
PPTYP = 5
SHP
SFCFP = -0.0000101-NE + 0.627
PPTYP = 6
WFELEC = 0.0
SSETYP = 4,5,6
WFELEC = (ENDUR x AVEDPW x SFCAED) 1
VEND x 2240
AVEDP
=
AVEDP
05
shafts
NE
NE
SSETYP = 2,3
x .746
.8KW24AV
AVG
AEDPWG AVEDPW
NGAVG
SFCAED = SFCFP(1.2298(1
SFCFP = -0.0000101
AEDPWG
KWPRGT/(.8 x
KWPRGT
8 x 746 + 0.717
KW.PRGT
SFCFP = -0.0000101 .8 x .746
.8 x .746
+ 0.627
1. 6384
.746))
+ 1.00)
SSETYP = 2
SSETYP = 3
ENDUR x FRAUXB
WFAUXB
=
FRAUXB
= 1.044 x NACC
VEND x 2240
PPTYP = 1,2,3,4
W(817) = 0. 1432KWEYMER- 5.60
W(817) = WFPROP + WFELEC
WFPROP
=
0.0
PPTYP = 1,2,3,4,5,6,8
WFPROP
=
ENDUR x AVEDPW x SFCAED 1.18
VEND x 2240
PPTYP = 7
AVEDPW
= 1 . 1OSHPE
EDPWPE
AVEDPW
NEEND
Single Shaft
NEEND = 1.0
AVEDPW
SHP
NE
NEEND = 2.0
SHP < AVEDPW< 2HP
NEEND = 2.0
AVEDPW - 2SHP
NEEND = 4.0
2SHP < AVEDPW · 4SHP
NE
NE
NE
NE
NE
167
Single Shaft
Twin Shafts
Twin Shafts
RATFP = EDPWPE
SHP/NE
SFCAED = 0.274e ( - 5' 16 6 x RATFP) + 0.359
SSETYP = 1,2,3
WFELEC - 0.0
ENDUR x FRDIEG x NGAVG
VEND x 2240
WFELEC
FRDIEG
-
1.8845
SSETYP = 4,5,6
KW24AV 0 82 73
NGAVG
w(818) = Input Item
W(819) = Input Item
W(820) = Input Item
W(821 ) = Input Item
W(822) = Input Item
W(825) = Input Item
Vertical Center of Gravity
Hull Structure--Group 1
VCG( 100) = 0.3661D10 + 1.45
VCG(101) = 0.1999D10 + 4.94
VCG(102) = 0,1139D10 + 0.91
VCG(103) = 1.029H - 2.59
VCG(107)
= 0.8289D10 + 3.54
VCG(111) = 1.2334D10 + 4.44
VCG( 112) = 0.2324H
PPTYP = 4
+ 10.00
PPTYP = 5,6,8
VCG(112) = 0.5784H
VCG( 112) =
PPTYP = 1,2,3,7
0.9257H - 8.68
VCG(113) = 0.2607H + 9.94
VCG( 114) = 0.6216D10 - 2.54
VCG(1 15)
= 0.4623D10 + 5.27
VCG(1 16)
= Input Item
168
VCG(117)
=
Input Item
VCG(118)
=
0.4529D10
VCG(119)
=
0.3055D10 + 2.80
VCG(120)
=
0.2436H + 1.29
VCG(121)
=
Input Item
VCG(122)
= 0.7288D1 0
VCG(1 23) =
0.8815D10
- 0.14
VCG(125)
=
0.5461D10 + 65.75
VCG(127)
=
Input Item
VCG(128)
= Input Item
VCG(150)
=
VCG( 151 ) =
0.5829D10 + 0.68
0.348H
Propulsion--Group
+ 4.47
VCG(200)
=
0.000271N
SHP
VCG(200)
=
SHP
0.000322NSHP
NSHFT + 7.58
VCG(201)
=
0.809H + 1.09
VCG(202)
=
0.5611H
+ 0.36
VCG(203)
=
0.6603H- 5.54
VCG(204)
=
000018
VCG(204)
=
0.506D10
VCG(204)
= 1 .13D10
VCG(205)
=
1.467D10 + 9.00
VCG(206)
=
0.4381D10 + 6.23
VCG(207)
=
0.5178D10
+ 4.94
VCG(208)
=
0.2643D10 + 5.24
VCG(209)
=
0.2234D10 + 1.21
VCG(210)
=
0.4219H + 4.12
2
PPTYP = 1,2,3,5,6,7,8
PPTYP
= 4
PPTYP = 4
0SHP+ 17.45
PPTYP = 1,2,4,7
