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TRANSCRIPT
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UNIVERSITY OF NEWCASTLE UPON TYNE
SCHOOL OF MARINE TECHNOLOGY
DEPARTMENT OF NAVAL ARCHITECTURE & SHIPBUILDING
A TECHNO-ECONOMIC MODEL OF SHIP OPERATION WITH SPECIAL REFERENCE TO HULL ANDPROPELLER MAINTENANCE IN THE FACE OF UNCERTAINTY
by
TOR E. SVENSEN
VOLUME II
MARCH 1983
A Thesis submitted to the University of Newcastle upon Tyne for the Degree ofDoctor of Philosophy
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- 357 -
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Appendix A
A-I INTRODUCTION
-The various methods available for investigating the relationship
between hull roughness and drag have been described in Chapter 1. None of
these methods have on their own provided an entirely satisfactory answer
to the problem. Since Telfer proposed his one third power law
relationship between roughness and drag, the only major improvement until
very recently has been the ITTC correlation formula for hull roughness,
although it is now accepted that this formula includes other model to ship
correlation factors as well. Faced with this uncertain basis for the
economic mqdelling of hull maintenance strategies,a search of ways of
obtaining more information was initiated. This search finally resulted in
an opportunity being created for the undertaking of a full scale
performance monitoring experiment on two sisterships with a known
difference in hull surface condition. Following the successful outcome of
the first experiment, as reported in Reference (82), it was decided to
repeat the monitoring exercise after the two vessels had spent another 12
months in service. The two objectives of this experiment were, firstly to
obtain a confirmation of the results obtained for the two ships in the
previous year and secondly to relate any change in speed performance to
changes in the condition of each ship's underwater hull. Neither of the
vessels were drydocked during the 12 month period between the twoexperiments, and the change in hull condition therefore would reflect a
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change in service only. An additional benefit from a second experiment
was the further evaluation of the monit'oringsystem itself to see whether
some of the procedures could be improved.
In both experiments an independent observer was placed on each ship for
the purpose of continuous data collection and'analysis during the deep sea
passages of a complete roundtrip. Both vessels were on each occasion
making identical voyages between Europe and the Far East at approximately
the same time of the year.
The general principles behind a system for monitoring speed and power
performance have been discussed thoroughly in References (43) and (83).
The basic parameters to be monitored are speed and power. In addition,
corresponding readings of shaft revolutions and fuel consumption are taken
as a measure for checking the consistency of the speed and power data, and
recordings are made of draught, trim and weather for the purp~se ofcorrecting speed and power to a common basis for comparison. Two main
options are availale in the final interpretation of the recorded data. If
the vessel is operating at nearly constant power, the data can be
corrected to a constant power basis, and each voyage will then normally
yield one single average point on the speed-power curve. On the other
hand, if the vessel is operating over a range of powers during its round
voyage, then with an adequate number of data readings, a complete
speed-power curve can be constructed for each voyage and used forcomparison. A third and useful way of presenting the results is to
mile by integrating thecalculate the energy requirement per nautical
power multiplied by the time over the total round voyage and divide by thedistance. Every voyage will then yield a specific energy requirement per
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mile, and one voyage can be compared with the next, provided each voyage
is corrected to the same average speed.
A-2 VESSEL DESCRIPTIONS
SHIP PARTICULARS:Cel!ular type container ships, maximum capacity 2865 TEU, carrying 3 high
on deck.
Overall Length = 288.75 m
Length B.P. 274.32 m
Breadth = 32.26 m
Depth = 24.60 m
Maximum Summer Draught = 13.03 m
Average Operating Draught 11.00 m
Deadweight at max.Summer Draught = 49600 t
Displacement at 13.03 m draught = 73600 t
Displacement at 11.00 m draught = 58900 t
Block coefficient = 0.623
Wetted surface area at 11.0 mdraught
2= 11100 m
Transverse projected area abovewaterline at 11.0 m draught AT
2= 900 m
Design Speed = 26.5 knotsAverage operating speed = 21.0 knots
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MACHINERY:
2 Steam TurbinesDesign Output 29825 kW/40550 HP (metric) each at 136 RPM
Max. Output 32810 kW/44610 HP (metric) each at 140.4 RPM
PROPELLERS:
Diameter = 6200 mm
Pitch = 7500 mm
No. of blades = 5
Approximate Quasi PropulsiveCoefficient in operating range20 - 25 kn = 0.67
A-2.1 UNDERWATER HULL MAINTENANCE HISTORIES
SHIP A:
Coated with a Vinyl Organo-Tin antifouling prior to delivery in
December 1972 and subsequently recoated with the same at guaranteedrydocking in 1973. At normal maintenance drydocking in June 1975 the
complete underwater hull was coated with Intersmooth SPC 1 and was also
recoated with the same at maintenance drydocking in 1977. Due to some
detachment both sides were grit blasted during maintenance drydocking in
June 1979 and the complete underwater hull recoated with Intersmooth SPC4.
Outdocking roughness was measured in June 1979 yielding a result of 136 rmAHR with 149 rm for the flats and 129 rm for the sides.
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SHIP E:
Coated with a Vinyl Organo-Tin antifouling prior to delivery inNovember 1973, and recoated with the same at guarantee drydocking in 1974.During maintenance drydocking in 1976 the underwater hull was coated with
a High· Performance Chlorinated Rubber antifouling and the same
specification was used at normal maintenance drydocking in 1978.
From the above specifications it can be seen that at the time of the
first experiment in July/August 1979, Ship E had been through one
drydocking less than Ship A.
A-3 INSTRUMENTATION FOR MONITORING
Only the ships' own instrumentation was used. The vessels were both
fitted with Jungner AEM-1 torsion meters on each propeller shaft. Priorto the start of the first experiment, a malfunction in one of the torsion
meters on ship A was repaired, and the instruments on both shafts
re-calibrated by the manufacturer. In the case of ship E, no malfunction
had ever occured, and a simple zero check was made at the end of the
voyage. Any relative change in calibration between the instruments on
each shaft could easily be detected during the voyage, and this eliminated
the·need for a zero check before as well ,as after the completion of the
voyage. In the second experiment a zero calibration check was carried out
on both vessels immediately before the start of each voyage by arepresentative of the manufacturer. No significant drift in thezero-point had occured during the 12 month period and this confirmed the
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high reliability of this particular make of instrumentation. Shaft
revolutions were measured using double sets of counters mounted on each
gearbox and with an electronic repeater for each shaft positioned in the
engine control room. Fuel consumption was measured by the use of
flowmeters positioned at the point of fuel entry to each boiler. A double
check on fuel consumption was made by taking readings from the daily
settling tanks. Observed speed over the ground was calculated by the use
of Magnavox MX 1102 satellite navigator, and tog speed was measured using
a Jungner pitot type log. An anemometer was fitted, but its positioning
caused inaccurate readings for certain wind directions, and wind speeds
were therefore recorded on the basis of observation of sea state as
customary. For the purpose of continuous data checking, a power diagram
was used throughout the voyage for plotting difference curves betweenobserved speed, log speed and speed derived from the power diagram. This
enabled errors in power, speed or RPM readings to be spotted quickly and
inaccurate data to be eliminated from the final analysis. Prior to the
monitoring exercise, a series of power diagrams were constructed for a
range of values of apparent wake on the basis of the open water
characteristics of the propellers. The correct diagram to be used and the
corresponding value of apparent wake was hence found, using a trial and
error process with the recorded values of observed speed, power and RPM at
the start of the monitoring exercise.
A-4 EXPERIMENTAL PROCEDURE
The system set up on board was based on a satellite fix to satellitefix recording procedure. The reason behind this, rather than using a
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fixed interval procedure, (eg: watch-by-watch), was to eliminate the
accumulated error introduced in using a dead reckoning position between
satellite fixes. This error can, after two hours, be as much as one mile.
At the time of satellite fix, readings of log speed, RPM, power and fuel
consumption with corresponding temperature were recorded. Time between
satellite fixes could vary between two ana twelve hours, but on average
was 4 to 6 hours. In order to compute a good average value of power
bet~een fixes, a continuous log of power readings was kept in the engine
control room. Recordings were taken every hour in the first experiment
and reduced to every half our in the second experiment. Weather and ship
motion recordings were made on a watch-by-watch basis by deck officers, so
that each inter-fix period could be associated with a particular set of
weather conditions, and corrections could later be made to a standard
basis.for comparison. Only data corresponding to wind strengths less than
and including Beaufort 5 have been used, and no shallow water data or data
including substantial course changes have been included in the final
analysis. The limiting value of Beaufort 5 has been applied in accordance
with the results of Kwon's work, as reported in References (84) and (85).
Kwon concluded that the added resistance due to waves becomes significant
for full form tankers at a fully developed sea state above level 4 on the
Beaufort scale, and for fine form container ships at a level above
Beaufort 5, provided there are no significant ship motions. Draughtreadings were made on departure and .arrival in ports. Recordings were
also made of daily fuel consumption and changes to ballasting condition
for the purpose of calculating draughts on a daily basis throughout thecomplete voyage.
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A-S DATA ANALYSIS
A-S.l PROCEDURE FOR RELATING SPEED AND POWER
In both experiments the two vess~ls were operating over a wide range ofengine power during the voyage, and rather than correcting to a standard
power for comparison, the data have been used to construct a speed-power
curve for each vessel.
Corrections to power have been made for the effect of direct wind
resistance and changes in draught. The wind resistance corrections have
been made on the basis of recent wind tunnel tests for container ships,
[Reference (34)]. From the general wind tunnel test data, a particular
correction curve for the vessel type employed in this experiment wasderived, based on the projected transverse area above the waterline as
calculated from drawings. The curve of resistance coefficient Cx against
angle of relative wind resistance is given in Figure (A-l). When
correcting power to a basis of still air wind resistance, account was also
taken of the change in propulsive efficiency with added resistance. This
correction curve was derived using the open water characteristics of the
propellers and is shown in Figure (A-2). The corrections to power due to
changes in draught were made to a standard draught value of 11.Om. The
required correction curves were derived using the original tank test
results for these ships and were expressed as percentage change in power
per 0.1 m change in draught over a range of speeds. A mean curve wasproduced for every 0.5 m step in draught. The correction curves for
- 374 -
variation in draught are shown in Figure (A-3), and the final tabulatedcorrections to power are given in Column 24 of Tables (A-IS) to (A-21).
Speed over the ground, as calculated from individual position fixes
obtained from the satellite navigator, has been used as the principalmeasure of speed. A basic assumption for fitting a mean speed-power curve
to the corrected set of power date is that with a sufficient number ofinter-fix recordings in both directions on a complete round voyage, the
net effect of ocean currents will be zero. From routing charts the ocean
currents on the roundtrip voyage covered in this experiment were found to
be predominantly "following" on the outward bound part of the voyage and
"against" on the homeward bound part. Hence as long as an equal number of
inter-fix periods are obtained "out" and "home", and both data sets are
equally distributed over the speed and power range included in the
analysis, then this.assumption will be valid.
In the first experiment, the above conditions for averaging out the
effects of ocean currents were satisfied. However, a different situation
arose with the second experiment in which there was not an equal
distribution of outward and homeward bound data over the complete speed
and power range. In the case of Ship A, all the outward bound data were
at relatively high speeds and the homeward bound data at low speeds, while
for Ship E, the low speeds occured outward bound and the higher range
homeward bound.
As a result of this different situation a more detailed examination had
to be made of ocean currents, since an error in the applied current
correction would have significant effect on the slope of the deduced
- 375 -
speed-power curve.
The method adopted was to make use of the pitot log distance reading
and calculate the difference between observed distance and log distance
for each leg of the voyage, and hence obtain the difference between mean
observed speed and mean log speed. This mean difference can, however, not
be used as a measure of average current since the recorded log speed will
neatly always contain a calibration error. This calibration constant is
determined by assuming equal magnitude of average strength of currents on
the outward and homeward bound leg of the voyage. The average net current
bias, with which all the recorded observed speeds are to be corrected, is
subsequently calculated for the total voyage of each vessel.
As a result of this analysis, two sets of measurements of speed through
the water were obtained. In this particular exercise, the observed speed
was considered to be the most accurate and most reliable measurement of
speed and was therefore used as the primary measurement. The log speed
was used to obtain the current corrections as described above and as a
secondary measurement of speed to be used as a ~onsistency check.
This method of correcting for the effects of ocean currents has
Subsequently been applied to the complete data set of each vessel from
both experiments.
- 376 -
A.-5.2 ANALYSIS OF SPEED AND POWER DATA FROM THE FIRST EXPERIMENT
A-5.2·.1 SPEED AND POWER RELATED
For ship A, a total of 90 good weather interfix periods were obtained,
and for ship E the corresponding number was 78. In both cases, the
periods covered a total of approximately 10,000 miles of deep sea passage.
Corrections to power were made for the effect of direct wind resistance
and changes in draught as described in the previous section. Malfunction
of the speed log resulted in only 71 and 70 interfix periods for Ship A
and Ship E respectively being suitable for the calculation of the current
correction. The calculations for the current correction and speed log
calibration are presented in Tables (A-I) and (A-2).
TABLE (A-I) CURRENT CORRECTION SHIP A, FIRST EXPERIMENT
AVERAGETOTAL TIME OBS DISTANCE LOG DISTANCE (OBS SPEED-LOGSPEED)
OUT 182.8 hrs. 3749.1 miles 3670.5 Miles 0.43 knots
HOME 211.6 hrs. 4313.4 miles 4289.1 miles 0.11 knots
0.43-0.11Average net current bias = = 0.16 knots (following out and
2 against home)Log calibration constant = 0.43-0.16 +0.27 knots (Ls e, speed log is
0.27 knots slow)
- 377 -
TABLE (A-2) CURRENT CORRECTION SHIP E, FIRST EXPERIMENT
AVERAGETOTAL TIME OBS DISTANCE LOG DISTANCE (OBS SPEED-LOGSPEED)
OUT 106.0 hrs. 2289.2 miles 2239.4 miles 0.47 knots
HOME 266.9 hrs. 5984.9 miles 5868.7 miles 0.44 knots
0.47-0.44Average net current bias = --------
2= 0.015 knots (ie: negligible)
Log calibration constant - +0.45 knots (ie: speed log is 0.45 knots slow)
After correcting observed speeds for the average net current bias a
mean speed power curve was fitted based on logarithmic regression.
The following equations between speed power were obtained:SHIP A: :1>.07'1
PM= 1.808V with a correlationcoefficient r=0.925
SHIP E: 3.~PEl= 1.882V with correlationcoefficient r=0.926
P = power delivered to the propeller measuredin kW (allowing for 2% loss in shafting).
V = observed speed corrected for average currentbias, measured in knots.
For the .same speeds the difference in power between those two meanlines over the speed range is substantially constant and
= 10.7% [see Figure (A-8)]P~I
- 378 -
Compared with a similar value of 11.4% obtained when currentcorrections were not applied this demonstrates that current corrections
are not critical when recorded data in both current directions show an
equal distribution over the speed/power range.
A-5.2.2 CALCULATION OF DIFFERENCE IN ENERG~ CONSUMPTION USING TORSION
METERS
This method of calculation has been adopted, as explained in theintroduction to this chapter, in order to yield a single representative
number as a measure of performance for comparison purposes between the twoships.
(average power) x (time)represents the energy per nauticalmile to drive the ship.(corrected observed
distance)
Table (A-3) CALCULATION OF ENERGY REQUIREMENT PER MILE, FIRST EXPERIMENT
SHIP A SHIP E
Eo (,Power x Time 9.881 x la kW hr 12.232 x 10 kW hrTotal Distance 10107.9 miles 9759.4 milesTotal Time 488.40 hrs 440.86 hrsAverage Speed 20.70 knots 22.14 knotsAverage Power 20230 kW 27740 kW
3 3Power x Time 0.9776 x 10 kW hr 1.25341 x 10 kW hrDistance mile mile
A higher average speed and power will result in a higher energy
requirement per mile for the same ship, and this is corrected by using theregressed mean speed power curve.
- 379 -
TABLE (A-4) CORRECTION FOR DIFFERENT MEAN SPEED
(Correcting Ship E to the mean speed of Ship A)
Mean Speed 20.70 knots 22.14 knots .Power 22260 kW 27410 kW
3 3Power x Time 1.0754 x 10 kW hr 1.2381 x 10 kW hr
Distance mile mile
333.Hence correction = 1.2381 x 10 -1.0754 x 10 = 0.1627 x 10 kW hr
mile
which is the extra energy consumption per mile due to the higher speed
only. The corrected energy consumption per mile is given in Table(A-5).
TABLE (A-5) ENERGY REQUIREMENT PER MILE FOR SHIP A AND SHIP E
FIRST EXPERIMENT
SHIP A SHIP E
3 3Corrected Power x Time 0.9776 x 10 kW hr 1.0907 x 10 kW hrDistance mile mile
(at 20.70 knots)
In percentage terms this difference is 11.6%, which is in satisfactory
agreement with the mean difference of 10.7% in power between the twospeed/power curves.
A-5.2.3 AVERAGE SPEED AFTER CORRECTING TO A CONSTANT POWER BASIS
In statistical terms a more satisfactory single number representationof the vessel is obtained by calculating the average speed, after first
- 380 -
having corrected each individual speed-power point to a selected standard
power value using the speed-power curve from regression analysis.
Effectively, this is the same as taking the centroid of the data set used
in the regression analysis as a representative number of the completesample, or in other words, transforming the speed and power values into a
logarithmic scale and taking the mean of each. Transformed back into the
normal speed and power scales this will yield a single representative
point for each vessel on e~ch occasion. Using one vessel as basis, the
average speed and power value for the second vessel can subsequently be
corrected to the same basis and the difference in performance between thetwo vessels can be calculated.
The results for Ship A and Ship E in the first experiment are shown inTable' (A-6).
