03137348
TRANSCRIPT
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, 1976
Signature of Author .... ,, Department o Ocean Engineering
Certified by.... ........... ,w ......-.........|, laThesis Supervisor
Accepted by*...., ...... ..Chairman, Departmental
Committee
WCHIVES
JUN 21 1976' ISS
ABSTRACT
Ship Synthesis Model for Naval Surface Shipsby: Michael Robert ReedSubmitted to the Department of Ocean Engineering on May 7, 1976,in partial fulfillment of the requirements for the degree ofOcean Engineer and the degree of Master of Science in NavalArchitecture and Marine Engineering
This thesis presents a method for estimating the weight, volume,center of gravity, electric load, and other overall ship character-istics of conceptual as well as existing Naval surface displacementships. The method is computerized and thus permits rapid calculationsof technical characteristics for a much larger number of ship studiesthan would be permitted by hand calculations. The final programlisting is given together with a listing of the empirical relationsdeveloped.
The program is applicable to Naval surface displacement shipsand has been verified to give accurate results for ships which rangein size from 300 to 700 feet in length and 1700 to 17,000 tons indisplacement.
The model has been found to have applications in conductingfeasibility studies, systems analyses, updating design predictions,and conducting comparative studies. However, due to the aggregationof empirical data, the model should not be used as a substitutefor preliminary design studies and should definitely not be usedfor actual ship design.
The program developed is an attempt to provide a more versatilesynthesis model for Naval combatants. The versatility is providedby estimating the characteristics of the ship at a greater levelof detail than is generally attempted with a synthesis model andby use of a large input array to override calculated values whendesired. The model estimates only technical characteristics and nocost estimations are made.
Thesis Supervisor: Clark GrahamTitle: 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
PageABSTRACT ....................................... 2
ACKNOWLEDGEMENTS ..................................... 3
TABLE OF CONTENTS ........................................ 4
LIST OF FIGURES ....................................... 6
LIST OF TABLES ........................................ 7
CHAPTER 1 INTRODUCTION ....................................... 9
1.1 Background .......................1.2 Statement of Problem .............1.3 Scope ............................1.4 Presentation of Thesis ...........
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CHAPTER 2 GENERAL SYNTHESIS MODEL DESCRIPTION .................
2.1 Introduction .........................................2.2 Methodology for Program Development ..................2.3 Program Flow .........................................
CHAPTER 3 DETAILED PROGRAM DESCRIPTION ........................
3.1 Introduction ...........3.2 MAIN Program ...........3.3 Subroutine DATA2
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CHAPTER 4 RESULTS OF MODEL APPLICATION ........................
4.1 Introduction ....................4.2 Model in Conceptual Phase .......4.3 Model Used4.4 Model as a4.5 Assessment
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CHAPTER 5
REFERENCES
APPENDIX A
APPENDIX B
APPENDIX C
APPENDIX D
APPENDIX E
APPENDIX F
TABLE OF CONTENTS (continued)
CONCLUSIONS AND RECOMMENDATIONS ...........
0 0 * * 0 * -
USERS GUIDE ..............................
SAMPLE OUTPUT ............................
CLASSIFICATION SYSTEMS ...................
DERIVED EQUATIONS LISTING ................
PROGRAM LISTING ..........................
NOMENCLATURE LIST ........................
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Page.... 96
.... 100
...* 102
.... 127
.... 141
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.... 178
.... 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 Flexibility 18
3 Comparisons of Calculated and 72Actual Characteristics--ConceptualPhase
4a Comparisons of Calculated and 75Actual Characteristics--Design'Update
4b Design Update--Weight Comparisons 78
4c Design Update--Volume Comparisons 79
5 Comparison of Model Results to the 82Actual Ship, C.G. Cutter Model,and DD07 Model For the FFG-7 Design
6 Comparison of Model and CODESHIP 82Results for Full Load Displacement
7 FF-1052 to Soviet Design Standards 84
8 Sovietized FF-1052 86
9 Sovietized FF-1052 Characteristics 87
10 Estimated Soviet Kara Class 88Characteristics
11 Characteristics of FFG-7 Designed to 90High Performance Ship Standards
12 Problem Specifications 113
13 Payload Specifications 115
14 Weight Specifications 116
15 VCG Specifications 116
16 Volume Specifications 117
17 Electric Load Specifications 117
18 Miscellaneous Specifications 118
7
LIST OF TABLES (continued)
Table No. Title Page
19 Special Payload Specifications 119
20 Example Coefficients for 120Miscellaneous 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 calcu-
lations 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. Since the optimum solution
9
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. This model was
developed to model only destroyer type ships. 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
DD07 model. Because of this, Reference (8) was also used extensively
in developing the program presented in this thesis,
The general framework of 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
CODESHIP model is probably not as accurate in predicting actual
values as a model designed for a specific ship type, e.g., DD07
for surface combatants. The greatest assets of the CODESHIP model
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 stand-
ards 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
1 1
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 correspond-
ingly 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 in-
dividual component categories should not be made without additional
investigations as to the reasonableness of the particular extra-
polation.
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 consider-
ed 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 pro-
viding 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
strength, and seakeeping. These conditions for a feasible solution
require iterative processes within the model to obtain a satisfac-
tory solution.
The first step in developing a more versatile synthesis model
was to develop a list of items or features for which input flexi-
bility would be desirable. Table 1 lists several functional areas
of the ship system where flexibility in model input would be desir-
able. This list of functional groups closely follows that of the
U. S. Navy Space Classification System of Reference (17). By
covering all of the functional groups, the list suggests that it
would be desirable to be able to input or at least influence the
design emphasis and establish design standards for a specific
functional area when synthesizing a ship to a set of requirements.
Model flexibility for several ship models is indicated in
Table 2. In this table the areas of desired flexibility have been
more specifically defined. Model flexibility has been indicated
by an "X" for the U. S. Navy DD07 Destroyer Model (15), the Coast
Guard Cutter Model (8), the CODESHIP Model (3), and the author's
model. An "X" marked for an area of flexibility does not imply
that the model has complete flexibility in that area or can handle
all situations desired. It does mean that the model has some
flexibility to control how the feature is considered.
The selection of features to be included in the model was
based on availability of data and the capability to incorporate16
TABLE 1
AREAS OF DESIRED FLEXIBILITY
*MILITARY MISSION
Communication & Detection
Weapons
Aviation PAYLOAD ITEMS
Special Missions
Cargo
*PERSONNEL
Living
Support HABITABILITY
Stowage
*SHIP OPS
Control
Main Propulsion Machinery
Auxiliary Systems
Maintenance MOBILITY AND SHIPSUPPORT ITEMS
Stowage
Tankage
Passageways and Access
STABILITY, STRUCTURES,ARRANGEMENTS, AND FORM
*SYSTEMS ENGINEERING GENERAL ITEMS
17
*HULL
TABLE 2
MODEL FLEXIBILITY
FLEXIBILITY INCORPORATED AREAS OF DESIRED FLEXIBILITY
DD07* CUTTER* 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 OFF, CPO, ENL
X X X X Endurance Days Provision
X Messing, Rec., & otherSupport Services
X Potable Water & PersonnelStowage
SHIP OPS
X X X X Power Plant Type
X X Electrical 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
FLEXIBILITY INCORPORATED
DD07 CUTTER CODESHIP
X X X
X
X
X
X
X
X
X
X
X
X
X
X
X
TABLE 2 (continued)
AREAS OF DESIRED FLEXIBILITY
MODEL SHIP OPS
X Max. H.P. & Mach. BoxSize --- Speed
X Maintenance & Stowage
X Passageway & Access SpaceProvided
X Auxiliary Systems
X Office Space
X Other Selected Items
X
X
X
X
X
X
XX
X
XX
X
X
X
XX
X
X
X
X
X
x
X
HULL
Hull Shape (Coef. & Dim.)
Hull Coating
Hull Subdivision Std.
Hull & SuperstructureMaterial
Superstructure/Hull Ratio
Structures
Stability(GM/B, F.S.)
Space Available
SYSTEMS ENGINEERING
Ship Protection Level
Tolerance for Iterations
Design Margins
Ship Silencing
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 to Reference (20).
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:
a. input and output are patterned after the CODESHIP Model (3);
b. geometry, horsepower, electric plant, machinery liquids,
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. The main
22
program calls the subroutines as required to calculate information
for output and to let program execution proceed. Program control
organization is shown in Figure 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 ORGANIZATION
Figure 1
24
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 sus-
tained speed, SHP. If VSUS is input, then HPCALC along with sub-
routine CRVAL, estimates the horsepower required to maintain the
maximum sustained speed. If SHP is input, then HPCALC is used to
compute VSUS. 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 ad-
Justments 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. At the
27
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. If the value of LRD
is greater than LBP, 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. A program listing is provided
in Appendix 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 state-
ments 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; and,
c. KELEC = 0 if electric plant size is not given, KELEC = 1
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 dimen-
sions. If however, L/B and B/H are given instead of LBP, subroutine
GEOM is used to obtain LBP, and then UWDIM is called. Values
received from UWDIM are B, H, and Cwp. 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 pro-
vided. 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. MACHLQ is called to
obtain the weight of liquid load items. 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 cal-
culated 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 ship tried.
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 the
functional weights and volumes according to Appendix C. This is
done by subroutine FNCGRP. 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 MAIN program concludes with a listing of
34
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 accept-
able. 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 10 B ' 'BB' bb
The portion represented by the A's is called the coefficient; the
portion represented by B's is called the exponent. An unsigned
coefficient is assumed to be positive. For example the card:
4 1+1 21.2 -7-3
would yield 10 as the 14th element in a given array, 21.2 as the
35
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. No
(2) IND = 1 -
(3) IND = 2 -
following cards were read. By using a
blank card as the last card of a data set,
this becomes the normal return value.
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.
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 sub-
routine 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. The flow chart for this sub-
routine is given in Figure 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. If LBP is input to the program,
GEOM is not used. The flow chart for GEOM is given in Figure 5.
37
SPAYLD SUBROUTINE FLOW CHART
Figure 4
GEOM SUBROUTINE FLOW CHART
Figure 5
38
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 unconstrain-
ed dimensions of the ship. Besides a value for LBP, B and H are
also calculated, but may be changed later in the program to satisfy
stability requirements.
Throughout the program, it is assumed that the total displace-
ment 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
try, KG try, and GM/B. The waterplane coefficient, Cwp, is also
calculated, but only as a linear function of CB. A flow chart
for this subroutine is shown in Figure 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 - 1/3 x (H/2 + V/A)
where: H is the draft in feet
39
UWDIM SUBROUTINE FLOW CHART
HMAX=(C1/2.005)2BMIN=C 1 /HMAXR=C2*HMAX+C3*BMIN -C4
-C5*BMIN
Figure 6
40
V is the volume of displacement = B x H x LBP x Cp x Cx ft3
A is the waterplane area = B x LBP x Cwp, sq. ft.
A value for BM is estimated using:
BM =LBP x B x C<V
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. These coefficients are:
C1 = DPTRY * 35./(LBP Cp Cx ) = B x H
C2 = .833- Cp * Cx/(3.*Cwp) = KB/H
C3 = LBP * CALPH/(DPTRY*35.) = BM/B3
C4 = KG + FSCORR
C5 = GM/B = GMBMIN
A variable R is introduced 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 ust satis-
fied. This condition gives the desired solution. 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 in full detail in
Reference (8).
41
3.7 Subroutine HPCALC
Subroutine HPCALC performs the speed-power estimates required
by the program. The subroutine uses the Taylor Standard Series
power estimation of Reference (7). The procedure used is very
nearly that of the hand calculating procedure. The flow chart for
the subroutine is given in Figure 7.
Two problems of interest arise with regard to doing the cal-
culations 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
the hull. This is accomplished by using the equation developed
in Reference (8) which is:
S = (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 ef-
fective horsepower total, once effective horsepower bare hull is
42
HPCALC SUBROUTINE FLOW CHART
Figure 7
43
J
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 to find
the value of Cr at the input point. The input point is specified
by the four variables: 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 determined using the curves
of Reference (7). Although the three arrays (CR1, CR2, and
CR3) are each one dimensional, the data they contain is four dimen-
sional, 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 4.0
.48 < C p .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 Cr 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 interpol-
ation. 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 Cv .
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
DD-963
DDG-2
FFG- 1
FF- 1 052
CG-9
DDG-FY 67
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 calcu-
lated 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. These calculations are performed in subroutine
MACHLQ. 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 flow chart for
the subroutine is given in Figure 10.