PPTYP = 3
PPTYP = 5,6,8
169
- 1,04
VCG(211) - 0.3492D10
VCG(250) = 0. 1479D10 + 11,48
VCG(251 ) = 0.9992H -
4.74
Electric Plant--Group 3
VCG(300oo)
= 0.5829H + 7.40
VCG(301) = 0.4431D10 + 5.89
VCG(302) = 0.4432D10 + 10.49
VCG(303) = 0.8399D10
VCG(350)
+ 1.71
= 0.5471D10 -
1.63
VCG(351 ) = 0.3542D10 + 1.48
Communication and Control--Group 4
VCG(400)
= 1.1534D10 + 12.19
VCG(401 ) - 0.7251D10 + 3.07
VCG(402)
= Input Item
VCG(403)
= 0.5068D10 + 7.04
VCG(404)
-
Input Item
VCG(405) = Input Item
Input Item
VCG(406)
-
VCG(407)
= Input Item
VCG(408) = Input Item
VCG(409) = Input Item
VCG(41 0) = 55.0
VCG(411 ) = Input Item
VCG(412) = Input Item
VCG(413) = Input Item
VCG(415) = Input Item
VCG(450) = 0.2659D10
+ 19.89
170
VCG(451) = Input Item
Auxiliary Systems--Group 5
VCG(500oo)
= 0.7209D10 + 3.08
Steam heat
VCG( 500) = 03867D10
Electric heat
VCG( 501 ) - 0.7663D10 + 7.14
VCG(502) = 0.2779D10
+ 11.11
VCG( 503) = 2.4468H - 22.62
VCG(504) = 0.8323D10 - 7.28
VCG(505) = 0.6806D10 + 4.26
VCG(506) = 0.8267D10 - 3.33
VCG(507) = 0.7804D10 + 0.95
VCG(508) - 0.1610D10 + 4.71
VCG(509) = 0.4265D10 + 8.39
VCG(510) = 0.2834D10 + 22.42
VCG(511 )
1.2224H- 6.44
VCG(512) = 0.3278 + 0.6557
VCG(51 3) = 16.4
VC( 514) = 0.8126H + 5.53
PPTYP = 1,2,3,4,7,8
VCG(514) = o. 7735H
PPTYP = 5,6
VCG(515) = Input Item
VCG( 51 6)
= 0.308D10
VCG(517) = 0.9938H + 1.73
VCG(518) = 1.8139H -
13.10
VCG(519) = 0.6428H + 2.40
VCG( 520) = 0.6252D10 + 3.82
VCG(521 ) = 0.8655D10 + 8.24
VCG( 522) = Input Item
171
VCG(523) = Input Item
VCG(524) = Input Item
VCG(525) = Input Item
VCG(526)
-
Input Item
VCG(527) = 0.4878H
VCG(528)
-
Input Item
VCG(550) = 0.2804D10 + 8.53
VCG(551) = 0.5007D10
+ 2.77
Outfit and Furnishings--Group 6
VCG( 600 ) = 0.7772D10
+ 11.85
VCG( 601) = 1.0081D10 + 10.63
VCG(602) = 1.0183D10 + 10.99
VCG(603) = 0.3082D10 + 7.18
VCG( 604) = 0.8684D10 + 3.15
VCG(605) = 0.4282D10 + 7.64
VCG(606) = 0.9046D10 - 1.03
VCG(607) = 0.5420D10 + 10.80
VCG(608) = 0.4503D10 + 7.47
VCG( 609) = 0.5927D10
+ 5.92
VCG(610) = 0.9440D10 - 4.55
VCG(61
1)
= 0.8384D10 + 2,86
VCG(612) = 0.8037D10 + 1.75
VCG(613) = 1.0519D10 - 0.42
VCG(614) = 0,4172D10
+ 15.28
VCG( 61 5) = VCG(703)
VCG(650) = 1.1088D10
-
13.58
VCG(651) = Input Item
172
Armament--Group 7
VCG(700) = Input Item
VCG(703)
-
Input Item
VCG(704) = Input Item
VCG(708) = Input Item
VCG(710)
-
Input Item
VCG(711)
-
Input Item