TABLE (A-6) RESULTS FOR SHIP A AND SHIP E AFTER CORRECTING TO A
CONSTANT POWER BASIS, FIRST EXPERIMENT
POWER CORRECTEDSPEED (knots) POWER (kW) TO THE SPEED OF
.. SHIP A
SHIP A 20.723 20150 20150SHIP E 22.100 27270 22350
In percentage terms the difference is 1~.9%. This is in good agreementwith the results obtained from the previous two methods.
- 381 -
A-5.3 ANALYSIS OF SPEED AND POWER DATA FROM THE SECOND EXPERIMENT
A-5.3.l SPEED AND POWER RELATED
For Ship A a total number of 109 good weather interfix periods were
obtained, covering a total of about 10,000 miles of deep sea passage, and
for Ship E the corresponding numbers were 88 good weather interfix periods
and approximately 8,000 miles of deep sea passage. Again, both vesselswere operating over a wide range of engine power, but the distribution of
data over the speed-power range on each leg of the voyage was unequal as
discussed in Section A-5.l. It was therefore essential that the average
net current bias was calculated and corrected for prior to obtaining a
mean speed-power curve based on logarithmic regression techniques.
Malfunction of the speed log resulted in only 105 and 85 of the
interfix periods for Ship A and Ship E respectively being suitable for the
calculation of current correction. The calculation for current correction·and speed log calibration are presented in Tables (A-7) and (A-8).
TABLE (A-7) CURRENT CORRECTION SHIP A, SECOND EXPERIMENT
AVERAGETOTAL TIME OBS DISTANCE LOG DISTANCE (OBS SPEED-LOG SPEED)
OUT 212:.8hrs 4770.8 miles 4670.1 miles +0.48 knots
HOME 234.4 hrs 4766.0 miles 4894.0 miles -0.09 knots
- 382 -
0.488-(0.08)
2= 0.28 knots (following out and
against home)Average net current bias = -----------
L·ogcalibration constant = 0.48-0.28 = 0.20 knots (slow)
TABLE (A-8) CURRENT CORRECTION SHIP E, SECOND EXPERIMENT
AVERAGETOTAL TIME OBS DISTANCE LOG DISTANCE (OBS SPEED-LOG SPEED)
OUT 224.0 hrs. 4327.3 miles 4303.0 miles 0.11 knotsHOME 153.4 hrs. 3547.9 miles 3558.1 miles -0.07 knots
0.11-(0.07)Average net current bias = ----------
2= 0.09 knots (following out and
against home)
Log Calibration constant = 0.11-0.09 = +0.02 knots (i.e. negligible)
After correcting observed speeds for the average net current bias a mean
speed-power curve was fitted, and the following two equations between
speed and power were obtained:
SHIP A: 2.'90PAl= 2.404V with a correlation
coefficient r = 0.920
SHIP E: with a correlationcoefficient r = 0.979
For the same speeds the difference L power between these two meanlines over the common speed range is substantially constant and
= 10.2% [see Figure(A-8)]
- 383 -
A-5.3.2 CALCULATION OF DIFFERENCE IN ENERGY CONSUMPTION USING TORSION
METERS
In Section A-5.2.2 a calculation was made for the energy required per
nautical mile to drive each ship in order to yield a single representative
number for comparison purposes with the data collected in the first
experiment. In order to enable a similar comparison between the two ships
in the second part of the experiment and also to enable a comparison of
the results for the same ship after a period of 12 months, this
calculation was repeated for the new set of data from the second
experiment.
(average power) x (time)represents the energy pernautical mile to drive the ship(corrected observed
distance)
TABLE (A-9) CALCULATION OF ENERGY REQUIREMENT PER MILE, SECOND EXPERIMENT
SHIP A SHIP E
E- l.Power x Time 10.895 x la kW hr 9.244 x la kW hrTotal Distance 10197.4 miles 8059.5 milesTotal Time 479.2 hrs 387.5 hrsAverage Speed 21.28 knots 20.80 knotsAverage Power 22740 kW 23850 kW
3 3Power x Time 1.0684 x la kW hr 1.1469 x la kW hrDistance mile mile
In order make the comparison on the same basis, all values are
corrected to the meanspeedof Ship A in the first experiment of 20.70 knots.
- 384 -
TABLE (A-10) CORRECTION FOR DIFFERENT MEAN SPEED
SHIP A SHIP E
Mean Speed 20.70 knots 21.28 knots 20.70 knots 20.80 knotsPower 20690 kW 22470 kW 22720 kW 23050 kW
Power x Time 0.9993 x 103 1.0558 X 103 1'.0997 X 103 1.1080 X 103distance kW hr kW hr kW hr kW hr
mile mile mile mile
Correction Ship A: 3 3 31.0558 x 10 -0.9993 x 10 = 0.0565 x 10 kW hrmile
3 ~ 31.1080 x 10 -1.0977 x 10 = 0.0103 x 10 kW hrmile
Correction Ship E:
The corrected energy consumption per mile is given in Table (A-II).
TABLE (A-II) ENERGY REQUIREMENT PER MILE FOR SHIP A AND SHIP E,
SECOND EXPERIMENT
SHIP A SHIP E .
3 JPower x Time 1.0119 x 10 kW hr 1.1366 x 10 kW hrCorrected mile mileDistance
In percentage terms this difference is 12.3% between the two ships.
A-5.3.3 AVERAGE SPEED AFTER CORRECTING TO A CONSTANT POWER BASIS
As explained in Section A-S.2.3, a more satisfactory single number
representation of the vessel performance in statistical terms is obtained
- 385 -
from the centroid of the speed/power data when transformed to a
logarithmic scale for use in the linear regression analysis. The results
for Ship A and Ship E in the second experiment are shown in Table (A-12).
For the purpose of comparison with the results of the previous experiment,
the speed and power values have been corrected to the speed of Ship A in
the first experiment using the regressed speed/power curves.
TABLE (A-12)" RESULTS FOR SHIP A AND SHIP E AFTER CORRECTING TO A
CONSTANT POWER BASIS, SECOND EXPERIMENT
POWER CORRECTED TO THESPEED (knots) POWER (kW) SPEED OF SHIP A IN THE
FIRST EXPERIMENTSHIP A 21.267 22420 20750SHIP E 20.626 22490 22800
Iripercentage terms the difference between the two vessels is 9.9%
which is in good agreement with the first method of comparing the
individual speed/power curves and in reasonable agreement with the results
obtained from the calculation of energy requirement per mile.
A-5.4 COMPARISON OF SPEED AND POWER PERFORMANCE RESULTS FOR THE TWO
EXPERIMENTS
"A comparison between the two mean speed/power curves from the first
experiment, as analysed in Section A-S.2 and shown in Figures (A-4) and
(A-5), shows an average difference between the two ships of 10.7%. The
- 386 -
same analysis performed on the data collected 12 months later, as shown in
Section A-S.3 and Figures (A-6) and (A-7), indicatesan average difference
between the two ships of 10.2%. An individual comparision of each vessel
after this 12 month period shows that the performance of Ship A has
deteriorated approximately 2% while Ship E shows an average deterioration
of about 1.S% in power terms, although these rigures are too small for any
conclusions to be drawn about the change in performance of each ship over
the'12 month period.
In the case of Ship A the mean speed/power curves for the two
experiments are parallel, while for Ship E this is not strictly true.
Furthermore, the speed/power curves cover slightly different ranges of
A mean speed/power curve based on logarithmic regression
compromise to obtain a best fit line, since a truenspeed/power curve of the form P = k.V will have a continuously changing
speed and power.
is already a
exponent N with varying speed V, and an attempt to extend the curve beyond
its regression boundaries will introduce errors. It therefore follows
that a single number representation of change in performance evaluated on
the basis of speed/power curves only will not be an entirely accurate andreliable measure.
A simple and more practical method of obtaining a single number for
COmparison purposes is the calculation of energy requirement per mile as
presented in Sections A-S.2.2 and A-S.3.2. In these calculations each
interfix period carried equal weight in the analysis, and the mean
speed/power curve only is utilised in the process of correcting the values
to the same basis of mean speed. If a speed/power curve is not available,
the approximate relationship P = k_Vn can be used.
- 387 -
In Section A-5.2.2 it was shown that based on the calculations ofenergy consumption per mile there was, in the first experiment, a
difference in performance between the two vessels of 11.6%. After a
period of 12 months in service this difference had increased to 12.3% as
shown in Section A-5.3.2. An individual comparison of the results of each
vessel by this method has shown that the performance of Ship A
deteriorated by 3.5% over this 12 month period, while Ship.E deteriorated
by 4.2% over the same period. This method has the advantage of making no
initial assumption about the relationship between speed and power, and the
calculation procedure is simple. An error will, however, be introduced
due to the fact that no account is taken of the gradually increasing rate
of change in the energy requirement per mile with an increasing speed.
The final method, believed in statistical terms to be the most correct,
has yielded a single representative number for each vessel on each
occasion after first transforming the speed and power values to a
logarithmic scale and taking the mean of each. In percentage terms the
difference in performance between Ship A and Ship E in the first
experiment was found to be 10.9%, and in the second experiment the
difference had been reduced to 9.9%. An individual comparison of each
vessel between the two experiments indicated a deterioration of 3.0% forShip A and 2.0% for Ship E.
Clearly, this method is only correct if the linear relationship between
the transformed value of speed and power is true.
- 388 -
A-5.5 STATISTICAL INTERPRETATION OF THE MEASURED PERFORMANCE RESULTS
The performance monitoring experiment has yielded a set of measurements
of the two variables speed and power on the sisterships on two occasions a
year apart. Each set of measurements can be regarded as an independent
group giving a total of 4 groups obtained from the complete experiment.
The data analysis has hitherto been centered around the analysis within
eacH group, and the comparisons made between groups have simply been based
upon the "within group" results in terms of mean values. The regression
lines fitted to each group have been based upon the general linear model
(t - 1, ••••• k , i - 1, ••••• n )
where Speed is the independent variable and takes the transformation X =In(Speed) and Power is the dependent varia.blewith the transformation Y =
In(Power) and Zttrepresents the random residual for each observation. This
residual variable complies with the following 4 assumptions.
1) Expected value of Z~i is zero for all t and i
2) ·AII values of Ztt are mutually independent
3) Variance of Z~[ is constant for all t and i4) The variable Z~, is normally distributed
In the general case with t groups of bivariate observations and
regression lines fitted to each individual group acc0rding to the above
model, an obvious natural extensLon to this analysis is to consider
whether it is possible for a single linear regression line Y = ~ + ~ X torepresent all the t groups of observations. In other words, we have thelinear hypothesis:
- 389 -
Ho (0(1 :Ill 0(2.= •••••• = o(lrl and PI""11>1" •••••• "" ~It. )
The test of th~s hypothesis will yield an answer to the question of
whether all the groups can in fact be represented by a single regression
line, or alternatively, the level of significance at which the null
hypothesis is rejected and the alternat'ive hypothesis of separate
individual regression lines for each group can be accepted. The abovelin~ar hypothesis is most conveniently split into 3 parts where each part
can be tested separately.
(1) Null Hypothesis Ho(l): The regression lines are parallel,~I - p.2. - •• • • • • •• fJlt
Alternative Hypothesis H,(l): The regression lines are notparallel
( 2) Null Hypothesis Ho(2): The group means lie on a straightline, i.e. the residual sum ofsquares for the regression lineon the points [~, (oI.t + ~t.X)] iszero.
Alternative Hypothesis HI (2): The group means does not lie ona straight line
( 3) Null Hypothesis Ho(3): The slope of the regressionline on the group means equalsthe common value of ~I ••••• pit.
Alternative Hypothesis HI (3): The slope of the regression lineon the group means is not equalto the common value of ~I ••••• pit.
The test of each Null Hypothesis is conducted in accordance with the
principles for the analysis of variance where ratios of sums of squares
are compared with the appropriate points on the F- distribution. Thebasic parameters required for the test are set out in the following table:
- 390 -
ANALYSIS OF COVARIANCE TABLE
DEGREESSOURCE OF SUM OF SQUARES MEAN
FREEDOM SQUARE
Common regression1line 1 SG" WO s, SG
Slope of group ~eans weW'" 2vs. Average within 1 SIIIICO=--(Bc- Bm) SIIIIGgroup slope Wo
Residual about linear II
regression - of group k-2 SG""2:nt ['4 -Y-Bm (Xt -X)] SG I (k-2)means ta,
Between within group II. :1slopes k-I S",=~ wi (B~-Bc.) Sw/(k-I)
-\: .. 1
Residual about within IIIgroup - linear regres- N-2k Sit-I [Y~-'4 -Bt (~\-Xt )] Sit.I(N-2k)sian (sep.reg.lines) t·, '''1
II. lit. :l.TOTAL N-I 2 I Cft,- Y)
+-;! ."
The symbols used can briefly be explained as:
and Bt == I.(Ytl -Yt: ). (X~l-Xt ) /Wtl-'
ItW ='wc. L ~-1:.,
II.Be= ['~: Wt Bt;.]Iwc
t...,
It
B", ""2.n~ (Xt -X) • ('4 -Y)ta,
lit
Xt =l.Xt(/ntt=1
It "tY =LLYt,/Nt=, ie,
- 391 -
Sw/(k-1)- Ho(1) is tested by comparing the mean square ratio SR/(N-2k)
with the F distribution with (k-1), (N-2k) degrees of freedom
SG/(k-2)- Ho(2) is tested by comparing the mean square ratio SR/(N-2k)
with the:F distribution with (k-2), (N-2k) degrees of freedom
S~- Ho(3) is tested by comparing the mean square ratio SR/(N-2k)
with the F distribution with 1, (N-2k) degrees of freedom
In all 3 cases a two tailed test must be used because of the way thealternative hypothesis is formulated.
The problem under consideration consists in total of 4 groups ofbivariate observations. However, the primary objective is to examine the
difference in performance between the two vessels on each occasion, and
the comparative study of changes in performance on each vessel from oneoccasion to the next is only a secondary interest. Each analYSisperformed will therefore consist of 2 groups of observations only, and the
test of the second null hypothesis, Ho(2), becomes redundant because theresidual about linear regression of group means is aiWayszero with zerodegrees of freedom. Only tests of Ho(1) and Ho (3) will therefore berequired.
- 392 -
A-5.5.1 TEST OF RESULTS FOR SHIP A AND SHIP E, FIRST EXPERIMENT
Number of observations for Ship A: 90Number of observations for Ship E: 78
TABLE (A-13) ANALYSIS OF COVARiANCE, SHIPS A AND E, FIRST EXPERIMENT,DEGREES OF
SOURCE FREEDOM SUM 0'FSQUARES MEAN SQUARE
Common regression line 1 9.06708
Slope of group means1 {).3493 0.3493vs. average within
group slope
Between within group 1 0.00006 0.00006slopes
Residual about within 164 0.9393 0.000573group - linear reg.
TOTAL 167 10.3557
Null Hypothesis Ho(l): F ratio = 0.00006 .. 0.01050.00573
Null Hypothesis Ho(3): F ratio = 0.3493 = 60.960.00573
From statistical tables: F O.o:l,I, 1&'1 = 10.8 and F ..2.70.20, I, 1(,1f
The null hypothesis Ho(1) is therefore clearly accepted, while the null
hypothesis Ho(3) is rejected at the 0.2% level. In other words, there is
clear statistical evidence that the regression lines on Ship A and Ship E
are parallel, while there is less than 0.2% chance ~'hatthe measureddifference between Ships A and E could have occured by chance only. We
are therefore more than 99.8% confident that there is a true difference inperformance between Ship A and Ship E in the first experiment.
- 393 -
A-5.5.2 TEST OF RESULTS FOR SHIP A AND SHIP E, SECOND EXPERIMENT
Number of observations for Ship A: 109Number of observations for Ship E: 88
TABLE (A-14) ANALYSIS OF COVARIANCE, SHIPS A AND E, SECOND EXPERIMENTpEGREES OF
SOURCE FREEDOM SUM rtF SQUARES MEAN SQUARE
Common regression line 1 10.21036
Slope of group means1 0.40945 0.40945vs. Average within
group slope
Between within group 1 0.00007 0.00007slopesResidual about within 193 0.813 0.00421group linear reg.
TOTAL 196 11.4334
Null Hypothesis Ho(l): F ratio ... 0.00007 = 0.01660.00421
Null Hypothesis Ho(3): F ratio = 0.40945 = 97.260.00421
From.statistical tables: F = 10.8 and F ,.2.7o.eca, I) 1'13 __ 0.'20) I) In
The null hypothesis Ho(l) is therefore clearly accepted while the nullhypothesis Ho(3) is rejected at the 0.2% level. Again therefore, clearstatistical evidence exists that the regression lines on Ship A and Ship E
are parallel while there is less than 0.2% chance that the measureddifference in performance 'between Ships A and E could have occured by
chance only. We are therefore more than 99.8% confident that there is a
true difference in performance between Ship A and Ship E in the secondexperiment.
- 394 -
A-5.5.3 A COMPARATIVE TEST OF RESULTS BETWEEN THE TWO EXPERIMENTS FORSHIP A
Number of observations for Ship A, first experiment: 90Number of observations for Ship A, second experiment: 109
TABLE (A-15) ANALYSIS OF COVARIANCE, SHIP A, FIRST AND SECOND EXPERIMENTDEGREES OF
SOURCE FREEDOM SUM OF SQUARES MEAN SQUARE.
Common regression line 1 5.90353
Slope of group means0.03652vs. Average within 1 0.03652
group slope
Between within group 1 0.00100 0.00100slopes
Residual about within 195 0.94354 0.004839group linear reg.