It was determined that the only critical dimension of the
machinery box was depth. This is due to the manner in which the
volumes for machinery systems were broken down for estimating
purposes. 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 FLOW CHART
Figure 8
MACHLQ SUBROUTINE FLOW CHART
Figure 9
48
MBSIZE SUBROUTINE FLOW CHART
0
Figure 1 0
49
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
within the machinery box. Similarly, it was felt that the beam
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. A flow
chart for this routine is shown in Figure 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 deter-
mined 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 FLOW CHART
51
Deckhouse volume is constrained primarily by stability con-
siderations 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. The
underwater volume is already available. The first step in deter-
mining the above water hull volume is the development of an accept-
able 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
OL X 1XfllOA UIn;OnELSEdfnS
53
W
HU)
w a:A; ''
E-4 ~ -4
U
P;U) wm4w CD
P. -
00N'
c'JI0 0
>< ?r o
I
)
)
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 syn-
thesizing 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. This
volume is found in one of three ways. 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. This
is the minimum tankage volume for the ship. If less tankage
54
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 to determine
the total tankage volume required. 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 ar-
rangements. 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. Volumes are
55
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 relation-
ships 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 infeas-
ible and an error message is printed and the ship length is in-
creased 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 required to be in the deckhouse,
whichever is greatest. Should the total required volume exceed
that available a raised deck is added.
56
The length of raised deck is determined by an iterative pro-
cedure. 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 (C wp 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 accommo-
date the engine room. The depth amidships must also be sufficient
57
to insure adequate structural strength. A minimum value of L/16
is used.
The next criterion which must be satisfied is adequate free-
board at the forward and after perpendiculars. Navy derived
formulas were used. These formulas give the minimum acceptable
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. Additional
details of subroutine SHEER may be found in Reference (8).
58
SHEER SUBROUTINE FLOW CHART
Figure 13
59
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 con-
sidered the simplest. A flow chart for this routine is shown
in Figure 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 cal-
culated 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, ammu-
nition, 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 re-
lationships 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 FLOW CHART
Figure 14
61
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. A flow chart for the subroutine is given in
Figure 15.
The effect that the vcg has on the design can be investigated
by using different values of free surface correction. The free
surface correction is added to the KG. 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. The vcg for each input item is calculated from
input data. 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 FLOW CHART
Figure 15
63
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. All of these values will be printed as part of the
output. 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
COMMONSTATEMENTS
I
1
RETURN
Figure 16
65
CALC WEIGHT& DENSITIESFOR MILITAR'MISSION
CALC WEIGHT& DENSITIESFORPERSONNEL
CALC WEIGHT&DENSITIESFOR SHIPOPERATIONS
CALC WVEIGHTFOR HULLFUNCTIONS
CALC WEIGHTFOR SHIPSYSTEMSFUNCTIONS
END )
l
T
,
.
, ~~~w.
r
standard FORTRAN. Except for these changes, subroutine SEASPD
is the computer program developed in the references. A flow chart
for this routine is shown in Figure 17.
Briefly, the routine assumes: (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 this is simplified to a single
sea state limited speed. 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. However, the
66
SEASPD SUBROUTINE FLOW CHART
Figure 17
67
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 (18) and (19).
3.18 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 specifi-
cations 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 FLOW CHART
Figure 18
69
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, Both
data sample ships and non-data sample ships were tested. 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 speci-
fications which assumed the ship designs to be in the early con-
ceptual 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 pre-
dictions, 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 pre-
dicted results would improve.
71
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72
In general, the full load displacement predicted will vary from
the actual ship data in the same manner as the internal volume dif-
ference varies. As an example, the model prediction for the DDG-2
is approximately 1000 tons more than the actual ship in full load
displacement. The volume predicted is also too high by about 66,000
cubic feet. 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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75
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 dis-
placement, 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 dis-
placement varied from +8.5 to -2.6 percent. However, of
the 10 ships modeled, 7 of the estimates were 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 differ-
ences in volume can still have small differences in dis-
placement. 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 sat-
isfactory 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. This estimating
equation may require some modifications. 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 elec-
tric 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 air-
craft 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 BEAM DRAFTft ft ft
SHIPMODEL*DD07CUTTER
408408405405
45.042.446.746.0
14.416.0
15.315.3
DOft
33.941.041.1
D1 0ft
25.534.028.9
D20 DAVGft ft
26.734.829.3
35.235.331.0
WEIGHTS
SHIP
WTGP 1
WTGP 2WTGP 3WTGP 4WTGP 5WTGP 6WTGP 7WTLSHIP
LOADSMARGIN
1247.3254.6207.099.3411.6302.2
96.12618.1
833.8133.5
3585.4
MODEL
1185.7270.6166.5131.3345.4260.4
99.82510.7
965.3123.0
3548.0
DD07
1331.2240.0156.6
70.7381.3238.085.7
2503.5
1100.5162.9
* Model prediction has 8.5' raised deck for 387 ft.
TABLE 6
COMPARISON OF MODEL AND CODESHIP RESULTS FOR
FULL LOAD DISPLACEMENT
DATA337134123934452578288519
MODEL362137023879490881238751
MODEL% Diff+7.4+8.5-1.4+8.5+3.6+2.7
CODESHIP
36983991526987008262
82
DISP.tons
3585354837663706
CUTTER
1199.6258.0211.270.7317.5333.8
85.7
1070.2161.0
3707.7
SHIPFF 1040FFG 2FF 1052DDG 2CG 26CGN 25
CODESHIP% Diff+ 8.1+ 8.4+ 1.4+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, in-
stalled 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 f reduced habit-
ability, endurance, maintenance, and access. 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 mis-
cellaneous 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 passage-
way 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 byapprox. 40%
Ship Ops Reduced bridge and office spaceReduced machinery box volumeby 20%Reduced ventilation space &weightReduced maintenance space by 50%Reduced passageway & access by30%Reduced between deck heightto 8 ft.Changed endurance to 3500 miles
SHIP COMPARISONS
WEIGHTS (tons)
FF 1052CALC BY
DATA MODEL
1291 1185
422 456
130 106
294 277
365 351
273 244
145 158
1014 1104
3934 3881
FF 1052TO SOVIETSTANDARDS
1022
454
101
271
293
204
158
908
3411
VOLUMES (cu ft)
FF 1052CALC BYMODEL
Military Mission 107792
Personnel 109017
Ship Ops 218484
Total 435293
Superstructure 89200
Hull 346094
FF 1052TO SOVIETSTANDARDS
96022
78610
180415
355046
59270
304178
84
WTG1
WTG2
WTG3
WTG4
WTG5
WTG6
WTG7
Loads
FullLoad
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 appro-
priate weight and volume groups and the new payload list and problem
specifications. The resulting ship characteristics are given in
Table 9. The model predicts the Sovietized FF-1052 to be even
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 character-
istics 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 GunMK 22 Tartar2 Harpoon CanistersMK 74 GMFCSMK 87 GFCSSPS-52 RadarASMD Suite2 MK 32 T/TD/M RedeyeASROC Launcher2 CIWSHelo HangarVDSSQS 23 Sonar
Personnel Reduced habitability space by approx.40%
Ship Ops Reduced bridge and office spaceReduced machinery box volume by 35%below standard program value for samehorsepowerReduced ventilation space and weightReduced maintenance space by 50%Reduced passageway & access by 30%Reduced between deck height to 8 ft.Changed endurance to 3500 milesIncreased speed to 33 knotsIncreased number of shafts to 2Increased number of boilers to 4
86
SOVIETIZED FF-1052 CHARACTERISTICS
Value
LBPBeamDraftDepth station 0Depth @ station 10Depth @ station 20CpCxVCG Full LoadEndurance @ 20 ktsSustained SpeedSustained SHPKW InstalledDisplacement Full LoadDisplacement Light ShipVariable LoadsWTGP 1
WTGP 2WTGP 3WTGP 4WTGP 5WTGP 6WTGP 7Total Internal VolumeSuperstructure VolumeHull VolumeMilitary Mission VolumePersonnel VolumeShip Ops VolumeAccommodationsPayload Volume FractionPersonnel Volume FractionShip Ops Volume FractionPayload Weight FractionPersonnel Weight FractionShip Ops Weight FractionShip Density Full Load
420 feet39.6 feet14.6 feet39.9 feet27.3 feet27.8 feet.577.81215.4 feet3500 nm.33 knots44,648 SHP2600 KW3299 tons2409 tons890 tons1010 tons498 tons89 tons175 tons295 tons200 tons142 tons353,612 cu.ft.59,270 cu.ft.294,342 cu.ft.77,251 cu.ft.78,610 cu.ft.194,671 cu.ft.2450.220.220.560.130.050.4720.90 lbs/cu.ft.
87
TABLE 9
Characteristic
TABLE 10
ESTIMATED SOVIET KARA CLASS CHARACTERISTICS
Characteristic Value
Sustained Max SpeedEndurance SpeedEndurance RangeMax Sustained SHPLBPBeamDraftDepth @ Station 0Depth @ Station 10Depth @ Station 20VCG Full LoadDisplacement Full LoadDisplacement Light ShipVariable LoadsWTGP 1
WTGP 2WTGP 3WTGP 4WTGP 5WTGP 6WTGP 7Total Internal VolumeSuperstructure VolumeHull VolumeShip Density Full LoadPayload Volume FractionPersonnel Volume FractionShip Ops Volume FractionMilitary Mission VolumePersonnel VolumeShip Ops VolumeAccommodationsPayload Weight FractionPersonnel Weight FractionShip Ops Weight Fraction
34 Knots20 Knots8750 n.m.95,115 SHP538 ft.51.8 ft.20.8 ft.
54.9 ft.38.8 ft.39.3 ft.19.4 ft.8498 tons5539 tons2959 tons2758 tons741 tons319 tons259 tons585 tons444 tons433 tons867,135 cu.ft.144,461 cu.ft.722,674 cu.ft.21.95 lbs/cu.ft.0.170.240.59150,194 cu.ft.205,558 cu.ft.511,383 cu.ft.5400.090.050.48
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 elim-
inating 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 state-
of-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 PERFORMANCE SHIP STANDARDS
HIGHPERFORMANCE MODEL
CHARACTERISTIC FFG-7 FFG-7
Max. Sustained Speed, knots 33.0 30.5Sustained Speed SHP 40,000 40,000LBP, ft. 382 408Beam, ft. 40.2 42.4Draft, ft. 13.4 16.0Cp .593 .593Cx .747 .747VCG Full Load, ft. 17.8 18.4GM/B 0.08 0.08Average Depth, ft. 31.0 35.2Accommodations 185 185KW Installed 4000 4000Full Load Displacement, tons 2634 3548Light Ship Displacement, tons 1666 2460Variable Loads Weight, tons 886 965WTGP 1, tons 595 1186WTGP 2, tons 191 271WTGP 3, tons 113 167WTGP 4, tons 123 131WTGP 5, tons 295 345WTGP 6, tons 249 260WTGP 7, tons 100 100
Total Internal Volume, cu.ft. 392,500 493,040Hull Volume, cu.ft. 301,660 382,335Superstructure Volume, cu.ft. 90,840 110,705Full Load Ship Density, lbs/cu.ft. 15.04 16.12Military Mission Volume, cu.ft. 83,901 89,288Personnel Volume, cu.ft. 111,050 111,150Ship Ops Volume, cu.ft. 197,550 292,602Payload Volume Fraction 0.22 0.18Personnel Volume Fraction 0.28 0.23Ship Ops Volume Fraction 0.50 0.59Payload Weight Fraction 0.13 0.10Personnel Weight Fraction 0.05 0.04Ship Ops Weight Fraction 0.47 0.43
90
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 character-
istics 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 fin-
est 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 in-
dices". 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 deter-
mined 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 func-
tions 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 consider-
able range depending on the volume allocated to the various func-
tional 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 bud-
geting 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 stud-
ies. When using this level of input to predict existing ships, the
differences between model predictions and actual ship characteris-
tics 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 com-
Parative 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. The model
can provide a prediction 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 period-
ically 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 addi-
tion 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 forNaval 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)." Centerfor Naval Analyses, Research Contribution 159, Volumes I throughIV, 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 ShoppingList." 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 forthe Taylor Standard Series, David W. Taylor Model Basin Report806, 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 OceanEngineering, Thesis, June, 1975.
9. Graham, C. and Hamly, R. 'Simplified Math Model for the Designof Naval Frigates." Massachusetts Institute of Technology,Department of Ocean Engineering, Course 13.411 Handout, Lectures5 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 the Propulsion PlantWeight for Naval Type Surface Ships." Naval Ship EngineeringCenter Code 6144, February 1970.
13. 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 EstimatingProcedures." 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 ProfessionalSummer 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." Naval ShipEngineering Center, December, 1969.
18. Shen, Michael and Gale, Peter. "A Procedure for Predictingthe Speed of Surface Ships in Rough Head Seas." Naval ShipEngineering Center Report No. 6114-71-4, 1970.
19. Shen, Michael, Gale, Peter A., and Walker, Kenneth. "AnImproved Procedure for Predicting the Speed of Surface Shipsin Rough Head Seas." Naval Ship Engineering Center ReportNo. 6114-71-8, 1970.
20. "Ship ork Breakdown Structure." NAVSHIPS 0900-039-9010, NavalShip Systems Command, Department of the Navy, Washington, D.C.20360, 1 March 1973.
21. Smith, L. C. "Ship Space Classification Data." Ship ConceptDesign 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 Ship-building, Pascagoula, Mississippi, 12 November 1975.