VCG(712) = Input Item
VCG(750) = 0.546D10 + 1.44
VCG(751) = 32.7
Loads
VCG(800) = 0.7076D10
+ 1.41
VCG(801) - VCG(800)
VCG(802) - VCG(800)
VCG( 803)
-
Input Item
VCG(804) = Input Item
VCG(805) = Input Item
VCG(806) - 0.5932D10 - 2.99
VCG(807) = 0.2840D10
+ 13.54
VCG(808) = Input Item
VCG(809) = Input Item
VCG(810) = Input Item
VCG(81
1)
= Input Item
VCG(812) = 4.2
VCG(8 13) = 4.7
VCG(814)
-
1.1519H - 2.20
VCG(815) = Input Item
173
VCG( 816) = 0.2515H
+ 4.27
VCG(817) = 12.5
PPTYP = 1,2,3,4,5,6,8
VCG(817) = VCG(816)
PPTYP = 7
VCG ( 818)
= Input Item
VCG(819) = Input Item
VCG(820) = Input Item
VCG ( 821 )
= Input Item
VCG( 822)
= Input Item
VCG(825) = Input Item
Volumes
Military Mission
V(111)
= Input Item
V(112) = Input Item
V(113) = Input Item
V(114) = Input Item
V(115) = Input Item
v(116) = 0.332FLDISP + 1437. + Input Item
V(121)
= Input Item
V( 122) = Input Item
V(123) = Input Item
V(124) = Input Item
V(125) = Input Item
V(126) = Input Item
V(127) = 0.3577(V(121)
V(128) = Input Item
+
.-.
+ V(126)
V(131) = Input Item
V(132) = Input Item
174
+ V(128))
0
89 58
V(133) = Input Item
V(134) = Input Item
V(135) = Input Item
V(140) = 572.36NTRPO0
8 906
V(150) = Input Item
V(160) = 572.36NFLAGC.8 9 0 6
V(170) = 572.36NPASS0h
8 906
V(180) = Input Item
Personnel
V(211) = (777.77NOFF - 3906.56)S(2250)
V(212) = (526.83NOFFC)6 5 33 )S(2251)
V(213) = (128.92NOFFC
88
78)S(2252)
V(214) = (255.15NCPO + 488.10)S(2253)
V(215) = (89.91NCPO + 584.75)S(2254)
V(216) = (53.78NCPO + 588.04)S(2255)
V(217) = (129.45NCREW + 9828.35)S(2256)
V(218) = (23.12NCREW + 4429.66)S(2257)
V(219) = (26.31NCREW + 573.84)S(2258)
V(221) = 3.33NACC 1
8 8 S(2259)
V(222) = 107.22NACC0 ' 79 33 S(2260)
V(223) = (18.33NACC - 2124.47)S(2261)
V(224) = (16.30NACC + 1316.03)S(2262)
V(225) = (2.91NACC + 1473.42)S(2263)
V(226) = Input Item
V(231) = 0.8642(NACC x DUR)09
6 5 S(2264)
V(232) = (17.22NACC - 623.12)S(2265)
V(233) = (7.172NACC + 793.50)S(2266)
175
Ship Operations
V(311) = (0.00749LBP2258)S(2267)
V(312) = 0.417FLDISP + 1062.74
V(313) = (0.8889FLDISP + 541.68)S(2268)
PPTYP = 1,2,3
V(321 ) = 30,851 + 1.472SHP + 7.735(KWINST)
0 4 9 55
V(321 ) = 893.21SHP
PPTYP = 7
.65( . KWINST7
1.225
PPTYP
= 4
V(321) = 0.8346(SHP + .8 x .746
IPPTYP
= 5,6,8
V(322) = 0.4547SHpO 0 c 1 3 4
IPPTYP
= 1,2,3
V(322) = 2000.0
]PPTYP = 4
V(321 ) =
0.2685(SHP + .8 x .46)
1.084
V(322) = 8. 32SHPO .
