SAWE Paper No. 1602 Index Category No. 13 SHIP WEIGHT ESTIMATES USING COMPUTERIZED RATIOCINATION By Mark A. Redmond Manager, Weight and Stability Section John J. McMullen Associates, Inc. Washington Operation For Presentation at the 43rd Annual Conference of Society of Allied Weight Engineers, Inc. Atlanta, GA 21-23 May 1984 Permission to publish this paper, in full or in part, with full credit to the author and the Society may be obtained by request to: S.A.W.E., Inc. 344 East "J" Street Chula Vista, California 92010 The Society is not responsible for statements or opinions in papers or discussions at the meeting.ABSTRACT Although the method of ratiocination is well known for use in preparing ship weight estimates during the early design phases, this method when done using hand calculations is cumbersome and does not lend itself well to the rapidly changing and fluid designs characteristic of the early stages of naval ship design. This need to provide a more convenient and rapid method for producing a weight estimate based on minimal ship information, without any loss of accuracy, led to the use of computers and the development of the RATS program to produce these estimates. The RATS program is an interactive program developed to use a prese- lected known base ship and certain selected characteristics of the new ship design to produce a complete three-digit SWBS weight estimate containing the weights and vertical and longitudinal centers for the design. This is done by the program through a series of equations which equate the SWBS element weight and centers with certain characteristics of the new ship, which then modify the base ship weight to reflect the new design characteristics. Since this methodology is subject to some inaccuracies if the new design has a somewhat different configuration or mission than the base ship, the program also allows the user to modify the estimate produced by this method to reflect any of the special or unique aspects of the new design. The output of the program is an eleven page estimate which also contains the base and new ship characteristics. Also produced is a summary of all of the modifications made to the estimate by the user. Options also exist to produce a delta summary from the base ship to the new ship, to prepare the estimate in a format compatible for input into the SOWE program, and to use the new ship estimate as a base ship file for sensitivity studies. The estimate may be prepared using either English or metric units. This program has several applications. Most importantly, it allows the engineer to prepare an accurate weight estimate for a naval ship during the Feasiblity level of design in a very short amount of time. It also allows sensitivity analyses to be performed on a ship at virtually any level of design, again in a very short period of time. These sensitivity analyses would determine the impact of variation in the ship characteristics to the ship weight and centers of gravity.TABLE OF CONTENTS ABSTRACT TABLE OF CONTENTS. LIST OF FIGURES. LIST OF TABLES. BACKGROUND . PROGRAM Data Input. 3 Calculation of Parametric Ratios. 14 Weight Calculation 15 Vertical Center of Gravity Calculation 16 Longitudinal Center of Gravity Calculation 7 Group Summat io pene 19 Estimate Modification 21 Output. 29 Metr if ication. 32 ‘SUMMARY 35 ACKNOWLEDGEMENTS 35 REFERENCES. .....0005 35 APPENDIX A - Parametric Equations Used to Calculate the Weights of the Various SWBS Elements APPENDIX B - Sample Weight Estimate Generated by the RATS Program APPENDIX C - Sample Change Summary Generated by the RATS Program APPENDIX D - MINOP Load Summary Generated by the RATS Program iiLIST OF FIGURES TITLE PAGE 1- Flow Chart for the RATS Program, 4 2- Flow Chart for Data Input. 5 3- Sample Execution of Subroutine READDATA. 6 4- Sample Format for New Ship Data File. 9 5- Sample Format for Base Ship Data File. 10 6- Sample Execution of Subroutine READBASE. 1L 7- Flow Chart for the Calculation of Parametric Ratios.... 12 8- Flow Chart for SWBS Group Summation. 9- Flow Chart for Estimate Modif ication 10- Sample Execution of CHANGE Subroutine. 11- Sample Listing of Modification File 12- Flow Chart for Program Output... 13- Sample Execution of Program Output.LIST OF TABLES 1- Required Parameters for Ratiocination Using the RATS Program..... Beene ivBACKGROUND The Feasibility Study is a crucial step in the design of Naval ships. During this phase the basic ship configuration is defined, and more impor- tantly, the cost of the ship estimated. It is crucial at this early design phase to accurately define all ship parameters, including the cost, so an accurate assessment can be made whether to continue with the procurement process. A crucial factor in this decision is the cost, especially in light of the recent trend in budget reductions and cost overruns. Since the weight estimate is the primary tool in preparing the cost estimate, the weight estimate becomes very important in two ways. First, the weight estimate