23. Ward, W. K. "A Method for Estimating the BSCI Group 203 WeightDuring Concept Formulation and Feasibility Studies." NavalShip Engineering Center Code 6144, May 1968.
101
APPENDIX A
USES 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 propul-
sion power, and the payload data describing the payload character-
istics. 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 calcu-
lation for each ship to proceed. Two blank cards are required
at the end of the data deck. 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 Use
1-99
100-299
300-1099
1100-1899
1900-2199
2200-2249
To define performance, hull, power
plant, accommodations, special features,
and calculation control.
For specifying the payload items and
quantity.
To directly input the weight of any
of the BSCI weight groups. This over-
rides any program calculation.
To directly input the vertical center
of gravity of any of the BSCI weight
groups. This overrides any program
calculation.
To directly input the volume of any
of the functional groups of Appendix C.
This overrides any program calculation.
To directly input the electric load
(cruise, battle, or 24 hour average)
for any electric load group. This over-
rides any program calculation.
105
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. In all
106
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 sug-
gested 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 be
specified, in any quantity for each item. The quantity is to be
given as an even numbered specification, starting at 100. The asso-
ciated item number is to be given as the next specification in
each case.
The program has been developed to allow the user to specific-
ally 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 14, 15, 16, and 17 are checked for a non-
zero value. 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. If no value is input a
value of 9 feet is assumed. Item 2299 is used to input the
machinery box prismatic coefficient. 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. The appropriate weight and
volume groups must be entered along with weight, vcg, and area
requirements.
109
Payload Shopping List
A key element in preparing the input for a ship run is the
specification of the ship payload items. 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 B C D E F G H
1,15 408 112 9.8 12.0 1 210 100
where 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 fol-
lowing:
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 0 0 0 5 4 0 4
35 0 0 0 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. A sample input is given in the listing at the end of Appendix
E. 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 of 1 of item 101 specified
Item 101 = 2 payload item number 2 specified
Item 2161 = 9000 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 Sustained speed, knots2 Endurance speed, knots3 Endurance range, nautical miles4 Length between perpendiculars, feet5 Length-beam ratio (L/B)6 Beam-draft ratio (B/H)7 Prismatic coefficient (Cp)8 Midship section coefficient (Cx)9-10 Not used11 Propulsion plant type: 1. 600 psi steam
2. 1200 psi steam3. 1200 psi pressure fired steam4. nuclear5. gas turbine 1st generation6. gas turbine 2nd generation7. diesel8. COGAS
12 Sustained speed shaft horsepower, SHP13 Number of boilers14 Number of nuclear reactors15 Number of main propulsion engines16 Number of shafts17 Propeller type: 1. fixed pitch
2. controllable pitch18 Shaft type: 1. Hollow
2. Solid19 Shaft RPM (optional)20 Propeller diameter, feet (optional )21 Depth of machinery box, feet (optional)22 Length of machinery box, feet (optional)23 Beam of machinery box, feet (optional)24 Propulsive coefficient at endurance speed (optional)25 Propulsive coefficient at maximum sustained speed (optional)26 Frictional resistance correction factor, &CF (optional)27-30 Not used31 Ship service electric plant type: 1. steam
2. gas turbine 1st gen.3. gas turbine 2nd gen.4. low speed diesel5. medium speed diesel6. high speed diesel
32 Emergency electric plant type: 1. gas turbine 1st gen.2. gas turbine 2nd gen.3. low speed diesel4. medium speed diesel5. high speed diesel
113
TABLE 12 (continued)
Definition
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 usedType of ship heating: 1. steam
2. electricFin stabilizers desired: 1. no
2. yesNot usedShip officer personnel accommodationsShip CPO personnel accommodationsShip enlisted personnel accommodationsFlag personnel accommodationsTroop accommodationsPassenger accommodationsShip accommodations duration, daysNot usedBasic hull material: 1. steel
2. aluminumBasic superstructure material: 1. steel
2. aluminumNot usedGM/B stability value (e.g., .10)Not usedTolerance for displacement iterations, tons (e.g., 2)Maximum number of displacement iterationsTolerance for vertical center of gravity iteration, feet(e.g., .1)
Maximum number of center of gravity iterationsDeSign, construction margin (e.g., 10% margin entered asO. 10)Free surface correction, feetPrint index, number of pages: 0. input plus summary of
results1. above plus functional
listing2. all of above plus BSCI
weight groups and elec-tric loads
Miscellaneous coefficients print index: 0. don't printconstants
1. print constantsNot used
114
Number
333435363738394041
42-4445
46
47-495051
525354555657-6061
62
636465666768
6970
7172
73
74
TABLE 12 (continued)
Definition
Passageway type: 1.2.
Not used
centerlineport & starboard
TABLE 13
PAYLOAD SPECIFICATIONS
Definition
Quantity of payloadPayload item numberQuantity of payloadPayload item numberQuantity of payloadPayload item number
Quantity of payloadPayload item number
item in 101(payload shopping list)item in 103(payload shopping list)item in 105(payload shopping list)
item in 299(payload shopping list)
115
Number
75
76-99
Number
100101
102103104105
298299
TABLE 14
WEIGHT SPECIFICATIONS
Definition
of BSCI* Weight Groupof BSCI* Weight Groupof BSCI* Weight Group
100, tons101, tons102, tons
400 Input of BSCI* Weight Group 200, tons401 Input of BSCI* Weight Group 201, tons*. .
900 Input of BSCI* Weight Group 700, tonsInput of BSCI Weight Gru 70 tons
903 Input of BSCI* Weight Group 703, tons904 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 Definition
Input of VCGInput of VCGInput of VCG
for BSCI*for BSCI*for BSCI*
Weight GroupWeight GroupWeight Group
Input of VCG for BSCI* Weight Group 200,Input of VCG for BSCI* Weight Group 201,
Input of VCG for BSCI* Weight Group 700,
Input of VCG for BSCI* Weight Group 703,Input of VCG for BSCI* Weight Group 704,
Input of VCG for BSCI* Weight Group 800*, feet
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
Number
300301302* *
InputInputInput
110011011102
12001201
1700
17031704
1800
1899
100,101,
102,
feetfeetfeet
feetfeet
feet
feetfeet
TABLE 16
VOLUME SPECIFICATIONS
Number Definition
1900 Functional volume group 100*, cubic feetFunctional volume group , cubic feet
1911 Functional volume group 111, cubic feet
2000 Functional volume group 200, cubic feet
2100 Functional volume group 300, cubic feet0 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 Electric cruise load group 100, KW2201 Electric cruise load group 200, KW
ElectricElectricElectricElectricElectric
ElectricElectricElectric
cruisecruisecruisebattlebattle
battlebattlebattle
load group 900, KWload margin, KWload total, KWload group 100, KWload group 200, KW
load group 900, KWload margin, KWload total, KW
Electric 24 hour average load group 100, KWElectric 24 hour average load group 200, KW
ElectricElectricElectric
24 hour average load group 900, KW24 hour average load margin, KW24 hour average load total, KW
117
22082209221022112212
22192220222122222223
223022312232
TABLE 18
MISCELLANEOUS SPECIFICATIONS
Definition
MultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplierMultiplier
forforforforforforforforforforforforforforforforforforforforforforforfor
calculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated valuecalculated value
of volume group 211of volume group 212of volume group 213of volume group 214of volume group 215of volume group 216of volume group 217of volume group 218of volume group 219of volume group 221of volume group 222of volume group 223of volume group 224of volume group 225of volume group 231of volume group 232of volume group 233of volume group 311of volume group 313of volume group 325of volume group 341of volume group 342of volume group 343of volume group 370
Input for value to be used for deck height, feet
Not used
Input for value of machinery box prismatic coefficient
118
Number
22502251225222532254225522562257225822592260226122622263226422652266226722682269227022712272227322742275thru22982299
TABLE 19
SPECIAL PAYLOAD SPECIFICATIONS
Number Definition
2300 BSCI weight group of first special payload item2301 Functional volume group of first special payload item2302 Weight of first special payload item, tons2303 Center of gravity location (feet/factor)* first item2304 Center of gravity reference index* first item2305 Deck area inside superstructure for first item (sq.ft.)2306 Deck area inside hull for first item (sq.ft.)2307 Not used2308 Not used2309 Not used0060
*0000
2490 BSCI weight group of twentieth special payload item2491 Functional volume group of twentieth special payload item2492 Weight of twentieth special payload item, tons2493 Center of gravity location (feet/factor)* twentieth item2494 Center of gravity reference index* twentieth item2495 Deck area inside superstructure for twentieth item (sq.ft.)2496 Deck area inside hull for twentieth item (sq.ft.)2497 Not used2498 Not used2499 Not used2500 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
DD 931*
.71
.77
.63
.68
.57
.57
.92
.74
.82
.55
.61
.34
.34
.241.01.24.60.66.77.75.85.981.191.04
FFG 7*Model Standard
1.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.0
1.321.17.77
1.11.94.93.99
1.421.181.331.122.*231.723.30.961.722.821.032.691.651.331.73.62
1.10
*DD 931 and FFG 7 were selected to indicate the recommended range forcoefficients, since DD 931 was launched in 1955 and FFG 7 isscheduled for launch in 1977.
120
ElementNumber
225022512252225322542255225622572258225922602261226222632264226522662267226822692270227122722273
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126
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APPENDIX B
SAMPLE OUTPUT
127
APPENDIX B
SAMPLE OUTPUT
A sample output is provided in this appendix. The output
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 specifica-
tions. 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
Ship density at full load, lbs./cu.ft.
Ship density at light ship, lbs./cu.ft.
Payload weight fraction
Personnel weight fraction
Ship operations weight fraction
Payload volume fraction
Personnel volume fraction
Ship operations volume fraction
Ratio of weight group 2 to SHP, lbs./SHP
Ratio of machinery box volume to SHP, cu.ft./SHP
Ratio of weight group 3 to installed KW, tons/KW
Ratio of weight group 1 to total volume, lbs./cu.ft.
Ratio of weight group 5 to total volume, lbs./cu.ft.
Ratio of volume of personnel living and support to
total accommodations, cu.ft./man
Ratio of weight of personnel living and support to
total accommodations, lbs./man
Ratio total accommodations to full load displacement,
men/ton
Ratio of installed KW to full load displacement,
KW/ton
Ratio of SHP to full load displacement, SHP/ton
Ratio of full load displacement times VSUS to SHP
(transport efficiency), dimensionless
Ratio of payload weight times VSUS to full load dis-
placement, knots
129
FLD DENS
LSP DENS
WPAY/FLD
WPER/FLD
WOPS/FLD
VPAY/VOL
VPER/VOL
VOPS/VOL
WTG2/SHP
VMB/SHP
WT3/KWIN
WTG1/VOL
WTG5/VOL
VHAB/MAN
WHAB/MAN
MEN/DISP
KWIN/FLD
SHP/DISP
DP*V/SHP
WPY*V/DP
The ship constants as defined in Table 18 are presented next.
These are followed by the detailed results for the functional group-
ings 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
VS USVENDRANGELBPL/BB/iCPCX
PROP PLTSUS SHPNU BOILSNU REACTNU ENGSNU SHAFTPROPELLRSHFT TYPPROP RPMPROP DIADEPTH MBLENTH BBEAS 3BPC ENDPC AXSP
PROP PLTSSEL TYPEMEL TYP
0.0020.00
4500.00408.00
9.073. 140.590.750.300.006.00
40000.000.000.002.001.332.001.000.000.000.000.300.000.000.00
GASTURB2MzDSPDIEMEDSPDI E
DELTA F
SSEL TYPE MEL TYPNU LOWSDNU NMDSDNU HI SONU T 3NNU' ST GNKW/DI ESLKW/GAS KW/STn ;ELC ARG
HEAT TYPFIN SrA3
OFF ACC
SHFT TY?PROPELLRFIN SA3HEAT TYP
5.000.000.000.000.005.004.000.004.000.000.000.00
1000.00O.GO0.000.300.000.000.CO2.002.300.000.000.00
14.00
HOLLOWCONT PITYESELECTRIC
CPO ACCCREW ACCFLAG ACCTRP ACCPASS ACCDAYS DUR
HULL MATSIPSTMAT
G M/B MIN
DISP TOLMXDIS ITVCG TOLMXVCG ITDCWTMARGFS CORRPRNT TYPPRNTCNST
PASSAGE
HULL MATSUPSTMATPASSAGE
SPECIAL PAYLOAD INPUT
VT GRP VOL GRP VT V:3 NU VC$ REF AREA SUP AREA HULL
NO SPECIAL PAYLOAD INPUT
131
15.00156.00
0.000.000.00
'45.000.000.000.000.001 .002.000.000.080.00
10.0020. 000.10
20. 003 .050.002.001.000.002.00
SZELALUITNUIPORTSTBD
SHIP NUMBER 2
PAYLOAD SPECIFICATIONS
QNTY ITEM1.00 21.00 241.00 271,00 411.00 618.00 641.00 651.00 751.00 1001.00 1021.00 116
800.00 1191000C.00 124
1.00 13140.00 1682.00 1801.00 1651.00 2122.00 2136.00 200
QNTY ITEM1.00 2041.00 2081.00 2092.00 2144.00 2151.00 221
12.00 2261.00 2301.00 2321.00 1901.00 242
193.00 21710.00 2191.00 48
QNTY ITEM QNTY ITEM QNTY ITEM.
