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 Ships

by: Michael Robert Reed
Submitted to the Department of Ocean Engineering on May 7, 1976,
in partial fulfillment of the requirements for the degree of
Ocean Engineer and the degree of Master of Science in Naval
Architecture and Marine Engineering

This thesis presents a method for estimating the weight, volume,

center of gravity, electric load, and other overall ship character-
istics of conceptual as well as existing Naval surface displacement
ships. The method is computerized and thus permits rapid calculations
of technical characteristics for a much larger number of ship studies
than would be permitted by hand calculations. The final program
listing is given together with a listing of the empirical relations
developed.
The program is applicable to Naval surface displacement ships
and has been verified to give accurate results for ships which range
in size from300 to 700 feet in length and 1700 to 17,000 tons in
displacement.
The model has been found to have applications in conducting
feasibility studies, systems analyses, updating design predictions,
and conducting comparative studies. However, due to the aggregation
of empirical data, the model should not be used as a substitute
for preliminary design studies and should definitely not be used
for actual ship design.
The program developed is an attempt to provide a more versatile
Theversatility
synthesis model for Navalcombatants. is provided
by estimating the characteristics of the ship at a greater level
of detail than is generally attempted with a synthesis model and
by use of a large input array to override calculated values when
desired. The model estimates only technical characteristics and no
cost estimations are made.

Thesis Supervisor: Clark Graham

Title: Associate Professor of Ocean Engineering

2
 ACKNOWLEDGEMENTS

The author wishes to express his thanks to Associate Professor

Clark Graham for his advice, guidance, and encouragement toward

the development of this thesis. Also, the author must express

his most sincere appreciation to his wife, Connie, for her tireless

efforts in typing this manuscript.

3
 TABLE OF CONTENTS

Page
ABSTRACT ....................................... 2

ACKNOWLEDGEMENTS ..................................... 3

TABLE OF CONTENTS ........................................ 4

LIST OF FIGURES ....................................... 6

LIST OF TABLES ........................................ 7

CHAPTER 1 INTRODUCTION ....................................... 9

1.1 Background ....................... * . * e e * * 9

1.2 Statement of Problem ............. · . * *
11
1.3 Scope ............................ * * * a *
12
1.4 Presentation of Thesis ........... · · * * 13

CHAPTER 2 GENERAL SYNTHESIS MODEL DESCRIPTION ................. 15

2.1 Introduction ......................................... 15

2.2 Methodology for Program Development .................. 15
2.3 Program Flow ......................................... 22

CHAPTER 3 DETAILED PROGRAM DESCRIPTION ........................30

3.1 Introduction ........... 0 0 0 0 * *00 * -- 0 * * 30

3.2 MAIN Program ........... . .0 30
3.3 Subroutine DATA2 5 e es.. ..· 35
3.4 Subroutine SPAYLD * lsss 0 ee IDe..e..s.se.OOOOOOOO 37
· ..
3.5 Subroutine GEOM .. 00.
.
.0000 37
3.6 Subroutine UWDIM . 00 000 39
3.7 Subroutine HPCALC 000
*0
-D
a 0
ssesss..eOO.sO.essss.OOO.. 42
3.8 Subroutine CRVAL . 000... 44
3.9 Subroutine EPLANT see.... seC * , .... 5 * - - 0 45
.5.
3.10 Subroutine MACHLa ..... e *
.cs 46
e a - 0 *

3.11 Subroutine MBSIZE ..... - 47

... · ·... · sees
** -* 00 --
3.12 Subroutine VOLUME *55
* ea * e see .5. 50
Sese
3.13 Subroutine SHEER . see
5.. * ee * a O e see * * - 0 57
00*
Subroutine WEIGHT · · ·.. · e55e·e so a * *0 5 a Os..
3.14 ee a ess * @0 a4 0 60
see sees
3.15 Subroutine VRTCG . · e.·· ees * 0 S s 62
eec
000 sees
3.16 Subroutine FNCGRP seeeO es e* a
**
*
**
* * * 5e5 * a - - 64
see *sees
0**

3.17 Subroutine SEASPD .*. * a Ose

eec
ess
see
- *
64
* * *
3.18 Subroutine OUTPUT * ea a * ese 68

CHAPTER 4 RESULTS OF MODEL APPLICATION ........................ 70

4.1 Introduction .................... ctions .·..s ees.0 . . .. 70

4.2 Model in Conceptual Phase ....... eeeeessess 71
4.3 *-00
Model Used to Update Design Prediictions eseseessee 74
4.4 Model as a Comparative Tool s·eeesese. 83
4.5 Assessment of Results 00... * - se es se sss·eeeees 89

4
 TABLE OF CONTENTS (continued)
Page
CHAPTER 5 CONCLUSIONS AND RECOMMENDATIONS ........... .... 96

REFERENCES 0 0 * * 0 * - 000 .... 100

APPENDIX A USERS GUIDE .............................. ... * 102

APPENDIX B SAMPLE OUTPUT ............................ .... 127

APPENDIX C CLASSIFICATION SYSTEMS ................... 0a0 .... 141

APPENDIX D DERIVED EQUATIONS LISTING ................ *... 152

APPENDIX E PROGRAM LISTING ..........................

.... 178
c0e

eec
APPENDIX F NOMENCLATURE LIST ........................ 0e5
* *
.... 269

5
 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 72

Actual Characteristics--Conceptual
Phase

4a Comparisons of Calculated and 75

Actual Characteristics--Design
'Update

4b Design Update--Weight Comparisons 78

4c Design Update--Volume Comparisons 79

5 Comparison of Model Results to the 82

Actual Ship, C.G. Cutter Model,
and DD07 Model For the FFG-7 Design

6 Comparison of Model and CODESHIP 82

Results 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 88

Characteristics

11 Characteristics of FFG-7 Designed to 90

High 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 120

Miscellaneous Specifications

21 Payload Shopping List 121

22 Functional Classification System 143

23 Modified BSCI Weight Groups 147

a
 CHAPTER 1

INTRODUCTION

1.1 Background

The Conceptual Phase of ship design can be said to be made

up of Feasibility Studies and the Concept Design. The Feasibility

Study is the first and grossest estimate for a ship. The Concept

Design is development and optimization of a single or limited

number of selected Feasibility Studies to enhance absolute accuracy.

Since a large number of Feasibility Studies are generally required

to select a Concept Design, short-cut estimating techniques are

often used with emphasis placed on relative accuracy among studies.

Until the early 1960's, Feasibility Studies were performed by the

design engineer by completing a time consuming series of standard

calculations for each study. Because of the time required to com-

plete the Feasibility Studies, Navy designs of the past relied heavily

on designs that had been done previously. These design studies pro-

duced what were a set of feasible characteristics. However, because

of the limitations on the number of studies which could be conducted,

an optimum set of characteristics was probably not obtained.

It was during the 1960's that the U. S. Navy began to look

to the digital computer as a means of providing the required 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
DD07model. Because of this, Reference (8) was also used extensively
in developing the program presented in this thesis,
The general frameworkof a method of analysis for the CODESHIP
model was first conceived at the Center for Naval Analyses in the
mid 1960's. CODESHIP
was developed to model ships which range in
type and size from patrol craft to aircraft carriers, Because
of the wide range of ship types and sizes in the data base, the
model is probably not as accurate in predicting actual
CODESHIP
values as a model designed for a specific ship type, e.g., DD07
model
for surface combatants. The greatest assets of the CODESHIP
are its versatile input and output features.
Existing models appear to be limited in that they do not
provide the designer with the capability to change the design 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
11
designed to standards or practices different from those standard

calculations built into the model."

In answer to the above problem, this thesis is intended to

provide a more versatile Ship Synthesis Model for Naval Surface

Combatants. This model should allow the designer to control the

design standards and practices to which the ship is designed and

to observe the resulting ship characteristics from a more functional

level than existing models provide. The model should be based

on a set of standard calculations derived from the data base ships,

but should offer the designer the flexibility to change the results

by inputing values which reflect a different design practice or

standard. The resulting model should enable the user to provide

a significantly greater number of design options and a 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.
Modelflexibility 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
Model (3), and the author's
Guard Cutter Model (8), the CODESHIP
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 howthe feature is considered.
The selection of features to be included in the model was

based on availability of data and the capability to incorporate

16
 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 SHIP

SUPPORT ITEMS
Stowage

Tankage

Passageways and Access

*HULL STABILITY, STRUCTURES,

ARRANGEMENTS, AND FORM

*SYSTEMS ENGINEERING GENERAL ITEMS

17
 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., & other

Support Services

X Potable Water & Personnel

Stowage

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
 TABLE 2 (continued)

FLEXIBILITY INCORPORATED AREAS OF DESIRED FLEXIBILITY

DD07 CUTTER CODESHIP MODEL SHIP OPS

X X X X Max. H.P. & Mach. Box

Size --- Speed

X Maintenance & Stowage

X Passageway & Access Space

Provided

X X Auxiliary Systems

X Office Space

X X X Other Selected Items

HULL

X X X X Hull Shape (Coef. & Dim.)

X X X X Hull Coating

X Hull Subdivision Std.

X X X X Hull & Superstructure

Material

X Superstructure/Hull Ratio

X Structures

X X X X Stability(GM/B, F.S.)

X X X Space Available

SYSTEMS ENGINEERING

X X X Ship Protection Level

X X X Tolerance for Iterations

X X X x Design Margins

X 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 shiptried.

A check is next made to see if a long raised deck was added

and if that length was longer than LBP. If LRD is greater than

LBP, then LBP is increased by 10 feet and the ship is recalculated.

Once the ship size is set, the next step is to calculate 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 MAINprogram 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 1 0 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

following cards were read. By using a

blank card as the last card of a data set,

this becomes the normal return value.

(2) IND = 1 - Routine found the first card read was a blank

card. No following cards were read. By

using a blank card as the last card of an

input deck, this return indicates the end

of the input deck has been reached.

(3) IND = 2 - An unacceptable data card was read. No

following cards were read and an error

36
 message was written of the form, "BAD DATA

CARD . .. (card image)".

For a multiple dimension array, such as P(7,300), the 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)2
BMIN=C 1/HMAX
R=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/B 3

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
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

thevalueof 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 < Cp .70

.001 Cv .006 for 0.5 V/Jr < 1.3

.001 < Cv .003 for 0.5 V/V-T-

•2.0

Sixteen values of C r are required to straddle the input values

of B/H, Cp, C, and V/ L. After these sixteen numbers have been

chosen, the value of Cr at the input point is found by 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 C v .

A more detailed description of the subroutine and the subroutine

flow chart are found in Reference (8).

3.9 Subroutine EPLANT

Subroutine EPLANT performs two basic functions. The first

is to estimate the functional electric loads for cruise, battle,

and 24 hour average conditions for use in sizing the electric plant,

if required, and in calculating fuel requirements. The second

function is to size the generators, if the size is not input. The

flow chart for the subroutine is given in Figure 8.

The ships used in developing the electrical load relations

were:

FFG-7 FF-1 052

DD-963 CG-9

DDG-2 DDG-FY 67

FFG- 1

The equations which were derived for estimating the electrical

loads and sizing the electric plant are given in Appendix D.

Electric loads for cruise,battle, and 24 hour average are 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

Figure 10

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
 I

00
W N'
H
U)
w a: c'J
A; '' I
E-4 ~ -4 0 0

U
>< ?ro

P;
U)
m4 w
w CD
P. -

OL X 1XfllOA UIn;OnELSEdfnS

53
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 (Cwp L/B, B/H, Cp, Cx, etc.),

the area distribution with length at the main deck level can be

expected to be approximately the same. The iteration continues

until two successive iterations fall within 5 percent of the

length of the ship or until twenty iterations is reached. In the

latter case the design is ruled infeasible.

If the raised deck length lies between 0.4 and 0.6 times the

length of the ship, the raised deck is extended to 0.6 times the

length of the ship.

As mentioned before, all of the volume estimating relationships

were developed using the Navy ships in the data base, however,

the general procedure used for the VOLUME subroutine was taken

from Reference (8).

3.13 Subroutine SHEER

Subroutine SHEER selects an appropriate sheer line by speci-

fying the freeboard at the forward perpendicular, amidships, and

at the after perpendicular. This sheer line must satisfy a number

of criteria.

First, there must be sufficient depth amidships to accommo-

date the engine room. The depth amidships must also be sufficient
57
to insure adequate structural strength. A minimumvalue of L/16
is used.
The next criterion which must be satisfied is adequate free-
board at the forward and after perpendiculars. Navy derived
formulas were used. These formulas give the minimumacceptable
freeboard based on a deck wetness criterion,

Once independent determinations of freeboard at the forward

and after perpendiculars and at amidships are made, a check is

required to insure that a reasonable sheer line can be drawn

between the three. Reference (8) indicates that data was obtained

from past designs and from standard merchant ship sheer curves.

This data was nondimensionalized by subtracting the freeboard

amidships from the other freeboard values and then dividing by

the length of the ship.

The sheer line is assumed tobepractical if the forward sheer

fraction lies between 0.01 and 0.03 and the after sheer fraction

lies between 0.001 and 0.0075. If this is not the case, one or

more of the freeboard values is adjusted until the criterion is

satisfied.

If a raised deck is added to the hull, a new sheer line is

calculated. It is assumed that the required freeboard of the main

deck at the forward perpendicular can be one deck height below

that required by the deck wetness criterion. This will result

in a flattened sheer line as is common for raised deck vessels.