TOTAL 198 6.88459
Null Hypothesis Ho(l): F ratio = 0.00100 = 0.20670.004839
Null Hypothesis Ho(3): F ratio = 0.03652 = 7.5470.004839
From statistical tables: F = 6.60.02., '. I'IS
Again, the null hypothesis Ho(l) is clearly accepted while the null
hypothesis Ho(3) is rejected at the 2% level. Clear statistical evidence
therefore exisits that the measured difference in performance between thefirst and the second experiment could not have occured by chance only.
- 395 -
A-5.5.4 COMPARATIVE TEST RESULTS BETWEEN THE TWO EXPERIMENTS FOR SHIP E
Number of observations for Ship E, first experiment: 78Number of observations for Ship E, second experiment: 88
Table (A-16) ANALYSIS OF COVARIANCE, SHIP E, FIRST AND SECOND EXPERI~mNTDEGREE OF
SOURCE FREEDOM SUM rtF SQUARES MEAN SQUARE
Common regression line 1 12.3590
Slope of group means0.00545vs. Average within 1 0.00545
group slope
Between within group 1 0.00504 0.00504slopesResidual about within 162 0.80929 0.00500group - liner reg.
TOTAL 165 13.1788
Null Hypothesis Ho(l): F ratio .. 0.00504 .. 1.0080.00500
Null Hypothesis Ho(3): F ratio = 0.00545 = 1.090.00500
From statistical tables: F ..10.8 and F ..2 70.002.,I,lb2 0.'20, " '1.2 --!__
The level of significance for an F ratio of unity with 1 and 162degrees of freedom is in fact 64%. Both null hypothesis Ho(l) and Ho(3)
are·therefore accepted and we conclude that the regression lines for ShipE in the two experiments are par~llel, and that there is no significantdifference in the results from the first to the second experiment.
- 396 -
A-6 HULL ROUGHNESS SURVEYS
Prior to the first experiment a hull roughness survey was carried out
on Ship A in drydock, and a weighted value of 136 ~m AHR was found.
The roughness history of Ship E is incomplete, and as a consequence ofthis an underwater roughness survey was performed at the end of the firstvoy~ge. This was the first time that the BSRA hull roughness analyser had
been used under water, and the survey only covered the sides of the
vessel. The AHR of the sides was found to be 384 pm but unfortunately no
measurements could be taken on the flat bottom, and the survey thereforeremains incomplete.
Further development of the underwater
successful,and it was therefore decided to
surveys on both vessels at the end of
measurement technique proved
perform underwater roughness
the second experiment, andsubsequently to compare the measured difference in AHR in more detail.
For Ship A a complete survey covering 96 locations on the hull wasobtained and weighted AHR of 147 pm calculated. An identical survey of
Ship E covering 84 locations yielded a weighted AHR of 452 ~m. The
results of the hull roughness survey for both vessels in the two
experiments are given in Table (A-17). As shown, the weighted AHR of Ship
A has over the 12 month period increased from 136 ~m to 147 pm. This
difference of only 11 pm is less than the stated error bounds of themeasuring instrument, and the conclusion will therefore have to be thatthe AHR of Ship A have remained unchanged over the 12 month period.
- 397 -
TABLE (A-17) HULL ROUGHNESS SURVEYS, SHIPS A AND E, BOTH EXPERIMENTS
EXPERIMENT 1 EXPERIMENT 2SHIP A SHIP E SHIP A SHIP E
\
Slides 129 Jlm (2) 384 pm (1) 134 pm (1) 430 pm (1)
flats 149 11m - 172 pm (1) 493 Jlm (1)Mean AHR 139 Jlm - 153 pm (1) 462 Jlm (1)
.
Weighted AHR (3) 136 11m - 147 pm (1) 452 pm (1).
(1) Underwater survey(2) One side only
(3) For the weighting, the ratio of sides to flat of bottom is takenas: 0.65 0.35
The sides of Ship E show a significant increase in roughness from 384to 439 11m. Unfortunately measurements could not be taken on the flats of
Ship E at the time of the first experiment, and a total AHR can only be
obtained by estimating roughness of the flats on the basis of the
measurements taken 12 months later. It is unlikely that the roughness on
the flats of Ship E will have decreased over the 12 months. If it hasremained unchanged over the period at 493 11m the weighted AHR at the time
of the first experiment would have been 422 11m• On the other hand, if theroughness has increased at the average rate since new over this 12 month
period the roughness of the flats at the time of the first experiment
would have been 450 pm giving a weighted AHR of 400 11m. The estimated AHR
for Ship E during the first experiment is therefore in the region 400 to420 pm, but since this is only an estimate it should also be treated assuch in the following evaluations.
- 398 -
The average hull roughness of a vessel is obtained by calculating the
weighted average of the mean roughness at each measurement location.
Although it is this AHR value that is required for relating hull roughness
to speed and power performance, it does not give a very good description
of what is happening to the hull surface itself over a period of time. In
particular this is true in the case of serf polishing coatings, where a
major part of the surface may experience a reduction in roughness withtime, but because of some areas of:high roughness readings due to damage,the overall result may be that the AHR has increased. A better method for
demonstrating both trends in polishing and roughening is to plot afrequency distribution of the total number of ungrouped data from all
measurement locations. The plots of frequency distributions comparing the
roughness surveys on Ship A and Ship E in the two experiments are shown inFigures (A-9), (A-lO) and (A-II). In Figure (A-II) it can be seen that
the sides of Ship E have deteriorated further over the past 12 months, and
the mean has increased, mainly due to the large increase in values above
500 ~m. In Figure (A-lO) a similar frequency distribution for the sidesof Ship A show that the modal value of the distribution has decreased ,indicating that a major part of the surface has experienced a reduction inroughness. At the same time there has been an increase in high roughnessvalues from damage to the surface, and the overall effect is that the mean
roughness value remains approximately the same as 12 months earlier.
The same development can be seen in Figure (A-9) only moredramatically. The flats on Ship A have suffered Some detachment from theearlier system, and as a result of this the proportion of high roughness
readings (above 500 ~m) has increased from 0.9% to 6.0%. Although a major
part of the surface has experienced a reduction in the local roughness as
- 399 -
indicated by the reduction in modal value, this is not sufficient tooffset the increased proportion of high readings, and as a result the meanroughness value shows an increase.
As a further continuation in monitoring of the hull surface conditionon these two sisterships, another underwater hull roughness survey was
carried out 4 months after the completion of the second monitoringexperiment. Due to repeated failure of the BSRA hull roughness analyserto work underwater, readings were obtained for only about 70r. of the
underwater hull surface. For the sides a total number of 55 measurement
locations were obtained and this constitutes a sufficiently large sample
to enable comparison with the earlier surveys. For the flats, however,
only 16 measurement locations were obtained and greater care should be
taken when comparing this result with the previous surveys. The 55measurement loations on the sides yielded an average roughness value of
123 ~m, while for the flats the corresponding value for the 16 measurementlocations was 176 ~m. This gave a weighted AHR for the complete ship of
140 ~m and served as confirmation of the results obtained 4 monthsearlier.
A-7 POWER AND ROUGHNESS RELATED
The fu~damental relationship:
where ~CF is the increment to the total resistance coefficient due tohull roughness.
h is the average hull roughness.
L is the ship length between perpendiculars.
- 400 -
was first suggested by Telfer, [Reference (86)], and later supported byBowden in his ship-model correlation work, as well as by more recent
prediction methods based upon boundary layer .integration techniques
[Reference (22)]. If this basic relationship is accepted the generallinear equation for~CFcan be written:
:II a where a and b are constants.
For the purpose of evaluating the difference in l::::. C,between tworoughness levels, only the constant "a" will have to be defined.Estimates of the magnitude of "a" can therefore be made if two roughnesslevels and the corresponding difference in resistance or power performanceis known. The difference in power requirement between two roughnesslevels, hiand h~can be expressed:
a x [ (~,t- li't] x
and therefore a = V. (~I)~](assuming QPC remains unchanged)~'S'V3 [(~t-
Using this relationship estimates of "a" have been made from theresults of the of the two performance monitoring experiments. Since thehull roughness survey on Ship E in the first experiment is incomplete only
a probable range of AHR have been given and the calculated values for "a"are subsequently also presented in the form of ian est mated range.Results from all 3 methods of calculating the di·fference .1n performancebetween the two vessels are included, although in statistical terms themethod of calculating the mean on the basis of transforming the speed andpower values to a logarithmic scale is believed to be the most correct.
- 401 -
From the first experiment the estimated values of the constant "a" areas follows:
(i) between 58.2 and 61.4 by direct comparison of the regressedspeed/power curves
(ii) between 63.4 and 66.8 on the basis of calculating the energyconsumption per mile for each vessel
(iii) between 59.3 and 62.5 by comparing values obtained followinga logarithmic transformation of speed and power scales.
The second experiment with complete roughness surveys for both vesselshas:...provided the following set of values for "a":
(i) a = 56.0 by direct comparison of the regressed speed/powercurves
(ii) a = 67.3 on the basis of calculating the energy consumptionper mile for each vessel
(iii) a = 54.3 by comparing mean values obtained following alogarithmic transformation of speed and powerscales
This range of values for the constant "a" clearly does not correspond
with the value of a=105, as suggested by Bowden, but are on the other handin good agreement with the recent results obtained from prediction methods
based upon boundary layer integration techniques. It has been suggested
that the values of ~ CF calculated from Bowden's formula also includesother correl~tion factors. The present study conforms this statement andtentatively suggests that approximately 60% of the values predicted byBowden's formula are due to hull roughness and the remaining 40% due toother unexplained factors.
- 402 -
A-8 DISCUSSION OF RESULTS
A true difference in speed/power performance of between 10% and 12% on
account of under water hull condition only has been shown to exist betweenthe two vessels included in the present study. This difference has
remained practically unchanged over a 12 month period with a slight,although not statistically conclusive deterioration in the performance of
eacH individual vessei over the same time period. The assumption that the
difference in speed/power performance is due to a difference in underwater
hull condition only has been substantiated by the repeated underwater
inspections and hull roughness measurements carried out on the two
vessels. At the time of the first experiment when Ship E had been out of
dock for a period of 14 months, the underwater hull was reported to be
free from macroscopic fouling, and the propellers were also reported to be
free from any marine growth. After completion of the second experiment
both vessels were again examined for the presence of fouling. Ship A was
reported to be clean, while Ship E had a small band of weed fouling justbelow the waterline extending around the complete ship. In terms of area,this fouling covered less than 4% of the total wetted surface area, andthe effects upon performance were assumed negligible. The propellers on
both vessels were reported to be clean, apparently undamaged and ofsimilar surface condition according to visual inspections by divers. All
propellers had some long standing cavitation damage at the tips, but ofsmall extent. The nearly complete absence of hull f Iiou ng on theconventionally coated Ship E after a period of 26 months in service isquite remarkable. The lifetime of the antifouling system, as claimed bythe manufacturer, is only of the order of 18 months, and the system musttherefore be said to have performed extraordinarily well.
. .
- 403 -
Unfortunately, the underwater hull roughness of Ship E after the firstexperiment was incomplete, and from the point of view of relating
differences in hull condition between hhe two vessels to actual measured
differencesin speed and power performance, this first experiment was notentirely successful. Although the findings of the first experiment basedupon an estimated value ofAHR for Ship E are in good agreement with the
results of the more successful second experiment, they should be treated
witH some'caution as a result of their unsatisfactory scientific basis.
The comparision of measured differences in hull roughness with measured
differences in power requirement at constant speed have been made using aconstant propulsive coefficient. This is in accordance with therecommendations in Chapter 1, which concluded that for single screw ships
the added resistance due to roughness would result in a decrease in the
open water efficiency component, while at the same time, the increased
roughness would have the opposite effect of increasing the wake fractionand therefore also the hull efficiency component. The net effect of the
two efficiency changes is therefore that they practically cancel each
other out and the total efficiency remains more or less unchanged. Nodata are available for twin screw ships, but it is belived that thechanges in wake fraction, and therefore hull efficiency will be less thanfor single screw ships. However, as shown in Figure (A-2), the higherpitch ratio propellers on the twin screw container vessel experience only
the change in open water efficiency due to the added resistancecompared with the lower pitch ratio propellers of the single screw vesselsshown in Figure (1.6), and the net effect may be that the total efficiencyremains substantially constant for the twin screw ships as well. In theabsence of further arguments therefore, it appears to be justified to make
- 404 -
use of the results from single screw ships and maintain a constantpropulsive coefficient.
The statistical analysis has shown that a true difference inperformance exists between the two vessels, but no attempt has been madeto quantify the possible experimental. .err.or. Principal sources ofexperimental error are in power readings and speed measurements, but dueto tne method of data analysis, it is impossible to provide an exactquantification of the total expected error. The large data-samplesobtained in each experiment, ranging from a minimum of 78 to a maximum of
109 effectively reduces the random error in the final results to anegligible amount. Instrumental error from the satellite navigator can be
assumed zero when only exact satellite fix positions are used. The randomerrors in the pitot tube log used.for estimating current corrections are
significant, but due to the large data-samples, the final error in thecurrent corrections are expected to be small. Only the power-meterreadings therefore remain as a principal source of error. Tests carriedout by the British Ship Research Association, [Reference (87)], have shown
the instruments used to be of an accuracy at least as good as the
reference instruments employed in the test and therefore within ±2%.Fortunately, the vessels used in this experiment are twin screw with twinsets of instruments, and a continuous check on the relative accuracybetween the two instruments could be made on the basis of accurate rpmre~dings and the propeller characteristics. The relative accuracy wasfound to be within 1% for both vessels on both occasions. In fact, theonly discrepancy observed was a difference of 0.9% in the power readingsfor each shaft at the same rpm for Ship E, but this was later identifiedas being mainly due to a difference of 17mm in pitch between the two
- 405 -
propellers. The instrumental accuracy of the torsion meters is thereforebelieved to be nearer to 1% than the value of 2% quoted by BSRA.
A subjective estimate of the total error limits of the experiment would
therefore be ±2-2.5%.
In conclusion, a further comment is required about the attempt to
reldte the measured difference in performance to a measured difference inroughness. The roughness measurements are based upon a single height
parameter only and as discussed in Chapter 1 , this is not an adequateparameter for describing the relationship between frictional drag and a 3-
dimensional surface texture. Present instrumentation, however, are only
capable of providing a single peak to trough measure of height, and this
is therefore the only parameter on which a comparison between the twovessels could be made.
Recent prediction methods based upon boundary layer integrationtechniques also indicate a certain speed dependence between roughness anddrag, and therefore that the basic relationship
is not quite correct.
Despite the areas of uncertainty outlined above, the experiment has
resulted in a proposed modification to the original corre,lation formula
for hull roughness developed by Bowden as a part of an attempt to separatethe contribution due to hull roughness from other correlation factors.
- 406 -
In addition, the range of roughness values covered in the presentexperiment is approximately twice the range covered in Bowden's work, andthis provides some support to the validity of extrapolating the formula tohigher values of roughness.
Finally, it is of interest to notice that recent work using predictionmethods based upon boundary layer integration techniques have predictedthe 'difference in power performance between Ship A and Ship E in the
second experiment to be approximately 8.2% based upon the measured hullroughness values of 147 and 452 pm, respectively, [Reference (22)].
- 407 -
Clf X 103
876
54
32
FIGURE (A-1)LEVEL OF WIND COEFFICIENT Cx ATDIFFERENT ANGLES OF APPARENT WIND 't.
-1
-2-3-4-5-6-7-8
FIGURE (A-2)EFFECT OF ADDED RESISTANCE~RON PROPELLER EFFICIENCY~.
1 + .!d.!!l~.1.20
1. 15
1. 10
= 0.1325 [1 + ~oRJ + 0.8675
1. 051 + tl
'17!
1.00
0.95
1.0 2.0 3.0
~l 18 0
- 408 -
FIGURE (A-3)PERCENTAGE CHANGE IN POWER REQUIREMENTPER O.lm CHANGE IN DRAUGHT
1.50
0.5
10.5-11.0m
% CHANGEIN POWER
1.00t~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1d.0_10.5m 1J.5-12.0m11.0-11.5m
o SHIP SPEED (knots)
19 20 21 22 23 24 25
en -e-~ C\J
~ 0ca, .!II:H::cU) Cl~a:: ... ~0
c..ta.E-o + U)
Z •a::~ C\J
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c:c c..-en><~>~ C\Ja::OE-o::::>~U)O~a::HQ.,Hta.U)ta. 0
C\J
+
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- 409 -
co
0 0 0 0 0 00 0 0 0 0a:: 0 0 0 0 0
0~- 0 Lf'I 0 Lf'I 00
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oj.
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0 0 00 0 00 0 0Ul 0 Ul(\J (\J
oooo
oooo(V)
- 410 -
.. m+ ~
0 Ms:: (\J.::.:
MW (\J
0..I-!::t: (\JU) (\J
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40000
35000
30000
25000
20000
15000
10000
- 411 -
FIGURE (A-8)REGRESSION CURVES FOR SPEED AGAINSTPOWER, SHIP A AND SHIP E, FIRST ANDSECOND EXPERIMENT
SHIP E, 1st Experiment3.0~P = 1.882 V
SHIP E, 2nd Experiment2.'3'iP =.3.129 V
18 19 20
SHIP A, 2nd ExperimentP = 2.404 Vl.,,,,
SHIP A, 1st Experiment \~.07'1
P = 1.808 V
SHIP SPEED (knots)21 22 23 24
- lj12 -
0
00Lr'I
0 r-:Lr'Ir-; **
a---.0 0
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- 413 -
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- 414 -
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- 415 -
TABLE (A-18)
SUMMARY OF MONITORING DATA FOR SHIP A, FIRST EXPERIMENT
Summary of recorded voyage data:Column 1. Inter-fix period identification number.
2. Observed distance between satellite fixes, calculatedon the basis ·ofnavigational position~
3. Time between satellite fixes.4. Observed average speed between fixes •
.5. Average speed as recorded from 'pitot tube log.