SUMMARY OF RESULTS
DISP FLODTSP LSPVR LOADS
T Mn R3WTGPP 1WT RP 2WTGPP 3WTGRP 5WTGRP 5WTGRP 5WTGRP 7VOL TorVOL HULLVOL SSrR:RUISEKBATTLEKW24 HR'KVNUi LOUSDNU MEDSDYU HI SDNU GT GNNU ST GNKW/DIESLKW/GAS TKW/srT
3547.9724 5 9.70965.29122.98
1185.68270.56166.51131.29345. 38260.44
99.844930140.30382334.80110705. 10
2201.2617 39. 1 11286.52
0.004.000.000.000.00
1000.000.00).00
132
LBPBEANDRAFTDO 0D 10D 20D AYGLEN R DKCPCxVCG FLDVCG/DAVGL/BB/HEXCES KGRANGESUS SHPEND SHPVS USVENDAVSEASPDNU ACCOMKW INSTKW SPSERKW EMERG
408.0042. 4215 .9633.8925. 5026.7135.15
386.620.590.75
18.390.6B9.622.660.00
4500.0040000.007341.77
30.4920.0027 .72
185.0040C0.004000.00
O.OC
FLD DENSLSP DENSVPAY/PLDVP ER/PLDWOPS/FLDVPAY/V3LV P ER/VOLVOPS/VOLWTG2/SHPVMB/SHPWT3/KWINWTG 1/VOLWTG5/VOLVHAB/MANW H A B/ ANSEN/DISPKWIN/FLDS [IP/DISPDP*V/SRPwPY*V/DP
16.1211.180. 100.00.430. 180.230.59
15.152. 40
93.255.391 .57
517.45802.77
0.051.13
11.2718.612.96
SHIP NUMBER 2SHIP CONSTANTS
ELEMENT NUMBER VALUE2250 1.322251 1.172252 0.772253 1.112254 0.942255 0.932256 0.992257 1.422258 1.182259 1.332260 1.122261 2.232262 1.722263 3.302264 0.962265 1.722266 2.822267 1.032268 2.692269 1.652270 1.332271 1.732272 0.622273 1.102274 8.502275 0.002276 0.002277 0.002278 0.002279 0.002280 0.002281 0.002282 0.002283 0.002284 0.002285 0. 002286 0.002287 0*002288 0.002289 0.002290 0.002291 0.002292 0.002293 0.002294 0.002295 0.002296 0.002297 0.002298 0 002299 0.00
133
SHIP NUMBER 2
DETAILED RESJLTS--FUNCTIONAL GROUPIN3
GROUP NAME WEIGHTTONS
Wr FRAC VOLUMECU FPT
100 HIL MISS 345.0 0.0973
110III112113114115116
120121122123124125126127128
130131132133134135
140150160170180
COMH/DETR DIOCONRADARSONAREC4EVALUATEC/D SUPP
WEAPONSGUNSMISSILESASWHINE WARSN ARMSCM NO ELWEAP SUPSPE CEAP
AVIATIONCONTROLSTOW/MNTSTORESLIQUIDSORDNANCE
AIPH OPSCARGOFLAGPASSNGERSPEC MIS
70.016. 17.99.34.5
19.612.6
163.742. 690.29.60.03.0
11.96.30.0
111.312.121.96.7
68.02.70.0G. O0.00.00. 0
0.01970.00453.39220.00260. 00 130.00550.0035
0.0462. 0 120
0.02540.00270.00000.00083.0 3 340.00180. 0 000
0.03140.00340.00620.00190.3 1920.0008
VOL FRAC
89288. 0.1811
27391.7446.1615.2015.2295.
11407.2614.
18581.6208.8534.
935.0.
765.O.
2139.0.
43316.2763.
34850.3400.2304.
0.
3. 30000.00000. 00000.00000.0000
0. 0 5560.01510.00330.00410.00470.)2310.0053
0.0 3770.0 1260.0 1730.00190.00000.90160. 00000.33430.0000
0.0 8790.0C560.0 7070.00690. 00470.300
0. 0. 30000. 0.3003O. O.00CO0. 0.0000O. 0.0000
200 PERSONIEL 140.8 0.0397 111150. 0.2254
210211212213214215216217218219
LIVINGOFF BEROPPF ESSOPFF BATHCPO BERCP3 NESSCPO EATHCHEW EERCREWFN ESSCREWBATH
38.30. 00.00. 00.00.00. C .30.00. 0
0. 0 1080.00000.30000.0000C. 0000.00000. 0000.30000.00000. 0000
68265.9217.3456.1034 .479C.1817.1297.
29722.11412.5520.
0. 13850.01970.00700.0 210.03970.33370.00260.06030.02310. 3112
134
DENSITYLBSS/C T
8.66
5.724.91
10.9613. 34
4. 393.85
10.78
19.7315.3723.6823.090.008.780.006.640.03
5.769.841.414.40
66.08).03
0.000.O30.000.000.00
2.84
1. 260.030.00
0.000.000.000.000.000.00
SHIP NUMBER 2
DETAILED RESULTS--FUNCTIONAL GROUPING CONTINUED
GROUP NANE WEIGHTTONS
220221222223224225226
SUPPORTADMIN FNFOOD P8RED DENPEa SERVREC 6 ELSEWAGE
28,01.1
10.21.38.22.15.0
VT FAC VOLUNECU PT
0.30793.30030.00290.000140.00230.00060.0014
27462.1297.7552.2824.7450.66 39.1700.
230 STOWAGE .74.5 0.3210 15423. 0.3313231 STOR3S 30.3 0.0085 5036. 0.3102232 PER STOW 14.2 3.3340 4408. 0.0089233 POTWATER 30.0 0.0084 5979. 0.0121
300 SHIP OPS 1509.4 3.4256 292602. 0.5935
310 CONTROL 36.3 3.0102 18529. 0.0376311 SHIP CNT 27.9 0.0079 6056. 0.0123312 DA[ CONT 0.0 0.0000 2541. 0.3052313 OFFICES 8.4 0.0024 9932. 0.0201
320321322323324325
MACH SYSNACH BOXUPTAKESSH, BR,PRMA NEUVERVES TILAT
330 DECK AUX331 ANCRH,6T332 UNREP
340 MAINTAIN341 MECHAIIC342 ELECTRIC343 RISC
350351352353354355356357
STO AGEFUEL OILR FEED L!IBE OILDIES OILFISC LIQSTOR SUPBOATS
557.3393.1
12.787. 032.132.4
61.239.821.4
46.15.52. 8
37.9
799.7641.6
0.014.383.70.0
43.416.7
0. 15713. 11080.00360.02450.00910.0091
0.01720.0 1120.0060
3.01300.00160.00080.0107
3,.22550. 1809O. CCOO0.00400.0236
. 30300.01223.0047
130318.96170.20190.
O.4226.9732.
15085.15000.
85.
5938.3522.1765.651.
39059.26293.
0.559.
3327.0.
8879.0.
0.26430. 19510,.04090.00000.00860.0197
0.03060.03040.0002
0. 3 1200.00710.30360.0313
0.07920.35330.00003.30110.30670.00000.0 1300.0030
135
VOL FRAC
0.05573.)3260,.0153C.030570.01510.01350.0334
DENSTTyLBS/CU PT
2.291.903,021.052.470.726.59
10.8213.497.23
11.23
11.56
14,3910. 310.0:1,90
9.589.161.410.00
17.037.45
9.085,.94
563.95
17.1413,503.50
130.26
45.865%. 660.0057. 4456.330.00
13,940.00
_ _
SHIP NUMBER 2
DETAILED RESULTS--PUNCTIONAL GROUPING CONTINUED
GROUP NAME WEIGHTTONS
360361.362363364365
TANKAGEBALLASTPSAKVOIDSXFLOODNGMISC TNK
370 PASS&ACC380 HULL BAR390 SUP ARG
0.00.00.00.00.00.0
Wr FRAC VOLUMEC PT
0.00000. 00000. 00000.33000.00003.3000
8.9 0.00250.0 3.00000.0 0.0000
23449.9000.1449.
13000.0.0.
60225.0.0.
400 HULL GRP 1207.3 0.3404
BASCHULLSEC HULLDECKHOUSARMORPREPFLLQ
532.8552.9121.6
0.00.0
0. 15020.15590.034 30.00000. 0000
SHIP SYS 344.3 0.0971
3546.8 1.3300 493041. 1.0000
136
VOL PRAC
0.04760. 1830.00290. 2640.00000.0000
0.12220.00000.0000
DENSITYLBS/CU PT
0.000.000.000.000.000.00
0.330.003 .03
410420430440450
500
TOTAL 16. 11
SHIP NUMBER 2
DETAILED RESULTS--BSCI WEIGHT LISTING
GROUP NAME WEIGHT WT FRAC WT FRACTONS FULL LD LITE SH
PLATING 265.2FRAMING 155.9INN BOTM 0.0PLATFLAT 75.5
C.00.00.0
ALL DECK 183.50.00.00.0
SUPERSTR 121.6PROP FND 41.9AUX FNDS 83.3STR BKHD 131.8TRK&ENCL 36.7STR SPON 0.0ARMOR 0.0AC T STB 0.0CAST&FOR 35.8S ACHEST 1.8BAL UNIT 0. 0SPEC DRS 0.0DRS&HTCH 17.0
0.0MASTKGPT 4.6SONAR DM 2.5TOWEPLAT 0.0WELDRIVT 28.5FREEFLIQ 0.0GRP1 TOT 1185.7
BOIL&CONPROPUNITMN CONDSSH, BR,PRCOMB AIRUPTAKESPROP CNTMN STM SFWFCONDNCIRCSCWSFOSERSY SLBOILSYSREPAIRPTOPER FLDGRP2 TOT
0.0111.5
0.087.07.8
12.76.00,00.03.68.9
11.05.0
17.0270.6
0.07470.04390. 00000.02130.00000.00000.00003.35170.00000.00003. 00000.03430.01180. 02350. 03710. 01030.00000. 00000. 00000. 01010.00050. 00000. 00000. 00480.00000.00130.00070.00003.00800.00000.3342
0. 0000.3 314
0.00000.0 2450.00223.00360. C0 170.00000. 00000.00100.00250.00310. 00140.03480. 0763
0. 10780.06340.00000.03070.00000.00000.00000.07460.00000.00000.00000.04940.0 1700.0 3390. 05360.0 1490.00000.00000.00000 .01460.00070,.00000.00000.00690,.00000.00 190.00 100.0000
. 0 1160.00000.4820
0.00000. 0 4530 .00000.03540.00320.00520.00240.00000.30000.00140,.00360.00450.30200.00690.1100
VzGFT
13.911.74.8
13.80.30.30.0
31.70 .00.00.3
46 .49.2
14.118.621.3)3.00.315.413.25.20.0
24.829.8
.084.3-2.00.0
20.55.6
20.9
15.314.09 .35.0
38.458.921. 122.514.2
8 .810.910 .916.511.213.6
137 - '
100101102103104105106107108109110111112113.114115116117118119120121122123124125127128150151
200201202203204205206207208209210211250251
SHIP NUMBER 2
DETAILED RESULTS--BSCI WEIGHT LISTING CONTINUED
GROUP NAME WEIGHT WT FRAC I FRAC VCGTONS FULL LD LITE SH PT
300 EL PWGEN 96.2 0.0271 0.0391 16.7-301 POW SBD 14.6 0.0041 0.0059 21.0302 CABLE 35.0 0.0099 0.0142 25.6303 LIGHTING 17.4 3.0049 0.0071 30.3350 REPAIRPT 3.4 0.0009 0.0014 17.0351 GEN FLDS 0.0 0.0000 3.0000 13.5
GRP3 TOT 166.5 0.0469 0.0677 20.4
400 NAV EQUP 3.7 0.0011 0.0015 51.4401 IC SYSTS 22.1 0.0062 0.0090 27.7402 GPC SYST 10.0 0.0028 0.0041 49.0403 CH NO EL 11.9 0.0034 0.0048 24.3404 ECM 4.5 0.0013 0.0018 49.5405 NFC SYS 0.4 3.0001 0.3002 64.0406 ASW FCS 11.1 0.0031, 0.0045 52.6407 TORP FCS 0.0 0.3000 0.0000 0.0408 RADAR 7.9 0.0022 0.0032 49.5409 RADIOCOM 16.1 0.0045 0.0065 28.5410 ELEC NAV 2.0 0.0006 0.0008 55.0411 SPACTRCK 0.0 0.0000 0.0000 0.0412 SONAR 9.3 0.9026 0.0038 17.5413 ELEC TDS 19.6 0.0055 0.0080 43.0415 ELECTEST 0.0 0.0000 0.0000 3.0450 REPAIRPT 4.6 0.0013 0.0019 28.9451 CC OPFLD 8.0 0.0023 0.0033 -3.0
GRP4 TOT 131.3 0.0370 0.0534 34.2
500 HEAT SYS 12.7 0.0036 0.0051 13.1501 VENT SYS 40.5 0.0114 0.0165 33.5502 AIR COND 22.0 0.0062 0.0090 20.6503 REFER PL 7.5 0.0021 3.0030 16.4504 HEAF,ETC 5.6 0.0016 0.0023 21.0505 PLUMBING 7.4 0.0021 0.0030 27.4506 FIREMAIN 29.9 0.0084 0.0121 24.8507 FIRE EXT 8.0 0.0023 0.0033 27.5508. EALSTSYS 11.4 3.0032 0.0047 10.2509 FRESHWAT 13.3 0.0038 0.0054 22.9510 SCUPPERS 2.3 3.3307 0. 00C9 32.1511 FUELTRAN 22.2 0.0063 0.0090 13.1512 TANKHEAT 0.0 0.0000 0.0000 5.9513 COMP AIR 22.7 0.C064 0.0092 16.4514 AUX STM 0.0 0.0000 3.0000 12.3515 BUOY CNT 0.0 3.0000 0.0000 0.0516 MISCPIPE 0.0 0.0000 0.0000 10.5517 DISTILLG 5.6 0.0016 0.0023 17.6518 STEERING 11.2 0.0032 0.0046 15.8519 RUDDERS 20.9 0.0059 0.0085 12.7520 ANCH,MST 28.0 3.0079 0.0114 25.1