A flow chart for this routine is shown in Figure 13. 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

COMMON
STATEMENTS

I
l

CALC WEIGHT
& DENSITIES
FOR MILITAR'r
MISSION

1T
CALC WEIGHT
& DENSITIES
FOR
PERSONNEL

CALC WEIGHT
&DENSITIES
FOR SHIP
OPERATIONS

CALC WVEIGHT
FOR HULL
FUNCTIONS
.
,

CALC WEIGHT
FOR SHIP
SYSTEMS
FUNCTIONS

RETURN , ~~~w. END )

Figure 16

65
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 DRAFT DO D1 0 D20 DAVG DISP.

ft ft ft ft ft ft ft tons
SHIP 408 45.0 14.4 3585
MODEL* 408 42.4 16.0 33.9 25.5 26.7 35.2 3548
DD07 405 46.7 15.3 41.0 34.0 34.8 35.3 3766
CUTTER 405 46.0 15.3 41.1 28.9 29.3 31.0 3706
WEIGHTS

SHIP MODEL DD07 CUTTER

WTGP 1 1247.3 1185.7 1331.2 1199.6

WTGP 2 254.6 270.6 240.0 258.0
WTGP 3 207.0 166.5 156.6 211.2
WTGP 4 99.3 131.3 70.7 70.7
WTGP 5 411.6 345.4 381.3 317.5
WTGP 6 302.2 260.4 238.0 333.8
WTGP 7 96.1 99.8 85.7 85.7
WTLSHIP 2618.1 2510.7 2503.5

LOADS 833.8 965.3 1100.5 1070.2

MARGIN 133.5 123.0 162.9 161.0
3585.4 3548.0 3707.7

* Model prediction has 8.5' raised deck for 387 ft.

TABLE 6

COMPARISON OF MODEL AND CODESHIP RESULTS FOR

FULL LOAD DISPLACEMENT

MODEL CODESHIP
SHIP DATA MODEL % Diff CODESHIP % Diff
FF 1040 3371 3621 +7.4 + 8.1
FFG 2 3412 3702 +8.5 3698 + 8.4
FF 1052 3934 3879 -1.4 3991 + 1.4
DDG 2 4525 4908 +8.5 5269 +16.4
CG 26 7828 8123 +3.6 8700 +11.1
CGN 25 8519 8751 +2.7 8262 - 3.0

82
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 by

approx. 40%

Ship Ops Reduced bridge and office space

Reduced machinery box volume
by 20%
Reduced ventilation space &
weight
Reduced maintenance space by 50%
Reduced passageway & access by
30%
Reduced between deck height
to 8 ft.
Changed endurance to 3500 miles

SHIP COMPARISONS

WEIGHTS (tons) VOLUMES (cu ft)

FF 1052 FF 1052 FF 1052 FF 1052

CALC BY TO SOVIET CALC BY TO SOVIET
DATA MODEL STANDARDS MODEL STANDARDS

WTG1 1291 1185 1022 Military Mission 107792 96022

WTG2 422 456 454 Personnel 109017 78610

WTG3 130 106 101 Ship Ops 218484 180415

Total 435293 355046
WTG4 294 277 271
Superstructure 89200 59270
WTG5 365 351 293
Hull 346094 304178
WTG6 273 244 204

WTG7 145 158 158

Loads 1014 1104 908

Full
Load 3934 3881 3411

84
been designed to estimated Soviet mission requirements and design

practices. The changes made to produce the Sovietized FF-1052

were taken from Reference (11) and are given in Table 8. These

changes in standards were also handled by directly inputing 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 Gun
MK 22 Tartar
2 Harpoon Canisters
MK 74 GMFCS
MK 87 GFCS
SPS-52 Radar
ASMD Suite
2 MK 32 T/T
D/M Redeye
ASROC Launcher
2 CIWS
Helo Hangar
VDS
SQS 23 Sonar

Personnel Reduced habitability space by approx.

40%

Ship Ops Reduced bridge and office space

Reduced machinery box volume by 35%
below standard program value for same
horsepower
Reduced ventilation space and weight
Reduced maintenance space by 50%
Reduced passageway & access by 30%
Reduced between deck height to 8 ft.
Changed endurance to 3500 miles
Increased speed to 33 knots
Increased number of shafts to 2
Increased number of boilers to 4

86
 TABLE 9

SOVIETIZED FF-1052 CHARACTERISTICS

Characteristic Value

LBP 420 feet

Beam 39.6 feet
Draft 14.6 feet
Depth station 0 39.9 feet
Depth @ station 10 27.3 feet
Depth @ station 20 27.8 feet
Cp .577
Cx .812
VCG Full Load 15.4 feet
Endurance @ 20 kts 3500 nm.
Sustained Speed 33 knots
Sustained SHP 44,648 SHP
KW Installed 2600 KW
Displacement Full Load 3299 tons
Displacement Light Ship 2409 tons
Variable Loads 890 tons
WTGP 1 1010 tons
WTGP 2 498 tons
WTGP 3 89 tons
WTGP 4 175 tons
WTGP 5 295 tons
WTGP 6 200 tons
WTGP 7 142 tons
Total Internal Volume 353,612 cu.ft.
Superstructure Volume 59,270 cu.ft.
Hull Volume 294,342 cu.ft.
Military Mission Volume 77,251 cu.ft.
Personnel Volume 78,610 cu.ft.
Ship Ops Volume 194,671 cu.ft.
Accommodations 245
Payload Volume Fraction 0.22
Personnel Volume Fraction 0.22
Ship Ops Volume Fraction 0.56
Payload Weight Fraction 0.13
Personnel Weight Fraction 0.05
Ship Ops Weight Fraction 0.47
Ship Density Full Load 20.90 lbs/cu.ft.

87
 TABLE 10

ESTIMATED SOVIET KARA CLASS CHARACTERISTICS

Characteristic Value

Sustained Max Speed 34 Knots

Endurance Speed 20 Knots
Endurance Range 8750 n.m.
Max Sustained SHP 95,115 SHP
LBP 538 ft.
Beam 51.8 ft.
Draft 20.8 ft.
Depth @ Station 0 54.9 ft.
Depth @ Station 10 38.8 ft.
Depth @ Station 20 39.3 ft.
VCG Full Load 19.4 ft.
Displacement Full Load 8498 tons
Displacement Light Ship 5539 tons
Variable Loads 2959 tons
WTGP 1 2758 tons
WTGP 2 741 tons
WTGP 3 319 tons
WTGP 4 259 tons
WTGP 5 585 tons
WTGP 6 444 tons
WTGP 7 433 tons
Total Internal Volume 867,135 cu.ft.
Superstructure Volume 144,461 cu.ft.
Hull Volume 722,674 cu.ft.
Ship Density Full Load 21.95 lbs/cu.ft.
Payload Volume Fraction 0.17
Personnel Volume Fraction 0.24
Ship Ops Volume Fraction 0.59
Military Mission Volume 150,194 cu.ft.
Personnel Volume 205,558 cu.ft.
Ship Ops Volume 511,383 cu.ft.
Accommodations 540
Payload Weight Fraction 0.09
Personnel Weight Fraction 0.05
Ship Ops Weight Fraction 0.48

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 PERFORMANCESHIP STANDARDS

HIGH
PERFORMANCE MODEL
CHARACTERISTIC FFG-7 FFG- 7

Max. Sustained Speed, knots 33.0 30.5

Sustained Speed SHP 40,000 40,000
LBP, ft. 382 408
Beam, ft. 40.2 42.4
Draft, ft. 13.4 16.0
Cp .593 .593
Cx .747 .747
VCG Full Load, ft. 17.8 18.4
GM/B 0.08 0.08
Average Depth, ft. 31.0 35.2
Accommodations 185 185
KW Installed 4000 4000
Full Load Displacement, tons 2634 3548
Light Ship Displacement, tons 1666 2460
Variable Loads Weight, tons 886 965
WTGP 1, tons 595 1186
WTGP 2, tons 191 271
WTGP 3, tons 113 167
WTGP 4, tons 123 131
WTGP 5, tons 295 345
WTGP 6, tons 249 260
WTGP 7, tons 100 100
Total Internal Volume, cu.ft. 392,500 493,040
Hull Volume, cu.ft. 301,660 382,335
Superstructure Volume, cu.ft. 90,840 110,705
Full Load Ship Density, lbs/cu.ft. 15.04 16.12
Military Mission Volume, cu.ft. 83,901 89,288
Personnel Volume, cu.ft. 111,050 111,150
Ship Ops Volume, cu.ft. 197,550 292,602
Payload Volume Fraction 0.22 0.18
Personnel Volume Fraction 0.28 0.23
Ship Ops Volume Fraction 0.50 0.59
Payload Weight Fraction 0.13 0.10
Personnel Weight Fraction 0.05 0.04
Ship 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 for

Naval Propulsion" Naval Engineers Journal, Vol. 86, No. 5,
October, 1974, pp. 41-55.

2. Comstock, John P., ed. Principles of Naval Architecture.

New York: The Society of Naval Architects and Marine Engineers,
1967.

3. "Conceptual Design of Ships Model (CODESHIP) (U)." Center

for Naval Analyses, Research Contribution 159, Volumes I through
IV, December, 1971.

4. "Consolidated Weight Listing for Various U. S. Navy Cruiser/

Destroyers," Naval Ship Engineering Center, 1975.

5. Cotton, James L. "Fourth Update of CODESHIP Payload Shopping

List." Center for Naval Analyses, CNA 662-75, 2 May 1975.

6. "Electric Power Analysis for DLG-9, DDG-2, DEG-1, DE-1052,

DDG-FY67, DD-963, FFG-7."

7. Gertler, Morton, A Reanalysis of the Original Test Data for

the Taylor Standard Series, David W. Taylor Model Basin Report
806, Washington, D.C.: U. S. Government Printing Office, 1954.

8. Goodwin, Michael J. Ship Synthesis Model for Coast Guard Cutters.

Massachusetts Institute of Technology, Department of Ocean
Engineering, Thesis, June, 1975.

9. Graham, C. and Hamly, R. 'Simplified Math Model for the Design

of Naval Frigates." Massachusetts Institute of Technology,
Department of Ocean Engineering, Course 13.411 Handout, Lectures
5 through 8, September, 1975.

10. Johnson, Robert S. "Ship Synthesis Models--With Examples."'

Naval Ship Engineering Center, Hyattsville, Md.

11. Kehoe, Capt. James V., Jr. "Warship Design--Ours and Theirs."
Naval Engineers Journal, Vol. 88, No. 1, February, 1976,
pp. 92-100.

12. Libby, D. A. "A Guide for Estimating the Propulsion Plant

Weight for Naval Type Surface Ships." Naval Ship Engineering
Center 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 Estimating
Procedures." Naval Ship Engineering Center Memo 6152: MGM:dcd,
Ser 131, 29 April 1969.

15. Mills, J. "Feasibility Studies and Ship Synthesis Models."

Lectures 7, 8 and 9. Unpublished lecture notes for Professional
Summer at M.I.T.

16. Naval Vessel Register/Ships Data Book, Naval Sea Systems Command,
Washington D.C., 1 July 1975.

17. "Proposed U.S. Navy Space Classification Manual." Naval Ship

Engineering Center, December, 1969.

18. Shen, Michael and Gale, Peter. "A Procedure for Predicting
the Speed of Surface Ships in Rough Head Seas." Naval Ship
Engineering Center Report No. 6114-71-4, 1970.

19. Shen, Michael, Gale, Peter A., and Walker, Kenneth. "An
Improved Procedure for Predicting the Speed of Surface Ships
in Rough Head Seas." Naval Ship Engineering Center Report
No. 6114-71-8, 1970.

20. "Ship ork Breakdown Structure." NAVSHIPS 0900-039-9010, Naval

Ship Systems Command, Department of the Navy, Washington, D.C.
20360, 1 March 1973.

21. Smith, L. C. "Ship Space Classification Data." Ship Concept

Design Division, Naval Ship Engineering Center, March, 1970.

22. "Summary of Compartment Volumes and Deck Areas for DD-963."

Contract No. N00024-70-C-0275, ID No. DD75-010, Ingalls Ship-
building, Pascagoula, Mississippi, 12 November 1975.

23. Ward, W. K. "A Method for Estimating the BSCI Group 203 Weight
During Concept Formulation and Feasibility Studies." Naval
Ship Engineering Center Code 6144, May 1968.

101
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 To define performance, hull, power

plant, accommodations, special features,

and calculation control.

100-299 For specifying the payload items and

quantity.

300-1099 To directly input the weight of any

of the BSCI weight groups. This over-

rides any program calculation.

1100-1899 To directly input the vertical center

of gravity of any of the BSCI weight

groups. This overrides any program

calculation.

1900-2199 To directly input the volume of any

of the functional groups of Appendix C.

This overrides any program calculation.