6. Average shaft revolutions over inter-fix period.
7. Average recorded shaft power over inter-fix period(metric horse power).
8. Average power delivered to the propellers afterallowing for 2k% shafting losses.
9. Speed from the Power Diagram, based on RPM from column6 and DHP from column 8.
10. Difference between Observed Speed (column 4) and LogSpeed (column 5).
11. Difference between Observed Speed (column 4) and Speedfrom Power Diagram (column 9).
12. Difference between Speed from Power Diagram (column 9)and Log Speed (column 5).
13. Total fuel consumption in tonnes per hour and grammesper shaft horsepower per hour.
14. Draughts, calculated daily.
15. Observed Wind, given by Beaufort number and directionfrom code indicated below.
16. Observed Swell, period, height and direction given bycode.below.
17. Ship motion, pitch and roll, given by codes below.
18. Ocean Current, speed and direction as taken from seasonalcurrent charts.
19. Observed Sea State, given by code below.
- 416 -
Column 20. As column 1.Summary of Corrections made to Data:
21. As column 4.22. Observed Speed (column 4) corrected for average
seasonal current (column 18).
23. As column 8.24. Correction to Power for wind resistance different
from still air condition.
25. Correction to Power for mean draught difference frombasis condition of 11.0m.
26. Power delivered to propellers after corrections tostandard basis.
27. Fuel consumption in tonnes per hour (as column 13).28. Fuel consumption corrected to standard basis as for
power in column 26.
Sw.ell PeriodCode
1 2 sec period2 4 sec period3 6 sec period4 8 sec period5 10 sec period
Swell HeightCode
0 Less than lm1 1 metre2 1 metre3 1l metre4 2 metre
Sea Code0 Calm1 Rippled2 Slight3 Slight/Mod4 Moderate
Pitch & RollCode
0 Total angle 001 Total angle 202 Total angle 403 Total angle 604 Total angle 80
Wind, Swell, CurrentDirection Code
- 417 -
0,,-I ,.,
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- 418 -
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20
RUN
NO,
19,17
21OBS,
SPEED
:1
4
5
7
8
9
10
21. 92
21,82
21,96
22,00
?2,05
22,01
21.74
21.59
22.06
22.21
21.72
n.ll
21.90
22.38
22.28
21,13
11
1213
14
15
16
18
19
20
21
22
23
24
25
26
27
28
29
32
33
34
35
36
37
38
21.15
20.87
21,07
21.20
20.90
20,66
20.31
2"1.38
20.38
19.2719,05
19.2219.66
39 19.89
19,BO
19,58
13.30
21.85
21. 77
21,89
21.94
19.9S
CORRF:CTED
OBS. SPEW
21.69
21,61
21.73
21.7821.76
21,66
21,80
21.84
21.89
21.85
21.58
21.43
21.90
22,05
21.56
21.95
21. 74
22.22
22.12
20,97
20,99
20.71
20,91
21.04
20.74,
20,50
20.15
21,22
20,22
19.11
18.98
19.06
19,50
19.73
19.64
19.42
19,1-1
19,01
19.'19
18. 'lG
22 23
CHrWIND CORR.
tl ['liP
33500
33500
33500
33600
33700
34000
34100
34000
33400
32900
32900
32800
32400
32600
32500
32600
32500
32500
32500
25700
25700
25400
25400
25200
25500
25500
24900
24600
24300
21000
20900
20900
21000
21000
2'1000
19'70018600
,Ro',OO
'WbOO
';w1on
+ 500
+ 400
300
100
100
100
+ 400
+ 200
+ 300
+ 500
+ 800
+ 800
+ 800
+ 400
+ 600
+ 600
+ 600
400
oooo
+ 500
500
'r 500+ 500
+ ,100
400
,100
+ 400
400
- 421 -
25
DR}\IJSH'r CORH.
tl OHP
CORRP.CTED
DHPFUEL CONS.
27 28
CORRI::CTED
FUF~L COIlS.
700
700
500
900
700
700
900
o
600
100
'lOO
100
o
oo
oo
ooooo
+ 100
+ 100
+ 100
+ 100
+ 100
+ 100
300
300
200
200
200
200
200
200
200
100
oo
o
ooooooo(1
3270,0
32700
32900
32100
33000
33300
33200
34000
34000
33400
33300
32500
32300
32600
32500
33100
32800
32900
33100
26200
26200
26000
25600
25600
25900
25900
24300
24400
2420021000
20900
2'1.400
2',[ sao2150C21500
20100190(lO
'190001~10C
9.474
9.522
9,432
9.451
9.493
'),438
9.276
9,456
9.369
9.373
9.292
9.322
9.316
9,329
9.335
9.307
9.318
9.182
8,040
8,008
7.975
7.975
7,964
8.020
8.063
8.020
7.962
7.368
7.354
7.351\
'J .1,16
7,337
ti.9,16
6,939
,~.HS3
(), S17tJ
9,252
9,300
9,355
9.185
9,259
9.301
9.193
9,275
9.622
9,506
9.485
9.209
9.294
9.316
9.329
9.475
9.402
9.430
9.297
8,194
8.161
8.159
8,036
8.088
8.143
8.187
7,829
7,956
7,930
7.360
7.354
7,527
7,5277.589
7.509
7,074
6,8(;5
'I,OIll.>
" ,O?fl
7.11C
20 IRU,l I
_~ __ J_S'_~E_E_'D-l
4647484950
515253
54
55
19. to
56
57
58S960
6164
6566
67'
6869 20.16
20.2521.1121.1620.74
20.5220.44
20.2120.1919.9119.4019.88
'107273747576
77
788485868788
19.1519.15
8990
21
OBS,
18,3918.8318.6023.1823.00
23.1623.6022.4522.0822.4122.1121.31
20.9321.7022.6922.35
20.6621.6220.62
20.3520.13
CORRr;CTED
OBS. SP8ED
22 23
DHP\oJJND corm.
f::., DHP
18.23 .. 400
18.6718.44
23.0222.8423.00
23.4422.2921.9222.25zi ,95
21.15
21.1421.8522.8522,5120.8221.7820,78
20.51
20.2920.32
20.4121.2721.3220.90
20.6820.60
20.3720.3520.0719.5620.0419.31
19.3119.2619. 'J'.'
18.90
19,11
32200309002970029700296002950029900
299002400024400247002290022800
22600
22500
1860019300201100311500
35000
34600326003140030800313003050028800
31100332003600036400320003230032400
32500
3230032300
+ 400+ 400+ 400
+ 400+ 600+ 500+ 100
- 1300- 1600
900
- 1300- 1600
- 1600- 1000- 1000- 1000- 1100
- 1000- 1000- 1300- 1300
- 1000800
800..1100
24
600
700400
800700
900800
700
- 422 -
25
f::., Oil?
+ 1300..1300
+ 1300+ 1300..1200+ 1200+ 1200+ 1200
+ 1200
+ 1500+ 1600+ 1700+ 1700
200
100100500500400
400300300200
100100
100
o
o
200200200
200
CORRECTW
26
DHPFU8L CONS.
27
1900019700208003(,000
36700
36500344003270032000325003170030000
3260034200
364003650030900
3030030600
30700311003120031100293002850028900
284002&600
28600287002270023100
2380022100
21800,:1900218001%00?C600
6.874
7.203
10.0039,895
9.G579.3229.1018.9869.2679.016
8.714
9.2369.679
10.1'.1610.0869.299
9.4079,410
9.4579.5289.3789.3689.0198.8038,783
8.817&.8068.9698.9267.7228.0058.222
".521
28CORHECTr~D
FUEL CONS.
7.0197.3437.343
10.48610.36610.1789.8269.4709.3299.6179.364
9.0699,673
9.965
10.28710.1138.986
8.98G8.899
8.944
9.1819.0669.0568.5618,4548.550
8.467
8.514
8,5878.5747.3117.5il67.9267.295
7.198
7. '136
27 IFU~L:J
~1--:-:-~-:-:~~-2-1-'-1-2--+-2-8-7-0-o~~-~-D-:-:-0--1~--+-4-0-0---~-?-_S-2-0-0--~--8-,647
94 21,19 21,35 28600 500 + 400 28500 8,62698 20,51 20,67 29000 - 1400 + 500 28100 8,649
700 + 300 28700 8,600
20 ;>1HUN OBS.
99
19,7019,13
20,30100102
21,0620,36
103 19,8820,13104
1U5 19,74106107
22CORHEC~~D
oss • SP~r:D
20,4621,?2
20,5220,04
20,2919,9019,8619,29
2890028900241002390024000240002410024200
DHP
- 423 -
Dlll\UGHT CORP.,
25WIND CORIl,
+ 400 + 500+ 700 200
200
200
+ 700
+ 700+ 600 200+ 300 200
200+ 300
26CORIlECTED
DHP
2980024800
8,0217,654
24400 7,4097,6837,8177,7307,650
24500244CO2420024300
21>
C:ORRECTE:D
fUEL. CONS,
8,5008,5978,3838,5428,8847,8107,5617,8407,9457,7617,681
- 424 --
TABLE (A- 19)
SUMMARY OF MONITORING DATA FOR SHIP E, FIRST EXPERIMENT
Column Configuration as for Table (A-18), Except for Swell PeriodWhich is not Included
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13
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18
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25
30
31
32
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34
35
36
37
38
39
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4647
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so
ICORRECTED I
DHPOI3S, SP£ED I
n." ~oo21,73 I 34200
3
2'1.01
21,95
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22,10
21,91
22,42
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22.18
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21,69
21.62
20,71
21,86
21,74
21.82
21,18
20,85
21,00
21,49
21. 40
21.02
21,47
21.03
24,6'1
~1. 70
24.09
23,73
23.22
n. ,2
21. 37
21. 97
21,45
21. 30
21,60
21.41
21.92
21.71
21,22
21,18
21,16
21,30
21,69
21,62
21,21
20,86
20.74
20,82
20,18
20,35
20.50
20,99
20,90
20,52
20,51
20,97
20,53
24,17
23,90
23,20
23.09
22,73
22.72
21,07
22
34500
33800
32800
34100
31900
31900
32600
32600
32900
32700
32700
32600
32400
32500
32200
30000
29900
30300
30400
31700
31800
31300
29800
29700
29700
29700
29800
47100IJG900~G'70(1
'182001'11)00
,,;,1200
23 24
WIND CORR,
l:::. OHP
- 428 -
25
DHAUGHT CORR,
l:::. OHP
CORREC:Yf,D
OHP
34(;00+ 900
+ 800
+ 700
+ 200+ 200
+ 900+ 900+ 900
+ 9llP
+ 900+ 900
+ 900
+ 400
+ 500
+ 500
+ 600
- 1400- 1500
+ 200+ 200
+ 400+ EOO
+ 600+ 600
+ 500
- l~;()O
.• 1.)()0
900
200
600
200
300
'iOO
.\)\'0
400
400
40()
300
200
100
+ 500
+ 500
+ 1000
+ 1000
+ 1000
+ 1100
+ 1100
+ 1300,
+ 1300+ 1300
+ 1300
+ 800
+ 800
+ 800+ 800
+ 800
+ 800
+ 800
r 1000
+ 1000+ 1000
+ 1100
+ 1'100+ 2~00+ 2200
+ 2200
+ ~/j{)O
+ :~r.OO
26 27
FUEL CONS.
9,878
34GOO
34600
33700
J4000
3340032600
32600
34500
34500
34800
34700
34700
34800
34600
34200
33500
31300
31200
31700
29800
3"1000
32400
32300
31000
31100
31300
31400
31500
4%00
4%00
49300
45800
9.83'1
9,785
9.654
9,480
9,761
9,565
9,4e6
9,530
9,506
9,527
9,4929,509
9,458
9,703
9,524
9,123
9,000
9,165
9,220
9,458
9,407
9,322
9,063
9,165
9,046
9,081\
9,106
12,320
1~, :l33
12,199
"12,421
"_I_ ,G,.l
11. 940
11. ,)',17
1:i • 9~J;?
28
CORP,E:CTED
FUEL CONS,
10,020
9,980
9,895
9,626
~,G229.564
9,771
9,690
10,073
10.049
D,067
10,140
10,06010,138
10,08110, "199
9,900
9,5109,384
9,964
9,028
9,2549,580
9,6139,421
9,588
9,5949,616
12,963
12,816
12,890
12,8'10
12.642
12.'15)
12.303
12,1.'i9
It:. :>70
20
RUN
NO,
5152535455
56
6364656667
6869707172737475
7677
8081828384858587
88899091
9394
98
SPCF'D
23,38
22,6822,7823,4523,67
23,8623,5522,8021,8822,4023,17
23,04
23,2723,77
24,1222,8623,5023,2622,18
22,6823,0523,12
22,9922,8322,8122,9122,5119,47
20 09
19,95
:~O, ') (~.
21
05S,
20,26
20,2220,20
1<) .: t:....
;~O, \')'j
CORRECTED
OBS, SPEED
22,8222,1822,2822,9523,1723,26
23,0523,8022,8823,4023,6723,54
23,7724,37
24,6223,3624,0023,7622,68
23,1823,55
23,6223,4923,3323,3123,4123,0119,9720,59
20,7620,4520,72
20,7020,6520,2920,68
20,51
;'0 t 12
20,16
22 23
DHP
24
wmo corm,
!!. DIIP
- 429 -
25
DRAUGIlT CORR,
!!. DHP
CCRRCCTE:D
DHP
26 27
FUEL CONS,
28
COI<RECTW
F'UEL CONS,-------------+----.------~-----------~~------------12,396
·1
2·1800
45200~4700444004440044300
44400453004520045600460004620045100
4480045000
4890042600423004200042100
3990040100
39800
39200379003820037900374002760")
26900273002710027000
269002650026200
- 1200- 1300- 1200- 1200
- 1200- 1200
- 1700- 1500- 1700- 1300- 1300- 1100
- 1100- 1100
- 800800
- 1300- 1000
+ 30~)
+ coo
800900300100600
700400600700400400
voo
+ 2800+ 2900+ 2900+ 3000
+ 3000+ 3000
+ 1900+ 2000+ 2100+ 2200+ 2300
+ 2400+ 2400+ 2500+ 2500+ 2600+ 2600+ 2700+ 2800
+ 2700+ 2700
+ 3000
+ 3000+ 3000+ 3000+ 3000+ 3000+ 1800
+ 1800+ 1800+ 1800+ 1800+ ·1800
• 1800
• 18DO+ 1800
• 1900• lC'OO
,. ;_()OO
463004630046100<16200
46100462004550045700460004690047200
45400
46100464004560044300446004460044300
4180042000
4280042200409004120040900404002810027700
28400
.285002t3200
280002790027liOO
2'/tOO
27?OO
:~'} 10n
11,9801~.,92411,94011,978
11,90011.95711,95·112,02011,90312,02Cl12,002
11.828
11.84611.82911,68311,44911,29511,26811,256
10.79510,764
10,91210,59610,72510,59110,57110.4718,5030,360
8,3908,3358,329
8,3648.322
8,065
II·
7,'.108
",725
'1,750.
',.7"12
'l.'l8B
12,34212,387
12,45312,37312,43212,00312,15112,00512,25012,257
12,162
1.2,18312,19012,12711.89611,89511.95211,842
11,29911,264
11.71911,39111.55611,40711,390
9,047
8.907
8.9378.8828,6758, ']\ i
8,8758.('\)7
R,3~7
- 43().-
TABLE (A-20)
SUMMARY OF MONITORING DATA FOR SHIP A, SECOND EXPERIMENTColumn Configuration as for Table (A-18)
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o'"
oN
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--------_._------------ __ ._-----_._-----------------_ ..__ -------'" 4 ...0 (J\ ~~ t- 0 CO 0"\ \D (~) Lf) u""\ C' (•.) co r...... ,--1 Lf"l 0"\ r--- (]'I N U""l "'-J' 0 ~N ro ~ V m U1 m U1 ro r-- M N N '" ~ ro ["- q Cl' M N W M ~ 0
'" 0'"' \'"\1
10
JJ.
12
13
14
15
1617
18
192021
23
24
25
2627
28
2930
31
3233
34
35
36
373R
0:;;
234
5
6
7
89
23.7823.35
21.04
22.97
23.5423.5223.44
23.16
?2.84
n.28
22.0022. 7.~
22.18
22.1223.06
22.84
22.11923.51
23:13
22.41
22.53
22.6922.17
22.70
n.19
22.61?2.36
22.35
22.33
22.10
22.37
22.64
22.70
21.9722.06
22.10
21.90
21.8~
22.7822.56
2?.21
23.23
22.85
22.13
22.25
22.41
21.89
22.42
21.91
22.33
22.0822.07
20.05
21.82
22.09-22.36
22.12
21.69
21.78
21. 82
23.50
23.07
22.76
22.6923.2&
23.24
23.16
22.88
22.56
22.00
21.72
:),? ;?0
-33500
33500
33100
332003330035300
35200
3510035000
35300
35300
35600
33000
32800
32900
3?700
3?COG
'·nell
DHP
~J"11300
'8200
38200
38200
37900
3&50036200
32800
32500
32300
32500
33100
3'3100
33100
33200
33100
33500
33900
33500
- 435 -
~~ I 2G
nr,/,UGHT conn. [' CCHI<I:;cn'D6. DBi-' DHP
-----1-------- _
\-JU11J conr..6 DHP
o+
+
+
+
+
+
+
o+
+
+
+.
+
o
+
+
+
+
+
+
o+
+
+
+
+
+
+
+
19:)0
2)00
1700
100
400
600
1000
800
500
100
100
300
700
500
100
100
100
200
400
300
300400
1100
400
400
400
GOO
400
700
GOO
500
500
700
800
800
+ 37100
+
+
+
+.
+
+
+
+
+
+
+
+
+
+
+
+
+
+.
+
+
+
+
+
+
+
+ 3100
3100+
+ 3100
3100+
+ 3400
+ 3200
+ 32003;>001300
3JOO..