138
SHIP NUMBER
DETAILED RESULTS--BS-E WEIGHT LISTING CONTINUED
GROUP NAME WEIGHT WI FRAC WT FRAC VCGTONS FULL LD LITE SH PT
STOR EQPELOPGEARAIR ELEVACARGEARCATSSJBDHYDROFLSSTAB FINUNREPREPAIRPTAUX FLDSGBP5 TOT
HULL FITBOATSRIG&CANVLAD&GRATNONS BDPAINTINGDK COVERHULL INSSTORERMSUTIL EQPWKSP EQPGA L EQPLIV FURNOFF FURNM&D FURNRAD SHLDREPAIRPTO&F FLDSGRP6 TOT
4.90.00.04.00.00.0
24.721.43.5
15.6345.4
11.816.7
1.026.619.335.91t4.538.032.68.29.310.221.611.91.30.01.70.0
260.4
GUN HNTS 17.50.00.0
SPWEPH&S 0.0
0.00.00.0
TORPTHSS 7.00.0
MINE H&S 0. 0SM ARMS 3.0AIR H&ST 0. 0
0.0CARGOSHS 0. 0REPAIRPT 5.6ARM FLDS 0.7GRP7 TOT 99.8
0.00140.00000.00000.00110.00000. 00000 .00700. 00 600.00100.00440.3973
0.00330.00470.00030.00750.00540. 01010.00410.0 1070.00920. 0023:,.00260.00290.00610. 00330. 00040.00000.00050. 00000.0734
0. 30490.00000. 00003. 00000.01863.0O000.0000O. 00003.00203.00000. 00000.00080. 0000. 01000.00003.00160.00020.0281
0.30200.00000.00000 .00160.00000.00000.01CO0.00870.00 140.00640. 1404
0.00480.00680.00040.0 1080.0079.0 146
0.00590.01540.0 1330.00330. 00380.00410.00880.00480 .00050.00000.00070.00000.1059
0.00710.00000.00000.00000.02680.00000.30000.00000.00280.00000.00000.00120.00000 .00000.00000.00230.00030.0406
37.70.00.0
34.00 .00.07.9
34.018.119.821.4
38.344.045.617.732.722.229.729.222.826.127.531.429.135.329.50.0
24 .10.0
28. 1
44.00 .00.03.0
31.00.00.00.0
37.00 .00.0
34.00.00.00.0
20.032.733.2-. .- - - . .- 13 9 - - - - - - -. . --- - -
521522523524525526527528550551
600601602603604605606607608609610611612613614615650651
700701702703704705706707708709710711712713720750751
2
SHIP NUMBER 2
DETAILED RESULTS--BS_£ WEIGHT LISTING CONTINUED
GROUP NAME WEIGHT W FRAC VCGTONS FULL LD FT
800801802803804805806807808809810811812813814815816817818819820821822
SHIP OCETRPS&EFFPASSSEFFSHIPAMMOAV AMMOAIRCRAFTPROV&PSTGEN STORMARINESTAERO STRORDSTRSHORDSTRAVPOTWATERR FEED LUBOILSHLUBOILAVFUEL OILDIES OILGASOLINEJP-5MISC LIQC RGOBALL AT
VRLOA D TOTLIGHT SHIPWT MARGIN
FULL LOAD DISP
2C. 70. 00.0
41.42.7
17.930.38.10.06. 70.00.030.00.0
14. 33.7
641.683.70.0
64. 30. 0
0.00.0
965.32459.7123. 0
3548. 0
3.00580.00000.00000.0 1170. 00080.00500.00850.30230. 00000.00190.00000.00000. 3840.00000.00400.00100. 180803.02360. 00000.01810.00000.00003. 0000
0.27213. 69330.0347
1.0000
25.525.525.527.936.041.017.223. 20.0
27.20.00.04. 24.7
16.210.28.3
12.50.0
11.20.00.00.0
11.322. 122.0
18.4
DETAILED RESULTS--FUNCTIONAL ELECTRIC LOADS
GROUP NAME CRUISE KW
100200300400500600700800900
PA STEERAUX MACHDECKIACHSHOPSIC&ELEXORDN SYSHOTELA/C&VENTPWR CONVELECMARG
122.3202.5. 2.06. 9
197.925.6
119.3786.8113.0508.0
BATTLE KW
126.6250.2
1.51.2
219.1102.992.8328.8214.6401.3
24 HR AJ KW
131.9169. 30.35.4
184.112.1
139. 4247.7
99.4296.9
TOTAL KW 2201.3 1739.1 1286.5
140
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. There were two reasons for choosing
the BSCI system. 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
U.S. NAVYSHIP SPACE
CLASSIFICATION NAVSHIPSITEM FUNCTIONAL SYSTEM NUMBER B.S.C.I. WEIGHT
NUMBER NAME (Reference 17) Group (1965)*
100 MILITARY MISSION Group 1(Payload)
110 COMMUNICATIONS, DETEC- 1.1TION & EVALUATION
111 Radio, Signal, Secure 1.111, 1.112 409Comms, Lookout 1.113, 1.114
112 Radar 1.115 408113 Sonar 1.116 412114 Electronic Counter- 1.117 404
measures115 Evaluation 1.118 413116 Comms, Detection, Eval- 1.12 415, 450, 451
uation Support
120 WEAPONS 1.2121 Guns 1.21 402, 700, 873122 Missiles 1.22 405, 774, 883123 ASW 1.23, 1.24 486, 784, 708,
893124 Mines 1.25 710125 Small arms, pyro- 1.26 711
technics126 Countermeasures 1.27 403127 Weapons Support 1.28 750, 751, 810128 Nuclear Weapons 1.29 615, 703
130 AVIATION 1.3131 Operations & Control 1.31 496, 613**132 Aircraft Stowage, Hand- 1.32, 1.33, 523, 524, 525,
ling & Maintenance 1.34 805133 Aviation Stores 1.35 809, 811134 Aviation Liquids 1.36 815, 819135 Aviation Ordnance 1.37 712, 804
140 AMPHIBIOUS WARFARE 1.4 801, 808
150 CARGO TRANSPORT 1.5 720, 821
*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)
FUNCTIONALNAME
FLAG
U.S. NAVYSHIP SPACE
CLASSIFICATIONSYSTEM NUMBER(Reference 17)
1.6
NAVSHIPSB.S.C.I. WEIGHTGroup (1965)*
800**
PASSENGER
SPECIAL MISSIONS
PERSONNEL
LIVING
Officer BerthingOfficer MessingOfficer BathCPO BerthingCPO MessingCPO BathCrew BerthingCrew MessingCrew Bath
SUPPORTAdministrationFood Preparation & HlingMedical & DentalPersonnel ServicesRecreation & WelfareSewage
STOWAGEPersonnel Stores (Prvisions)Personnel StowagePotable Water
SHIP OPERATIONS
1.7 802
5291.8
Group 2
2.1 612**,800**
2.1112.1122.1132.1212.1222.1232.1312.1322.133
and-
2.22.212.22
2.232.242.252.26
2.32.310-
505* *613**611
614609612**594
806
2.322.33
608**, 800**812
Group 3
CONTROLShip Control
Damage ControlOffices
MACHINERY SYSTEMS
3.13.11
3.133.14
3.2, 3.31,
400, 401,411
613**
3.33
144
ITEMNUMBER
160
170
180
200
210
211212213214215216217218219
220221222
223224225226
230231
232233
300
310311
312313
320
410,
TABLE 22 (continued)
FUNCTIONALNAME
U.S. NAVYSHIP SPACE
CLASSIFICATIONSYSTEM NUMBER(Reference 17)
NAVSHIPSB.S.C.I. WEIGHTGroup (1965)*
Machinery Box 3.21,3.23,3.25,3.12,3.33
UptakesShafting, Bearings &PropellersManeuveringVentilation
DECK AUXILIARIESAnchor Handling, Mooring& TowingUnderway Replenishment
MAINTENANCEMechanicalElectricalMiscellaneous
3.22,3.24,3.27,3.31,
3.263.28
3.3113.313
3.323.321,
3.323
3.43.413.423.43
3.322
200, 201, 202,204, 206, 207,208, 209, 210,211, 251, 300,301, 351, 502,503, 504**,512, 513, 514,517, 527, 551,603**205203
518, 519501**
520, 600
528
610**610**610**, 602,605
STOWAGEFuel OilReserve Feed WaterLube OilDiesel OilMisc. LiquidStores & Supplies
Boats
TANKAGEBallastPeak TanksVoidsCross FloodingMisc. Tanks
PASSAGEWAYS & ACCESS
3.53.5113.5123.5133.5113.5143.52
3.53
3.63.613.623.643.653.63
3.7
816813814817818, 820608**, 250,350, 550, 650,807601
822
603**
145
ITEMNUMBER
321
322323
324325
330331
332
340341342343
350351351353354355356
357
360361362363364365
370
TABLE 22 (continued)
FUNCTIONAL
NAME
U .S. NAVYSHIP SPACE
CLASSIFICATIONSYSTEM NUMBER(Reference 17)
NAVSHIPSB.S.C.I. WEIGHTGroup (1965)*
HULL MARGIN
SUPERSTRUCTURE MARGIN
HULL
Bsic Hull Structure 100, 101,
107**, 150**
Secondary Structures 116, 122, 123,125, 127, 128,150**, 510,604, 113,107**, 102,103, 112, 114,115, 118, 119,120, 121
Deckhouse Structure
Armor
Free Flooding Liquids
111
117
151
SHIP SYSTEMS 302, 303, 500,506, 507,501**, 508,511, 516, 521,522, 526, 606,607, 651, 825,509, 505**
146
ITEM
NUMBER
380
390
400 Group 4
410
420
430
440
450
500
TABLE 23
MODIFIED BSCI WEIGHT GROUPS
Sub Group Description
Hull Structure--Group 1
100 Shell Plating101 Longitudinal & Transverse Framing102 Inner Bottom Plating103 Platforms & Flats107 All Decks (BSCI 104 thru 110)111 Superstructure112 Propulsion Foundations113 Foundations for Aux. & Other Equip.114 Structural Bulkheads115 Trunks & Enclosures116 Structural Sponsons117 Armor118 Aircraft Saddle Tank Structure119 Castings & Forgings120 Sea Chests121 Ballast & Buoyancy Units122 Special Doors & Closures123 Doors & Hatches (BSCI 123 & 124)125 Masts & Kingposts127 Sonar Domes128 Towers & Platforms150 Welding, Riveting & Fastenings151 Free Flooding Liquids
Propulsion--Group 2
200 Boilers and Energy Converters(Includes Nuclear)
201 Propulsion Units202 Main Condensers & Air Ejectors203 Shafting, Bearings & Propellers204 Combustion Air Supply205 Uptakes & Smoke Pipes206 Propulsion Control Equipment207 Main Steam System208 Feed Water & Condensate System209 Circulating & Cooling Water System210 Fuel Oil Service Systems211 Lubricating Oil System250 Propulsion Repair Parts251 Propulsion Operating Fluids
Electric Plant--Group 3
300 Electric Power Generation
147
TABLE 23 (continued)
Sub Group Description
301 Power Distribution Switchboards302 Power Distribution System (Cable)303 Lighting System350 Electric Plant Repair Parts351 Electric Power Generator Fluids
Communication and Control--Group 4
400 Navigation Equipment401 Interior Communication Systems402 Gun Fire Control Systems403 Countermeasure System
(Non-Electronic)404 Electronic Countermeasure Systems
(ECM)405 Missile Fire Control Systems406 ASW Fire Control & Torpedo Fire
Control System407 Torpedo Fire Control System--
Submarines408 Radar Systems409 Radio Communication Systems410 Electronic Navigation Systems411 Space Vehicle Electronic Tracking
Systems412 Sonar Systems413 Electronic Tactical Data Systems415 Electronic Test, Checkout &