helps determine the feasibility of the design from a naval archi- tectural standpoint, and secondly, the feasibility from a cost point of view. It becomes difficult to prepare an accurate and detailed weight esti- mate to support the requirements of the Feasibilty Study because often times there is a very limited description of the ship which makes any detailed calculations virtually impossible. One technique which has been devised by weight engineers to solve this problem is the use of a known parent ship which has a good, detailed, and preferably verified weight estimate. This parent weight estimate then becomes the basis for the new design weight estimate. Of course, the closer the characteristics of the parent are to the new design the greater the accuracy of the new estimate. This technique assumes that the weights of the various SWBS elements are a function of a set of simple characteristics or parameters of the ship, and that as these parameters change, then so does the weight of all items that are a function of that parameter. The technique of using these factors to determine the weights for a design from a parent weight estimate is called ratiocination. The name is derived from the fact that a rational and ordered set of ratios of new ship parameters to parent ship parameters are developed which are used to modify the parent ship weight to obtain the new ship weight. The technique of ratiocination has been documented in several sources including References (1), (2), and (3). A good updated set of factors for many of the common SWBS groups used in a naval combatant is also contained in Reference (2). Preparing a complete weight estimate to the three-digit level of detail using this technique is a fairly lengthy process requiring several days of effort depending upon the complexity of the estimate. One problem is the fact that the design, especially during the Feasibility design, is very fluid and constantly changing. Changes in basic ship parameters can require a significant modification to the weight estimate which requires additional time to prepare. One weight estimate could change six or seven times during the course of a six week Feasibility Study, each requiring major modifications to the weight estimate. Another problem with this type of analysis is that during a Feasibility Study several options of a design may be studied. These alternative designs inevitably have different parameters and characteristics all of which require a new weight estimate for virtually every alternativestudied. For example, a design might trade-off several different cargo capacities or weapon suites depending upon the type of ship. Each alter- native will have a diffent length and beam and therefore, will require a complete unique weight estimate. Considering the short time frame under which most Feasibility Studies are done, preparing all the revisions for all of the alternatives under study can become an overwhelming task for the weight engineer. Given the repetitive nature of all of these alternatives and revisions, this method of ratiocination was seen to lend itself well to the use of computers to streamline and speed up the process of preparing good and accurate weight estimates as a part of the Feasibility design process. From this idea the program RATS was born. All of the equations and factors and methodology used by the weight engineer during Feasibility Studies were transfered into FORTRAN and put onto a computer. The resulting program, RATS, utilizes a library of parent ship weight estimates and the basic ratiocination methodolgy to generate a complete weight estimate to the three digit level of detail in a matter of seconds without any loss of accuracy over the hand method of calculation.PROGRAM The RATS program consists of many small subroutines each responsible for performing a small function within the entire weight estimating pro- cess. These subroutines are organized into larger functional blocks which make up the program itself. The functional blocks within the program are as follows: -Data Input -Calculation of Parametric Ratios -Height Calculation -Vertical Center of Gravity Calculation -Longitudinal Center of Gravity Calculation -Estimate Sunmat ion -Estimate Modif ication -Output The interaction and operation of these functional blocks is illustrated in the general flow chart for the RATS program shown in Figure 1. Each of the above functional blocks is described in detail in the following. Data Input Two subroutines are used for data input into the program. These two subroutines are READDATA and READBASE which are used to input the new ship and base ship respectively. The operation of these two subroutines is shown in the flow chart shown in Figure 2. The first, READDATA, is an interactive routine which requests all the required information from the user. The routine asks the operator to enter all of the information about the ship geometry and the other required characteristics in small input groups in order to