1000
1000
1000
'jOOO
1100
1100
1100
1000
1100
1100
1100
1100
1100
1100
1200
1200
1200
1200
1500
1600
1600
1600
1700
1700
3000
3000
3000
37500
39100
38900
38700
38c'OO
382·00
34600
34100
3350033700
34200
34500
34900
34900
34200
311600
35000
35200
35500
35400
34700
35200
35400
38400
38600
37700
38500
39000
38800
28700
39500
36800
36500
%60036'/00
36900
,6800
J6~IOO.
FilEr.CONSUi-1PTION
10.G99
10,702
10.717
10.522
10.G09
10.287
10.139
1.0.121
9.493
9.360
9.3389.3'12
9.521
9.574
9.522
9.542
9.575
9.617
9.616
9,518
9.523
9.642
9.667
9.705
10.2;9
10.16?
10.139
10.100
10.086
10.102
10.168
9.8389.477
9.414
9.411
9./13'/
9. )8_)
?7 I ;"8
·lCO;d~rCTr:D
[-'ULL CONS.
10.400
10.525
10.765
10.883
10,693
10..60310.696
10.002
9.811
9.G78
9.710
-9.831
9.970
10.017
10.000
9.852
9.883
9.923
10.094
10.074
10.051
10.098
10.237
10.304
1~.403
11.-'129
10.875
11,090
11.122
11.085
11.036
10.95710.545
:0.454
~O.447
10.654
10.579
10.6?1
10.5(,3
10.579
4748
4950
5152535455
56
57585960
61
G2
63S4
65
6667686970
71
73
7475
7677
78
'}9
80
81
()W;.
JPEFD
n,98
19.~519,5(,
19.33
19,69;>0,35<1,7721,19
?1.J9
21. 2619,852C,0320,93
21.232·1,08
21.• 43
21,24
20,96
19,74'20,3520,54
20,25
20,49
19,65
~1
20,6820,5620,0620,0620,65
20,3220,4~1'.', ,18
19.86li1,7S
"19.82
,'C,ilO
coru; EC'EI)OBS, SPEED
,?~. 7018,97
19,2819,0519,4170,07
22.0521.4721.6721. 54
20,1320,3121. 2121,51
21,3621,662'1,7121,52
21,24
20,0220,6320,82
20.5320,9620,8420,3420,3420,9320.77
19,93 .
19,8320,6020,7219,7619,76
.?O,1420,03
;:OO,lfl
326002120021200
2120021200713003130031300'31100
3120031200312003110031200'
30400311003130031200
3120031400
314003140031400
31200311003110029300?92002930029~00
2890028900292002690024800
25100
2~2(l0
25500
.:\_70()
436 -
, ?A I' -0 11 're'I ,:", , )
',.IIND CORR, DP.!\UGHT C01\H, CORf(CCTED
6. DHI' [;:, DHI' DHI'::+--:~-o---::-;---DHI'
o
+
+ 4002400
RI:;: II
NO,
:---~I---+-~-t-j,:;
24001500'1300~SOO10001100 .
').100
1100140018001700
200
200200
17001700
1.70011001300
1300150015001000100015002300
140012001000
'1.100900BOO
900
')00
500
2200+ 2200
+ 2200
+ 2200
+
2200
1100
1100+
+ 1100
+ 1100
+ 1100
+ 1100
+ 1100
+ 1200300300300400
500500
500400400
400400500600600600600
500SCO50C
400300
300
300
cOO.1,10
23'100232002320.023(;00
23900300003000030'/003100030800313003110031300
29000294002920029100
2900029200
29'2002990029700
29500292002910027000276002720026500
2700027200279002650C!
23400
21900
FUrl,CON:,Ul'lP'l'ION
7,4057,3607.134
7,4047,3849.0.)2
9.0648.967
3,9338.9138,9099.045
9,0529,1159,0709,0959,198
9,0999,076
9,1069, :l069,1109,100
9,1659,2338,7238,7068,7218,730
8,3-118,7:>G8,763
8,'18S
8,30J8.335
8,459
CCHJ<r.CTI.:D
l'UEL CONS,
10,5'35
8,lSt)8,O,1?
8.227
8,2688,6748,6958,654
8,877
8,8018,937
9,045
.8,'/02
8,582
8,591
8,470
8.471)
3,6798,6268,G14
8,6166;6518,25E.8,2398,1.087,886
8,2718,233
8.325
8,3G17,8447,91\47,990S,06~.
S,01O
?(!
nUNNO.
connscreoOB:;, srr.eu
DHP WIND CORR,
6. DHP
- 437 -
2S
DRAUGHT CORR,
6 DHP
CORRECTEDCHP
25
FUEL COi~r<CC'rcr)CONSljMP-rION ruct, CO:-lS,
- !I
81
----------------4--------~--------~------------_+----------~--8,623
85
8C87
8889909192
9394959697
9899
100101
II 102-103
ri
104105
106107
108109
20,86
19,6519,3,1
19,1020,01
20,21
20,7920,4420,5729,5020,9820,5920.8620,73
20.3520.2521. 2920.9320.5810.1720.8120.75
20.4919.97
19.3919.22
20,1,9
21.14
21.07:?O.7220,8520,7821.2620,87
21.14
21.01
20.6320,5320.5721.2120.8610,<\521.0921.03
20.7720.25
19.6719.50
19.93_
19.3820.29
2(900
31100301002'j~OO
291;00
28,,00297002910029300
28700
2850029200288002730026600265002660026800
276002620D
2520024900
24900
23~OO24800
+
+
+
o
+ 600,1000
o
800
1900
100'01100700700700500
300700
100500900200200200200
900700700
900
o
o
,300
?OO
300400400400400400300
300
300300200200200200200
200
lOO.
100100100
300300
2580028500
27900;>7900
2790027500286002800028500
28100
27500288002800026200
266002650026600
26400
26600254002440024800
25500
23700
2210024500
9,278
9.1038,91018.9738.8768.9288,8768,655
8.6498,633
8.7298.770
8.2668.0487.9848.00?
8.168
8.3247.8357.6977.611
7,577
7.5727.4937.791
8.51€;
8.450·8.5418,525
8.5428.6048,5478.417
8,4728,336
8.6128.532
7.9408.0487.9848.002
8.048
8.0297.6017.~587.581
7.756
7.2717,1157.699
- 438 -
TABLE (A-21)SUMMARY OF MONITORING DATA FOR SHIP E, SECOND EXPERIMENTColumn Configuration as for Table (A-18)
439 -N -"' __ --"'· __ ... _· -----------.-..-----_ •• _ •• __ ....... _'"' • ,. .. M.~ .. • _
V· ~ ~~ f N I.>
'f! ~~ ~~ c , ....... N ,\",1_______ ..:2_ji- _
C
v-'N ,.,r: ('J
u) u)r-," ...,IJ1 W til t:.J,-I C. .~t-.u~+~------------------------~-..----------------------------.-------------
5 8 ru ~ Lf) If) If'l Lt) In U'J Ul In If) U') If') If) U') If) ifl Lt') lJ) 11'1 Lf't \..f)
J ~:f. ;1· 0 0 0 0 0 0 0 0 0 0 0 0 () 0 0 0 0 Co' 0 0 0 0 () 0 0 0------.--~-.~----------------------------------------_.-----------------------------_._---5H[~o>::
(J".Il ," U)
'.1'\ .0
N
'-- o o o o o o o o oo o o o oN(" o:2I~~----------------------------------.~-,'o.c-~------------------------------------------------------------~--------------'"-cl·Co
~ ~ ~ ~ 0 0 0 0 0 0 0 0 000 0 0 0 0 C 0
rt') 0-1 -eM M , , N N M cl , 0 0 0 ~ M M("J ~.....
I.{') If) L.') e() 0::::', (") LJl tI1 lr) LI1
-------------------_._._--,.., o o oo
r..... M N N C"J '\'-1W cl N N , M N ~ cl , 0 0 0 ~ , ~ " ~ ~ ~ N ~ ~ , ~
______ ~ ~ N N .__'_~ ~__ ~ . . N _
I.·doo
ZH
3:
C)<,N
N N (J)
" ClN
oM
sr~1
oo~ o~ o~ o"
o
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<.Dco.d~
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- 446 -
Appendix B
TABLES OF RESULTS FROM HULL ROUGHNESS ANALYSIS (CHAPTER 1)
COST AND STATISTICAL INFORMATION FOR CASE STUDIES
(CHAPTERS 3 AND 4 )
- 447 -
TABLE (B-1) AVERAGE HULL. ROUGHNESS FOR NEW SHIPS
SHIP TYPE BUILDING PLACE AHR (1J.ffi)
LPG CARRIER ST. NAZAIRE, FRANCE 140ULCC ST. NAZAIRE, FRANCE 157BULK CARRIER SUNDERLAND, U.K. 113GENERAL CARGO SUNDERLAND, U.K. 135CONTAINER DEVON, U.K. 110CONTAINER DEVON, U.K. 89CONTAINER FEEDER TYNE, U.K. 78CONTAINER DEVON, U.K. 121GENRAL CARGO SUNDERLAND, U.K. 120CONTAINER DEVON, U.K. 100CONTAINER BREMEN, GERMANY 125CONTAINER U.S.A. 124CONTAINER U.S.A. 141CONTAINER U.S.A. 165CONTAINER U.S.A. 131CONTAINER U.S.A. 123CONTAINER U.S.A. 124
- 448-
TABLE (B-2) CHANGE IN ROUGHNESS DURING DRYDOCKING
SHIP TYPE INDOCKING OUTDOCKING CHANGE INAHR (1J.IIl) AHR (1J.IIl) AHR (Ilm)
GENERAL CARGO 470 455 -15VLCC 125 156 + 31VLCC 155 222 +67·GENERAL CARGO- 317 352 +35REFRIG. CARGO 558 575 +17VLCC 397 422 +25CONTAINER 159 166 + 7VLCC 212 225 +13REFRIG. CARGO 544 527 -17PASSENGER 629 638 + 9PASSENGER 669 649 -20GENERAL CARGO 109 138 +29REFRIG. CARGO 513 522 + 9GENERAL CARGO 351 340 -11PASSENGER 152 194 +42GENERAL CARGO 178 214 +36PASSENGER 147 143 -4PASSENGER 145 181 +36CONTAINER 124 138 +14VLCC 128 198 +70REFRIG. CARGO 163 160 -3PRODUCT CARRIER 271 293 +22PRODUCT CARRIER 422 426 + 4CONTAINER 172 168 -4CONTAINER 109 107 -2GENERAL CARGO 253 271 +18CONTAINER 124 133 + 9CONTAINER 158 188 +30CONTAINER 430 379 -51CONTAINER 453 415 -38VLCC 166 183 +17VLCC 113 161 +48CONTAINER 147 153 + 6CONTAINER 156 182 +26BULK CARRIER 130 140 +10·RO RO 345 264 -81CONTAINER 377 342 -35CONTAINER 131 139 + 8CONTAINER 146 191 +45CONTAINER 140 155 +15CONTAINER 164 243 +79CONTAINER 131 150 +19CONTAINER 123 154 +31CONTAINER 124 161 +37
- 449· -
TABLE (B-3) CHANGES IN HULL ROUGHNESS WITH TIME IN SERVICE
AVERAGESHIP TYPE AGE AHR INCREASE IN
AHR IN SERVICE(MONTHS) (!J.IIl) (!J.IIl/MONTH)GENERAL CARGO 158 470 + 1.79VLCC 27 125 -0.91VLCC 42 156 -0.41GENERAL CARGO 51 317 +3.10REFRIG. CARGO 70 655. +7.73VLCC 41 303 +3.27VLCC 63 397 +3.72CONTAINER 33 159 +0.20llLCC 18 183 +3.33REFRIG. CARGO 172 1083 +6.92PASSENGER 227 669 +3.72GENERAL CARGO 12 109 -1.08REFRIG. CARGO 61 639 +8.45GENERAL CARGO 34 351 +6.19PASSENGER 26 152 +0.18
.GENERAL CARGO 15 178 +3.67PASSENGER 34 145 -0.85VLCC 112 351 +1.37VLCC 84 128 -1. 17VLCC 13 135 +0.92REFRIG. CARGO 54 595 +8.56PRODUCT CARRIER 182 376 +0.70PRODUCT CARRIER 22 271 +5.92GENERAL CARGO 83 337 +1.82CONTAINER 74 172 -0.30BULK CARRIER 114 429 +2.18GENERAL CARGO 89 407 +2.62PASSENGER 150 782 +5.45PASSENGER 115 524 +3.12CONTAINER 114 241 +0.15VLCC 121 432 +2.06PRODUCT CARRIER ·82 561 +5.01CONTAINER 16 158 +2.19CONTAINER 14 124 +0.07VLCC 78 609 +6.05GENERAL CARGO 30 253 +3.63VLCC 48 244 +1.66CONTAINER 192 430 +1.11CONTAINER 12 F74 +4.25PRODUCT CARRIER 121 505 +2.81CONTAINER 84 453 +3.43VLCC 122 315 +0.76PRODUCT CARRIER Lf~ 420 +6.47CONTAINER 79 228 +0.52CONTAINER 8Li 125 "I .28PASSENGER 174 800 +4.80GENERAL CARGO 111 820 +6.63CONTAINER 118 534 +3.21BULK CARRIER 123 120 +4.99BULK CARRIER 16 130 +0.44RO RO 98 996 +10.16RO RO 54 345 +3.49CONTAINER 84 317 +2.38RO RO 94 544 +4.11CONTAINER 58 285 +1.83CONTAINER 102 283 +0.67
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- 455 -
Appendix C
TABLES OF RESULTS FROM CASE STUDIES (CHAPTER 3)
- 456 -
TABLE (C-1)
CASE STUDY 2.1SHIP A
PRESENT (INDOCKING) AVERAGE HULL ROUGHNESSPERIOD OF
CALCULATION 200llm 300llm 400p.m 500llm 600llm 7001lffi 800llm
NPV 19.3 -.321.4 -572.6 788.6 982 1156 1315.2 years
PROF/ 0.120 2.001 3.565 4.910 6. 115 7.198 8.188INV
NPV 287.5 805 1241 1622 1963 2273 25584 years PROF/
INV 1.790 5-;012 7.727 10.10 12.22 14.15 15.93
NPV 474.8 1148 1723 2229 2685 3102 34866 years
PROF/ 2.956 7.148 10.73 13.88 16.72 19.32 21. 71INV
NPV 608.5 1399 2078 2681 3226 3726 41898 yearsPROF/ 3.789 8.711 12.94 16.6~ 20.09 23.20 26.08INV
NPV 708.3 1584 2344 3021 3636 4201 472510 yearsPROF/ 4.410 9.863 14.60 18.81 22.64 26.16 29.42INV
NPV = Difference in net present value betweenalternative hull maintenance strategies ($1000)
PROF/INV = Discounted profit to investment ratio
- 457 -
TABLE (C-2)
CASE STUDY 2.1SHIP B (1)
PRESENT (INDOCKING) AVERAGE HULL ROUGHNESSPERIOD OF
CALCULATION 200~m 300~m 400p.m 500~m 600~ 700~m 800~
NPV 30.1 116.6 186.79 246.4 298.3 344.7 386.62 years
PROF/ 0.335 1.300 2.083 2.747 3.327 3.843 4.311INV
NPV 107.6 254:8 376.4 481 573 655 7304 years PROF/
INV 1.199 2.841 4.197 5.361 6.386 7.306 8.142
NPV 160.7 351.7 511. 5 650 773 883 9846 years
PROF/INV 1.792 3.922 5.703 7.248 8.616 9.851 10.98
NPV 198.5 421.6 610 775 921 1054 11758 years
PROF/ 2.213 4.701 6.804 8.639 10.27 11.75 13.11INV
NPV 226 473 683 868 1033 1183 .132110 years
PROF/ 2.52 5.275 7.620 9.679 11.52 13. 19 14.73INV
NPV = Difference in net present value betweenalternative hull maintenance strategies ($1000)
PROF/INV = Discounted profit to investment ratio
- 458 -
TABLE (C-3)
CASE STUDY 2.1SHIP B (2)
PRESENT (INDOCKING) AVERAGE HULL ROUGHNESSPERIOD OF .
CALCULATION 200llm 3001lID 400p.m 500llm 600llID 700llm 8001lID
NPV -89.1 -1.7 '69.2 129.4 182.0 228.8 271.22 years
PROF/ -0.966 -0.018 0.751 1.403 1.974 2.482 2.941INV
NPV -10.8 137.9 260.7 366.2 459.1 542.4 618.14 years PROF/
INV -0. 117 1.496 2.828 3.972 4.979 5.883 6.704
NPV 49.2 235.7 397.0 536.9 660.8 772.5 874.66 years
PROF/ 0.465 4.306 5.832 7.167 8.379 9.486INV 2.556
NPV 81.8 306.2 496.5 662.5 810.5 944.5 10678 years
PROF/ 0.887 3.321 5.385 7.185 8.792 10.24 11.57INV
NPV 108.8 358.0 570.2 756.4 923.1 1074 121310 years
PROF/ 1.180 3.883 6.184 8.204 10.01 11.65 13.16INV
NPV = Difference in net present value betweenalternative hull maintenance strategies ($1000)
PROF/INV = Discounted profit to investment ratio
- 459 -
TABLE (C-4)
CASE STUDY 2.1
SHIP C
PRESENT (INDOCKING) AVERAGE HULL ROUGHNESSPERIOD OF
CALCULATION 200ll-m 300ll-m 400~Lm 500ll-m 600llffi 700ll-m 800llffi
NP,V -282.9 -164.5 ·-69.0 11.5 81.6 143.8 199.82 years
PROF! -0.672 -0.391 -0.164 0.027 0.194 0.342 0.475INV
NPV -176.5 24.5 189.6 330.7 454.4 564.9 665.04 years PROF!