Monitoring Equipment450 Communication and Control Repair
Parts451 Communication and Control Operating
Fluids
Auxiliary Systems--Group 5
500 Heating System501 Ventilation System502 Air Conditioning System503 Refrigerating Spaces, Plant &
Equipment504 Gas, HEAF, All Liquid Cargo Piping,
Aviation Lube Oil System, SewageSystem
505 Plumbing Installations506 Firemain, Flushing, Sprinkler, S.W.
Service Systems507 Fire Extinguishing System508 Drainage, Ballast, Stabilizing Tank
System
148
TABLE 23 (continued)
Sub Group Description
509 Fresh Water System510 Scuppers and Deck Drains511 Fuel & Diesel Oil illing, Venting,
Stowage & Transfer System512 Tank Heating Systems513 Compressed Air Systems514 Auxiliary Steam, Exhaust Steam &
Steam Drains515 Buoyancy Control System, Submarines516 Miscellaneous Piping Systems517 Distilling Plant518 Steering Systems519 Rudders520 Mooring, Towing, Anchor & Aircraft,
Handling System & Deck Machinery521 Elevators, Moving Stairways, Stores
Handling Systems522 Operating Gear for Retracting &
Elevating Units523 Aircrafts Elevators524 Aircraft Arresting Gear, Barriers
& Barricades525 Catapults and Jet Blast Deflectors526 Hydrofoils527 Diving Planes & Stabilizing Fins528 Replenishment at Sea & Cargo
Handling550 Auxiliary Systems Repair Parts551 Auxiliary Systems Operating Fluids
Outfit and Furnishings--Group 6
600 Hull Fittings601 Boats, Boat Stowage & Handling602 Rigging & Canvas603 Ladders & Gratings604 Nonstructural Bulkheads & Doors605 Painting606 Deck Covering607 Hull Insulation608 Storerooms, Stowages & Lockers609 Equipment for Utility Spaces610 Equipment for Workshops, Labs &
Test Areas611 Equipment for Galley, Pantry,
Scullery & Commissary Outfit612 Furnishings for Living Spaces613 Furnishings for Offices, Control
Centers & Machinery Spaces
149
TABLE 23 (continued)
Sub Group Description
Furnishings for Medical, DentalSpaces
Radiation ShieldingOutfit & Furnishings, Repair PartsOutfit & Furnishings, OperatingFluids
Armament--Group 7
Guns, Gun Mounts, Ammo Handling &Storage (BSCI 700, 701, 702)
Special Weapons Handling & StowageRocket & Missile Launching, Hand-
ling & Stowage Devices (BSCI 704,705, 706, 707)
Torpedo Tubes, Torpedo Handling& Stowage
Mine Handling Systems & StowageSmall arms & Pyrotechnic StowageAir Launched Weapons Handling &
Stowage (BSCI 712, 713)Cargo Munitions Handling & StowageArmament Repair PartsArmament Operating Fluids
Loads--Group 8
Ships Officers, Crew & EffectsTroops & EffectsPassengers & EffectsShips AmmoAviation AmmoAircraftProvisions and Personnel StoresGeneral StoresMarines StoresAero StoresOrdnance Stores ShipOrdnance Stores AVPotable WaterReserve Feed WaterLube Oil ShipLube Oil AviationFuel OilDiesel OilGasolineJP-5Miscellaneous Liquids
150
614
615650651
700
703704
708
710711712
720750751
800801802803804805806807808809810811812813814815816817818819820
TABLE 23 (continued)
Sub Group Description
821 Cargo822 Ballast Water825 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 com-
puter 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 exist-
ing 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
DPTRY = 7.0754 'WPAYIN + 914.45
KGTRY = 0.1589 LBP 7 771
LBP input item
LBP not input item
Ship Geometry
Cwp = 0.425 CB + 0.526
Ce= 0.0733 Cp + 0.0026
Speed/Power
VMAX = 8.696(SHP/LBP)'2 66 8
EHPAPP = 1.3 EHPBH
EHPAPP = (1.4587 - 0.1867 SLRAT)EHPBH
EHPAPP = (1.310 - 0.0938 SLRAT)EHPBH
EHPAPP = 1.13 EHPBH
EHP = 1.1 EHPAPP
EHP = (1.205 - 0.150 SLRAT)EHPAPP
EHP = (1.3827 - 0.3667 SLRAT)EHPAPP
EHP = (1.1109 - 0.1364 SLRAT)EHPAPP
EHP = (0.9753 - 0.0395 SLRAT)EHPAPP
EHP = (0.8645 + 0.0227 SLRAT)EHPAPP
SLRAT < 0.85
0.85 < SLRAT < 1.6
1.6 < SLRAT 1.92
SLRAT > 1.92
SLRAT < 0.70
0.70 < SLRAT < 0.82
0.82 < SLRAT 1.18
1.18 SLRAT 1.4
1.4 < SLRAT 1.78
SLRAT > 1.78
Electric Loads
ECR(1) =
ECR(2) =
ECR(3) =
ECR(4) =
ECR(5) =
Cruise KW Loads
(0.00173FLDISP x VSUS - 64.62)A
(0.0517FLDISP + 19.27)E
2.0
6.9
0.2041WGP4 + 172.71
154
ECR(6) = 25.6
ECR(7) = 0.0169FLDISP + 59.38
ECR(8) = 0.1649FLDISP - 344.33
ECR(8) = 0.1320FLDISP + 438.96
ECR(9) = 110.0
A = 1.0; E = 1.0 Any propi
Steam heat
Electric heat
ulsion plant except nuclear
A = 4.0; E = 2.0 Nuclear propulsion plant
Battle KW Loads
EBT(1) = (0O.00209FLDISP x VSUS - 99.19)A
EBT(2) = (0.0746FLDISP - 14.21)E
EBT(3) = 1.5
EBT(4) = 1.2
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 plant exc
A = 4.0; E = 2.0 Nuclear propulsion plant
EAV(1)
EAV(2)
EAV(3)
EAV(4)
EAV(5)
EAV(6)
EAV(7)
ept nuclear
24 Hour KW Average Loads
= (0.00115FLDISP x VSUS + 7.63)A
= (0.0705FLDISP - 80.54)E
= 0.3
- 5.4
= 0.3322WGP4 + 143.17
= 12.1
= 0.00462FLDISP + 123.03
155
EAV(8) = 0.1021FLDISP - 114.19
EAV(8) = 0.1252FLDISP + 343.10
EAV(9) = 99.4
A = 1.0; E = 1.0 Any pro
A = 4.0; E = 2.0 Nuclear
Electric heat
pulsion plant except nuclear
propulsion plant
Machinery Box Minimum Depth
DEPMB = CVK + HCOR + HABCVK
CVK = 0.2B - 6.0
HCOR = -10,OCx + 9.0
HABCVK = 0.00025SHP/NSHFT + 20.5
HABCVK = 0.000125SHP/NSHFT + 20.0
HABCVK = 19.0
HABCVK = 21.5
PPTYP = 1,2,3,4NB/NSHFT = 1
PPTYP = 1,2,3,4NB/NSHFT > 1
PPTYP = 5,6,7,8NSHFT = 1
PPTYP = 5,6,7,8NSHFT > 1
Weight (BSCI Groups Modified)
Hull Structure--Group 1
W(100) = (0.0677 FLDISP + 25.26)C
W(101) = (0.0532 FLDISP - 55.38)C
W(102) = 0.0 FLDISP C 4600
W(102) = (0.0120 FLDISP + 9.27)C FLDISP > 4600
W(103) = (0.00581 FLDISP1'1 59 )C
W(107) = (0.0694 FLDISP - 62.51)C
W(111) = 0.00778 VOLSST0 O 82 0 Aluminum superstructure
W(111) = 0.00199 VOLSST - 16.44 Steel superstructure
W(112) = (0.00101SHP/(NB x NSHFT) - 3.51)NB x NSHFT x C PPTYP = 2
156
Steam heat
= (0.5428 SHP©' 3 3 4 8
= (.00204SHP)C
= (0.000818SHP/(NR
= (0.000239SHP/(NE
)C PPTYP = 1
PPTYP = 7
x NSHFT) + 40.65)NR x NSHFT x C PPTYP = 4
x NSHFT) + 16.18)NE x NSHFT x C
PPTYP = 5,6,8
(0.000714SHP)C
(0.000189 VOLHUL - 11.68)C
(0.000285 VOLHUL + 22.83)C
(0.000658 VOLHUL - 115.89)(
0.0000527 VOLTOT - 4.47
Input Item
Input Item
Input Item
(0.0000708 VOLTOT + 0.94)C
3.03 x 10 -8VOLMB1' 5 6
8.42 x 10-8VOLMB 53
Input Item
0.0
0.00342FLDISP - 18.51
0o000o383VOLTOT - 1.89
O.000278FLDISP + 3.62
Input Item
Input Item
(0. 00527VOLTOTO 8 3 14) C
Input Item
55
PPTY = 5
NON Nuclear Propulsion
Nuclear propulsion
PPTYP = 5,6,7,8
PPTYP = 1,2,3,4
FLDISP < 7600
FLDISP > 7600
Steel Hull
Aluminum Hull
157
W( 112)
W(112)
W(112)
W(112)
W(112) =
W(113) =
W(114) =
W(114) =
W(115) =
W(116) =
W(117) =
W(118) =
W(119) =
W(120) =
W(120) =
W(121) =
W(122) =
W(122) =
W(123) =
W(125) =
W(127) =
W(128) =
W(150) =
W(151) =
C = 1.(
C =O.J
C
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 '4 5 6 PPTYP = 4
W(201) = 0.00143SHP + 17.92 PPTYP = 2,3
W(201) = 0.00175SHP + 13.25 PPTYP = 1
W(201) = 0.000761SHP 1 119 PPTYP = 4
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 79 3 5 PPTYP = 4
W(202) = 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
Solid Shaft
WSHAFT = F x LBP x NSHFT(O.0134(SHP/(NSHFT x RPM))2/3) 0 9 4 9 7
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
DPROP = 2.603H 0'6 2 9
DPROP = 4.281HOI42 83
F = 0.36
F = 0.20
WPROP = (0.00146DPROP3' 2 79 )NSHFT
WPROP = (O.00314DPROP3 128 )NSHFT
WBRGS = 0.15(WSHAFT + WPROP)
W(204) = 0.0
W(204) = 0.000119SHP + 12.22
W(204) = 0.000119SHP + 10.14
W(204) = O.000105SHP + 6.50
W(204) = 0.000196SHP
KWINSTW(204) = 0.000503(SHP + 8 x .746 )
W(204) = 0.000267SHP
W(205) = 0.0
W(205) = 0.000317SHP
W(205) = 0.00140(SHP + KWIN8 x ST74
W(205) = 0.00209SHP
W(205) = 0.000181SHP + 3.18
W(205) = 0000136SHP + 14.14
W(205) = 0.0001136SHP + 6.54
W(206) = O.OO50OOSHP
W(206) = 4.0 NSHFT
W(206) = 0.OO00144SHP
W(206) = 0.0000525SHP + 3.90
W(207) = 0.0
W(207) = 0.0000833SHP
One Shaft
Two Shafts
PPTYP = 1,2,3,4
PPTYP = 5,6,7,8
Fixed Pitch Prop.
Controllable Pitch Prop.