66 6 7
V(322) = 0.00951(SHP+
PPTYP = 7
PPTYP = 5,6,8
KWINST746
8
V(323) = 0.0
PPTYP = 5,6,7,8
1 shaft
V(323) = 15.90LBP - 3688.67
PPTYP = 1,2,3,4
1 shaft
V(323) = 0.0000210LBP 3
Any plant--2 shafts
0 34
V(324) = 0.0183(FLDISP x VSUS) + 2248.70
V(325) = (2.092FLDISP - 1516.62)S(2269)
V(331)
= 0.64 1 3 LBP 1
4 32
V(332) = Input Item
V(341) = (0.8036FLDISP - 200.37)S(2270)
V(342) = (0.1943FLDISP + 331.42)S(2271)
1
V(343) = (0.0291FLDIS
2 8 4 )(2272)
V(351)
= 105.85W(816)0.8532
PPTYP = 1,2,3,5,6,7,8
V(351)
= 0.0
PPTYP = 4
V(352) = 0.5324W(813)
1
92 8 7
V(353) = 39.0W(814)
176
V(354)
=
27.93W(817)
1
.07
98
V(355) = 40.0W(820)
V(356) = 0.5353(NACC x DUR) + 4422.87
V(357) = Input Item
V(361) = 40.0W(822)
V(362) = 0.450FLDISP - 145.90
V(363) = 0.0000238FLDISP 2.314
V(364) = Input Item
V(365) = Input Item
V(370) = (0.130(VOLTOT - V(370))0
9233
)S(2773)
V(370) = (90.90(VOLTOT- V(370))0 4 9 3 2 )S(2273)
V(380) = Input Item
v(390) = Input Item
177
Centerline passage
Port & starboard
passage
APPENDIX
E
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268
APPENDIX F
NOMENCLATURE LIST
269
APPENDIX
F
NOMENCLATURE LIST
AEDPWG
Average endurance power per electric generator, horsepower
AHVOL
Available hull volume, cu. ft.
AM
Cross sectional area amidships, sq. ft.
AREA
Projected lateral area above water, sq. ft.
ATVOM
Available tankage volume, cu. ft.
AVAV
Available arrangement volume in hull, cu. ft.
AVEDPW
Average endurance power, horsepower
AVSP
Average sea speed in North Atlantic Ocean, knots
B
Beam at midship waterline, ft.
BEAMMB
Maximum beam of machinery box, ft.
BHRAT
Beam to draft ratio
BM
Metacentric radius, ft.
B/H
Beam to draft ratio
CALPH
Transverse moment of inertia coefficient
CB
Block coefficient
CG1
Vertical center of gravity of weight group
CG2
Vertical center of gravity of weight group 2, ft.
CG3
Vertical center of gravity of weight
group
3, ft.
CG4
Vertical center of gravity of weight
group
4, ft.
CG5
Vertical center of gravity of weight group 5, ft.
CG6
Vertical center of gravity of weight
group
6, ft.
CG7
Vertical center of gravity of weight
group
7, ft.
CGFLD
Vertical center of gravity of ship at full load,
CGLDS
Vertical center of gravity of ship loads,
CGLSP
Vertical center of gravity of light ship, ft.
270
1, ft.
ft.
ft.
COGAS
Combined gas turbine and steam plant
Cp
Prismatic coefficient
CPM
Machinery box prismatic coefficient
Cr
Residual resistance coefficient
CR1(
)
Cr arrays
for
CR2( )
Taylor's Standard Series
CR3( )
Resistance estimate
Cv
Volumetric coefficient
CVK
Correction to minimum machinery box depth to account for
structures, ft.
Cwp
Waterplane coefficient
Cx
Midship section coefficient
CO
Same
DO
Depth
D10
Depth at amidships, ft.
D20
Depth at after perpendicular, ft.
DAVG
Average hull depth, ft.
DCMARG
Design, construction weight margin (e.g., 10% as 0.10)
DECKHT
Height of deck for payload items and raised deck, ft.
DELCF
Frictional resistance correction
DEPMB
Minimum machinery box depth
DHAMIN
Minimum deckhouse volume, cu. ft.
DHSV
Smallest deckhouse volume, cu. ft.
DHV
Deckhouse volume, cu. ft.
DISPFL
Full load displacement, tons
DISPLS
Light ship displacement, tons
DISTOL
Tolerance for displacement iteration
as CALPH
at forward
perpendicular,
271
ft.