INV -0.419 0.058 0.450 0.786 1.079 1.342 1.580
-NPV -104 156:3 373.0 559.9 724.9 873.1 1007.96 years
PROF!INV -0.247 0.371 0.886 1.330 1.722 2.074 2.394
NPV -52.8 250.9 506.3 728.1 925.1 1103 12658 years
PROF! -0.125 0.596 1.203 1.729 2.197 2.620 3.005INV
NPV 15.7 320.3 604.9 853.4 1075 1275 145910 years
PROF! -0.037 0.761 1.437 2.027 2~553 3.029 3.466INV
NPV = Difference in net present value betweenalternative hull maintenance strategies ($1000)
PROF!INV = Discounted profit to investment ratio
- 460 -
TABLE (C-5)
CASE STUDY 2.1SHIP D
PRESENT (INDOCKING) AVERAGE HULL ROUGHNESSPERIOD OF
CALCULATION 200j.lm 300j.lm 400!lm 500j.lffi600j.lffi700j.lffi800j.lffi
NPV -69.6 12.0 77.7 133.2 181.4 224.3 262.92 years
PROF/ -0.503 0.087 0.562 0.963 1.312 1.622 1.901INV
NPV 3.7 142.3 256.0 353.2 l138.3 514.5 583.44 years PROF/
INV 0.027 1.029 1.851 2.554 3.169 3.720 4.218
NPV 53.8 233.2 382.4 511.2 624.8 726.9 819.76 years
PROF/ 0.389 1.686 2.765 3.696 4.518 5.256 5.927INV
NPV 89.2 298.4 474.3 627.2 762.8 885.2 996.98 years
PROF/ 2.645 2.158 3.430 4.535 5.516 6.401 7.208INV
NPV 114.8 346.3 542.3 713.6 866.3 1005 113210 years
PROF/ 0.830 2.504 3.921 5.160 6.264 7.267 8.185INV
NPV = Difference in net present value betweenalternative hull maintenance strategies ($1000)
PROF/INV = Discounted profit to investment ratio
- 461 -
TABLE (C-6lCASE STUDY 2.2 SHIP A
OUTDOCKING DIFFERENCE IN NPV.RELATIVE TO AN OUTDOCKING AFTERAHR REBLAST OF 125 f.J.mAFTERREBLAST 2 YEARS 4 YEARS 6 Y;EARS 8 YEARS 10 YEARS
125 f.J.m - - - - -
150 -121.8 -200 -253 -291 -318
175 -232.3 -384 -48.8 -561 -616
200 ,:",333.7 -554 -707 -816 -896
225 -427.8 -714 -913 -1056 -1161
250 -515.6 -864. -1107 -1283 -1414
All NPV values are $1000
TABLE (C-7lCASE STUDY 2.2 SHIP B
OUTDOCKING DIFFERENCE IN NPV RELATIVE TO AN OUTDOCKING.AFTERAHR REBLAST OF 125 umAFTERREBLAST 2 YEARS 4 YEARS 6 YEARS 8 YEARS 10 YEARS
125 f.J.m - - - - -150 -36.7 -59.5 -74.8 -85.5 -93.2175 -69.6 -133.6 -143.4 -164.4 -179.5
200 -99.5 -163.3 -206.9 -237.7 -260.1
225 -127. 1 -209.5 -266.2 -306.5 -335.9
250 -152.6 -252.7 -322.0 -371.5 -407.7
All NPV values are $1000
- 462 -
TABLE (C-8)CASE STUDY 2.2 SHIP C
OUTDOCKING DIFFERENCE IN NPV RELATIVE TO AN OUTDOCKING AFTERAHR REBLAST OF 125 f.lmAFTERREBLAST
2 YEARS 4 YEARS 6 ~EARS 8 YEARS 10 YEARS
125 f.lr.l - - - - -,
150 -50.4 -81.7 -102.6 -117.1 -127.6
175 -95.6 -155.4 -196.5 -225.0 -245.5-
200 -136.5 -224.0 -283.3 -325.1 -355.4
225 -174.0 -287.0 -364.3 -419.0 -458.6
250 -208.8 -345.9 -440.2 -507.3 -556.2
All NPV values are $1000
TABLE (C-9)CASE STUDY 2.2 SHIP D
OUTDOCKING DIFFERENCE IN NPV RELATIVE TO AN OUTDOCKING AFTERAHR REBLAST OF 125 f.LmAFTERREBLAST
2 YEARS 4 YEARS 6 YEARS 8 YEARS 10 YEARS
125 !J.m - - - - -
150 -34.7 -56.4 -70.7 . -80.8 -87.9
175 -65.8 -107.4 -135.5 -155.0 -169.2200 -94.0 -154.4 -195.4 -224.2 -245.0
225 -119.9 -197.9 -251.1 -288.8 -316.2
250 -1L.3.8 -238.4 -303.4 -349.7 -383.3
All NPV values are $1000
- 463 -
TABLE (C-10)
CASE STUDY 2.3
.
PRESENT (INDOCKING) AVERAGE HULL ROUGHNESS.200 j..I.m 300 um 400 um 500 um 600 um 700 j..I.ffi 800 um
.24 rrooths
E-o cl;delay +59.1 -246 -500 -720 -914 -1091 -1252
Cl)cl; Cl..~ HIII ::t: 48 rrooths[xl Cl)a:: delay -203 -725 -1166 -1551 -1895 -2209 -2497[xlE-ocl;H 24 nrnthsCl[xl delay +13.2 -74.8 -146. 1 -206.7 -259.6 -306.8 -349.42 IIIH
Cl..0 H 48 rroothsE-o ::t: -66.4 -215.6 -339.0 -444.9 -538.2 -622.0 -698.0Cl) delay[xl:>HE-ocl; 24 rrooths~ 60.9 -58.2 -154.2 -235.3 -305.8 -368.3 -424.7[xl delaya:: u:> Cl..Cl.. HZ ::t: 48 rronthsCl)z delay -12. 1 -214.1 -380.0 -521.9 -646.2 -757.3 -857.9H
[xlUz 24 rrooths[xla:: delay +26.1 -56.2 -122.5 -178.5 -227.1 -270.3 -309.2[xl Cl[%..[%.. Cl..H HCl ::t: 48 rroothsCl) delay -38.5 -178.0 -292.5 -390.4 -476.2 -541.4 -622.3
All NPV values are $1000
- 464 -
TABLE (C- 11)CASE STUDY 3.1
2 YEARS 4 YEARS 6 YEARS 8 YEARS 10 YEARS0H0:::c:r::z PROF/ PROF/ PROF/ PROF/ PROF/t.:J NPV NPV N~V NPV NPVu INV INV INV INV INVrI)
1 17.3 0.175 298.4 1.695 711.9 2.919 1190 3.923 1691 4.760-2 17.3 0.175 181.3 1.030 408.1 1.674 660.6 2.178 919.1 2.586
c:r:fl...H::c 3 -42.8 -0.434 -6.4 -0.037 62.0 0.254 145.3 0.479 234.0 0.659rI)
4 -98.7 t-l -176. 1 -1 -243.9 -1 -303.3 -1 -355.4 -1
1 -31.2 1-0.469 23.7 0.200 120.2 0.733 237.8 1•165 364.1 1.523
2 -31.2 0.469 -11.7 -0.098 28.9 0.176 79.4 0.389 133.4 0.558cofl...H::c 3 -49.5 0.745 -68.0 -0.574 -74.1 -0.451 -73.15 0.359 -68.3 -0.286rI)
4 -66.4 1.000 -118.4 -1.000 -164.1-1.000 -204.0 1.000 -239.1 -1.000
1 -231.9 -0.826 -303.9 -0.607 -300.2 -0.433 -251.8 -0.292 -177.5 -0.176
2 -231.9 -0.826 -253.3 -0.705 -428.0 -0.617 -473.6 -0.549 -500.3 +0.495uc,H...... 3 -257.3 -0.916 -431.3 -0.861 -570.1-0.822 -683.4 -0.792 -777.4 -0.769U5
4 -280.8 -1 .000 -500.9 -693.9 -693.9 -1.000 -863.0 -1.000 -1011 -1.000
1 -60.6 -0.643 -32.5 -0.193 38.15 0.164 131.2 0.453 234.6 0.692
Cl 2 -60.6 -0.643 -66.5 -0.396 -49.7 -0.213 -21.2 -0.073 12.8 O.03ec,H::c 3 -78.0 -0.828 -120.1 -0.71'5-147.5 -0.634 -165.8 -0.573 -178.1 -0.527rI)
4 -94.2 -1.00 o -168.0 -1.000 -232.E -1.00o -289.5 -1.000 -339.2 -1.000
All NPV values are $1000
- 465 -
TABLE (C-12)
CASE STUDY 3.2
SHIP A SHIP B SHIP C SHIP C
rIl rIl NPV 307.6 229.6Cl) ..c..c -5.7 35.7Cl: +>+><C C CW o 0>< s s0 o.;r AW 47.8 35.7~ MN -0.9 5.5
rIl rIl NPV 548.4 341.0 291.6 153.6..c..cCl) +> +>Cl: C C<C o 0w s s>< \O.;r AW 125.9 78.3 66.9\0 MN 35.2
rIl rIl NPV 610.7 358.8 314.7..c..c 168.4Cl) +> +>Cl: C C<C o 0w S S>< co.;r AW 197.5 116. 1.;r .;rN 101.8 54.5
(jJ rIl NPV 1042 642.2 540.3 288.2Cl) ..c..cp:: +>+><C C CW o 0>< a sco co.;r AW 190.7 117.5 98.8 52.7.;rN
All NPV and AW values are $1000months denotes drydocking intervals of alternatives 1 and 2 respectively
- 466-
TABLE (C-13)CASE STUDY 5 .
,
SPEED DIFFERENCE IN NPV ($1000)LOSS
SHIP WHENTYPE FOULED 2 YEARS 4 YEARS 6 YEARS 8 YEARS 10 YEARS
5% 260 515 709 893 1.067SHIP A
10% 575 1.142 1.569 1.976 2.361
5% 125 247 341 433 507SHIP B
10% 254 501 692 878 1.029
5% 120 234 338 432 518SHIP C
10% 241 470 679 868 1.040
5% 80 158 230 283 333SHIP D
10% 162 319 464 572 672
- 467 -
TABLES OF RESULTS FROM CASE STUDIES USING THE
DYNAMIC PROGRAMMING MODEL
Path configuration is shown in Figure (2.15c)
Maintenance alternatives are described in Section 3.2.8
Reblast Alternativel - first alternative coating system in Figure (2.15c)
Reblast Alternative2 = second alternative coating system in Figure (2.15c)
IDENT1- ROUGHNESS SCENARIOTABLE FICATION SHIP WITH SECOND ALT.
CODE COATING SYSTEM
C-14 3320 A 1C-15 3321 A 2C-16 3322 A 3C-17 3323 A 4C-18 2320 B 1C-19 2321 B 2C-20 2322 B 3C-21 2323 B 4C-22 4320 C 1C-23 4321 C 2C-24 4322 C 3C-25 4323 C 4C-26 5320 D 1C-27 5321 D 2C-28 5322 D 3C-29 5323 D 4
- 468 -
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l- E _,~
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~ .l> ...<1: ... :a: :c >:: :c'"q: ::> :::>
'" ~'D '" ., z '"' ""'" is Cl ...~ ~ 'D'" :c.... ~ ~ ~ ~ ~ :c i:S '"'....
'" ....;! en '" .." ". IX ~ t; '" ~ ""l- S u.. <> ... -N ... u.. -NM''"'tn ... _ 1:"."'" ... &() -0 r... ... -NM.,"'''O ......!!DO'''" 5 x « ~ :c '" li·c ..... "" Q .. UUUCo.)U :z: Q~CIIG\QiI:IIi_ :t: W\ul6JUJWWWLwUl• ~ i >- >- ~ ~. ,_ t- >- >->- '" ::i .'" <I: 0: -c ;; .,... '" "- "" '" "- '" "- ...:..•..
_INM.t.n°<lr............... --:':!r::~~~~_' ....._N('I_,...,........ - ....::~':!-:;".::
-("04 .... _ M......... .. .....
ClI-_N..,
...-- -N,.., ... .,.,uuuuu
_N...., .,,-.or-..CDOO...,...,"" ww"" ......w'"I-
4:...
- 479 -
-tlaN.."MN_Q_-00 TII~'-"'N"'"COM"IIf"M ... --.or...,;)o_-0 -.c. "" ·0 -0 -0 '0 r-, "I I I I I I , I I
.,.<>
'"<><>""....'\ "" ca"'''II">COoM
~.NNI , I
'"~,.,:c:!i'"o.....
N
0_
::!~~'?;~"!!r::~~::,,:::«:!r:;~~c;!<:,!:~,::~~:~~':!~~~':'!':!-?'?~
c:!,:,!~~,:,:c-;!t;!~'"!'!!N_NNNMNN_t"'I
~ ~ H _ " " b _ " " _
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" .. - .. - .. - " -.- C"'~,., .... '? ~ ':::_NMNN ... '"
('>1 NN_M
_NM"-V')
- ('1_ .._ M..~'":::>z:Clz:
g'",....'"
o,_ C>,_-N..,.,WJ-O"I»Oo-O _"*~ .... ..,_........ t.a.. ..... ,,,":;:;:
'",_ _ N.., .. V't~""'Qllo..
l.U....,....,...,Wll.l&t .. ""1.AI'",_...,... '",_~
,..N
~.:;'"0....
...."..iten~Cl..,,_ g ;:; s..,
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i! to... ~a::_, ~ <> '" ...,_, q;=> :.i ~ ~ I et: "":.c et: ~ '" ... .. ...'" I '" ::; <C j
,_"" ,_... eo: LoJ '" I w .... :::> ~ .~:::I.. ... ,.. 0 I ... ,.. 0 >- 0 ,..
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~CO '" '" is : .:: ;;; ~ 9 ~ ;;; :c,., ~ ("~ ~~ -:~':!'!'! ;: "''''''' ~ ~~~ '!! ~... ,..~
IN is :;: ,-C) '" : N """"M ~':!,..! !"!: i:; ..., \II') M !~'?~ II'> ... ':!':!~~'?~~-:~.. 0 '"'" '".. ."
'"<C ~ a:: '" ..r. '" ~ ~ ~ I~'" :.:: '" IQ... <. :t:
~ :c >: '""" '" '" '" :i1 iil<D ,~ :z: ""C)
~ <D ~ '-,'" Cl
~". ~ ~ >: ~ fj % -.: '"''" 81 0..., '" .. j - '" >0: '" ~.... <) I~ u.. 3 u.. .- '" 1'"\.,.. V'I Cl _N ... ... ...,-0 ...... g - ...... 1"'t.".1iI' ... "(D000'" ~ ~ e,'".. '" Cl ~ 1lQ1oh,," ,. Y(.)Ut...lI'., <> :t: ..... "11 "" Cl £111_ I~ '" :z: ~WWWW~t.&IWW,. >- I- i';; § ~- >- :-.... ... '" ;;: '" .,'" c ... :;:.. '" .. A "'. ... '" .... .,. t\.::..
- 480 -
g<> <>
<>Q
'"
CD o..<I:hJ>-
_N"""!';~::c;!';!NM
::~~;.~~~- N...., N~' ... II')
-:~~~r;;~!~
-NMl1"'In"O"(Qo.WW""lAIWWWWW
-N". .,.q ClQlQo.O_
"'-&-. .....""' ~ &a..I4\:::
'"r•..,~.....<>U
"".""'"~c:>....... s s ;;;
'" <>«ee 0 <:> <:> <:> <>t- o <> 0 <:> '"rn iii ... '" ......... iii "'O-.oonln iii "'C-O-O ...... -()"O"o U; OoQ.o""o-.o.OooO'-o-.W M "" ... II")ln"""OQ C'Oq)l'l)_O'-er-.o.. NNN""",~o..o..C)o.U
::> :; ::> NN ... NNN .... ~~~!::!: -.0"0"'0'00"0-.0-.0-"'-0z: "' ...... :> NNNNN ii: ::>... .... ~ c,
e,:z % z: .. z:...t-~ (!)... ~:a:
x::-' x: <:>
CD-' '"'" '" 0: w , ...'" Cl ..., ~ .... '" ~ ~ ...0 -e l- I '" ... >- <:t l-_, .. ... ::> I '" ::> Id => l!! :.> w ::>c 0- >- Q I ,._
CO >- 0 0 >- ~>~ '" , .... '" 00_ '" '" ,"u-' :,_ .... ~ ~o;~ ..J 0_ ~ !
... :c <t : " <l:
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M ...• •• 0 ...... ,- ';';;;;;';~Q;'; in t- o-C> .. 0- , ... :; ......... ~ J,;~ V) r-'J ..n '" ... "- "- ,,!~'!~~~~::-:
.. , " ........ .. 0 NO .0 _ •••••••• ..'" '"~ ... .. .. '" Cl<~ .."" ... ~ ~ l:l ~'" "" '".., u X '" ;c'" '""" '" ::> ::> iii! ~ '""
t. .. % :z:
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~ '" Cl OD
..:0:... .,. '" ~ ~ .. >: :c ~ ~C> 0 :il~ '" '" "" X oX .. :: '" ... '"~
u ... ~ "- '-NM
~ '-NI""':II~Vl g "- - N,..,...,.ItiI-.or-.. u ... -NM ...it'1"'O ....... C>o." CO
~... '" X Cl '" "' ... ~ ~ Ut.Jowr_'c." Q "" i&a.t:l~_~tCIoaA '" 1.I.I,""'t.Nww\U .... u. ....'"' ,_ ... ~ 1- >- ;; t- >- !;>- .... .. .. 0: ~ '" "'" :1i.. '" '" ... '" .... ... '" ,~
0......*:
- 481
<><>o'.1) t"),"~II'lI""'M""'VJCD"'o-.o-.