simplify the data entry. Fifty data entries are required in order to provide the necessary information about the new ship. It would be very awkward to have to reenter all of this data for each run of the program especially when only one or two of the parameters would change. READDATA has the option to read the new ship data from a file as well as from the terminal in order to solve this problem. Once a new ship data file has been established the program can read the data from that file rather than have it entered from the terminal. If small changes are required to the new ship file this can be done most effectively with the system's own file editing program. Consequently there is no means of modifying the new ship data file from the RATS program itself. It is however useful to use the interactive portion of the routine for the initial input of data into the new ship data file. Therefore the option does exist to place all of the new ship data which has been entered from the terminal into a file so it can be used for subsequent runs. A sample listing of the output from a run of the READDATA subroutine is shown in Figure 3. In this sample case the new ship data has been entered from the terminal and then saved in a file. The other option ofMAKE ‘MODIFICATIONS READ NEW TO SHIP DATA ESTIMATE wae “p= MODIFICATION READ BASE ISHIP DATA FILE WRITE CHANGE } “TA SUNMARY CALCULATE _l— PARAMETRIC DEAE RATIOS WRITE CALCULATE ELEMENT ESTIMATE WEIGHTS 1 CALCULATE specraL ELEMENT a VcG's WRITE SPECIAL TP CALCULATE ourPuT ELEMENT Lce's TOTAL GROUP WEIGHTS AND MOMENTS FIGURE 1 FLOW CHART FOR RATS PROGRAMSTART ENTER RUN NUMBER AND DATE NEW SHIP DATA FROM A FILE DETAILED RATIOCINATION READ NEW SHIP DATA FILE INPUT NEW SHIP DETAILED DATA WRITE INPUT DATA ON FILE SELECT BASE SHIP READ BASE SHIP DATA FIGURE 2 FLOW CHART FOR END DATA INPUT NO INPUT NEW SHIP SIMPLE DATAFIGURE 3 Sample Execution of Subroutine READDATA WELCOME TO THE WONDERFUL WORLD OF RATIOCINATION! ENTER THE RUN NUMBER (UP TO THREE DIGITS) 1 DO YOU WANT THE WEIGHT ESTIMATE IN METRIC? NO WILL YOUR NEW SHIP DATA BE READ FROM A FILE? NO WILL YOU BE DOING SIMPLIFIED RATIOCINATION? NO ENTER THE NEW SHIP NAME T-AGOS TEST ENTER TYPE OF PROPULSION DIESEL/ELECTRIC ENTER THE NEW SHIP LENGTH, BEAM, DEPTH, LENGTH OF SUPERSTRUCTURE LENGTH OF MACHINERY BOX, INSTALLED HP, INSTALLED KW AND NO. OF ACCOMMODATIONS 214.0,43.0,20,86.0,110,1600.0,2400.0,36.0 ENTER THE WEIGHT AND KG MARGINS (PERCENTAGES) 8.0,7.0 ENTER THE LENGTH OF THE INNER BOTTOM AND THE THREE PLATFORMS. (1ST, 2ND & 3RD) (CIF NOT PRESENT ENTER ZERO) 86.0,56.0,0.0,0.0 ENTER THE LENGTH OF THE THREE DECKS. (MN,2ND & 3RD) (CIF NOT PRESENT ENTER ZERO 220.0,0.0,0.0 ENTER THE LENGTH OF THE SUPERSTRUCTURE LEVELS. (01-07) (IF NOT PRESENT ENTER ZERO 169.5,169.5,169.5,31.0,0.0,0.0,0.0 ENTER THE HEIGHT OF THE INNER BOTTOM AND THE THREE PLATFORMS. (IF NOT PRESENT ENTER ZERO) 4.5,10.0,0.0,0.0 ENTER THE HEIGHT OF THE THREE HULL DECKS. (IF NOT PRESENT ENTER ZERO) 20.0,0.0,0.0 ENTER THE HEIGHT OF THE SEVEN SUPERSTRUCTURE LEVELS (IF NOT PRESENT ENTER ZERO) 29.25, 38.25,48.75,59.25,0.0,0.0,0.0 ENTER THE BEAMS OF THE SEVEN SUPERSTRUCTURE LEVELS (IF NOT PRESENT ENTER ZERO) 30.0,43.0,36.0,28.0,0.0,0.0,0.0FIGURE 3 Sample Execution of Subroutine READDATA (Con't) ENTER THE OFFICER MANNING & ACCOMMODATIONS, THE CPO MANNING & ACCOMMODATIONS, AND THE CREW MANNING & ACCOMMODATIONS. 18.0,19.0,2.0,2.0,14.0,15.0 ENTER THE MARINE MANNING & ACCOMODATIONS, TROOP MANNING & ACCOMODATIONS, AND THE AIRWING MANNING & ACCOMODATIONS. 0.0,0.0,0.0,0.0,0.0,0.0 DO YOU WANT TO KEEP THE INPUT DATA IN A FILE FOR FUTURE USE? YES UNDER WHAT FILE NAME DO YOU WANT TO KEEP THIS DATA? TAGOSTESTthe input of data for the new ship is shown in Figure 4 which is the format for the new ship input data file. After the input of the new ship data has been completed, the program moves to the input of the base ship data. The second data input subroutine is READBASE which is the subroutine which inputs the base ship data into the program. The required base ship data for the program is much greater than that for the new ship. In addi- tion to the ship characteristics like those required for the new ship, the base ship also requires a complete three-digit SWBS weight estimate with centers to be input. Since all of this information would be too cumbersome to be entered at the terminal during execution of the program it can only be read from a prepared file. In the current operating system for the program there is a library of base ship data files from which the most suitable parent can be selected using the READBASE subroutine. The required data for the base ship which must be contained in the base ship data file includes the following: ship size and geometry, pro- pulsion plant size, electrical plant size, the acconmodations and manning, and the three-digit weight report. The ship data is stored in the file in an identical format to that of the new ship data file. Following this data is the three digit weight