DPROP
Diameter of propeller, ft.
DPTRY
Displacement estimate, tons
DSEDPW
Design endurance power, horsepower
DUR
Duration of voyage for stores, days
DURPAS
Duration of stores for passengers, days
DURTRP
Duration of stores for troops, days
EAV( )
Array for storing 24 hour average electric loads, KW
EBT( )
Array for storing battle electric loads, KW
ECR( )
Array for storing cruise electric loads, KW
EDPWPE
Power required per engine at endurance speed, horsepower
EHP
Effective horsepower
EHPAPP
Effective horsepower with appendages
EHPBH
Effective horsepower bare hull
ELI4ARG
Electric load margin (e.g., 3
EMETYP
Emergency electric plant type
ENCVOL
Total internal volume of ship, cu. ft.
ENDUR
Ship endurance range, nautical miles
EXCKG
Excess center of gravity height beyond that required by
as 0.30)
stability criteria, ft.
FO
Freeboard at forward perpendicular, ft.
F7
Flare factor
F10
Freeboard at amidships, ft.
F20
Freeboard at after perpendicular, ft.
FAVG
Average freeboard, ft.
FINST
Fin stabilizers
FLDISP
Full Load displacement, tons
272
FNDEN( )
Array for storing the calculated density for each function,
lbs./cu.
ft;.
FRAUXB
Fuel rate for auxiliary boilers, lbs. / hr.
FRCGAS
Fuel rate for COGAS propulsion plants, lbs./hr.
FRDIEG
Fuel rate for diesel electric generators, lbs./hr.
FRSTM
All purpose fuel rate for steam plants, lbs./hr.
FSCORR
Stability free surface correction, ft.
GM
Metacentric height, ft.
GMBMIN
Minimum GM/B stability value
GM/B
Ratio of metacentric height to beam
H
Full load draft, ft.
HABCVK
Minimum height of machinery box above CVK, ft.
HCOR
Correction to minimum machinery box depth to account for
hull
shape,
ft.
HTTYP
Type of heating
HULMAT
Type of hull material
HVAW
Hull volume above waterline, cu. ft.
HVBW
Hull volume below waterline, cu. ft.
ICONST
Variable used to control printing status for miscellaneous
coefficients
IT( )
Array used to store payload item numbers
JHPOPT
Variable used to set type of speed-power calculations
required
KB
Height of the center of buoyancy, ft.
KELEC
Variable used to set type of electric plant calculations
required
KG
Height of the center of gravity, ft.
273
KGEOM
Variable used to set type of geometry calculations required
KGTRY
KG estimate, ft.
KW24AV
24 hour average electric load, KW
KWEMER
Total emergency electric capacity installed, KW
KWINST
Total installed ship service and emergency electric
capacity, KW
KWPEMG
KW per emergency generator
KWPRD
KW per diesel generator installed
KWPRGT
KW per gas turbine generator installed
KWPRSG
KW per steam turbine generator installed
KWPSSG
KW per ship service generator
KWSSER
Total ship service electric capacity installed, KW
L
Length between perpendiculars, ft.
LB
Length to beam ratio
LBP
Length between perpendiculars, ft.
LBRAT
Length to beam ratio
LEN
Length between perpendiculars, ft.
LENMB
Machinery box length, ft.
LMB
Same as LENMB
LRD
Raised deck length, ft.