2200-2249 To directly input the electric load

(cruise, battle, or 24 hour average)

for any electric load group. 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, knots

2 Endurance speed, knots
3 Endurance range, nautical miles
4 Length between perpendiculars, feet
5 Length-beam ratio (L/B)
6 Beam-draft ratio (B/H)
7 Prismatic coefficient (Cp)
8 Midship section coefficient (Cx)
9-10 Not used
11 Propulsion plant type: 1. 600 psi steam
2. 1200 psi steam
3. 1200 psi pressure fired steam
4. nuclear
5. gas turbine 1st generation
6. gas turbine 2nd generation
7. diesel
8. COGAS
12 Sustained speed shaft horsepower, SHP
13 Number of boilers
14 Number of nuclear reactors
15 Number of main propulsion engines
16 Number of shafts
17 Propeller type: 1. fixed pitch
2. controllable pitch
18 Shaft type: 1. Hollow
2. Solid
19 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 used
31 Ship service electric plant type: 1. steam
2. gas turbine 1st gen.
3. gas turbine 2nd gen.
4. low speed diesel
5. medium speed diesel
6. high speed diesel
32 Emergency electric plant type: 1. gas turbine 1st gen.
2. gas turbine 2nd gen.
3. low speed diesel
4. medium speed diesel
5. high speed diesel
113
 TABLE 12 (continued)

Number Definition

33 Number of low speed diesel generators (optional)

34 Number of medium speed diesel generators (optional)
35 Number of high speed diesel generators (optional)
36 Number of gas turbine generators (optional)
37 Number of steam turbine generators (optional)
38 KW per diesel generator (optional)
39 KW per gas turbine generator (optional)
40 KW per steam generator (optional)
41 Electric plant design margin (e.g., .30)
42-44 Not used
45 Type of ship heating: 1. steam
2. electric
46 Fin stabilizers desired: 1. no
2. yes
47-49 Not used
50 Ship officer personnel accommodations
51 Ship CPO personnel accommodations
52 Ship enlisted personnel accommodations
53 Flag personnel accommodations
54 Troop accommodations
55 Passenger accommodations
56 Ship accommodations duration, days
57-60 Not used
61 Basic hull material: 1. steel
2. aluminum
62 Basic superstructure material: 1. steel
2. aluminum
63 Not used
64 GM/B stability value (e.g., .10)
65 Not used
66 Tolerance for displacement iterations, tons (e.g., 2)
67 Maximum number of displacement iterations
68 Tolerance for vertical center of gravity iteration, feet
(e.g., .1)
69 Maximum number of center of gravity iterations
70 DeSign, construction margin (e.g., 10% margin entered as
O. 10)
71 Free surface correction, feet
72 Print index, number of pages: 0. input plus summary of
results
1. above plus functional
listing
2. all of above plus BSCI
weight groups and elec-
tric loads
73 Miscellaneous coefficients print index: 0. don't print
constants
1. print constants
74 Not used
114
 TABLE 12 (continued)

Number Definition

75 Passageway type: 1. centerline

2. port & starboard
76-99 Not used

TABLE 13

PAYLOAD SPECIFICATIONS

Number Definition

100 Quantity of payload item in 101

101 Payload item number (payload shopping list)
102 Quantity of payload item in 103
103 Payload item number (payload shopping list)
104 Quantity of payload item in 105
105 Payload item number (payload shopping list)

298 Quantity of payload item in 299

299 Payload item number (payload shopping list)

115
 TABLE 14

WEIGHT SPECIFICATIONS

Number Definition

300 Input of BSCI* Weight Group 100, tons

301 Input of BSCI* Weight Group 101, tons
302 Input of BSCI* Weight Group 102, tons
* *

400 Input of BSCI* Weight Group 200, tons

401 Input of BSCI* Weight Group 201, tons
*. .

900 Input of BSCI* Weight Group 700, tons

Input of BSCI Weight Gru 70 tons

903 Input of BSCI* Weight Group 703, tons

904 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

1100 Input of VCG for BSCI* Weight Group 100, feet

1101 Input of VCG for BSCI* Weight Group 101, feet
1102 Input of VCG for BSCI* Weight Group 102, feet

1200 Input of VCG for BSCI* Weight Group 200, feet

1201 Input of VCG for BSCI* Weight Group 201, feet

1700 Input of VCG for BSCI* Weight Group 700, feet

1703 Input of VCG for BSCI* Weight Group 703, feet

1704 Input of VCG for BSCI* Weight Group 704, feet

1800 Input of VCG for BSCI* Weight Group 800*, feet

1899 Input of VCG for BSCI* Weight Group 899*, feet

NUMBER = BSCI WT GRP + 1000

*Modification to 1965 BSCI weight listing found in Appendix C.

116
 TABLE 16

VOLUME SPECIFICATIONS

Number Definition

1900 Functional volume group 100*, cubic feet

Functional volume group , cubic feet
1911 Functional volume group 111, cubic feet

2000 Functional volume group 200, cubic feet

2100 Functional volume group 300, cubic feet

0 0
2199 Functional volume group 399, cubic feet

NUMBER = FUNCTIONAL VOL GRP + 1800

**Functional Classification System defined in Appendix C.

TABLE 17

ELECTRIC LOAD SPECIFICATIONS

Number Definition

2200 Electric cruise load group 100, KW

2201 Electric cruise load group 200, KW

2208 Electric cruise load group 900, KW

2209 Electric cruise load margin, KW
2210 Electric cruise load total, KW
2211 Electric battle load group 100, KW
2212 Electric battle load group 200, KW

2219 Electric battle load group 900, KW

2220 Electric battle load margin, KW
2221 Electric battle load total, KW
2222 Electric 24 hour average load group 100, KW
2223 Electric 24 hour average load group 200, KW

2230 Electric 24 hour average load group 900, KW

2231 Electric 24 hour average load margin, KW
2232 Electric 24 hour average load total, KW

117
 TABLE 18

MISCELLANEOUS SPECIFICATIONS

Number Definition

2250 Multiplier for calculated value of volume group 211

2251 Multiplier for calculated value of volume group 212
2252 Multiplier for calculated value of volume group 213
2253 Multiplier for calculated value of volume group 214
2254 Multiplier for calculated value of volume group 215
2255 Multiplier for calculated value of volume group 216
2256 Multiplier for calculated value of volume group 217
2257 Multiplier for calculated value of volume group 218
2258 Multiplier for calculated value of volume group 219
2259 Multiplier for calculated value of volume group 221
2260 Multiplier for calculated value of volume group 222
2261 Multiplier for calculated value of volume group 223
2262 Multiplier for calculated value of volume group 224
2263 Multiplier for calculated value of volume group 225
2264 Multiplier for calculated value of volume group 231
2265 Multiplier for calculated value of volume group 232
2266 Multiplier for calculated value of volume group 233
2267 Multiplier for calculated value of volume group 311
2268 Multiplier for calculated value of volume group 313
2269 Multiplier for calculated value of volume group 325
2270 Multiplier for calculated value of volume group 341
2271 Multiplier for calculated value of volume group 342
2272 Multiplier for calculated value of volume group 343
2273 Multiplier for calculated value of volume group 370
2274 Input for value to be used for deck height, feet
2275
thru Not used
2298
2299 Input for value of machinery box prismatic coefficient

118
 TABLE 19

SPECIAL PAYLOAD SPECIFICATIONS

Number Definition
2300 BSCI weight group of first special payload item
2301 Functional volume group of first special payload item
2302 Weight of first special payload item, tons
2303 Center of gravity location (feet/factor)* first item
2304 Center of gravity reference index* first item
2305 Deck area inside superstructure for first item (sq.ft.)
2306 Deck area inside hull for first item (sq.ft.)
2307 Not used
2308 Not used
2309 Not used
0060

*0000
2490 BSCI weight group of twentieth special payload item
2491 Functional volume group of twentieth special payload item
2492 Weight of twentieth special payload item, tons
2493 Center of gravity location (feet/factor)* twentieth item
2494 Center of gravity reference index* twentieth item
2495 Deck area inside superstructure for twentieth item (sq.ft.)
2496 Deck area inside hull for twentieth item (sq.ft.)
2497 Not used
2498 Not used
2499 Not used
2500 Not used

*1 = item location relative to strength deck (feet)

2 = item location relative to keel (feet)
3 = item location as fraction of ship depth at station 10

119
 TABLE 20

EXAMPLE COEFFICIENTS FOR MISCELLANEOUS SPECIFICATIONS

(Personnel Related Items)

SHIP
Element
Number DD 931* Model Standard FFG 7*

2250 .71 1.0 1.32

2251 .77 1.0 1.17
2252 .63 1.0 .77
2253 .68 1.0 1.11
2254 .57 1.0 .94
2255 .57 1.0 .93
2256 .92 1.0 .99
2257 .74 1.0 1.42
2258 .82 1.0 1.18
2259 .55 1.0 1.33
2260 .61 1.0 1.12
2261 .34 1.0 2.*23
2262 .34 1.0 1.72
2263 .24 1.0 3.30
2264 1.01 1.0 .96
2265 .24 1.0 1.72
2266 .60 1.0 2.82
2267 .66 1.0 1.03
2268 .77 1.0 2.69
2269 .75 1.0 1.65
2270 .85 1.0 1.33
2271 .98 1.0 1.73
2272 1.19 1.0 .62
2273 1.04 1.0 1.10

*DD 931 and FFG 7 were selected to indicate the recommended range for
coefficients, since DD 931 was launched in 1955 and FFG 7 is
scheduled for launch in 1977.

120
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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
FLD DENS Ship density at full load, lbs./cu.ft.

LSP DENS Ship density at light ship, lbs./cu.ft.

WPAY/FLD Payload weight fraction

WPER/FLD Personnel weight fraction

WOPS/FLD Ship operations weight fraction

VPAY/VOL Payload volume fraction

VPER/VOL Personnel volume fraction

VOPS/VOL Ship operations volume fraction

WTG2/SHP Ratio of weight group 2 to SHP, lbs./SHP

VMB/SHP Ratio of machinery box volume to SHP, cu.ft./SHP

WT3/KWIN Ratio of weight group 3 to installed KW, tons/KW

WTG1/VOL Ratio of weight group 1 to total volume, lbs./cu.ft.

WTG5/VOL Ratio of weight group 5 to total volume, lbs./cu.ft.

VHAB/MAN Ratio of volume of personnel living and support to

total accommodations, cu.ft./man

WHAB/MAN Ratio of weight of personnel living and support to

total accommodations, lbs./man

MEN/DISP Ratio total accommodations to full load displacement,

men/ton

KWIN/FLD Ratio of installed KW to full load displacement,

KW/ton

SHP/DISP Ratio of SHP to full load displacement, SHP/ton

DP*V/SHP Ratio of full load displacement times VSUS to SHP

(transport efficiency), dimensionless

WPY*V/DP Ratio of payload weight times VSUS to full load dis-

placement, knots

129
 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 US 0.00 DELTA F 5.00 CPO ACC 15.00

VEND 20.00 0.00 CREW ACC 156.00
RANGE 4500.00 0.00 FLAG ACC 0.00
LBP 408.00 0.00 TRP ACC 0.00
L/B 9.07 0.00 PASS ACC 0.00
B/i 3. 14 SSEL TYP 5.00 DAYS DUR '45.00
CP 0.59 E MEL TYP 4.00 0.00
CX 0.75 NU LOWSD 0.00 0.00
0.30 NU NMDSD 4.00 0.00
0.00 NU HI SO 0.00 0.00
PROP PLT 6.00 NU T 3N 0.00 HULL MAT 1 .00
SUS SHP 40000.00 NU' ST GN 0.00 SIPSTMAT 2.00
NU BOILS 0.00 KW/DIESL 1000.00 0.00
NU REACT 0.00 KW/GAS O.GO G M/B MIN 0.08
NU ENGS 2.00 KW/STn ; 0.00 0.00
NU SHAFT 1.33 ELC ARG 0.30 DISP TOL 10.00
PROPELLR 2.00 0.00 MXDIS IT 20. 00
SHFT TYP 1.00 0.00 VCG TOL 0.10
PROP RPM 0.00 0.CO MXVCG IT 20. 00
PROP DIA 0.00 HEAT TYP 2.00 DCWTMARG 3 .05
DEPTH MB 0.00 FIN SrA3 2.30 FS CORR 0.00
LENTH B 0.30 0.00 PRNT TYP 2.00
BEAS 3B 0.00 0.00 PRNTCNST 1.00
PC END 0.00 0.00 0.00
PC AXSP 0.00 OFF ACC 14.00 PASSAGE 2.00
PROP PLT GASTURB2 SHFT TY? HOLLOW HULL MAT SZEL
SSEL TYP MzDSPDIE PROPELLR CONT PIT SUPSTMAT ALUITNUI
EMEL TYP MEDSPDI E FIN SA3 YES PASSAGE PORTSTBD
HEAT TYP ELECTRIC

SPECIAL PAYLOAD INPUT

VT GRP VOL GRP VT V:3 NU VC$ REF AREA SUP AREA HULL

NO SPECIAL PAYLOAD INPUT

131
SHIP NUMBER 2

PAYLOAD SPECIFICATIONS

QNTY ITEM QNTY ITEM QNTY ITEM QNTY ITEM QNTY ITEM.
1.00 2 1.00 204
1.00 24 1.00 208
1.00 27 1.00 209
1,00 41 2.00 214
1.00 61 4.00 215
8.00 64 1.00 221
1.00 65 12.00 226
1.00 75 1.00 230
1.00 100 1.00 232
1.00 102 1.00 190
1.00 116 1.00 242
800.00 119 193.00 217
1000C.00 124 10.00 219
1.00 131 1.00 48
40.00 168
2.00 180
1.00 165
1.00 212
2.00 213
6.00 200

SUMMARY OF RESULTS
LBP 408.00 DISP FLO 3547.97 FLD DENS 16.12
BEAN 42. 42 DTSP LSP 24 59.70 LSP DENS 11.18
DRAFT 15 .96 VR LOADS 965.29 VPAY/PLD 0. 10
DO 0 33.89 T Mn R3 122.98 VP ER/PLD 0.0
D 10 25. 50 WTGPP 1 1185.68 WOPS/FLD 0.43
D 20 26.71 WT RP 2 270.56 VPAY/V3L 0. 18
D AYG 35.15 WTGPP 3 166.51 V P ER/VOL 0.23
LEN R DK 386.62 WTGRP 5 131.29 VOPS/VOL 0.59
CP 0.59 WTGRP 5 345. 38 WTG2/SHP 15.15
Cx 0.75 WTGRP 5 260.44 VMB/SHP 2. 40
VCG FLD 18.39 WTGRP 7 99.84 WT3/KWIN 93.25
VCG/DAVG 0.6B VOL Tor 4930140.30 WTG 1/VOL 5.39
L/B 9.62 VOL HULL 382334.80 WTG5/VOL 1 .57
B/H 2.66 VOL SSrR 110705. 10 VHAB/MAN 517.45
EXCES KG 0.00 :RUISEK 2201.26 WHA B/ AN 802.77
RANGE 4500.00 BATTLEKW 17 39. 11 SEN/DISP 0.05
SUS SHP 40000.00 24 HR'KV 1286.52 KWIN/FLD 1.13
END SHP 7341.77 NUi LOUSD 0.00 S [IP/DISP 11.27
VS US 30.49 NU MEDSD 4.00 DP*V/SRP 18.61
VEND 20.00 YU HI SD 0.00 wPY*V/DP 2.96
AVSEASPD 27 .72 NU GT GN 0.00
NU ACCOM 185.00 NU ST GN 0.00
KW INST 40C0.00 KW/DIESL 1000.00
KW SPSER 4000.00 KW/GAS T 0.00
KW EMERG O.OC KW/srT ).00