1I'",1.,..OCO(])-.cl't'4n""Oo.c _ t:-J (~ N l'l N ,., N....,.,.... -. 4' ..,. ....
<:>oc>;;;
<>s<n "".,..o .....·r~ ....mo
("I c... u•• "'I" 0" 0'-1" W!.1"1 :n -.0 -.0 \(') "'., Il"lI I/')
",:'l"'Jr"MMI"lF<)Mr"')
_N,.., ... IO-O ......O'IIO-'~=
.... L.l,.. ..... l.Ia.u.u..u.. ..... t.r- .... u..
N..,In.....0u
:"".<n~'"UJ.... g s<!: ;g g <>:= 0 '"0 <.> 0 0 0
'" on ... ~.., ... '" "''''' 00 ;: ~ ""~ -e "- "- ~"" '" 00 0 ,., ... '" r-, -0-... ce (>.,., ... NNr-...r..... '" ID Q)-I."'~()oo.CD ,.....INN ... ""an1"t"\IU :>cw -NN NNNNN ..,M ,., ...... MM .0'" '0 .., -.o-o-.o-.o~% ... ::> r4)MM ::> I.",NNN ,..., :> ::>.. 0- 0- "- .... "-
i!i :z: :z: '" :z: z
\;;'".. '"'" :c.... ;C N ... '".... ..
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.~ ".~;. '?,_ .,J .... <:> -' _.<L '" ! 2 In -,. Vl .., ... ... ., II')
~ §., <I: :; '" .., x: C> ~... ~ .... ::-! :': ':': !::! ..... v V ,.'"':1 '" ., "" "'." ", ...... .- ...'" "- '" '" ... <> ~
'" MN"., .. .... ... ,.., ........ -r "- "''''.,., .." 00 ~) "'- '0 .., -0 .... Ln co "'~
'"0 '" '" .:> 0 ..
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;; ,.,Clu on '" '" i:'i .r. E ~ :::.... ~ u. <,J .... -"' .... "- - N ,., ... «'I U -" ,., ... "', o.Q" ... "'r'" ... " -0 "- "''''To
_. 0 '" ~, '"'. ~ ;'1 ;: ~ To ,"Q '.:A ~~ Cl :\C U uu '-' u .,~ "''''' nA~~~1II:l f':, _i: ....... '" ,.. 1.I.I\.Ut£Jww:. >- >- ~;. .... :;;; ~ :;:1.0' .. « ~ "-' ·t
'" Cl: '" .. "- Q ... :> ," ~..~.....
.... O-NO"'1'00 Ir." ~ 0-.co ,~ ~ 0-.. ()o.0- t"" ... - ,..... _
N o
.......:::>
'"cc::t;!r;:~~-:!~~'~_~n ..)~~~~~~';::_Nt")~,!~r.'!~~~-NC".I~~O::~':'!~':!
_NM"'"tn-()r-................._NMNN.-In
:.:~;.:.;:;:;.:r:;.. ...... f ......
....<I::cI-
~";:':!":"! ... .,.,
l"lr.,c;-.., to') .....oXq;
'"cco...""...'"x::::>z
_NM .... ln..,,"'COO"
l£.IUJIoUWI.&.lLWW ..... "'"'" "....
NN,.,on...'"Cl,_,
........
'"'"...:c,~...;!;...u:.i>-
""...
"'0--""'1l' 0OV),,"o..,.ccoo-.o--o..-~---
:: co:! ':! !: In-NNN,..,
.,.ceN...
'..N
oe-<:>;;;
- 482 -
Cl,_
- (',""11" 11') -0 r..............-NI")NN ... .".. ····.0 ..
("~ '.'J t .... N N,..,
u,.,
'"o<>;;;
'",_""ooX-,~t-e,Cl
"'V\{')Ci")~
....~".:'!'?;;
.... M-4-.r
<><:>c-
,,0....:> .... 0.. _ ~e-, ..... C1"'O! ...) .,..·'OM
-V')If')-o-e\t)If) • ..,.MMMMIMMMMM
_ """'''''If')-O"CUOOO.....WWlUh'LU'WWW
g<:>;;;
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-(,"I M~Ir'l'"O,.....
....., ..":II~~t:a~Q
CD
'"......>-
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0_
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.. ':~ ~ -r ~ !: :~~ ';;~~;•• (~~r:!~~~!'":.:r.:<:'!~~'::u':!r:!N~~c:~r;!t;'!'?:'?
NNl·"NNr:-.NNNM... .. ...... - ....
"",_<r....
-NM an-O ..... QlO"o _
Ll..La..u..l La.. ..... La.. .... ~u:;:
e-c,%
-('\.1M '#'"I(")-.o"O!Io-
WWlULUW ........~ .... l.&I
- 483 -
sg'" -e- ~ N Q_,
olo")r -, ·,.."'"COOO'-CJ)CO-('4 _
-.0-.0-.0"' ... 0-. ...... ·O,In...;)O<-O-O10(,0000)"''''-0NN C"IN:- .. NN
1" ... .,...00 ~_N'<I~lNo..er-.O~_COO-1fl1r.l'O-OVlIf".IMMJ1''''''''M.-..MMr'"'JM
MNtn ....M_-'OOV) ....Mtn~OQ)IXl....,Q"'O!nlt')-.0 C"~ C"J (">I ('I c- ~ _ 0-. COM ....1" .............. ..,.~t")
o-C"'J~-:;1!!'~~~~ ....
~"'J M "Il'" II'"J .... _"-0"" to _NM '<t"N..,. "V'C",U"')-.o"
N ....., r·, \"t N N r~N ... III
NNN:--4'."c:- .. ··"'NNM
:>c,Z
<XI
...I-::lQ
GC
UJ!-
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]_ N"".:n-.o"I:10_;:;.;r=;;'N;;U1:!,:;-NMNNNN_V1-NNNr'NN~r:!
ClI-
_NM ...... '1...,,..,,,CDOOOO_
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MON,.,'?UI
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......,.it
'"~'"UJI-
C> s C> '"'" C>GC 0 <:> '" 0 <>I- 0 <> '" '" <>to ;;; ;:; § ;;~;: '" 10 \fl 0 1I"l l(l In ..,..,..., "'...,..., '0 ;;; 0000 '" 0-.0--0000... ",,,,,,"""'''1''1 '" ~ <XI .-\XIO cc NC'.I,·'" ~ r....' .... ('\.INNU
'"0<
_N_NNNNN '" ~~ -e "'''' ~ '"
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" '" '" QC QC '"~ ..J.. ..,~..,,.. ~ ~ ~ ~a. '" ~ .. U::~~ .. ... '" ... ...
Q <I:
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'"' '" .. .,. ~ ." '"... u '" C .'" .,"" « :> il :::> ::l =>
'" '" % ;.: " :z:'" .... <0 ," to .<. C>"" :I; .1:"- '" ~ .. .'" '" .. '" :c ;z:
'" ~ x <> ;< ~ ~~ ~ .. '" ',;: :: YoI- U .... Cl U. .- .'M <, -NM1" '" :0; LL - (">.Ir"; ...... .., "- g LL _r.M ~tn-o",UJo..
'" ;:! :; .;::) ~.. ;= ;: X ... .. '" e :1: '-' u t~ t,~ 'oJ " ::: ... '" '" ., n '" .. '" '" ..... wlUWWWl&lWLLI
~ <0 >- ,- >- >- ....:::: 0:: <r '" ;!: "" -.r. ~~ '" '" <r... '>. '" '" "- ,~ '" .......:..
::':!~!?~r:-:::,,:!~~r;!~~_NNC'..INC''''M............... ....
. =>
-N"""\n~"""CXI~WWLUWW...., ..... """ ......
Cl....
- 484 -
Appendix D
VARIABLE DESCRIPTIONS AND SAMPLE OUTPUTS
TABLE (D-l) Variable descriptions for deterministic and
dynamic programming model
TABLE (D-2) Description of additional variables in
probabilistic cash flow simulation model
SAMPLE (D-l) Output from deterministic model
SAMPLE (D-2) Output from dynamic programming model
SAMPLE (D-3) Output from probabilistic cash flow
sLmi Lat Lon model
TABLE (D-l)
- 485 -
VARIABLE DESCRIPTION
CODE four digit code number serving as identificationof each case study evaluation
TRl
TR2
TaJ
TR4
TRS
TR6
LIFE
TR7
TR8
TR9
TRlO
trigger for maintenance arternative 2if TRl-l then ON, otherwise OFFif TRl=O in dynamic programming routine, then in-service period prior to first drydocking
trigger for fouling alternativeif TR2=l then ON, otherwise OFF
trigger for propeller deteriorationif TaJal then ON, otherwise OFF
trigger for sensitivity analysisif TR4=l then ON, otherwise OFF
trigger for speed/power operation of alternative 1if TRS=O then constant power operation
TRS-l then constant speed operationTRS 1 then constant optimal speed operation
trigger for drydocking procedure for alternative 1if TR6=O then NO reblast or change in paint system
TR6=l then ONE reblast and/or change in paint syst.TR6 1 then MORE THAN ONE reblast and/or change
in paint systemremainder of ship life or period for whichcalculation is requiredtrigger for speed/power operation of alternative 2- optional values as for TRS
trigger for drydocking procedure for alternative 2- optional values as for TR6
trigger for fouling option with alternative 1if TR9=O then no fouling
TR9=l then fouling with first paint systemTR9 2 then fouling with first and folJ~wing systems
trigger for fouling option with alternative 2- optional values as for TR9
VL
VB
ship speed in laden (or average) condition [knots]
ship speed in optional ballast condition [knots]
POWERL
POWERB
EXPO
ROUGHBASEFUELRATE
AUXTPD
TPDP
QPC
AREAL
AREAB
L
FACTOR
- 486 -
shaft power corresponding to VL [kW]
shaft power corresponding to VB [kW]
exponent to speed/power curve of the form P=kVft
hull roughness corresponding to speed/power description
specific fuel consumption at POWERL [g/kW hr]
daily auxiliary fuel consumption at sea [tonnes/day](given as heavy fuel oil equivalent)
daily fuel consumption in port [tonnes/day]
propulsive coefficient (including transmission losses)
wetted surface area in laden condition [m2]
wetted surface area in ballast condition [m2]
ship length between perpendiculars [m]
multiplication factor used to increase/decrease thepower penalty predicted by the ITTC correlationformula for hull roughness
MAXCARGO
LOADF
SR
MILESDISTLOAD
PTDAYS
OFFH
maximum cargo carrying capacity [tonnes or units]loadfactor
stowage rate (applies to volume carriers only)
length of roundtrip voyage [no miles]
% of roundtrip distance in laden condition [%]number of days in port per roundtrip
number of days off hire per annumCREW
CRCRUPKEEP
UPKCR
fIX
FIXCR
FUEL
FUELCR
crew costs per annum [S1000]
annual escalation in crew costs give as fractionupkeep costs per annum [S1000]
annual escalation in upkeep costs (fraction)
fixed costs per annum [S1000]
annual escalation in "fixed costs (fraction)
fuel cost per tonne (R.V.F.) [S/tonne]
annual escalation in fuel costs (fraction)
PORT
PORTCR
CARGO
CACR
FRATE
FRCR
DR
KSC
- 487 -
port charges per roundtrip [$1000]annual escalation in port charges (fraction)
cargo handling charges [$/tonne or unit]
annual escalation in cargo handling charges (fraction)
freight rate [$/tonne or unit]
annual escalation in freight rate (fraction)
discount rate used in present value calculations(fraction)
inflation rate (fraction)
FIRST ALTERNATIVE :
PAINTCOST1
PAINTCOST2
PAINTCR
DOCKHIRE
CLEANCOST
DOCKCR
ININVEST
cost of first coating system [$/m1]
cost of optional second coating system [$/m1]
annual escalation in coating system costs (fraction)
total daily cost of hire of drydock [$/day]
additional cost of special hull cleaning/preparationprior to application of optional second coating system
annual escalation in docking charges (DOCKHIRE &CLEANCOST) given as fraction
initial single capital investment in year 0 [$1000]NEW1
MINCS1
INCDA1
INCDB1
NEW2
MINCS2
INCDA2
initial AHR with first coating system [pm]
monthly increase in AHR in service with firstcoating system [pm]
slope of regression line for roughness increasein drydock, first system
constant term for roughness increase in drydock,first system
initial AHR with second coating system afte~' reblastor equivalent hull surface treatment [pm]
monthly increase in AHR in service with secondcoating system [pm]
slope of regression line for roughness increasein drydock, second system
INCDB2
DOCKINTI
DOCKINT2
NEXTDOCK
DOCKDAYS
XTRADAYS
NEXTBLAST
BLASTINT
NEXTSURV
SURVINTI
SURVINT2
- 488 -
constant term for roughness increase in drydock,second systeminterval between drydockings with first coatingsystem [months]
interval between drydockings with optional secondcoating system [months]
number of months until next drydocking
number of days in drydock
additional number of days required in drydock forreb1ast or equivalent hull surface treatment
number of drydockings until reb1ast and change ofcoating system (if NEXTBLAST=l then at next dryd.)