L/B
Length to beam ratio
MXDIS
Maximum number of weight iterations
MXFCKW
Maximum functional electric load, KW
MXITM
Maximum payload item considered
MXVCG
Maximum number of vertical center of gravity iterations
NACC
Total number of accommodations
NACSC
Number of accommodations for ships company
274
NB
Number of boilers installed
NCOMP( )
Array for storing functional component names
NCPO
Number of CPO's in ships company
NCREW
Number of enlisted crew in ships company
NE
Number of engines installed
NEEND
Number of gas turbine engines required at endurance speed
NELC( )
Array for storing electric group names
NEMG
Number
NFLAG
Number of flag personnel on ship
NGAVG
Number of electric generators for 24 hour electric load
NGFCLD
Number of ship service generators for maximum functional
of emergency electricalgenerators
load
NGTG
Number of gas turbine generators installed
NHSD
Number of high speed diesel generators installed
NLSD
Number of low speed diesel generators installed
NMSD
Number of medium speed diesel generators installed
NOFF
Number of officers in ships company
NPASS
Number of passengers on ship
NR
Number of nuclear reactors installed
NS( )
Array for storing specification names
NSHFT
Number of shafts installed
NSHIP
Number of ship being calculated
NSR( )
Array for storing summary of results names
NSSG
Number of ship service generators
NSTG
Number of steam turbine generators installed
NTRP
Number of troops on ship
NTYP( )
Array for storing the type names
275
NWT( )
Array for storing the weight group names
P( )
Array for storing payload data
PASTYP
Type of passageway
PCEND
Propulsive coefficeient at endurance speed
PCMXSP
Propulsive coefficient at maximum sustained speed
PPTYP
Propulsion plant type
PRPTYP
Propeller type
PRTOUT
Variable used to control the amount of results printed
Q( )
Array for storing the quantity of each payload item used
RATFP
Ratio of endurance power per engine to full power per
engine
RDAV
Raised deck arrangements volume, cu. ft.
RHAV
Required hull arrangements volume, cu. ft.
RPM
Propeller revolutions per minute
RSSV
Required superstructure volume, cu. ft.
RTAV
Required tankage arrangements volume, cu. ft.
S( )
Array for storing ship specifications
SFCAED
Average endurance specific fuel consumption, SHPbHR
SFCFP
Full power specific fuel consumption, SHPlbmHR
SHFTYP
Shaft type
SHP
Shaft horsepower required at maximum sustained speed
SHPE
Shaft horsepower required at endurance speed
SLRAT
Speed to length ratio, knots/fti
SSETYP
Ship service electric plant type
SSMAT
Superstructure material type
T
Tankage coefficient
TAAV
Total available arrangements volume, cu. ft.
276
TANKVL
Tankage volume, cu. ft.
THV
Total hull volume, cu. ft.
TRAV
Total required arrangements volume, cu. ft.
V( )
Array for storing volume of functional groups, cu. ft.
VCG
Vertical center of gravity, ft.
VCG( )
Array for storing vertical centers of gravity
VCGTOL
Tolerance for VCG iteration
VEND
Ship endurance speed, knots
VM( )
Array for storing moment of weight groups, ft.--tons
VOLHUL
Internal volume of hull, cu. ft.
VOLMB
Internal volume of machinery box, cu. ft.
VOLSHP
Total internal volume of ship, cu. ft.
VOLSST
Internal volume of superstructure, cu. ft.
VOLTOT
Total internal volume of ship, cu. ft.
VOMPSS
Superstructure volume required for payload items, cu. ft.
VRLOAD
Total weight of load items, tons
VSUS
Maximum continuous sustained speed, knots
VTKREQ
Tankage volume required, cu. ft.
VWT( )
Array for storing weight of functional groups, tons
0 "
V/Y1
Ship speed to length ratio, knots/ft7
W( )
Array for storing weight group results, tons
WARM
Weight of armor, tons
WBHS
Weight of basic hull structures, tons
WBRGS
Weight of bearings, tons
WDHS
Weight of deckhouse structure, tons
WFAUXB
Weight of fuel oil for auxiliary boilers, tons
WFELEC
Weight of fuel oil for electric generators, tons
277
WFFL
Weight of free flooding liquids, tons
WFG4
Weight of functional group 4 (hull structures), tons
WFG5
Weight of functional group 5 (ship systems), tons
WFPROP
Weight of fuel for propulsion use only, tons
WGP4
Weight group 4 minus groups 450 and 451, tons
WGP7
Weight group 7 minus groups 750 and 751, tons
WPAYIN
Total weight of payload items input, tons
WPROP
Weight of propellers, tons
WSHAFT
Weight of shafting, tons
WSS
Weight of secondary structures, tons
WTGP1
Weight of BSCI weight group 1, tons
WTGP2
Weight of BSCI weight group 2, tons
WTGP3
Weight of BSCI weight group 3, tons
WTGP4
Weight of BSCI weight group 4, tons
WTGP5
Weight of BSCI weight group 5, tons
WTGP6
Weight of BSCI weight group 6, tons
WT GP7
Weight of BSCI weight group 7, tons
WTMARG
Weight of margin for design/construction, tons
WTSHIP
Full load displacement of ship, tons
278