132
 SHIP NUMBER 2
SHIP CONSTANTS
ELEMENT NUMBER VALUE
2250 1.32
2251 1.17
2252 0.77
2253 1.11
2254 0.94
2255 0.93
2256 0.99
2257 1.42
2258 1.18
2259 1.33
2260 1.12
2261 2.23
2262 1.72
2263 3.30
2264 0.96
2265 1.72
2266 2.82
2267 1.03
2268 2.69
2269 1.65
2270 1.33
2271 1.73
2272 0.62
2273 1.10
2274 8.50
2275 0.00
2276 0.00
2277 0.00
2278 0.00
2279 0.00
2280 0.00
2281 0.00
2282 0.00
2283 0.00
2284 0.00
2285 0.00
2286 0.00
2287 0*00
2288 0.00
2289 0.00
2290 0.00
2291 0.00
2292 0.00
2293 0.00
2294 0.00
2295 0.00
2296 0.00
2297 0.00
2298 0 00
2299 0.00
133
SHIP NUMBER 2

DETAILED RESJLTS--FUNCTIONAL GROUPIN3

GROUP NAME WEIGHT Wr FRAC VOLUME VOL FRAC DENSITY
TONS CU FPT LBSS/C T
100 HIL MISS 345.0 0.0973 89288. 0.1811 8.66
110 COMH/DET 70.0 0.0197 27391. 0. 0 556 5.72
III R DIOCON 16. 1 0.0045 7446. 0.0151 4.91
112 RADAR 7.9 3.3922 1615. 0.0033 10.96
113 SONAR 9.3 0.0026 2015. 0.0041 13. 34
114 EC4 4.5 0. 00 13 2295. 0.0047 4. 39
115 EVALUATE 19.6 0.0055 11407. 0.)231 3.85
116 C/D SUPP 12.6 0.0035 2614. 0.0053 10.78
120 WEAPONS 163.7 0.0462 18581. 0.0 377 19.73
121 GUNS 42. 6 . 0 120 6208. 0.0 126 15.37
122 MISSILES 90.2 0.0254 8534. 0.0 173 23.68
123 ASW 9.6 0.0027 935. 0.0019 23.09
124 HINE WAR 0.0 0.0000 0. 0.0000 0.00
125 SN ARMS 3.0 0.0008 765. 0.9016 8.78
126 CM NO EL 11.9 3.0 334 O. 0. 0000 0.00
127 WEAP SUP 6.3 0.0018 2139. 0.3343 6.64
128 SPECEAP 0.0 0. 0 000 0. 0.0000 0.03
130 AVIATION 111.3 0.0314 43316. 0.0 879 5.76
131 CONTROL 12.1 0.0034 2763. 0.0C56 9.84
132 STOW/MNT 21.9 0.0062 34850. 0.0 707 1.41
133 STORES 6.7 0.0019 3400. 0.0069 4.40
134 LIQUIDS 68.0 0.3 192 2304. 0. 0047 66.08
135 ORDNANCE 2.7 0.0008 0. 0.300 ).03
140 AIPH OPS 0.0 3. 3000 0. 0. 3000 0.00
150 CARGO G. O 0.0000 0. 0.3003 0.O3
160 FLAG 0.0 0.0000 O. O.00CO 0.00
170 PASSNGER 0.0 0.0000 0. 0.0000 0.00
180 SPEC MIS 0. 0 0.0000 O. 0.0000 0.00

200 PERSONIEL 140.8 0.0397 111150. 0.2254 2.84

210 LIVING 38.3 0. 0 108 68265. 0. 1385 1. 26
211 OFF BER 0. 0 0.0000 9217. 0.0197 0.03
212 OPPF ESS 0.0 0.3000 3456. 0.0070 0.00
213 OPFF BATH 0. 0 0.0000 1034 . 0.0 21
214 CPO BER 0.0 C. 000 479C. 0.0397 0.00
215 CP3 NESS 0.0 0.0000 1817. 0.3337 0.00
216 CPO EATH 0. 0. 000 1297. 0.0026 0.00
217 CHEW EER C .3 0.3000 29722. 0.0603 0.00
218 CREWFN
ESS 0.0 0.0000 11412. 0.0231 0.00
219 CREWBATH 0. 0 0. 0000 5520. 0. 3112 0.00

134
SHIP NUMBER 2
DETAILED RESULTS--FUNCTIONAL GROUPING CONTINUED

GROUP NANE WEIGHT VT FAC VOLUNE VOL FRAC DENSTTy

TONS CU PT LBS/CU PT

220 SUPPORT 28,0 0.3079 27462. 0.0557 2.29

221 ADMIN FN 1.1 3.3003 1297. 3.)326 1.90
222 FOOD P8 10.2 0.0029 7552. 0,.0153 3,02
223 RED DEN 1.3 0.00014 2824. C.03057 1.05
224 PEa SERV 8.2 0.0023 7450. 0.0151 2.47
225 REC 6 EL 2.1 0.0006 66 39. 0.0135 0.72
226 SEWAGE 5.0 0.0014 1700. 0.0334 6.59
230 STOWAGE .74.5 0.3210 15423. 0.3313 10.82
_ _

231 STOR3S 30.3 0.0085 5036. 0.3102 13.49

232 PER STOW 14.2 3.3340 4408. 0.0089 7.23
233 POTWATER 30.0 0.0084 5979. 0.0121 11.23

300 SHIP OPS 1509.4 3.4256 292602. 0.5935 11.56

310 CONTROL 36.3 3.0102 18529. 0.0376 14,39
311 SHIP CNT 27.9 0.0079 6056. 0.0123 10. 31
312 DA[ CONT 0.0 0.0000 2541. 0.3052 0.0:
313 OFFICES 8.4 0.0024 9932. 0.0201 1,90
320 MACH SYS 557.3 0. 1571 130318. 0.2643 9.58
321 NACH BOX 393.1 3. 1108 96170. 0.1951 9.16
322 UPTAKES 12.7 0.0036 20190. 0,.0409 1.41
323 SH, BR,PR 87. 0 0.0245 O. 0.0000 0.00
324 MANEUVER 32.1 0.0091 4226. 0.0086 17.03
325 VES TILAT 32.4 0.0091 9732. 0.0197 7.45
330 DECK AUX 61.2 0.0172 15085. 0.0306 9.08
331 ANCRH,6T 39.8 0.0112 15000. 0.0304 5,.94
332 UNREP 21.4 0.0060 85. 0.0002 563.95
340 MAINTAIN 46.1 3.0130 5938. 0. 3 120 17.141
341 MECHAIIC 5.5 0.0016 3522. 0.0071 3,50
342 ELECTRIC 2. 8 0.0008 1765. 0.3036 3.50
343 RISC 37.9 0.0107 651. 0.0313 130.26
350 STO AGE 799.7 3,.2255 39059. 0.0792 45.86
351 FUEL OIL 641.6 0. 1809 26293. 0.3533 5%. 66
352 R FEED 0.0 O. CCOO 0. 0.0000 0.00
353 L!IBE OIL 14.3 0.0040 559. 3.3011 57.44
354 DIES OIL 83.7 0.0236 3327. 0.3067 56.33
355 FISC LIQ 0.0 . 3030 0. 0.0000 0.00
356 STOR SUP 43.4 0.0122 8879. 0.0 130 13,94
357 BOATS 16.7 3.0047 0. 0.0030 0.00

135
SHIP NUMBER 2

DETAILED RESULTS--PUNCTIONAL GROUPING CONTINUED

GROUP NAME WEIGHT Wr FRAC VOLUME VOL PRAC DENSITY

TONS C PT LBS/CU PT

360 TANKAGE 0.0 0.0000 23449. 0.0476 0.00

361 BALLAST 0.0 0. 0000 9000. 0. 183 0.00
.362 PSAK 0.0 0. 0000 1449. 0.0029 0.00
363 VOIDS 0.0 0.3300 13000. 0. 264 0.00
364 XFLOODNG 0.0 0.0000 0. 0.0000 0.00
365 MISC TNK 0.0 3.3000 0. 0.0000 0.00
370 PASS&ACC 8.9 0.0025 60225. 0.1222 0.33
380 HULL BAR 0.0 3.0000 0. 0.0000 0.00
390 SUP ARG 0.0 0.0000 0. 0.0000 3 .03

400 HULL GRP 1207.3 0.3404

410 BASCHULL 532.8 0. 1502
420 SEC HULL 552.9 0.1559
430 DECKHOUS 121.6 0.034 3
440 ARMOR 0.0 0.0000
450 PREPFLLQ 0.0 0. 0000

500 SHIP SYS 344.3 0.0971

TOTAL 3546.8 1.3300 493041. 1.0000 16. 11

136
SHIP NUMBER 2

DETAILED RESULTS--BSCI WEIGHT LISTING

GROUP NAME WEIGHT WT FRAC WT FRAC VzG

TONS FULL LD LITE SH FT

100 PLATING 265.2 0.0747 0. 1078 13.9

101 FRAMING 155.9 0.0439 0.0634 11.7
102 INN BOTM 0.0 0. 0000 0.0000 4.8
103 PLATFLAT 75.5 0.0213 0.0307 13.8
104 C.0 0.0000 0.0000 0.3
105 0.0 0.0000 0.0000 0.3
106 0.0 0.0000 0.0000 0.0
107 ALL DECK 183.5 3.3517 0.0746 31.7
108 0.0 0.0000 0.0000 0 .0
109 0.0 0.0000 0.0000 0.0
110 0.0 3. 0000 0.0000 0.3
111 SUPERSTR 121.6 0.0343 0.0494 46 .4
112 PROP FND 41.9 0.0118 0.0 170 9.2
113. AUX FNDS 83.3 0. 0235 0.0 339 14.1
114 STR BKHD 131.8 0. 0371 0.0536 18.6
115 TRK&ENCL 36.7 0. 0103 0.0 149 21.3)
116 STR SPON 0.0 0.0000 0.0000 3.0
117 ARMOR 0.0 0. 0000 0.0000 0.3
118 AC T STB 0.0 0. 0000 0.0000 15.4
119 CAST&FOR 35.8 0. 0101 0 .0146 13.2
120 S ACHEST 1.8 0.0005 0.0007 5.2
121 BAL UNIT 0.0 0. 0000 0,.0000 0.0
122 SPEC DRS 0.0 0. 0000 0.0000 24.8
123 DRS&HTCH 17.0 0. 0048 0.0069 29.8
124 0.0 0.0000 0,.0000 .0
125 MASTKGPT 4.6 0.0013 0.00 19 84.3
127 SONAR DM 2.5 0.0007 0.00 10 -2.0
128 TOWEPLAT 0.0 0.0000 0.0000 0.0
150 WELDRIVT 28.5 3.0080 . 0 116 20.5
151 FREEFLIQ 0.0 0.0000 0.0000 5.6
GRP1 TOT 1185.7 0.3342 0.4820 20.9
200 BOIL&CON 0.0 0. 0000 0.0000 15.3
201 PROPUNIT 111.5 .3 314 0. 0 453 14.0
202 MN CONDS 0.0 0.0000 0 .0000 9 .3
203 SH, BR,PR 87.0 0.0245 0.0354 5.0
204 COMB AIR 7.8 0.0022 0.0032 38.4
205 UPTAKES 12.7 3.0036 0.0052 58.9
206 PROP CNT 6.0 0. C0 17 0.0024 21. 1
207 MN STM S 0,0 0.0000 0.0000 22.5
208 FWFCONDN 0.0 0. 0000 0.3000 14.2
209 CIRCSCWS 3.6 0.0010 0.0014 8 .8
210 FOSERSY S 8.9 0.0025 0,.0036 10.9
211 LBOILSYS 11.0 0.0031 0.0045 10 .9
250 REPAIRPT 5.0 0. 0014 0.3020 16.5
251 OPER FLD 17.0 0.0348 0.0069 11.2
GRP2 TOT 270.6 0. 0763 0.1100 13.6

137 - '
SHIP NUMBER 2

DETAILED RESULTS--BSCI WEIGHT LISTING CONTINUED

GROUP NAME WEIGHT WT FRAC I FRAC VCG
TONS FULL LD LITE SH PT

300 EL PWGEN 96.2 0.0271 0.0391 16.7-

301 POWSBD 14.6 0.0041 0.0059 21.0
302 CABLE 35.0 0.0099 0.0142 25.6
303 LIGHTING 17.4 3.0049 0.0071 30.3
350 REPAIRPT 3.4 0.0009 0.0014 17.0
351 GEN FLDS 0.0 0.0000 3.0000 13.5
GRP3 TOT 166.5 0.0469 0.0677 20.4

400 NAVEQUP 3.7 0.0011 0.0015 51.4

401 IC SYSTS 22.1 0.0062 0.0090 27.7
402 GPC SYST 10.0 0.0028 0.0041 49.0
403 CH NO EL 11.9 0.0034 0.0048 24.3
404 ECM 4.5 0.0013 0.0018 49.5
405 NFC SYS 0.4 3.0001 0.3002 64.0
406 ASWFCS 11.1 0.0031, 0.0045 52.6
407 TORP FCS 0.0 0.3000 0.0000 0.0
408 RADAR 7.9 0.0022 0.0032 49.5
409 RADIOCOM 16.1 0.0045 0.0065 28.5
410 ELEC NAV 2.0 0.0006 0.0008 55.0
411 SPACTRCK 0.0 0.0000 0.0000 0.0
412 SONAR 9.3 0.9026 0.0038 17.5
413 ELEC TDS 19.6 0.0055 0.0080 43.0
415 ELECTEST 0.0 0.0000 0.0000 3.0
450 REPAIRPT 4.6 0.0013 0.0019 28.9
451 CC OPFLD 8.0 0.0023 0.0033 -3.0
GRP4TOT 131.3 0.0370 0.0534 34.2
500 HEATSYS 12.7 0.0036 0.0051 13.1
501 VENTSYS 40.5 0.0114 0.0165 33.5
502 AIR COND 22.0 0.0062 0.0090 20.6
503 REFERPL 7.5 0.0021 3.0030 16.4
504 HEAF,ETC 5.6 0.0016 0.0023 21.0
505 PLUMBING 7.4 0.0021 0.0030 27.4
506 FIREMAIN 29.9 0.0084 0.0121 24.8
507 FIRE EXT 8.0 0.0023 0.0033 27.5
508. EALSTSYS 11.4 3.0032 0.0047 10.2
509 FRESHWAT 13.3 0.0038 0.0054 22.9
510 SCUPPERS 2.3 3.3307 0. 00C9 32.1
511 FUELTRAN 22.2 0.0063 0.0090 13.1
512 TANKHEAT 0.0 0.0000 0.0000 5.9
513 COMP AIR 22.7 0.C064 0.0092 16.4
514 AUX STM 0.0 0.0000 3.0000 12.3
515 BUOYCNT 0.0 3.0000 0.0000 0.0
516 MISCPIPE 0.0 0.0000 0.0000 10.5
517 DISTILLG 5.6 0.0016 0.0023 17.6
518 STEERING 11.2 0.0032 0.0046 15.8
519 RUDDERS 20.9 0.0059 0.0085 12.7
520 ANCH,MST 28.0 3.0079 0.0114 25.1