number of drydockings between reb1asts or equiv.(i.e. if BLASTINT=2 then at every seconddrydocking following NEXTBLAST)
number of drydockings until next classificationsurvey in drydock
number of drydockings between classification surveysin dock with first coating system(if SURVINTl=l then at every drydocking)
number of drydockings between classification surveysin dock with second optional coating system
NOFOULl
NOFOUL2
SATFOUL
FOULOSS
time period from outdocking free from foulingwith first coating system [months]
time period from outdocking free from foulingwith second optional coating system [months]time period from initial fouling settlement to reachsaturation growth [months]
speed loss with fouling when saturation growth hasbeen reached [knots]
SECOND ALTERNATIVE :
PAiNTCOSTl
1ININVEST
same variable descriptions as for alternative 1
- 489 -
NEW1
1 same variable descriptions as for alternative 1
SURVINT2
PERCHANGE %change in variables in sensitivity analysis
NOFOUL
1 same variable descriptions as for alternative 1
FOULOSS
TABLE (D-2)
VARIABLE DESCRIPTION
CASES number of variables described in terms of aprobability distribution function
PARNUM(l)1to
PARNUM(CASES)
code number of each of the variables described interms of a probability distribution function
DISTPAR(*,l) code number for distribution shape, (1) impliessingle half or part of truncated normal distribution,(2) implies a combination of two truncated halves
DISTPAR(*,2) if code=l then: mean value of normal distributionfrom which truncated part is obtained
if code=2 then: mean value of actual variable
DISTPAR(*,3) if code=l then: limiting ordinate at non-continuousend of distribution
if code=2 then: standard deviation of lower truncatedhalf of normal distribution
DISTPAR(*,4) if code=l then: standard deviation of normaldistribution from which truncatedpart is obtained
if code=2 then: standard deviation of upper truncatedhalf of normal distribution
above sequence for DISTPAR repeated for all CASES
- 490
NSIM number of repeat simulations requiredREPEAT trigger for random number generation
if REPEAT=l then identical sequence of random numbersproduced for every programme run, etherwise startingpoint is random and the following sequence of randomnumbers is non-repeatable
K2 specifies (number+l) of equally spaced groups forhistogram and frequency distribution of the finalnet present value of the ~nvestment
C the negative of the minimum acceptable net presentvalue of the investment, used in calculating thecertainty equivalent assuming a logarithmicutility function
- 491 -
**,~.~·t*~••~**•• **f*~4*~~.****~ *• TECHNO ELONDMIe ANALYSIS *
INrUT-DhTA : TECHNICAL
SHIP SPEEn LADEN CONDITleN: 15.0 I·.nots CORRESPONDING PDWER LADEN: ,~OO kUSHIP SPEED aALl~ST CONDITION: 16.7 knots CORRESPONDING POWER DALLAST: 9400 k~l
EXPONENT TO THE SP;ED/POYER CURVE: 3.216
AHR CORRESPONDING TO SPEED/POWER DATA: 125
SPECIFIC FUEL COHSUHPTICN: 219 g/kUhr
~.Ot/day
ExrONENT TO S. r.c. Clli(VE: O. O~(I
AUXILLIARY FUEL CONSUMPTION: FUEL CONSUMPTION IN PJRT: 5.0 t/day~ETTED SURFACE AREA LADEN: 10500 sq.,.. WETTED SURFACE AREA fALLAST: 7660 sq.~
PROPULSIVE COEFFICIENT: 0.66
S~IP LlNGTH (D.P.): 214.5 M
INPUT-DATA I OPER4TIGNAL
LE~GTH OF ROU~DTR!PI 16380 N.H.DISTANCE LADEN: 64% DISTANCE IN RALlnST: 36 'l:
HUM~ER OF DAYS IN PORT PER ROUNDTRIP: 12.0 d~ysNUH~ER OF DAYS OFF HIRE PER ANNUH: 0.0 days
HAXIHUK CARGO CARRYING CAPACITY: 60000
LOADrhCTOp.: 0.50
INPUT-DATA : FI~ANCI4l
tREY cus: <11C(}O)' 1000 ANNUAL ESCALATION: 10.OXANNUAL ESCALATION: tLOl
ANNUAL ESCALATION: 10.0l:AiiNUAL t:5~ALATiON: 10.0;':
ANNUAL rs GALA TJ ON: :0.0%ANNUAL ESCALATION: 10.0;(
IIPKEfP C(!Sl (~1 000): 500
FIX[!l cesr ($10(00): 1500
PORT CHARGES (PER ROUNDiRIP, $10(0): 45
f'UH cusr ~$nQH"E): 185
fREIGHT RATE ($/TD~NE OR UNIT): 19.00
- 492 -
INPUT-DATA : ALTERNATIVE HULL HAl~TEHA~[r STRATEGIES
Al.TERrlATIVEI
fRESfHT HULL RGUGHNESS (AHR): 50() UM
MONTHLY INCREASE IN AHR IN SER~ICE: i .SS Uti
INCREASE IN AHR IN DHVfOCK:
DRYDOCK INTERVAL VITH PRESENT SYSTEM: 24 lIonthsHEU AHR AFTER ~EFLHST O~ EGUIV.: ISO UII
NEU HONTHLY INC~EASE IN AHR IN SERVICE: 1.85 UII
NEU INCREASE IN AHR IN DRYDOCK:
PRY DOCK INTERVAL YITH HEY SYSTEr.: 24 Months
"EXT DRYDOCKING TO TAKE PLACE IN: o lIonths7 days
5 days
1ST. DRYDOCKING
1ST. DRYDOCKIHGDRYDOCKING
DRYDOCKING
DIIYS IN DRYDOCK:
EXTRA D~YS IH DRYDOCK FOR REBLAST:
HEXT REBLAST TO TAKE PLACE AT:HEXT CLASS. SURVEY TO TAKE PLACE liT:CLASS. SURVEY 10 TAKE PLACE AT EVERY;CLASS. SURVEY UITH NEU SYSTEM AT EVERY:PAINT SYSTEM COST UITH PRESENT SYSTEM: 8.17 '/sq.1I
8.17 $Isq.1IPAINT SYSTEM COSI UITH NEU SYSTEM:ANNUAL ESCALATION OF PAINT S~STEM COST: 10.0%
DAILY COST OF HIRE or DRYDOCK: 12000 •ADDITionAL COST OF RfBLAST OR EGUIV.: 12.02 $/sq.1IANNUAL ESCALATION OF DRYDOCK CHARGES: 10.0%ADDITIO"Al INVESTMENT IN YEAR 0 ($1000): o
INPUT-DATA: MISCELLANEOUS
SHIP LIFE iOR PERIOD OF CALCULATION): 6 yearsCISCOUHT RATE USED IN CALCULATIONS: 17.5%ANNUAL RftTE OF INFLATION: 10.0%I CHANGE IN ~ARIABL£ IN SENSITIVITY ANALYSIS: 10%
% CORllECTIO~ 10 ITTC COr.REI.HION FORMULA: -40%
tt. CALCULATIOMS MADE FOR TUO ALTERNATIVE HULL MAINTENANCE STRATEGIES
.*. THE EFFECT OF HULL FOULING ~OT INCLUDED
...'" THE EFFECT OF PROPELLER ROUGH~ESS ArID FOULING ser I1lCLIJDED••• SENSI1IUITY ANALYSIS ON NAJOH PAK~METERS IS INCLUDED
t.* SI~ULATION OF SHIP OPERATION FOR ALTERNATIVEl BASED ON CONSTANT POUER
tt. SIHULATIOH OF SHIP OPERATIQN FOR ALTERNATIVE~ ~ASED ON CONSTANT POYER
i'lL TERNATl VE2
500 un
I.S5 UI1
-0.094*CAIiRI t37 tiM
24 I'IOnth~
ot ••..'"***
o "Clnths7 daY5
."'*
1ST. DRYDOCI(ING
Dr<YDUCKING
."''''8.17 $/sq.1I
....10.0:1:
12000 $....HI.O%
o
••• HULL ~ArHTENANCE AllERNATIVEl INCLUDES ONE ~r~lAST OR CHANGE IH PAINT SYSTEM••• HULL "AIN1[~ANCE ftLIERNATIVE2 INCLUDES ND REBLAST OR CHANG[ IN P~INT SYSTFM
* Al.1ER~/ATlVt1 - 493 -
1* :SPEE.' 011 n:"f f'v',IEri ON 1ST r.IINUAL NET Ct:5H ·l.)lJ ;*f COSTS
1*1'(EAf< ROUIIDTRIP5 ROU11l'fR1P l~fjll!'I:ITRlf' f'!JtL COSIS EXCUmING :*1 (,LLOCATEII iD
1* IPeR ANNUM IN '(H~ YE(.lR (f(V) nH~tJSI\:iDS ) CAl"lTfi' CHfI[<GlS: * I ,'AINT SYSTEM
It.:-----------------------_ ..._---_ ..__ .._----_-._-_. ..._--._---- .._------_._--_ ..__ .._----_ ..----------------------:*:
6.299 14.04 9':')0 2799 41S 1*: 29<):*:
2 6.1,98 14.89 9400 3186 912 1*1 0:*:
3 6.349 14.81 9400 3440 712 1* f 104:* :
6.4bO 14.78 9J,OO 3860 1047 1*1 0f* I
5 6.320 1~.73 9400 41-'.7 012 :~'I 126:*1
6 6.432 14.69 9400 4675 1215 :*1 0lltq
THE NEr PRESENT VALUE OF THE OPERATING ACCOUNI (EXCLUDING CAPITAL CHARGES) IS ($1000): 2829
THE HET PRESENT VALUE OF TKE COSTS ALLOCATE~ TO T~E PAIHT SYSTEM IS (11000): 375UHICH IS EGUIVALENT TO AN ANNUAL UORTH ESCALATING AT 10 % PER ANNUM OF ($1000): 86
ALL PRESENT VALUE CALCULAlIONS ARE USIUG A DISCOUNT FACTOR OF 17 %
•• ** •••• ** •••••••••• •• ALTERNATIVE 2 *• *
1*1SPEED OH 1ST POUER OH 1ST AHtlUf,L NET CASH flOU 11lFFFRENCE HI :*1 COSTS
1*:YEAR RDUNDTRIPS ROUilDTRIP ROUNlITRlf' FUEL COSTS EXCLUDING NCF llETUEEH :~: ALLOCATE[! TO
:*;PER ANNUM IN TilE YEAR (KU) <T HOUSAIIDS) CAPITAL CHARGES: ALTI AND ALT2 ~* I PAINT SYSTEM
:.;
:*16.236 1~.48 9~00 2855 459 -41 1* : 66
1*12 6.351 14.~6 9400 3203 728 184 :* I 0
;:t:3 6.227 14.45 9~OO J4j6 543 169 1*1 104
:*:t.J~2 14.1,3 9~OO 3877 867 ISO I~: 0f:f;!
5 6.219 14.43 9400 HaJ 644 168 l:f: 126:*1
6 6.334 14.~ 1 9400 4692 1035 180 :* ; 0:*1
-------------------- ______ 0. _____ --------------------- __________________________________________________ •__ • ___________
THE ~ET PRESENT VALUE OF TilE OPEkATI~G ACCOUNT (EXCLUDING CAPITAL CHARGES) IS ($1000): 2388
THE DIFFERENCE IN ~PV hETYEEN THE OPERATING ACCO~NTS OF ALll AND ALT2 IS (fIOOO): 440UHICH IS EOUIVALEIIT TO ,'H M/fIliAL ~QRTU ESC4UilNG AT 10 I fH: ilNI!I!HOF ($1000)1 101
'HE NET PRESENT VALUE OF lHE COSTS Al.LOCA!EB 10 TUE PAl NT SYSTEM IS ('10001: 193"HICH IS EOUIVALEI!T TO MI 1:~I/'iAL ~ORTH ESCA~(;TIHG AT 10 I PEP. r,NNUH OF ($10l'C): 44
THE RATE OF RETURN O~ lHE A~OI';nHAl IHUE~TEE~T C~N ~01 DE CALCULATED
DISCOUNTED PROFIT Ht !~\'FS1~[NT RAiIiJ r~R T!lF INCREi!;::;nAl. INVESTrl::IH IS: 3.11')1
**.~••••*$1.~.*~t**1#*~*'** *~ SENSITIUITY ANALYSIS •
: HPV OF: ALTERN.i (EXCL.
- 494 -
: ilPV OF: AL TERri. 2: (£XCI..
D IFFER£IlCEI~ HPV
:l;APlT,\l CH.):CItPliAl CH.): Ali. 1&2I
BE"iUEEil
: BASIS CONDITION1
I~PROV~ PROPULSION EfFICIEilCY BYIOZ
SPECIFIC FUEL CONSUHP110N DEeR. BY 10l
VOYAGE DIST~NCE DDUBlED (F.R. COMP.)Fuel PRICE INCR. BY 10% (F.R. COMP.)FUEL PRICE INCR. ~Y 10% (NO F.R. COMP.)
FUEL ESC. INCR. BY 10% IF.R. COMP.)
FUEL ESC. INCR. BY lOX INO F.R. CO"P.)• FREIGHT RATE INCR. BY 10%
FREIGHT RATE ESC. IIlCR. BY 10%COST OF PAINT INCR. ~Y 10%HIRE OF DRY DOCK INCR. BY 10%COST OF HULL ~REP. INCR. BY 10%
DOCKINT. OF f.LT.1 IIiCR. BY 12 1I0NTHS
ALL DOCKI"T. INCR. BY 12 KCNTHS 1.1
DAYS IN DRY DOCK INCR. BY 2 FOR ALT.I ,
DAYS IN DRYD. IHCR. BY 2 FOR BOTH ALT.
EXTRA DAYS IN DRY DOCK INCR. BY 2IMPORTANCE 3F ROUGHNESS DEeR. BY 10%
2829 ,
1125
-1247
-2960
3008
7108
2308
827
-41-16
-1256
-98-2972
2957
-19-15-II
168
168
-74
-74
-2833
815
1134
-113
-160
69S7-19-12
oo
138
o-72
o
91
HO
11
-9
72
30
9
61
1251
122o
-3-11168
30
-74
-2
-28-57
PRESENT ~ORTH OF DIFFERENCE BETYEEH ALT. 1&2 AT VARIOUS nISCOUNT RATES
YEAR lOX0%
o o o-39 -37
2 191 16i 1523 169 116 127
130 148 123
168 lJ2 10~
IBO 107.
~FV I ~71- - .•.• _ - ----- .. ._..... - ,. __ .• _ .•- .• - - .• -- - - -- - _ .• _- ••. .•- • __ . - - ...__ ... .' .......,, •• _'''_'0 .... ._. ._ .._
;04
20%
-31
12899
III
68
30%
o o
-32
,,,977
6145
37
401
o·-29
9·1
62
31
22J
ClhiNGE INDIFFERENCEflS XOF BASIS
0.00 1
2.55
-2.04
16.266.812.09 •
13.90
2.74
11.53
27.62·'0.00-0.59"2.56
38.236.83
-16.79
-0.38
-~.3a-12.93
50%
o-27
5035
2216
1;'8
YIELD OFADDITIOr-lP.LINVE5H1EiH
**
**
****
**
.,
....
**••
*.
75%
o-23
60
3119
10
CfltiHGE !NYHLDCOhl'ARED!lITH BASIS
0,00
**
**" 1
I.,,**
**.•*
- 495 -
SM1PLE (D-2)COOt.:; o
••••• DYNAMIC PROGRAHKINB OF DPTIMAL HULL MAINTENANCE STRATEGIES *****
RESULTS OF BACKWARD DYNAMIC PROGRAMMING
DRYDOCKING NUMBER HA) YEAR 0
PATH FROH OPTItiAL ROUTE NPV iSl000)_--------- ------------- --_ ....._-_ ..,._--A 1 :2:2:2:5:5 4174
DRYDOCKING NUMBER 2CEt) YEAR 2
PATH FROM OPTIMAL ROUTE NPV (S1000)_----_ ... _- ------------- --_ ..... __ .,.._---
B 1 :3:3:5:5 3104B 2 :2:2:5:5 3158B 3 :5:7:5:5 3159
DRY DOCKING NUMBER 3(C) YEAR 4 :
PATH FROM OPTIMAL ROUTE NPV (SI000)-_ .... ------ ------------- ------_ ....---C 1 :4:4:4 2171C 2 :2:5:5 2171C 3 :3:5:5 2213C 4 :6:8:10 2216C 5 :7:5:5 2184
DRYDDCKING NUMBER 4(D) YEAR "PATH FROM OPTIMAL ROUTE NPV (S1000)... _--_ ..._-- --,----------- _ ...- ....__ .... _ ....... -
D 1 ;5:5 1348D 2 :5:5 1348II 3 :5~5 1348n 4 ~4:4 1390D 0 :7~9 1391D I:. :S:10 1361II 7 :5:5 1348
nRYIlOCK ING NUHBER S(f) YEAR S
PATH FROM OPTI MAL ROllTE Np!J (S1000)-_ ... _--_ ...- ..._----, ...._-_ ......... _ _ ..... ,-_ ......_-- .._._-E 1 :6 600E 2 :6 600E 3 ~3 607E " :4 632E 5 :5 l:6~E 6 :8 657E 7 :9 641E S : 10 629E 9 :11 618
- 496 -ReSULTS OF FORWARD OYNAMiC PROGRAMMING---------------------------------------DRYfiOCKING NU~iDER 2HI) YEAR 2
PATH TO OPT! Hr-IL f,OUTE NPV (81000)-, .....~--.-...-- -------_ ...._--- ---_._ ..',_-..;...--
n t : 1 918s 2 :2 1016D 3 :3 952
DRYDOCKING NUMBER 3(C> YEAR -4
PATH TO OPTlMtlL ROUTE HPV (S1000)----_._--- ------_ ..... _-_ ....... -----------
C 1 : 1 : t i707C 2 :2:2 2003C 3 :2:3 1907C <1 :2:4 1851C 5 :3:5 1928
DRY DOCKING NUMBER 4<D) YEAR 6
PATH TO OPTH1AL ROUTE HPV (91000).... __ .... __ ...._- ---~.. - ....---- ...-- -----------
D 1 :1:1:1 2387D 2 :2:2:2 2826D 3 :2:3:3 2772D 4 :2:2:4 2784D 5 :2:2:5 2734D 6 12:4:6 2706D 7 :3:5:7 2763
DRYDOCKING HUMBER 5(E) YEAR a
PATH TO OPTII1AL ROUTE NPV (51000)--------- -_._---------- --------- .......E 1 :1:1:1:1 2975E 2 :2:2:2:2 35t8E J :2:3:3:3 3493E 4 :2:2:4:4 3542E 5 :2:2:2:5 3510E 6 :2:2:2:6 3467E 7 :2:2:5:7 3484Ea :2:4:6:8 3438E 9 :3:5:7:9 3480
DRY[lOCKING NUMBEF: 6{F) YEAR 10
PATH TO OPTIMAL ROUTE NPV (51000)-------_ ..... ---_ .... __ ._._---- -------_ ..---
F 1 :1:1:1:1:1 3482F 2 :2:2:2:2:2 4105F 3 :2:3:3:3:3 4100f 4 :2:2:4:4:4 4174F 5 ~2:2;2:5:5 -4174F 6 :2:2:4:4:6 4141F 7 :2:2:4:4:7 4103F 8 :2:2:2:6:9 4124F 9 =2:2:5:7:9 4125FlO :2:4=6:8:tO 4066fit :3:5~7~9:tt 4098
ALTCRkllTlVE 1
MEAN OF DISTRIBUTION- 3127STANDARD DEVIATIDN 2865
SKfUIIESS O.Bl
KURTIlSIS 0.27
"UHBE~ UF CASES 400
C lAS S FREQUENCY
UP TO -1059.8-1059.8 - 176.1
176.1 - Hll.91411.9 - 2647.72647.7 - 3083.63883.6 - 5119.45119.4 - 6355.26355.2 - 7591.17591.1 - 8826.99826.9 - 10062.7
10062.7 - 112ge.511298.5 - 12534.412534.4: 13770.213770.2 AND ABOVE
Al TlRHATIVE 2
MEAN OF DISTRIBUTION- 2607STANDARD DEVIATION • 2823
SKE~NESS 0.81
KURTOSIS 0.20
HUH~ER Or CASES 400
-497 -
*.*~*.~*~*.~¥~**.~*~o.*~*~.~~ *f KONTE-CARLO SIMULATION 0
>I<
~****4~~*••••'.>I<**.'****.*.'
o62845556493332129512o
:**••••••***•••••**.*:••••••• **.** ••••• t ••••• **•••I**.***•••*** •• *.*tI.*••**•• *•••••~*••:*****.*.*** ••* ••:."'*••••*....*:**********:****1***1*
EACH * ~ J OBSERVATIONS
C l n P S FREQUENCY
UP TO-1511.3. 317.9 -B75.4 -
-1511.3-317.9675.4
2068.72068.7 - 3262.0326<.0 - 4455.~4455.4 - 564B.?564B.7 - 6842.06842.0 - 0035.3e035.3 - 122B.69228.6 - 10422.0
10422.0 - 11615.311615.J - 12800.612808.e AND ABOVE
o54e6565(1602735149522o
:****$C************,.*••••***•••••••••• ****.** ••l****.·**tt •• ******:***t~**~*.***.**:*********~****.~***.: ;,j~:r::f;*:t***: ****,t*:J;:f·***1****:***1*
IHCREM[WlftL I~VESTHENT
MEAN OF DI5TRIRUrI0H- 521STANDftR~ DEVIATION' 231
SI(EUN(SS 0.63
KURliiSIS 1.15HUMB~R or CAsrs 400
C LAS S FREQUENCY
UP TO -20.2-20.2 - 122.8122.8 - 265.8265.8 - ~08.8408.8 - S51.B551.8 - 69~.8694.8 - 837.e837.8 - 980.3980.6 - 1123.8
1123.8 - 1266.81266.8 - 1409.B1409.S - !552.91552.8 - 16~5.91695.8 AH~ ABOVE
oB
4277
112784722112Co1o
- 498 -
1$*I*u*$'i<ot'u.
I'.·*.*·**.****~**·.'*u*u*~**.
EACH'" • ~ OBSERVATIONS
(E~TAINTY EourVALfNT OF JNCREMENTAL INV£STKENT 487BASED UPON A HINIH~X TDLERABLE NPV OF -250
SUM OF PROBABILITIES. 1.00000000