summary. It is redundant to store both the center of gravities plus their corresponding moments since one can be derived from the other using the weight. Therefore it was decided that the majority of the moments used in ship weight estimates which are rounded to the nearest whole number contain more significant digits than the centers which are rounded to two decimal places. Consequently, only the vertical and longitudinal moments from the weight estimate are used in the base ship data file. For smaller ships and smaller SWBS elements this method of using the moments is less accurate especially in determining the centers for the individual SWBS elements. These errors should not result in any error in the final ship center of gravity since the final moments should be greater than four significant digits. If the centers were used then there would be inaccuracies in the larger weight groups which would cause errors in the total centers. The sample format for the base ship data file is contained in Figure 5. In order to aid the engineer in the selection of the best availible base ship from the library, READBASE gives a listing of all of the available base ships and gives him the opportunity to examine the basic ship characteristics of any of the available base ships to aid in the selection of the most appropriate base ship. While this brief look at the base ship characteristics is helpful, it is also desirable to have addi- tional knowledge about the base ship configuration to aid in the selection of the base ship and also to note any differences between the two con- figurations which may cause errors in the new ship estimate. Figure 6 is a sample listing demonstrating the operation of the READBASE subroutine. Once a base ship is selected the three-digit weights and moments are read into a 800 x 3 array within the program. The first subscript being the SWBS element and the second subscript identifying it as a weight (subscript=1), vertical moment (subscript=2), and longitudinal moment (subscript=3). 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(ENTER THE FILE NAME)- TAGOS T-AGOS-1 (QUARTERLY 7) PROPULSION TYPE- DIESEL/ELECTRIC LENGTH- 204.00 FT. BEAM- 43.00 FT. DEPTH- 20.00 FT. INSTALLED HORSEPOWER- 1600.00 HP. INSTALLED KW 2400.00 KW. NO. OF ACCOMMODATIONS- 30.00 DO YOU WANT INFORMATION ABOUT ANOTHER SHIP? NO ENTER BASESHIP FILE NAME - TAGOSCALCULATE DETAILED RATIOS (FACTDET) SIMPLE RATIOCINATION YES CALCULATE ‘SIMPLE RATIOS (FACTSIMP) CALCULATE COMMON: RATIOS (FACTOR) FIGURE 7 FLOW CHART FOR CALCULATION OF PARAMETRIC RATIOS13 TABLE 1 Required Parameters for Ratiocination Using the RATS Program PARAMETER SIMPLE | DETAILED Length Beam Depth Length of Superstructure Length of Machinery Box Installed Horsepower Installed Kilowatts Length of Inner Bottom Lengths of All Platforms Lengths of All Hull Decks Lengths of All Superstructure Levels Height of Inner Bottom Heights of All Platforms Heights of All Hull Decks Heights of All Superstructure Levels Total Accommodat ions x Crew Mann ing/Accommodat ions CPO Mann ing/Accommodat ions Officer Manning/Accommodat ions Marine Manning/Accommodat ions Troop Mann ing/Accommodat ions Airwing Manning/Accomodat ions oe >< 2¢ 2e De Oe De ee De 2 Oe De DC DE DK14 element (555,2) of the array. This complete array becomes the basis for the calculation of the new ship estimate. Calculation of Parametric Ratios The next major function of the program after all of the new ship and base ship data has been entered is to calculate all of the parametric ratios which will be used in the determination of the new ship weights. Figure 7 is a flow chart of the process by which this is done within the program. There are three subroutines that perform this function; FACTOR, FACTSIMP, and FACTDET. There are two options within this program for the type of ratiocina- tion to be used. The first is called "simple ratiocination" and the second “detailed ratiocination". "Simple ratiocination" is to be used when a very preliminary estimate is needed and there is very little information about the new ship available other than the principal characteristics. In this case some fairly crude factors are used to generate the estimate. FACTSINP is the routine which calculates these parameters for the "simple ratiocination". FACTSIMP uses only the length, beam, depth, length of machinery box, length of superstructure, installed horsepower, installed kilowatts, and the number of accommodations to calculate the entire weight estimate. While this does produce a fairly crude and potentially inac- curate estimate it is very useful when more detailed information is unavailable. FACTDET is the routine which is used to calculate the factors to be used for the “detailed ratiocination" which is the more common form of ratiocination normally used in the Feasibility levels of design. It requires that some sort of preliminary arrangement drawing be available from which to obtain details of the ship geometry. Also, a more detailed break-down