138
SHIP NUMBER 2

DETAILED RESULTS--BS-E WEIGHT LISTING CONTINUED

GROUP NAME WEIGHT WI FRAC WT FRAC VCG

TONS FULL LD LITE SH PT
521 STOR EQP 4.9 0.0014 0.3020 37.7
522 ELOPGEAR 0.0 0.0000 0.0000 0.0
523 AIR ELEV 0.0 0.0000 0.0000 0.0
524 ACARGEAR 4.0 0.0011 0 .0016 34.0
525 CATSSJBD 0.0 0.0000 0.0000 0 .0
526 HYDROFLS 0.0 0. 0000 0.0000 0.0
527 STAB FIN 24.7 0 .0070 0.01CO 7.9
528 UNREP 21.4 0. 00 60 0.0087 34.0
550 REPAIRPT 3.5 0.0010 0.00 14 18.1
551 AUX FLDS 15.6 0.0044 0.0064 19.8
GBP5 TOT 345.4 0.3973 0. 1404 21.4
600 HULL FIT 11.8 0.0033 0.0048 38.3
601 BOATS 16.7 0.0047 0.0068 44.0
602 RIG&CANV 1.0 0.0003 0.0004 45.6
603 LAD&GRAT 26.6 0.0075 0.0 108 17.7
604 NONSBD 19.3 0.0054 0.0079 32.7
605 PAINTING 35.9 0. 0101 .0 146 22.2
606 DK COVER 1t4.5 0.0041 0.0059 29.7
607 HULL INS 38.0 0.0 107 0.0154 29.2
608 STORERMS 32.6 0.0092 0.0 133 22.8
609 UTIL EQP 8.2 0. 0023 0.0033 26.1
610 WKSP EQP 9.3 :,.0026 0. 0038 27.5
611 GA L EQP 10.2 0.0029 0.0041 31.4
612 LIV FURN 21.6 0.0061 0.0088 29.1
613 OFF FURN 11.9 0. 0033 0.0048 35.3
614 M&D FURN 1.3 0. 0004 0 .0005 29.5
615 RAD SHLD 0.0 0.0000 0.0000 0.0
650 REPAIRPT 1.7 0.0005 0.0007 24 .1
651 O&F FLDS 0.0 0. 0000 0.0000 0.0
GRP6 TOT 260.4 0.0734 0.1059 28. 1

700 GUN HNTS 17.5 0.3049 0.0071 44.0

701 0.0 0.0000 0.0000 0 .0
702 0.0 0. 0000 0.0000 0.0
703 SPWEPH&S 0.0 3. 0000 0.0000 3.0
704 0.0186 0.0268 31.0
705 0.0 3.0O00 0.0000 0.0
706 0.0 0.0000 0.3000 0.0
707 0.0 O. 0000 0.0000 0.0
708 TORPTHSS 7.0 3.0020 0.0028 37.0
709 0.0 3.0000 0.0000 0 .0
710 MINE H&S 0.0 0. 0000 0.0000 0.0
711 SM ARMS 3.0 0.0008 0.0012 34.0
712 AIR H&ST 0.0 0. 000 0.0000 0.0
713 0.0 0. 0100 0 .0000 0.0
720 CARGOSHS 0.0 0.0000 0.0000 0.0
750 REPAIRPT 5.6 3.0016 0.0023 20.0
751 ARM FLDS 0.7 0.0002 0.0003 32.7

-
GRP7 TOT 99.8 0.0281 0.0406 33.2

. .- - - . .- 13 9 - - - - - - -. . --- - -
SHIP NUMBER 2

DETAILED RESULTS--BS_£ WEIGHT LISTING CONTINUED

GROUP NAME WEIGHT W FRAC VCG

TONS FULL LD FT

800 SHIP OCE 2C. 7 3.0058 25.5

801 TRPS&EFF 0. 0 0.0000 25.5
802 PASSSEFF 0.0 0.0000 25.5
803 SHIPAMMO 41.4 0.0 117 27.9
804 AV AMMO 2.7 0. 0008 36.0
805 AIRCRAFT 17.9 0.0050 41.0
806 PROV&PST 30.3 0.0085 17.2
807 GEN STOR 8.1 0.3023 23. 2
808 MARINEST 0.0 0. 0000 0.0
809 AERO STR 6. 7 0.0019 27.2
810 ORDSTRSH 0.0 0.0000 0.0
811 ORDSTRAV 0.0 0.0000 0.0
812 POTWATER 30.0 0. 384 4. 2
813 R FEED 0.0 0.0000 4.7
814 LUBOILSH 14. 3 0.0040 16.2
815 LUBOILAV 3.7 0.0010 10.2
816 FUEL OIL 641.6 0. 1808 8.3
817 DIES OIL 83.7 03.0236 12.5
818 GASOLINE 0.0 0. 0000 0.0
819 JP-5 64. 3 0.0181 11.2
820 MISC LIQ 0. 0 0.0000 0.0
821 C RGO 0.0 0.0000 0.0
822 BALL AT 0.0 3. 0000 0.0
VRLOA D TOT 965.3 0.2721 11.3
LIGHT SHIP 2459.7 3. 6933 22. 1
WT MARGIN 123. 0 0.0347 22.0
FULL LOAD DISP 3548. 0 1.0000 18.4

DETAILED RESULTS--FUNCTIONAL ELECTRIC LOADS

GROUP NAME CRUISE KW BATTLE KW 24 HR AJ KW

100 PA STEER 122.3 126.6 131.9

200 AUX MACH 202.5 250.2 169. 3
300 DECKIACH . 2.0 1.5 0.3
400 SHOPS 6. 9 1.2 5.4
500 IC&ELEX 197.9 219.1 184.1
600 ORDN SYS 25.6 102.9 12.1
700 HOTEL 119.3 92.8 139. 4
800 A/C&VENT 786.8 328.8 247.7
900 PWR CONV 113.0 214.6 99.4
ELECMARG 508.0 401.3 296.9

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. NAVY
SHIP SPACE
CLASSIFICATION NAVSHIPS
ITEM FUNCTIONAL SYSTEM NUMBER B.S.C.I. WEIGHT
NUMBER NAME (Reference 17) Group (1965)*

100 MILITARY MISSION Group 1

(Payload)

110 COMMUNICATIONS, DETEC- 1.1

TION & EVALUATION
111 Radio, Signal, Secure 1.111, 1.112 409
Comms, Lookout 1.113, 1.114
112 Radar 1.115 408
113 Sonar 1.116 412
114 Electronic Counter- 1.117 404
measures
115 Evaluation 1.118 413
116 Comms, Detection, Eval- 1.12 415, 450, 451
uation Support

120 WEAPONS 1.2

121 Guns 1.21 402, 700, 873
122 Missiles 1.22 405, 774, 883
123 ASW 1.23, 1.24 486, 784, 708,
893
124 Mines 1.25 710
125 Small arms, pyro- 1.26 711
technics
126 Countermeasures 1.27 403
127 Weapons Support 1.28 750, 751, 810
128 Nuclear Weapons 1.29 615, 703

130 AVIATION 1.3

131 Operations & Control 1.31 496, 613**
132 Aircraft Stowage, Hand- 1.32, 1.33, 523, 524, 525,
ling & Maintenance 1.34 805
133 Aviation Stores 1.35 809, 811
134 Aviation Liquids 1.36 815, 819
135 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)

U.S. NAVY
SHIP SPACE
CLASSIFICATION NAVSHIPS
ITEM FUNCTIONAL SYSTEM NUMBER B.S.C.I. WEIGHT
NUMBER NAME (Reference 17) Group (1965)*

160 FLAG 1.6 800**

170 PASSENGER 1.7 802

*
180 SPECIAL MISSIONS 1.8 529

200 PERSONNEL Group 2

210 LIVING 2.1 612**, 505*

800**
211 Officer Berthing 2.111
212 Officer Messing 2.112
213 Officer Bath 2.113
214 CPO Berthing 2.121
215 CPO Messing 2.122
216 CPO Bath 2.123
217 Crew Berthing 2.131
218 Crew Messing 2.132
219 Crew Bath 2.133

220 SUPPORT 2.2

221 Administration 2.21 613**
222 Food Preparation & Hand- 2.22 611
ling
223 Medical & Dental 2.23 614
224 Personnel Services 2.24 609
225 Recreation & Welfare 2.25 612**
226 Sewage 2.26 594

230 STOWAGE 2.3

231 Personnel Stores (Pr0- 2.31 806
visions)
232 Personnel Stowage 2.32 608**, 800**
233 Potable Water 2.33 812

300 SHIP OPERATIONS Group 3

310 CONTROL 3.1

311 Ship Control 3.11 400, 401, 410,
411
312 Damage Control 3.13
313 Offices 3.14 613**

320 MACHINERY SYSTEMS 3.2, 3.31, 3.33

144
 TABLE 22 (continued)

U.S. NAVY
SHIP SPACE
CLASSIFICATION NAVSHIPS
ITEM FUNCTIONAL SYSTEM NUMBER B.S.C.I. WEIGHT
NUMBER NAME (Reference 17) Group (1965)*

321 Machinery Box 3.21, 3.22, 200, 201, 202,

3.23, 3.24, 204, 206, 207,
3.25, 3.27, 208, 209, 210,
3.12, 3.31, 211, 251, 300,
3.33 301, 351, 502,
503, 504**,
512, 513, 514,
517, 527, 551,
603**
322 Uptakes 3.26 205
323 Shafting, Bearings & 3.28 203
Propellers
324 Maneuvering 3.311 518, 519
325 Ventilation 3.313 501**

330 DECK AUXILIARIES 3.32

331 Anchor Handling, Mooring 3.321, 3.322 520, 600
& Towing
332 Underway Replenishment 3.323 528

340 MAINTENANCE 3.4

341 Mechanical 3.41 610**
342 Electrical 3.42 610**
343 Miscellaneous 3.43 610**, 602,
605

350 STOWAGE 3.5

351 Fuel Oil 3.511 816
351 Reserve Feed Water 3.512 813
353 Lube Oil 3.513 814
354 Diesel Oil 3.511 817
355 Misc. Liquid 3.514 818, 820
356 Stores & Supplies 3.52 608**, 250,
350, 550, 650,
807
357 Boats 3.53 601

360 TANKAGE 3.6

361 Ballast 3.61 822
362 Peak Tanks 3.62
363 Voids 3.64
364 Cross Flooding 3.65
365 Misc. Tanks 3.63

370 PASSAGEWAYS & ACCESS 3.7 603**

145
 TABLE 22 (continued)

U.S. NAVY
SHIP SPACE
CLASSIFICATION NAVSHIPS
ITEM FUNCTIONAL SYSTEM NUMBER B.S.C.I. WEIGHT
NUMBER NAME (Reference 17) Group (1965)*

380 HULL MARGIN

390 SUPERSTRUCTURE MARGIN

400 HULL Group 4

410 Bsic Hull Structure 100, 101,

107**, 150**

420 Secondary Structures 116, 122, 123,

125, 127, 128,
150**, 510,
604, 113,
107**, 102,
103, 112, 114,
115, 118, 119,
120, 121

430 Deckhouse Structure 111

440 Armor 117

450 Free Flooding Liquids 151

500 SHIP SYSTEMS 302, 303, 500,

506, 507,
501**, 508,
511, 516, 521,
522, 526, 606,
607, 651, 825,
509, 505**

146
 TABLE 23

MODIFIED BSCI WEIGHT GROUPS

Sub Group Description

Hull Structure--Group 1

100 Shell Plating

101 Longitudinal & Transverse Framing
102 Inner Bottom Plating
103 Platforms & Flats
107 All Decks (BSCI 104 thru 110)
111 Superstructure
112 Propulsion Foundations
113 Foundations for Aux. & Other Equip.
114 Structural Bulkheads
115 Trunks & Enclosures
116 Structural Sponsons
117 Armor
118 Aircraft Saddle Tank Structure
119 Castings & Forgings
120 Sea Chests
121 Ballast & Buoyancy Units
122 Special Doors & Closures
123 Doors & Hatches (BSCI 123 & 124)
125 Masts & Kingposts
127 Sonar Domes
128 Towers & Platforms
150 Welding, Riveting & Fastenings
151 Free Flooding Liquids

Propulsion--Group 2

200 Boilers and Energy Converters

(Includes Nuclear)
201 Propulsion Units
202 Main Condensers & Air Ejectors
203 Shafting, Bearings & Propellers
204 Combustion Air Supply
205 Uptakes & Smoke Pipes
206 Propulsion Control Equipment
207 Main Steam System
208 Feed Water & Condensate System
209 Circulating & Cooling Water System
210 Fuel Oil Service Systems
211 Lubricating Oil System
250 Propulsion Repair Parts
251 Propulsion Operating Fluids

Electric Plant--Group 3

300 Electric Power Generation

147
 TABLE 23 (continued)

Sub Group Description

301 Power Distribution Switchboards

302 Power Distribution System (Cable)
303 Lighting System
350 Electric Plant Repair Parts
351 Electric Power Generator Fluids