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
PPTYP =
4,7
2
3
1
5,6 SSETYP = 4,5,6
5,6 SSETYP = 2,3
8
4
5,6,8 SSETYP = 4,5,6
5,6,8 SSETYP = 2,3
7
1
2
3
8
1,2,3,4
7
5,6
5,6,7
8
159
= 0.000544SHP - 1.70 PPT'
= 0.000586SHP - 5.68 PPT'
= 33.52SHPO 03 92 PPTI
= 0.0 PPTI
= 0.0001833SHP PPT'
= 2.592SHP03105 PPT'
= 0.000610SHP + 10.42 PPT'
= O.O00564SHP + 7.48 PPT'
= 0,0 PPT'
= 0.OOO89OKWINST PPT'
= 0.00111(SHP + KWINST 746 PPT'.8 x .746
1.32 x 10 8(SHP + KWINST )1.8642.83 x 1 746
=
(P =
YP =
YP =
YP =
YP =
YP =
YP =
YP =
YP =
YP =
2,3
4
5,6,7
8
4
2,3
1
5,6
5,6
7
SSETYP = 2,3
SSETYP = 4,5,6
PPTYP = 4
0.000192(SHP + KWINST x. 7 + 4.02
= O.000300SHP PPTYP
= 0.0 PPTYP =
= 0.00882W(816) + 3.25 PPTYP =
= 0.00882W(817) + 3.25 PPTYP =
= 0.000267SHP PPTYP =
- 0.000156SHP + 4.82 PPTYP =
= 0.0443SHP 0560 PPTYP =
= 3.10 x 10-7SHP' 6 41 PPTYP =
= O.00193SHP PPTYP =
= 45.0 PPTYP =
= 5.0 PPTYP =
NSHFT =
PPTYP =W(250) = 10.0
PPTYP = 1,2,3
8
4
1,2,3,5,6,8
7
8
1,2,3
4
5,6
7
4
1,2,3,5,6,7,81
1,2,3,5,6,7,8160
W(207)
W(207)
W(207)
W(208)
W(208)
W(208)
W(208)
W(208)
W(209)
W(209)
W(209)
w(209)
W(209)
W(209)
W(210)
W(210)
W(210)
W(211)
W(211)
W(211)
W(21 1)
W(211)
W(250)
W(250)
NSHFT = 2
= 0.000668SHP + 12.14 PPTYP = 1,2,3
= 0,0972(W(200) + W(201) + W(202) + W(207) + W(208)
+ W(209) + W(211)) - 69.57 PPTYP = 4
= 1.152(W(209) + W(210) + W(211)) - 10.10 PPT
= 0.618(W(209) + W(210) + W(211)) PPT
!YP = 5,6
YP = 7
= 0.000633SHP PPTYP = 8
Electric Plant--Group 3
= NLSD(0.0424KWPRD + 0.44) + NMSD(0.0240KWPRD + 0.05)
+ NHSD(0.0137KWPRD + 0.32) + NGTG(.OO00424KWPRGT + 16.4)
+ NSTG(O.0167KWPRSG - 1.63)
= 0.00300KWINST + 2.61
= 2.15 x 10 8VOLTOT1 '6 23 VOLTOT < 400,000
= 0.000170VOLTOT - 48.83 VOLTOT Ž 400,000
= O.0000367VOLTOT - 0.73
= 0.000348KWINST + 1.96
= Input Item
Communication and Control--Group 4
= 0.00035OV(311) + 1.62
= 0.0000508VOLTOT - 2.90
= Input Item
= 0.00333FLDISP + 0.12
= Input Item
= Input Item
= W(486) + W(496)
= Input Item
= Input Item
161
W(251)
W(251 )
W(251)
W(251 )
W(251)
W(300)
W(301 )
W( 302)
W(302)
W(303)
W(350)
W(351)
W(400)
W(401 )
W(402)
W(403)
W(404)
w(405)
W(406)
'N(486)
W(496)
= 0.0
= Input Item
= Input Item
- 2.0
= Input Item
= Input Item
= Input Item
= Input Item
= 0.0317(W(400)+ W(401) + **W(413) + W(415)) + 0.82
= Input Item
Auxiliary Systems--Group 5
= 7.72 x 10-8VOLTOT1 ' 4 4 3 Electric
= 0.0000110VOLTOT + 0.76 Steam hea
= O.0000728VOLTOT + 4.57
= 0.0000346VOLTOT + 4.96
= 0.0205NACC + 3.66
= 0.000728FLDISP - 1.98 +W(594)
= Input Item
= 0.00107(V(213) + V(216) + V(219)) - 0.96
= 0,0000471VOLTOT + 6.63
= 0.000619VOLTOT 0O 7 2 2 4
= 0.0000243VOLHtUL + 2.15
= 0.00170V(233) + 3.18
= 0.00756LBP - 0.75
= 0.0 PPTYP = 4
= 0.0276W(816) + 4.50 PPTYP = 1
= 0.0276W(817) + 4.50 PPTYP = 7
heat
t
,2,3,5,6,8
162
W(407)
W(408)
w(409)
I(41 0)
W(411 )
W(412)
W(413)
W(415)
W(450)
W(451)
W( 500)
W ( 500 )
( 501 )
W(502)
W(503)
W( 504)
W( 594)
W(505)
W(506)
W(507)
W(508)
w(509)
W(510)
w(51 )
W(511)
W(511)
= 0.00323W(816) + 1.01
= 0.0
= 0.0000959V(321) - 4.50
= 0.00132SHP
= 0.000426SHP
= 0.000274SHP + 11.78
= 0.000667SHP 1 406
= 0.00000120VOLTOT
= 0.0
= 0.0
= 0.0
= 20.0
= 0.0000944V(321) - 0.86
= 0.0783NACC 0 8 84 7
= 0.0172NACC + 2.37
= 0.0OO0681FLDISP x VSUS + 3.89
= 0.000194FLDISP x VSUS - 0.08
= 0.00860FLDISP - 2.49
= 9.14 x 10 6VOLTOT + 0.38
= Input Item
= Input Item
= Input Item
= Input Item
= Input Item
= 0.00731FLDISP - 1.20
= 0.0
PPTYP = 1,2
PPTYP = 3,4,5,6,7,8
PPTYP = 1,2,4
PPTYP = 7
PPTYP = 3
PPTYP = 5,6,8
PPTYP = 1,2,3,4
PPTYP = 5,6,7,8 Steam heat
PPTYP = 5,6,7,8 Electric heat
PPTYP = 1,2,3,5,6,7,8
PPTYP = 4
PPTYP = 1,2,3
PPTYP = 4
PPTYP = 5,6,7,8
Fin stabilizers
No fin stabilizers
= Input Item
163
W(512)
W(512)
W(513)
W(513)
W(513)
W(513)
w(514)
W(514)
W(514)
W(515)
W(516)
W(516)
W(517)
W(517)
W(517)
W(518)
W(519)
W(520)
W(521 )
W(522)
W(523)
W(524)
W(525)
W(526)
W(527)
w(527)
W(528)
= 3.5
= 0.0000417VOLTOT - 4.93
Outfit and Furnishings--Group 6
= 0.00230FLDISP + 3.61
= 0.0971NACC - 1.27
= 1.0
= 27.35FLDISPO '08 26 PPTYP = 4
= 0.OOOO403VOLTOT + 6.70 PPTYP = 1,2,
= 0.0000321VOLTOT + 3.50
= 0.0000641VOLTOT + 4.26
= 0.0000408VOLTOT - 5.61
= (0 .0OO717VOLHUL + 10.56) x
= 0.0000712VOLTOT - 2.50
= 0.00113V(224) - 0.19
= 0.00211(V(341) + V(342) + V(343)) - 3.25
= 0,O152NACC + 7.37
= 0.000271V(210) + 3.09
= 0.000921(V(221) + V(313)) + 1.51
= 0.000505(V(221) + V(313) + V(160)) + 3.54
= 0.000265V(223) + 0.58
= 0.404W(703)
= 0.00290(W(600) + *.* W(615) + W(651)) + 0.9!
= Input Item
.0
.55
3,5,6,7,8
Non flag ship
Flag ship
3
Steel hull
Aluminum hull
Armament--Group 7
W(700) = Input Item
164
w(550o)
W(551 )
W(600)
W(601)
W(602)
W(603)
W(603)
W( 604)
W(605)
W(606)
W(607)
W(608)
W(609)
W(610)
W(611)
W(612)
W(613)
W(613)
W(614)
W(615)
W(650)
W(651)
C= 1
C=
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 Item
W(806) = 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
W(813) = 0.2022SHPO0 5 30
W(813) = 0.000583SHP 1'0 5 7
W(813) = 0.00362SHP0' 94 6 6
W(814) = 0.0000388SHP + 3.08
W(814) = 0.00286SHP 0'7 64 9
W(814) = 5.51 x 10-6SHPl 387
W(814) = 0.00398SHP
W(814) = 4.366SHP 0 1 1 2 2
W(815) = Input Item
W(816) = 0.0
W(816) (ENDUR x FRSTM VEND x 2240 (1 18)
FRSTM = 0.5882AVEDPW + 1303.92
AVEDP` = 1.10SHPE
W(816) = WFPROP + WFELEC + WFAUXB
WFPROP = 0.0
WFPROP = (ENDU x FRCGAS)( 1 18)VEND x 2240
FRCGAS = 2589. + 0.288SHP
WFPROP = (ENDUR x AVEDPW x SFCAED)( 1 1 8)VEND x 2240
AVEDPW = 1.10SHPE
EDPWPE AVEDPWNEEND
NEEND = 1,0
NEEND = 2.0
PPTYP
PPTYP
PPTYP
PPTYP
PPTYP
PPTYP
PPTYP
PPTYP
PPTYP
PPTYP
PPTYP
= 5,6,7
= 1,8
= 2,3
=4= 1
= 2,3
=4
= 7
= 5,6,8
=4= 1,2,3
PPTYP = 5,6,7,8
PPTYP = 7
PPTYP = 8
PPTYP = 5,6
AVEDPW < SHP--.. 1T %
SHP < AVEDPW < 2SHPNE NE
166
Single ShaftSingle Shaft
NEEND = 2.0
NEEND = 4.0
AVEDPW < 2SHPNE Twin shafts
2SHP c AVEDPW 4HPTwin shaftsNE NE
SFCAED = SFCFP(1.2298(1 - EDPWPE )
SHPSFCFP = -0.0000101- + 0.717NE
SHPSFCFP = -0.0000101- + 0.627NE
WFELEC = 0.0
WFELEC = (ENDUR x AVEDPW x SFCAED)1 0 5VEND x 2240
AVEDP KW24AVAVEDP = .8 x .746
AVEDPWAEDPWG AVGNGAVG
AEDPWGSFCAED = SFCFP(1.2298(1 KWPRGT/(.8
KWPRGTSFCFP = -0.0000101 8 x 746 + 0.717
KW.PRGTSFCFP = -0.0000101 .8 x .746 + 0.627.8 x .746
+ 1.00)
PPTYP = 5
PPTYP = 6
SSETYP = 4,5,6
SSETYP = 2,3
1 . 6384x .746) ) + 1.00)
SSETYP = 2
SSETYP = 3
ENDUR x FRAUXBVEND x 2240
1.044 x NACC
W(817) = 0. 1432KWEYMER - 5.60 PPTYP = 1,2,3,4
W(817) = WFPROP + WFELEC
WFPROP = 0.0
WFPROP = ENDUR x AVEDPW x SFCAED 1.18VEND x 2240
AVEDPW = 1 . 1 OSHPE
EDPWPE AVEDPWNEEND
NEEND = 1.0
NEEND = 2.0
NEEND = 2.0
NEEND = 4.0
PPTYP = 7
AVEDPW SHPNE
SHP < AVEDPW < 2HPNE NE
AVEDPW - 2SHPNE
Single Shaft
Single Shaft
Twin Shafts
2SHP < AVEDPW · 4SHP Twin ShaftsNE NE
167
WFAUXB =
FRAUXB =
PPTYP = 1,2,3,4,5,6,8
RATFP = EDPWPESHP/NE
SFCAED = 0.274e(- 5' 16 6 x RATFP) + 0.359
- 0.0
ENDUR x FRDIEG x NGAVGVEND x 2240
KW24AV0 8273- 1.8845 NGAVG
= Input Item
= Input Item
= Input Item
= Input Item
= Input Item
= Input Item
SSETYP = 1,2,3
SSETYP = 4,5,6
Vertical Center of Gravity
Hull Structure--Group 1
= 0.3661D10 + 1.45
= 0.1999D10 + 4.94
= 0,1139D10 + 0.91
= 1.029H - 2.59
= 0.8289D10 + 3.54
= 1.2334D10 + 4.44
= 0.2324H + 10.00
= 0.5784H
= 0.9257H - 8.68
= 0.2607H + 9.94
= 0.6216D10 - 2.54
= 0.4623D10 + 5.27
PPTYP = 4
PPTYP = 5,6,8
PPTYP = 1,2,3,7
= Input Item
168
WFELEC
WFELEC
FRDIEG
w(818)
W(819)
W(820)
W(821 )
W(822)
W(825)
VCG( 100)
VCG(101)
VCG(102)
VCG( 103)
VCG(107)
VCG(111)
VCG( 112)
VCG(112)
VCG( 112)
VCG(113)
VCG( 114)
VCG(1 15)
VCG(1 16)
VCG(117) =
VCG(118) =
VCG(119) =
VCG(120) =
VCG(121) =
VCG(122) =
VCG(1 23) =
VCG(125) =
VCG(127) =
VCG(128) =
VCG(150) =
VCG( 151 ) =
VCG(200) =
VCG(200) =
VCG(201) =
VCG(202) =
VCG(203) =
VCG(204) =
VCG(204) =
VCG(204) =
VCG(205) =
VCG(206) =
VCG(207) =
VCG(208) =
VCG(209) =
VCG(210) =
Input Item
0.4529D10
0.3055D10 + 2.80
0.2436H + 1.29
Input Item
0.7288D1 0
0.8815D10 - 0.14
0.5461D10 + 65.75
Input Item
Input Item
0.5829D10 + 0.68
0.348H
Propulsion--Group 2
0.000271N SHP + 4.47 PPTYP = 1,2,3,5,6,7,8
SHP0.000322NSHP + 7.58 PPTYP = 4NSHFT PPTYP = 4
0.809H + 1.09
0.5611H + 0.36
0.6603H - 5.54
000018 0SHP- + 17.45 PPTYP = 1,2,4,7
0.506D10 PPTYP = 3
1 .13D10 PPTYP = 5,6,8
1.467D10 + 9.00
0.4381D10 + 6.23
0.5178D10 + 4.94
0.2643D10 + 5.24
0.2234D10 + 1.21
0.4219H + 4.12
169
- 0.3492D10
= 0. 1479D1 0
= 0.9992H -
- 1,04
+ 11,48
4.74
Electric Plant--Group 3
= 0.5829H + 7.40
= 0.4431D10 + 5.89
= 0.4432D10 + 10.49
= 0.8399D10 + 1.71
= 0.5471D10 - 1.63
= 0.3542D10 + 1.48
Communication and Control--Group 4
= 1.1534D10 + 12.19
- 0.7251D10 + 3.07
= Input Item
= 0.5068D10 + 7.04
- Input Item
= Input Item
- Input Item
= Input Item