of the ship's manning and accommodations are required. This routine breaks down the ship characteristics to as much detail as is prac- ticable given the required universitality of a general program of this type and also the level of detail that is generally available during the Feasiblity level of design. The third subroutine used to determine parametric ratios is FACTOR which is used to calculate those ratios which are common to both the “simple” and the “detailed” ratiocination. Table 1 contains a summary of the characteristics required of both the new ship and the base ship in order to carry out each of the two types of ratiocination. The actual parametric ratios used to calculate the weights within the RATS program are contained in Appendix A. For clarity ‘in the description of the various ratios used in this paper, the following convention will be used in their description: A ratio such as; (Length x Beam)New Shi TLength-¥ Beam pace shy will be simply referred to as LB. All ratios of new ship to base ship will be referred to simply as the characteristics used in the ratio.15 Weight Calculation Once the parametric ratios have been calculated the actual weights for the various three digit elements are calculated. This is done in eight subroutines which are named GRP1WT through GRP7WT plus LOADWT. Each of these routines calculates the weights for all of the elements within the respective SWBS group. The format for these routines is straightforward in that there is an equation for the weight of each element which is simply the base ship weight multiplied by the appropriate parametric ratio which was calculated in the earlier subroutines. If the base ship weight element does not exist (has zero weight) then the new ship element also has zero weight. Only those groups and elements which have a weight will be printed out in the output part of the program. The actual parametric equations used to determine the weight for the various elements are contained in Appendix A. While these are the parametric ratios currently in use in the program, they are easily changed or modified if analysis indicates that there is some other or more appropriate set of parameters. The majority of these current parameters have been taken from Reference (2) with the remaining groups taken from various sources including Reference (1). It should be noted that in some instances it is virtually impossible to provide a parametric ratio for some elements which is universal enough to allow it to be applied to all ship types. For example, many of the ele- ments which are related to the payload of the ship and are contained in Groups 4 and 7 are not really a function of ship parameters, but rather the ship's mission requirements. For these elements the new ship weight remains the same as the base ship weight. If the mission of the new ship is similar to the base ship, then this type of calculaltion should be reaso- nably accurate. If there are different mission requirements, then each of the groups relating to the mission must be examined and revised by using the modification portion of the program. This aspect of retaining a constant payload is very useful when performing a sensitivity analysis of a given design to a single ship parameter which does not affect the payload. Should the new design require a modified or different payload in any of the elements that are normally held constant, those modifications must be determined prior to the use of the program. The program has the capabi- lity to accept modifications to any group, and these modifications to the payload will be input in this way in order to provide accurate weights. A detailed discussion of the methodology for the various payload modifica- tions is contained in the section of this paper entitled “Estimate Modification". As the various element weights are calculated within these routines, they are stored in an array which is similar in format to the array which contains the base ship estimate. This 800 x 3 array contains the weight for the various elements with the SWBS number being the first subscript and "1" being the second. For example, the weight of SWBS 221 is stored in the position (221,1) within the array. This way there are always two parallel arrays, one containing the base ship weight and one containing the corresponding new ship element weight.16 Vertical Center of Gravity Calculation Calculation of the Vertical Center of Gravity (VCG) for each element is not as straightforward as that for the weights. The center of gravity is not as readily a function of the general ship characteristics or geometry as the element weight. The VCG is a function of the specific new ship configuration and is therefore difficult to express in terms of the general ship characteristics in most cases. For example, it may be very easy to say that the weight of the Officer Living element (SWBS 641) is a function of the number of officer accommodations on the ship, but the ver- tical center of gravity for that element