Communication and Control--Group 4

400 Navigation Equipment

401 Interior Communication Systems
402 Gun Fire Control Systems
403 Countermeasure System
(Non-Electronic)
404 Electronic Countermeasure Systems
(ECM)
405 Missile Fire Control Systems
406 ASW Fire Control & Torpedo Fire
Control System
407 Torpedo Fire Control System--
Submarines
408 Radar Systems
409 Radio Communication Systems
410 Electronic Navigation Systems
411 Space Vehicle Electronic Tracking
Systems
412 Sonar Systems
413 Electronic Tactical Data Systems
415 Electronic Test, Checkout &
Monitoring Equipment
450 Communication and Control Repair
Parts
451 Communication and Control Operating
Fluids

Auxiliary Systems--Group 5

500 Heating System

501 Ventilation System
502 Air Conditioning System
503 Refrigerating Spaces, Plant &
Equipment
504 Gas, HEAF, All Liquid Cargo Piping,
Aviation Lube Oil System, Sewage
System
505 Plumbing Installations
506 Firemain, Flushing, Sprinkler, S.W.
Service Systems
507 Fire Extinguishing System
508 Drainage, Ballast, Stabilizing Tank
System
148
 TABLE 23 (continued)

Sub Group Description

509 Fresh Water System

510 Scuppers and Deck Drains
511 Fuel & Diesel Oil illing, Venting,
Stowage & Transfer System
512 Tank Heating Systems
513 Compressed Air Systems
514 Auxiliary Steam, Exhaust Steam &
Steam Drains
515 Buoyancy Control System, Submarines
516 Miscellaneous Piping Systems
517 Distilling Plant
518 Steering Systems
519 Rudders
520 Mooring, Towing, Anchor & Aircraft,
Handling System & Deck Machinery
521 Elevators, Moving Stairways, Stores
Handling Systems
522 Operating Gear for Retracting &
Elevating Units
523 Aircrafts Elevators
524 Aircraft Arresting Gear, Barriers
& Barricades
525 Catapults and Jet Blast Deflectors
526 Hydrofoils
527 Diving Planes & Stabilizing Fins
528 Replenishment at Sea & Cargo
Handling
550 Auxiliary Systems Repair Parts
551 Auxiliary Systems Operating Fluids

Outfit and Furnishings--Group 6

600 Hull Fittings

601 Boats, Boat Stowage & Handling
602 Rigging & Canvas
603 Ladders & Gratings
604 Nonstructural Bulkheads & Doors
605 Painting
606 Deck Covering
607 Hull Insulation
608 Storerooms, Stowages & Lockers
609 Equipment for Utility Spaces
610 Equipment for Workshops, Labs &
Test Areas
611 Equipment for Galley, Pantry,
Scullery & Commissary Outfit
612 Furnishings for Living Spaces
613 Furnishings for Offices, Control
Centers & Machinery Spaces

149
 TABLE 23 (continued)

Sub Group Description

614 Furnishings for Medical, Dental

Spaces
615 Radiation Shielding
650 Outfit & Furnishings, Repair Parts
651 Outfit & Furnishings, Operating
Fluids

Armament--Group 7

700 Guns, Gun Mounts, Ammo Handling &

Storage (BSCI 700, 701, 702)
703 Special Weapons Handling & Stowage
704 Rocket & Missile Launching, Hand-
ling & Stowage Devices (BSCI 704,
705, 706, 707)
708 Torpedo Tubes, Torpedo Handling
& Stowage
710 Mine Handling Systems & Stowage
711 Small arms & Pyrotechnic Stowage
712 Air Launched Weapons Handling &
Stowage (BSCI 712, 713)
720 Cargo Munitions Handling & Stowage
750 Armament Repair Parts
751 Armament Operating Fluids

Loads--Group 8

800 Ships Officers, Crew & Effects

801 Troops & Effects
802 Passengers & Effects
803 Ships Ammo
804 Aviation Ammo
805 Aircraft
806 Provisions and Personnel Stores
807 General Stores
808 Marines Stores
809 Aero Stores
810 Ordnance Stores Ship
811 Ordnance Stores AV
812 Potable Water
813 Reserve Feed Water
814 Lube Oil Ship
815 Lube Oil Aviation
816 Fuel Oil
817 Diesel Oil
818 Gasoline
819 JP-5
820 Miscellaneous Liquids

150
 TABLE 23 (continued)

Sub Group Description

821 Cargo
822 Ballast Water
825 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 LBP input item

DPTRY = 7.0754 'WPAYIN + 914.45 LBP not input item

KGTRY = 0.1589 LBP 7 771

Ship Geometry

Cwp = 0.425 CB + 0.526

Ce= 0.0733 Cp + 0.0026

Speed/Power

VMAX = 8.696(SHP/LBP) '2 6 6 8

EHPAPP = 1.3 EHPBH SLRAT < 0.85

EHPAPP = (1.4587 - 0.1867 SLRAT)EHPBH 0.85 < SLRAT < 1.6

EHPAPP = (1.310 - 0.0938 SLRAT)EHPBH 1.6 < SLRAT 1.92

EHPAPP = 1.13 EHPBH SLRAT > 1.92

EHP = 1.1 EHPAPP SLRAT < 0.70

EHP = (1.205 - 0.150 SLRAT)EHPAPP 0.70 < SLRAT < 0.82

EHP = (1.3827 - 0.3667 SLRAT)EHPAPP 0.82 < SLRAT 1.18

EHP = (1.1109 - 0.1364 SLRAT)EHPAPP 1.18 SLRAT 1.4

EHP = (0.9753 - 0.0395 SLRAT)EHPAPP 1.4 < SLRAT 1.78

EHP = (0.8645 + 0.0227 SLRAT)EHPAPP SLRAT > 1.78

Electric Loads

Cruise KW Loads

ECR(1) = (0.00173FLDISP x VSUS - 64.62)A

ECR(2) = (0.0517FLDISP + 19.27)E

ECR(3) = 2.0

ECR(4) = 6.9

ECR(5) = 0.2041WGP4 + 172.71

154
ECR(6) = 25.6

ECR(7) = 0.0169FLDISP + 59.38

ECR(8) = 0.1649FLDISP - 344.33 Steam heat

ECR(8) = 0.1320FLDISP + 438.96 Electric heat

ECR(9) = 110.0

A = 1.0; E = 1.0 Any propiulsion plant except nuclear

A = 4.0; E = 2.0 Nuclear propulsion plant

Battle KW Loads

EBT(1) = (0O.00209FLDISP x VSUS - 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 ept nuclear

A = 4.0; E = 2.0 Nuclear propulsion plant

24 Hour KW Average Loads

EAV(1) = (0.00115FLDISP x VSUS + 7.63)A

EAV(2) = (0.0705FLDISP - 80.54)E

EAV(3) = 0.3

EAV(4) - 5.4

EAV(5) = 0.3322WGP4 + 143.17

EAV(6) = 12.1

EAV(7) = 0.00462FLDISP+ 123.03

155
EAV(8) = 0.1021FLDISP - 114.19 Steam heat
EAV(8) = 0.1252FLDISP + 343.10 Electric heat

EAV(9) = 99.4

A = 1.0; E = 1.0 Any pro pulsion plant except nuclear

A = 4.0; E = 2.0 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 PPTYP = 1,2,3,4

NB/NSHFT = 1

HABCVK = 0.000125SHP/NSHFT + 20.0 PPTYP = 1,2,3,4

NB/NSHFT > 1

HABCVK = 19.0 PPTYP = 5,6,7,8

NSHFT = 1

HABCVK = 21.5 PPTYP = 5,6,7,8

NSHFT > 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

1 5 9 )C
W(103) = (0.00581 FLDISP'1

W(107) = (0.0694 FLDISP - 62.51)C

0O 82 0
W(111) = 0.00778 VOLSST 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
 3 3 4 8 )C
W( 112) = (0.5428 SHP©' PPTYP = 1

W(112) = (.00204SHP)C PPTYP = 7

W(112) = (0.000818SHP/(NR x NSHFT) + 40.65)NR x NSHFT x C PPTYP = 4

W(112) = (0.000239SHP/(NE x NSHFT) + 16.18)NE x NSHFT x C

PPTYP = 5,6,8

W(112) = (0.000714SHP)C PPTY = 5

W(113) = (0.000189 VOLHUL - 11.68)C

W(114) = (0.000285 VOLHUL + 22.83)C NONNuclear Propulsion

W(114) = (0.000658 VOLHUL - 115.89)(
C Nuclear propulsion
W(115) = 0.0000527 VOLTOT - 4.47

W(116) = Input Item

W(117) = Input Item
W(118) = Input Item
W(119) = (0.0000708VOLTOT + 0.94)C
W(120) = 3.03 x 10-8VOLMB'1 5 6 PPTYP = 5,6,7,8

W(120) = 8.42 x 10-8VOLMB 5 3 PPTYP = 1,2,3,4

W(121) = Input Item

W(122) = 0.0 FLDISP < 7600

W(122) = 0.00342FLDISP - 18.51 FLDISP > 7600

W(123) = 0o000o383VOLTOT
- 1.89
W(125) = + 3.62
O.000278FLDISP
W(127) = Input Item
W(128) = Input Item
83 14) C
W(150) = (0. 00527VOLTOTO

W(151) = Input Item

C = 1.( Steel Hull
C =O.J 55 Aluminum Hull
157
 Propulsion--Group 2

W(200) = 0.0 PPTYP = 5,6,7

W(200) = 0.00234SHP + 48.09 PPTYP = 2

W(200) = 0.000883SHP PPTYP = 8

W(200) = 0.00288SHP + 21.92 PPTYP = 1

W(200) = 0.00234SHP - 14.00 PPTYP = 3

W(200) = 0.000183SHP 1 456 ' PPTYP = 4

W(201) = 0.00143SHP + 17.92 PPTYP = 2,3

W(201) = 0.00175SHP + 13.25 PPTYP = 1

W(201) = 0.000761SHP 1 119 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

0 8 76 8
WSHAFT = F x LBP x NSHFT(O.0275(SHP/(NSHFT x RPM))2/3)

Solid Shaft

= F x LBP x NSHFT(O.0134(SHP/(NSHFT 0 94 9 7
WSHAFT x RPM))2/3)

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 One Shaft

DPROP = 4.281HOI 4 2 8 3 Two Shafts

F = 0.36 PPTYP = 1,2,3,4

F = 0.20 PPTYP = 5,6,7,8

' 3 2 79
WPROP = (0.00146DPROP )NSHFT Fixed Pitch Prop.

WPROP = (O.00314DPROP 3 12 8 )NSHFT Controllable Pitch Prop.

WBRGS = 0.15(WSHAFT + WPROP)

W(204) = 0.0 PPTYP = 4,7

W(204) = 0.000119SHP + 12.22 PPTYP = 2

W(204) = 0.000119SHP + 10.14 PPTYP = 3

W(204) = O.000105SHP + 6.50 PPTYP = 1

W(204) = 0.000196SHP PPTYP = 5,6 SSETYP = 4,5,6

KWINST )
W(204) = 0.000503(SHP + 8 x .746 PPTYP = 5,6 SSETYP = 2,3

W(204) = 0.000267SHP PPTYP = 8

W(205) = 0.0 PPTYP = 4

W(205) = 0.000317SHP PPTYP = 5,6,8 SSETYP = 4,5,6

x ST74
W(205) = 0.00140(SHP + KWIN8 PPTYP = 5,6,8 SSETYP = 2,3

W(205) = 0.00209SHP PPTYP = 7

W(205) = 0.000181SHP + 3.18 PPTYP = 1

W(205) = 0000136SHP + 14.14 PPTYP = 2

W(205) = 0.0001136SHP + 6.54 PPTYP = 3

W(206) = O.OO50OOSHP PPTYP = 8

W(206) = 4.0 NSHFT PPTYP = 1,2,3,4

W(206) = 0.OO00144SHP PPTYP = 7

W(206) = 0.0000525SHP + 3.90 PPTYP = 5,6

W(207) = 0.0 PPTYP = 5,6,7

PPTYP = 8
W(207) = 0.0000833SHP
159
W(207) = 0.000544SHP - 1.70 PPT' = 2,3
W(207) = 0.000586SHP- 5.68 PPT'(P =

W(207) = 33.52SHPO 03 92 PPTIYP = 4

W(208) = 0.0 PPTIYP = 5,6,7

W(208) = 0.0001833SHP PPT'YP = 8

W(208) = 2.592SHP03105 PPT'YP = 4

W(208) = 0.000610SHP + 10.42 PPT'YP = 2,3

W(208) = O.O00564SHP + 7.48 PPT'YP = 1

W(209) = 0,0 PPT'YP = 5,6 SSETYP = 2,3

W(209) = 0.OOO89OKWINST PPT'YP = 5,6 SSETYP = 4,5,6

W(209) = 0.00111(SHP + KWINST746 PPT'

YP = 7
.8 x .746

w(209) 1.32 x 10 8(SHP + KWINST )1.8642 PPTYP = 4

.83 x 1746

W(209) 0.000192(SHP + KWINST 7 x. + 4.02 PPTYP = 1,2,3

W(209) = O.000300SHP PPTYP 8

W(210) = 0.0 PPTYP = 4

W(210) = 0.00882W(816) + 3.25 PPTYP = 1,2,3,5,6,8

W(210) = 0.00882W(817) + 3.25 PPTYP = 7

W(211) = 0.000267SHP PPTYP = 8

W(211) - 0.000156SHP + 4.82 PPTYP = 1,2,3

W(211) = 0.0443SHP 0560 PPTYP = 4

6 41 PPTYP = 5,6
W(21 1) = 3.10 x 10-7SHP'

W(211) = O.00193SHP PPTYP = 7

W(250) = 45.0 PPTYP = 4

W(250) = 5.0 PPTYP = 1,2,3,5,6,7,8

NSHFT = 1

W(250) = 10.0
PPTYP = 1,2,3,5,6,7,8
160
 NSHFT = 2

W(251) = 0.000668SHP + 12.14 PPTYP = 1,2,3

W(251 ) = 0,0972(W(200) + W(201) + W(202) + W(207) + W(208)