= Input Item
= Input Item
= 55.0
= Input Item
= Input Item
= Input Item
= Input Item
= 0.2659D10 + 19.89
170
VCG(211 )
VCG(250)
VCG(251 )
VCG(300oo)
VCG(301 )
VCG(302)
VCG(303)
VCG(350)
VCG(351 )
VCG(400)
VCG(401 )
VCG(402)
VCG(403)
VCG(404)
VCG(405)
VCG(406)
VCG(407)
VCG(408)
VCG(409)
VCG(41 0)
VCG(411 )
VCG(412)
VCG(413)
VCG(415)
VCG(450)
VCG(451) = Input Item
Auxiliary Systems--Group 5
= 0.7209D10 + 3.08 Steam heat
= 03867D10 Electric heat
- 0.7663D10 + 7.14
= 0.2779D10 + 11.11
= 2.4468H - 22.62
= 0.8323D10 - 7.28
= 0.6806D10 + 4.26
= 0.8267D10 - 3.33
= 0.7804D10 + 0.95
- 0.1610D10 + 4.71
= 0.4265D10 + 8.39
= 0.2834D10 + 22.42
1 .2224H - 6.44
= 0.3278 + 0.6557
= 16.4
= 0.8126H + 5.53
= o. 7735H
= Input Item
= 0.308D10
= 0.9938H + 1.73
= 1.8139H - 13.10
= 0.6428H + 2.40
= 0.6252D10 + 3.82
= 0.8655D10 + 8.24
= Input Item
PPTYP = 1,2,3,4,7,8
PPTYP = 5,6
171
VCG(500oo)
VCG( 500)
VCG( 501 )
VCG(502)
VCG( 503)
VCG(504)
VCG(505)
VCG(506)
VCG(507)
VCG(508)
VCG(509)
VCG(510)
VCG(511 )
VCG(512)
VCG(51 3)
VC( 514)
VCG(514)
VCG(515)
VCG( 51 6)
VCG(517)
VCG(518)
VCG(519)
VCG( 520)
VCG(521 )
VCG( 522)
= Input Item
= Input Item
= Input Item
- Input Item
= 0.4878H
- Input Item
= 0.2804D10 + 8.53
= 0.5007D10 + 2.77
Outfit and Furnishings--Group 6
= 0.7772D10 + 11.85
= 1.0081D10 + 10.63
= 1.0183D10 + 10.99
= 0.3082D10 + 7.18
= 0.8684D10 + 3.15
= 0.4282D10 + 7.64
= 0.9046D10 - 1.03
= 0.5420D10 + 10.80
= 0.4503D10 + 7.47
= 0.5927D10 + 5.92
= 0.9440D10 - 4.55
= 0.8384D10 + 2,86
= 0.8037D10 + 1.75
= 1.0519D10 - 0.42
= 0,4172D10 + 15.28
= VCG(703)
= 1.1088D10 -
= Input Item
13.58
172
VCG(523)
VCG(524)
VCG(525)
VCG( 526)
VCG(527)
VCG(528)
VCG(550)
VCG(551 )
VCG( 600 )
VCG( 601 )
VCG(602)
VCG(603)
VCG( 604)
VCG(605)
VCG(606)
VCG(607)
VCG(608)
VCG( 609 )
VCG(610)
VCG(61 1)
VCG(612)
VCG(613)
VCG(614)
VCG( 61 5)
VCG(650)
VCG(651 )
Armament--Group 7
VCG(700)
VCG(703)
VCG(704)
VCG(708)
VCG(710)
VCG(711 )
VCG(712)
VCG(750)
VCG(751)
VCG(800)
VCG(801)
VCG(802)
VCG( 803)
VCG( 804)
VCG(805)
VCG(806)
VCG(807)
VCG(808)
VCG(809)
VCG(810)
VCG(81 1)
VCG(812)
VCG(8 13)
VCG(814)
VCG(815)
= Input Item
- Input Item
= Input Item
= Input Item
- Input Item
- Input Item
= Input Item
= 0.546D10 + 1.44
= 32.7
= 0.7076D10 + 1.41
- VCG(800)
- VCG(800)
- Input Item
= Input Item
= Input Item
- 0.5932D10 - 2.99
= 0.2840D10 + 13.54
= Input Item
= Input Item
= Input Item
= Input Item
= 4.2
= 4.7
- 1.1519H - 2.20
= Input Item
Loads
173
= 0.2515H + 4.27
= 12.5
= VCG(816)
= Input Item
= Input Item
= Input Item
= Input Item
= Input Item
= Input Item
PPTYP = 1,2,3,4,5,6,8
PPTYP = 7
Military Mission
= Input Item
= Input Item
= Input Item
= Input Item
= Input Item
= 0.332FLDISP + 1437. + Input Item
= Input Item
= Input Item
= Input Item
= Input Item
= Input Item
= Input Item
= 0.3577(V(121) + .-. + V(126) + V(128)) 0 8 9 5 8
= Input Item
= Input Item
= Input Item
174
VCG(
VCG(
VCG(
VCG (
VCG(
VCG(
VCG (
VCG(
VCG(
816)
817)
817)
818)
819)
820)
821 )
822)
825)
Volumes
V(111)
V(112)
V(113)
V(114)
V(115)
v(116)
V(121)
V( 122)
V(123)
V(124)
V(125)
V(126)
V(127)
V(128)
V(131 )
V(132)
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.89 06
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) = 3.33NACC1 88 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 5S(2264)
V(232) = (17.22NACC - 623.12)S(2265)
V(233) = (7.172NACC + 793.50)S(2266)
175
Ship Operations
= (0.00749LBP2258)S(2267)
= 0.417FLDISP + 1062.74
= (0.8889FLDISP + 541.68)S(2268)
= 30,851 + 1.472SHP + 7.735(KWINST)
= 893.21SHP 0 4 9 5 5 PPTYP =
.65( . 7 1.225KWINST0.2685(SHP + .8 x .46)
PPTYP = 1,2,3
7
PPTYP = 4
= 0.8346(SHP + .8 x .746
= 0.4547SHpO 0 c1 3 4
1.084I
I
= 2000.0 ]
= 8. 32SHPO . 6 6 6 7
= 0.00951(SHP + 8 KWINST746
= 0.0
= 15.90LBP - 3688.67
= 0.000021 0LBP 3 0 34
= 0.0183(FLDISP x VSUS) + 2248.70
= (2.092FLDISP - 1516.62)S(2269)
= 0.64 13LBP1 4 32
= Input Item
= (0.8036FLDISP - 200.37)S(2270)
= (0.1943FLDISP + 331.42)S(2271)
= (0.0291FLDIS 1 284 )(2272)
= 105.85W(816)0.8532
= 0.0
= 0.5324W(813) 1 9 2 8 7
= 39.0W(814)
PPTYP = 5,6,8
PPTYP = 1,2,3
PPTYP = 4
PPTYP = 7
PPTYP = 5,6,8
PPTYP = 5,6,7,8
PPTYP = 1,2,3,4
Any plant--2 shafts
1 shaft
1 shaft
PPTYP = 1,2,3,5,6,7,8
PPTYP = 4
176
V(311 )
V(312)
V(313)
V(321 )
V(321 )
V(321 ) =
V(321)
V(322)
V(322)
V(322)
V(322)
V(323)
V(323)
V(323)
V(324)
V(325)
V(331)
V(332)
V(341 )
V(342)
V(343)
V(351)
V(351)
V(352)
V(353)
= 27.93W(817) 1.07 9 8
= 40.0W(820)
= 0.5353(NACC x DUR) + 4422.87
= Input Item
= 40.0W(822)
= 0.450FLDISP - 145.90
= 0.0000238FLDISP 2.314
= Input Item
= Input Item
= (0.130(VOLTOT - V(370))0 9 2 3 3 )S(2773)
= (90.90(VOLTOT - V(370))0 493 2 )S(2273)
Centerline passage
Port & starboardpassage
= Input Item
= Input Item
177
V(354)
V(355)
V(356)
V(357)
V(361)
V(362)
V(363)
V(364)
V(365)
V(370)
V(370)
V(380)
v(390)
APPENDIX E
PROGRAM LISTING
178
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268
APPENDIX F
NOMENCLATURE LIST
269
APPENDIX F
NOMENCLATURE LIST
Average endurance power per electric generator, horsepower
Available hull volume, cu. ft.
Cross sectional area amidships, sq. ft.
Projected lateral area above water, sq. ft.
Available tankage volume, cu. ft.
Available arrangement volume in hull, cu. ft.
Average endurance power, horsepower
Average sea speed in North Atlantic Ocean, knots
Beam at midship waterline, ft.
Maximum beam of machinery box, ft.
Beam to draft ratio
Metacentric radius, ft.
Beam to draft ratio
Transverse moment of inertia coefficient
Block coefficient
Vertical center of
Vertical center of
Vertical center of
Vertical center of
Vertical center of
Vertical center of
Vertical center of
Vertical center of
Vertical center of
gravity
gravity
gravity
gravity
gravity
gravity
gravity
gravity
gravity
Vertical center of gravity
of weight group 1, ft.
of weight group 2, ft.
of weight group 3, ft.
of weight group 4, ft.
of weight group 5, ft.
of weight group 6, ft.
of weight group 7, ft.
of ship at full load, ft.
of ship loads, ft.
of light ship, ft.
270
AEDPWG
AHVOL
AM
AREA
ATVOM
AVAV
AVEDPW
AVSP
B
BEAMMB
BHRAT
BM
B/H
CALPH
CB
CG1
CG2
CG3
CG4
CG5
CG6
CG7
CGFLD
CGLDS
CGLSP
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 as CALPH
DO Depth at forward perpendicular, ft.
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
271
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 as 0.30)
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
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
NCOMP(
NCPO
NCREW
NE
NEEND
NELC(
NEMG
NFLAG
NGAVG
NGFCLD
)
)
Number of
Array for
Number of
Number of
Number of
Number of
Array for
Number of
Number of
Number of
Number of
load
NGTG Number of
NHSD Number of
NLSD Number of
NMSD Number of
NOFF Number of
NPASS Number of
NR Number of
NS( ) Array for
NSHFT Number of
NSHIP Number of
NSR( ) Array for
NSSG Number of
NSTG Number of
NTRP Number of
NTYP( ) Array for
boilers installed
storing functional component names
CPO's in ships company
enlisted crew in ships company
engines installed
gas turbine engines required at endurance speed
storing electric group names
emergency electricalgenerators
flag personnel on ship
electric generators for 24 hour electric load
ship service generators for maximum functional
gas turbine generators installed
high speed diesel generators installed
low speed diesel generators installed
medium speed diesel generators installed
officers in ships company
passengers on ship
nuclear reactors installed
storing specification names
shafts installed
ship being calculated
storing summary of results names
ship service generators
steam turbine generators installed
troops on ship
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
V/Y10 " 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
Weight of free flooding liquids, tons
Weight of functional group 4 (hull structures), tons
Weight of functional group 5 (ship systems), tons
Weight of fuel for propulsion use only, tons
Weight group 4 minus groups 450 and 451, tons
Weight group 7 minus groups 750 and 751, tons
Total weight of payload items input, tons
Weight of propellers, tons
Weight of shafting, tons
Weight of secondary structures, tons
Weight of BSCI weight group 1, tons
Weight of BSCI weight group 2, tons
Weight of BSCI weight group 3, tons
Weight of BSCI weight group 4, tons
Weight of BSCI weight group 5, tons
Weight of BSCI weight group 6, tons
Weight of BSCI weight group 7, tons
Weight of margin for design/construction, tons
WTSHIP Full load displacement of ship, tons
278
WFFL
WFG4
WFG5
WFPROP
WGP4
WGP7
WPAYIN
WPROP
WSHAFT
WSS
WTGP1
WTGP2
WTGP3
WTGP4
WTGP5
WTGP6
WT GP7
WTMARG