+ W(209) + W(211)) - 69.57 PPTYP = 4

W(251) = 1.152(W(209) + W(210) + W(211)) - 10.10 PPT!YP = 5,6

W(251 ) = 0.618(W(209) + W(210) + W(211)) PPT YP = 7

W(251) = 0.000633SHP PPTYP = 8

Electric Plant--Group 3
W(300) = NLSD(0.0424KWPRD + 0.44) + NMSD(0.0240KWPRD + 0.05)

+ NHSD(0.0137KWPRD
+ 0.32) + NGTG(.OO00424KWPRGT
+ 16.4)
+ NSTG(O.0167KWPRSG
- 1.63)
W(301 ) = 0.00300KWINST+ 2.61

W(302) = 2.15 x 10 8 VOLTOT1 6 23 '

VOLTOT < 400,000

W(302) = 0.000170VOLTOT - 48.83 VOLTOT Ž 400,000

W(303) = O.0000367VOLTOT- 0.73

W(350) = 0.000348KWINST+ 1.96

W(351) = Input Item

Communication and Control--Group 4

W(400) = 0.00035OV(311) + 1.62

W(401 ) = 0.0000508VOLTOT- 2.90

W(402) = Input Item

W(403) = 0.00333FLDISP+ 0.12

W(404) = Input Item

w(405) = Input Item

W(406) = W(486) + W(496)

'N(486)= Input Item

W(496) = Input Item

161
W(407) = 0.0

W(408) = Input Item

w(409) = Input Item

I(41 0) - 2.0
W(411 ) = Input Item
W(412) = Input Item

W(413) = Input Item

W(415) = Input Item

W(450) = 0.0317(W(400)+ W(401) + **W(413) + W(415)) + 0.82
W(451) = Input Item
Auxiliary Systems--Group 5
W( 500) = 7.72 x 10-8VOLTOT1 ' 4 4 3 Electric heat
W ( 500 ) = 0.0000110VOLTOT
+ 0.76 Steam hea t
( 501 ) = O.0 000728VOLTOT + 4.57

W(502) = 0.0000346VOLTOT+ 4.96

W(503) = 0.0205NACC + 3.66

W(504) = 0.000728FLDISP- 1.98 +W(594)

W( 594) = Input Item
W(505) = 0.00107(V(213)
+ V(216) + V(219)) - 0.96
W(506) = 0,0000471VOLTOT+ 6.63

W(507) = 0.000619VOLTOT O0 7 2 24

W(508) = 0.0000243VOLHtUL
+ 2.15

w(509) = 0.00170V(233) + 3.18

W(510) = 0.00756LBP - 0.75

w(51 ) = 0.0 PPTYP = 4

W(511) = 0.0276W(816) + 4.50 PPTYP = 1 ,2,3,5,6,8

W(511) = 0.0276W(817) + 4.50 PPTYP = 7

162
W(512) = 0.00323W(816) + 1.01 PPTYP = 1,2

W(512) = 0.0 PPTYP = 3,4,5,6,7,8

W(513) = 0.0000959V(321) - 4.50 PPTYP = 1,2,4

W(513) = 0.00132SHP PPTYP = 7

W(513) = 0.000426SHP PPTYP = 3

W(513) = 0.000274SHP + 11.78 PPTYP = 5,6,8

1
w(514) = 0.000667SHP 406 PPTYP = 1,2,3,4

W(514) = 0.00000120VOLTOT PPTYP = 5,6,7,8 Steam heat

W(514) = 0.0 PPTYP = 5,6,7,8 Electric heat

W(515) = 0.0

W(516) = 0.0 PPTYP = 1,2,3,5,6,7,8

W(516) = 20.0 PPTYP = 4

W(517) = 0.0000944V(321) - 0.86 PPTYP = 1,2,3

W(517) = 0.0783NACC0 8 84 7 PPTYP = 4

W(517) = 0.0172NACC + 2.37 PPTYP = 5,6,7,8

W(518) = 0.0OO0681FLDISP x VSUS + 3.89

W(519) = 0.000194FLDISPx VSUS - 0.08

W(520) = 0.00860FLDISP- 2.49

W(521 ) = 9.14 x 10 6 VOLTOT

+ 0.38

W(522) = Input Item

W(523) = Input Item

W(524) = Input Item

W(525) = Input Item

W(526) = Input Item

W(527) = 0.00731FLDISP - 1.20 Fin stabilizers

w(527) = 0.0 No fin stabilizers

W(528) = Input Item

163
w(550o) = 3.5

W(551) = 0.0000417VOLTOT- 4.93

Outfit and Furnishings--Group 6

W(600) = 0.00230FLDISP + 3.61

W(601) = 0.0971NACC - 1.27

W(602) = 1.0

08 26 '
W(603) = 27.35FLDISPO PPTYP = 4

W(603) = 0.OOOO403VOLTOT + 6.70 PPTYP = 1,2, 3,5,6,7,8

W( 604) = 0.0000321VOLTOT+ 3.50

W(605) = 0.0000641VOLTOT+ 4.26

W(606) = 0.0000408VOLTOT - 5.61

W(607) = (0.0OO717VOLHUL + 10.56) x

W(608) = 0.0000712VOLTOT - 2.50

W(609) = 0.00113V(224) - 0.19

W(610) = 0.00211(V(341)+ V(342) + V(343)) - 3.25

W(611) = 0,O152NACC + 7.37

W(612) = 0.000271V(210) + 3.09

W(613) = 0.000921(V(221) + V(313)) + 1.51 Non flag ship

W(613) = 0.000505(V(221)+ V(313) + V(160)) + 3.54 Flag ship

W(614) = 0.000265V(223) + 0.58

W(615) = 0.404W(703)

W(650) = 0.00290(W(600) + *.* W(615) + W(651)) + 0.9!3

W(651) = Input Item

C= 1 .0 Steel hull
C= .55 Aluminumhull
Armament--Group 7

W(700) = Input Item

164
W(703) = Input Item

W(704) = W(774) + W(784)

W(774) = Input Item

W(784) = Input Item

W(708) = Input Item

W(710) = Input Item

W(711) = Input Item

W(712) = Input Item

W(720) = 0.0

W(750) = 0.0101(W(700) + W(703) + W(704) + W(708) + W(710)

+ W(711) + W(712)) + 4.66

W(751) = 0.0173(W(700) + W(703) + W(704) + W(708) + W(710) + W(711)

+ W(712)) - 0.88

Loads

W(800) = 0.0737NACSC + 0.105NOFF + 0.073NCPO + 0.0290NCREW

+ 0.0737NFLAG+ 00737NFLAG

W(801) = 0.0737NTRP + 0.0370NTRP

W(802) = 0.0737NPASS + 0.0290NPASS

W(803) = W(873) + W(883) + W(893)

W(873) = Input Item

W(883) = Input Item

W(893) = Input Item

W(804) = Input Item
W(805) = Input 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 PPTYP = 5,6,7

W(813) = 0.2022SHPO0 5 30
PPTYP = 1,8
'0
W(813) = 0.000583SHP 1 57
PPTYP = 2,3

W(813) '0
= 0.00362SHP 94 6 6
PPTYP =4
W(814) = 0.0000388SHP + 3.08 PPTYP = 1

W(814) = 0.00286SHP 0'7 6 4 9

PPTYP = 2,3
387
W(814) = 5.51 x 10-6SHPl PPTYP =4
W(814) = 0.00398SHP PPTYP = 7

W(814) = 4.366SHP 0 1 1 22
PPTYP = 5,6,8

W(815) = Input Item

W(816) = 0.0 PPTYP =4

W(816) (ENDUR x FRSTM PPTYP = 1,2,3
VEND x 2240 (1 18)
FRSTM = 0.5882AVEDPW + 1303.92

AVEDP` = 1.10SHPE

W(816) = WFPROP + WFELEC + WFAUXB PPTYP = 5,6,7,8

WFPROP = 0.0 PPTYP = 7

WFPROP = (ENDU x FRCGAS)( 1 18 ) PPTYP = 8

VEND x 2240
FRCGAS = 2589. + 0.288SHP
WFPROP = (ENDUR x AVEDPW x SFCAED)( 1 1 8)
VEND x 2240 PPTYP = 5,6

AVEDPW = 1.10SHPE

EDPWPE AVEDPW
NEEND
NEEND = 1,0 SHP
AVEDPW < --..
1T% Single Shaft
SHP < AVEDPW < 2SHP Single Shaft
NEEND = 2.0 NE NE
166
NEEND = 2.0 AVEDPW < 2SHP Twin shafts
NE
NEEND = 4.0 2SHP c AVEDPW 4HPTwin shafts
NE NE

)
SFCAED = SFCFP(1.2298(1 - EDPWPE + 1.00)
SHP
SFCFP = -0.0000101-NE + 0.717 PPTYP = 5
SHP
SFCFP = -0.0000101-NE + 0.627 PPTYP = 6

WFELEC = 0.0 SSETYP = 4,5,6

WFELEC = (ENDUR x AVEDPW x SFCAED) 1 05 SSETYP = 2,3
VEND x 2240
AVEDP
AVEDP= .8KW24AV
x .746

AEDPWG AVEDPW
AVG
NGAVG

AEDPWG
1. 6384
SFCAED = SFCFP(1.2298(1 KWPRGT/(.8 x .746)) + 1.00)

KWPRGT
SFCFP = -0.0000101 8 x 746 + 0.717 SSETYP = 2

KW.PRGT
SFCFP = -0.0000101 .8 x .746 + 0.627 SSETYP = 3
.8 x .746
ENDUR x FRAUXB
WFAUXB =
VEND x 2240
FRAUXB = 1.044 x NACC

W(817) = 0. 1432KWEYMER- 5.60 PPTYP = 1,2,3,4

W(817) = WFPROP + WFELEC

WFPROP = 0.0 PPTYP = 1,2,3,4,5,6,8

WFPROP = ENDUR x AVEDPW x SFCAED 1.18 PPTYP = 7
VEND x 2240
AVEDPW = 1 . 1OSHPE

EDPWPE AVEDPW
NEEND
NEEND = 1.0 AVEDPW SHP Single Shaft
NE
NEEND = 2.0 SHP < AVEDPW< 2HP Single Shaft
NE NE
NEEND = 2.0 AVEDPW - 2SHP Twin Shafts
NE
NEEND = 4.0 2SHP < AVEDPW · 4SHP Twin Shafts
NE NE

167
RATFP = EDPWPE
SHP/NE
SFCAED = 0.274e ( - 5' 16 6 x RATFP) + 0.359

WFELEC - 0.0 SSETYP = 1,2,3

ENDUR x FRDIEG x NGAVG
WFELEC SSETYP = 4,5,6
VEND x 2240

KW24AV 0 82 73
FRDIEG - 1.8845 NGAVG

w(818) = Input Item

W(819) = Input Item

W(820) = Input Item

W(821 ) = Input Item

W(822) = Input Item

W(825) = Input Item

Vertical Center of Gravity

Hull Structure--Group 1

VCG( 100) = 0.3661D10 + 1.45

VCG(101) = 0.1999D10 + 4.94

VCG(102) = 0,1139D10 + 0.91

VCG(103) = 1.029H - 2.59

VCG(107) = 0.8289D10 + 3.54
VCG(111) = 1.2334D10 + 4.44

VCG( 112) = 0.2324H + 10.00 PPTYP = 4

VCG(112) = 0.5784H PPTYP = 5,6,8

VCG( 112) = 0.9257H - 8.68 PPTYP = 1,2,3,7

VCG(113) = 0.2607H + 9.94

VCG( 114) = 0.6216D10 - 2.54

VCG(1 15) = 0.4623D10 + 5.27

VCG(1 16) = Input Item
168
VCG(117) = Input Item

VCG(118) = 0.4529D10

VCG(119) = 0.3055D10 + 2.80

VCG(120) = 0.2436H + 1.29
VCG(121) = Input Item

VCG(122) = 0.7288D1 0

VCG(1 23) = - 0.14

0.8815D10
VCG(125) = 0.5461D10 + 65.75
VCG(127) = Input Item

VCG(128) = Input Item

VCG(150) = 0.5829D10 + 0.68

VCG( 151 ) = 0.348H

Propulsion--Group 2

VCG(200) = 0.000271N
SHP + 4.47 PPTYP = 1,2,3,5,6,7,8
SHP
NSHFT + 7.58
VCG(200) = 0.000322NSHP PPTYP = 4
PPTYP = 4
VCG(201) = 0.809H + 1.09

VCG(202) = + 0.36
0.5611H
VCG(203) = 0.6603H- 5.54
VCG(204) = 000018 0SHP-
+ 17.45 PPTYP = 1,2,4,7

VCG(204) = 0.506D10 PPTYP = 3

VCG(204) = 1 .13D10 PPTYP = 5,6,8

VCG(205) = 1.467D10 + 9.00

VCG(206) = 0.4381D10 + 6.23

VCG(207) = + 4.94
0.5178D10
VCG(208) = 0.2643D10 + 5.24

VCG(209) = 0.2234D10 + 1.21

VCG(210) = 0.4219H + 4.12

169
VCG(211) - 0.3492D10 - 1,04
VCG(250) = 0. 1479D10 + 11,48

VCG(251 ) = 0.9992H - 4.74

Electric Plant--Group 3

VCG(300oo) = 0.5829H + 7.40

VCG(301) = 0.4431D10 + 5.89

VCG(302) = 0.4432D10 + 10.49

VCG(303) = 0.8399D10 + 1.71

VCG(350) = 0.5471D10 - 1.63

VCG(351 ) = 0.3542D10 + 1.48

Communication and Control--Group 4

VCG(400) = 1.1534D10 + 12.19

VCG(401 ) - 0.7251D10 + 3.07

VCG(402) = Input Item

VCG(403) = 0.5068D10 + 7.04
VCG(404) - Input Item

VCG(405) = Input Item

VCG(406) - Input Item

VCG(407) = Input Item

VCG(408) = Input Item

VCG(409) = Input Item

VCG(41 0) = 55.0

VCG(411 ) = Input Item

VCG(412) = Input Item

VCG(413) = Input Item

VCG(415) = Input Item

VCG(450) = 0.2659D10 + 19.89

170
VCG(451) = Input Item

Auxiliary Systems--Group 5

VCG(500oo) = 0.7209D10 + 3.08 Steam heat

VCG( 500) = 03867D10 Electric heat

VCG( 501 ) - 0.7663D10 + 7.14

VCG(502) = 0.2779D10 + 11.11

VCG( 503) = 2.4468H - 22.62

VCG(504) = 0.8323D10 - 7.28

VCG(505) = 0.6806D10 + 4.26

VCG(506) = 0.8267D10 - 3.33

VCG(507) = 0.7804D10 + 0.95

VCG(508) - 0.1610D10 + 4.71

VCG(509) = 0.4265D10 + 8.39

VCG(510) = 0.2834D10 + 22.42

VCG(511 ) 1.2224H- 6.44

VCG(512) = 0.3278 + 0.6557

VCG(51 3) = 16.4

VC( 514) = 0.8126H + 5.53 PPTYP = 1,2,3,4,7,8

VCG(514) = o. 7735H PPTYP = 5,6

VCG(515) = Input Item

VCG( 51 6) = 0.308D10

VCG(517) = 0.9938H + 1.73

VCG(518) = 1.8139H - 13.10

VCG(519) = 0.6428H + 2.40

VCG( 520) = 0.6252D10 + 3.82

VCG(521 ) = 0.8655D10 + 8.24

VCG( 522) = Input Item

171
VCG(523) = Input Item

VCG(524) = Input Item

VCG(525) = Input Item

VCG(526) - Input Item

VCG(527) = 0.4878H

VCG(528) - Input Item

VCG(550) = 0.2804D10 + 8.53

VCG(551) = 0.5007D10 + 2.77

Outfit and Furnishings--Group 6

VCG( 600 ) = 0.7772D10 + 11.85

VCG( 601) = 1.0081D10 + 10.63

VCG(602) = 1.0183D10 + 10.99

VCG(603) = 0.3082D10 + 7.18

VCG( 604) = 0.8684D10 + 3.15

VCG(605) = 0.4282D10 + 7.64

VCG(606) = 0.9046D10 - 1.03

VCG(607) = 0.5420D10 + 10.80

VCG(608) = 0.4503D10 + 7.47

VCG( 609) = 0.5927D10 + 5.92

VCG(610) = 0.9440D10 - 4.55

VCG(61 1) = 0.8384D10 + 2,86

VCG(612) = 0.8037D10 + 1.75

VCG(613) = 1.0519D10 - 0.42

VCG(614) = 0,4172D10 + 15.28

VCG( 61 5) = VCG(703)

VCG(650) = 1.1088D10 - 13.58

VCG(651) = Input Item

172
 Armament--Group 7

VCG(700) = Input Item

VCG(703) - Input Item

VCG(704) = Input Item

VCG(708) = Input Item

VCG(710) - Input Item

VCG(711) - Input Item

VCG(712) = Input Item

VCG(750) = 0.546D10 + 1.44

VCG(751) = 32.7

Loads

VCG(800) = 0.7076D10 + 1.41

VCG(801) - VCG(800)

VCG(802) - VCG(800)

VCG( 803) - Input Item

VCG(804) = Input Item

VCG(805) = Input Item

VCG(806) - 0.5932D10 - 2.99

VCG(807) = 0.2840D10 + 13.54

VCG(808) = Input Item

VCG(809) = Input Item

VCG(810) = Input Item

VCG(81 1) = Input Item

VCG(812) = 4.2

VCG(8 13) = 4.7

VCG(814) - 1.1519H - 2.20

VCG(815) = Input Item

173
VCG( 816) = 0.2515H + 4.27
VCG(817) = 12.5 PPTYP = 1,2,3,4,5,6,8

VCG(817) = VCG(816) PPTYP = 7

VCG ( 818) = Input Item

VCG(819) = Input Item

VCG(820) = Input Item

VCG ( 821 ) = Input Item

VCG( 822) = Input Item

VCG(825) = Input Item

Volumes

Military Mission

V(111) = Input Item

V(112) = Input Item

V(113) = Input Item

V(114) = Input Item

V(115) = Input Item

v(116) = 0.332FLDISP + 1437. + Input Item

V(121) = Input Item

V( 122) = Input Item

V(123) = Input Item

.-.
V(124) = Input Item

V(125) = Input Item

V(126) = Input Item

0 89 58
V(127) = 0.3577(V(121) + + V(126) + V(128))

V(128) = Input Item

V(131) = Input Item

V(132) = Input Item

174
V(133) = Input Item

V(134) = Input Item

V(135) = Input Item

8 906
V(140) = 572.36NTRPO0

V(150) = Input Item

V(160) = 572.36NFLAGC.8 9 0 6
8 906
V(170) = 572.36NPASS0h

V(180) = Input Item

Personnel

V(211) = (777.77NOFF - 3906.56)S(2250)

V(212) = (526.83NOFFC)6 5 33 )S(2251)

88 78)S(2252)
V(213) = (128.92NOFFC

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)

8 8 S(2259)
V(221) = 3.33NACC 1

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

6 5 S(2264)
V(231) = 0.8642(NACC x DUR)09

V(232) = (17.22NACC - 623.12)S(2265)

V(233) = (7.172NACC + 793.50)S(2266)

175
 Ship Operations

V(311) = (0.00749LBP2258)S(2267)

V(312) = 0.417FLDISP + 1062.74

V(313) = (0.8889FLDISP + 541.68)S(2268)

V(321 ) = 30,851 + 1.472SHP + 7.735(KWINST) PPTYP = 1,2,3

0 4 9 55
V(321 ) = 893.21SHP PPTYP = 7

V(321 ) =
.65( . KWINST7
0.2685(SHP + .8 x .46)
1.225 PPTYP = 4

1.084
V(321) = 0.8346(SHP + .8 x .746 IPPTYP = 5,6,8

V(322) = 0.4547SHpO 0 c 1 3 4 IPPTYP = 1,2,3

V(322) = 2000.0 ]PPTYP = 4

66 6 7 PPTYP = 7
V(322) = 8. 32SHPO .

V(322) = 0.00951(SHP+ KWINST746

8 PPTYP = 5,6,8

V(323) = 0.0 PPTYP = 5,6,7,8 1 shaft

V(323) = 15.90LBP - 3688.67 PPTYP = 1,2,3,4 1 shaft

V(323) = 0.0000210LBP 3 0 34 Any plant--2 shafts

V(324) = 0.0183(FLDISP x VSUS) + 2248.70

V(325) = (2.092FLDISP - 1516.62)S(2269)

V(331) = 0.64 1 3 LBP 1 4 32

V(332) = Input Item

V(341) = (0.8036FLDISP - 200.37)S(2270)

V(342) = (0.1943FLDISP + 331.42)S(2271)

2 8 4 )(2272)
V(343) = (0.0291FLDIS
1

V(351) = 105.85W(816)0.8532 PPTYP = 1,2,3,5,6,7,8

V(351) = 0.0 PPTYP = 4

1 92 8 7
V(352) = 0.5324W(813)

V(353) = 39.0W(814)

176
 1
V(354) = 27.93W(817) .07 98

V(355) = 40.0W(820)

V(356) = 0.5353(NACC x DUR) + 4422.87

V(357) = Input Item

V(361) = 40.0W(822)

V(362) = 0.450FLDISP - 145.90

V(363) = 0.0000238FLDISP 2.314

V(364) = Input Item

V(365) = Input Item

V(370) = (0.130(VOLTOT - V(370))0 9233 )S(2773) Centerline passage

V(370) = (90.90(VOLTOT- V(370))0 4 9 3 2 )S(2273) Port & starboard

passage

V(380) = Input Item

v(390) = Input Item

177
 APPENDIX E

PROGRAM LISTING

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 APPENDIX F

NOMENCLATURE LIST

269
 APPENDIX F

NOMENCLATURE LIST

AEDPWG Average endurance power per electric generator, horsepower

AHVOL Available hull volume, cu. ft.

AM Cross sectional area amidships, sq. ft.

AREA Projected lateral area above water, sq. ft.

ATVOM Available tankage volume, cu. ft.

AVAV Available arrangement volume in hull, cu. ft.

AVEDPW Average endurance power, horsepower

AVSP Average sea speed in North Atlantic Ocean, knots

B Beam at midship waterline, ft.

BEAMMB Maximum beam of machinery box, ft.

BHRAT Beam to draft ratio

BM Metacentric radius, ft.

B/H Beam to draft ratio

CALPH Transverse moment of inertia coefficient

CB Block coefficient

CG1 Vertical center of gravity of weight group 1, ft.

CG2 Vertical center of gravity of weight group 2, ft.

CG3 Vertical center of gravity of weight group 3, ft.

CG4 Vertical center of gravity of weight group 4, ft.

CG5 Vertical center of gravity of weight group 5, ft.

CG6 Vertical center of gravity of weight group 6, ft.

CG7 Vertical center of gravity of weight group 7, ft.

CGFLD Vertical center of gravity of ship at full load, ft.

CGLDS Vertical center of gravity of ship loads, ft.

CGLSP Vertical center of gravity of light ship, ft.

270
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 Number of boilers installed

NCOMP( ) Array for storing functional component names

NCPO Number of CPO's in ships company

NCREW Number of enlisted crew in ships company

NE Number of engines installed

NEEND Number of gas turbine engines required at endurance speed

NELC( ) Array for storing electric group names

NEMG Number of emergency electricalgenerators

NFLAG Number of flag personnel on ship

NGAVG Number of electric generators for 24 hour electric load

NGFCLD Number of ship service generators for maximum functional

load

NGTG Number of gas turbine generators installed

NHSD Number of high speed diesel generators installed

NLSD Number of low speed diesel generators installed

NMSD Number of medium speed diesel generators installed

NOFF Number of officers in ships company

NPASS Number of passengers on ship

NR Number of nuclear reactors installed

NS( ) Array for storing specification names

NSHFT Number of shafts installed

NSHIP Number of ship being calculated

NSR( ) Array for storing summary of results names

NSSG Number of ship service generators

NSTG Number of steam turbine generators installed

NTRP Number of troops on ship

NTYP( ) Array for storing the type names

275
NWT( ) Array for storing the weight group names

P( ) Array for storing payload data

PASTYP Type of passageway

PCEND Propulsive coefficeient at endurance speed

PCMXSP Propulsive coefficient at maximum sustained speed

PPTYP Propulsion plant type

PRPTYP Propeller type

PRTOUT Variable used to control the amount of results printed

Q( ) Array for storing the quantity of each payload item used

RATFP Ratio of endurance power per engine to full power per

engine

RDAV Raised deck arrangements volume, cu. ft.

RHAV Required hull arrangements volume, cu. ft.

RPM Propeller revolutions per minute

RSSV Required superstructure volume, cu. ft.

RTAV Required tankage arrangements volume, cu. ft.

S( ) Array for storing ship specifications

SFCAED Average endurance specific fuel consumption, SHPbHR

SFCFP Full power specific fuel consumption, SHPlbmHR

SHFTYP Shaft type

SHP Shaft horsepower required at maximum sustained speed

SHPE Shaft horsepower required at endurance speed

SLRAT Speed to length ratio, knots/fti

SSETYP Ship service electric plant type

SSMAT Superstructure material type

T Tankage coefficient

TAAV Total available arrangements volume, cu. ft.

276
TANKVL Tankage volume, cu. ft.

THV Total hull volume, cu. ft.

TRAV Total required arrangements volume, cu. ft.

V( ) Array for storing volume of functional groups, cu. ft.

VCG Vertical center of gravity, ft.

VCG( ) Array for storing vertical centers of gravity

VCGTOL Tolerance for VCG iteration

VEND Ship endurance speed, knots

VM( ) Array for storing moment of weight groups, ft.--tons

VOLHUL Internal volume of hull, cu. ft.

VOLMB Internal volume of machinery box, cu. ft.

VOLSHP Total internal volume of ship, cu. ft.

VOLSST Internal volume of superstructure, cu. ft.

VOLTOT Total internal volume of ship, cu. ft.

VOMPSS Superstructure volume required for payload items, cu. ft.

VRLOAD Total weight of load items, tons

VSUS Maximum continuous sustained speed, knots

VTKREQ Tankage volume required, cu. ft.

VWT( ) Array for storing weight of functional groups, tons

0 "
V/Y1 Ship speed to length ratio, knots/ft7

W( ) Array for storing weight group results, tons

WARM Weight of armor, tons

WBHS Weight of basic hull structures, tons

WBRGS Weight of bearings, tons

WDHS Weight of deckhouse structure, tons

WFAUXB Weight of fuel oil for auxiliary boilers, tons

WFELEC Weight of fuel oil for electric generators, tons

277
WFFL Weight of free flooding liquids, tons

WFG4 Weight of functional group 4 (hull structures), tons

WFG5 Weight of functional group 5 (ship systems), tons

WFPROP Weight of fuel for propulsion use only, tons

WGP4 Weight group 4 minus groups 450 and 451, tons

WGP7 Weight group 7 minus groups 750 and 751, tons

WPAYIN Total weight of payload items input, tons

WPROP Weight of propellers, tons

WSHAFT Weight of shafting, tons

WSS Weight of secondary structures, tons

WTGP1 Weight of BSCI weight group 1, tons

WTGP2 Weight of BSCI weight group 2, tons

WTGP3 Weight of BSCI weight group 3, tons

WTGP4 Weight of BSCI weight group 4, tons

WTGP5 Weight of BSCI weight group 5, tons

WTGP6 Weight of BSCI weight group 6, tons

WT GP7 Weight of BSCI weight group 7, tons

WTMARG Weight of margin for design/construction, tons

WTSHIP Full load displacement of ship, tons

278