is a function of where the officer accommodations have been located within the ship. This location may vary greatly depending upon the type of ship and even from one ship con- figuration to another. For hand calculations the engineer has the ability to examine the general arrangement drawings, if they exist, in order to estimate the VCG. The program however, does not have the ability to exa- mine the drawings. It is necessary for the program to find a universal method for deter- mining the VCG's for the various elements that is applicable to all ship types, yet one that yields a reasonably accurate estimate. The VCG calcu- lation routines within the RATS program assume that the base ship selected has a similar configuration to that of the new ship. Consequently the VCG for the new ship element is assumed to be the same percentage of the depth as the VCG for the same element on the base ship. This is done for all elements whose location cannot be correlated to some general ship charac- teristic. There are, however, elements which can be correlated to some general ship characteristic. The best examples of this are the VCG's of the various decks, platforms, and superstructure levels. In these cases the VCG's for these elements is assumed to be the same height above or below the new ship deck height as the same element on the base ship was above or below its respective deck height. This is very accurate for the hull decks and platforms, but loses some accuracy for the superstructure levels since both the deck and the house sides are included in the element. Once again the closeness of the base ship to the new ship in the superstructure con- figuration and the deck heights within the superstructure impacts the accuracy of this calculation. Also, many of the elements of the propulsion plant and the electrical plant are not so much a function of the depth of the ship as they are of the height of the inner bottom, since it forms the lower boundary of the machinery spaces which suports much of this equip- ment. Therefore the VCG's for many of the elements in SWBS groups 2 and 3 are taken to the same height above the inner bottom as the same element in the base ship. While this method of determining the VCG's for the various elements can lead to gross inaccuracies if the new ship configuration differs greatly from the base ship, it is felt to be the best way to estimate these centers and remain applicable to all ship types. Knowing the method used to determine these VCG's will allow the engineer to review those elements which have been relocated from the base ship and determine that the programV7 has incorrectly estimated the center. If this happens, then the engineer can once again use the Modify portion of the program to input the correct VCG. This Modify portion of the program is discussed in detail in the sec- tion entitled "Estimate Modification". Within the program the VCG's are calculated by a series of subroutines named GRP1VCG through GRP7VCG plus LOADVCG. These subroutines determine the VCG's for all the elements within the respective SWBS group. Each routine simply contains a series of equations for each element which calcu- jates the new VCG whether it be as a function of the depth of one of the other methods. Since the program works with moments rather than with the centers themselves, the output of these routines is a moment for each of the elements. The moments are stored in the same array as the element weights with the first subscript again being the element number and the second subscript being "2". As an example, the vertical moment for element 644 is stored in the (644,2) location within the array. Longitudinal Center of Gravity Calculation The same problems that affected the calculation of the VCG's also apply to the calculation of the LCG's for the various elements. Even more so than the VCG's, the LCG's are a function of the ship configuration rather than the general ship characteristics. Very little can be said about the LCG for a given element which is applicable to all ship types, therefore a very general method must be used to calculate the LCG's. Again, it is desirable for the new ship to be similar in configuration to the base ship so the specific arrangement of the base ship can be used to determine the centers for the new ship. Once the assumption of similar configuration between the two ships has been made, the calculation of the LCG's for the various SWBS elements becomes simple. All of the LCG's are simply taken as a percentage of the ship length. The new ship LCG for a given element is calculated to be the same percentage of the ship length as the same element on the base ship. This type of method of calculation for the LCG's may not be very accurate for many of the groups, but it is felt to be adequate as a starting point for an estimate at the Feasibility level design. First of all, the LCG is the least important center considered by the program. While the weight and VCG are important in ship sizing, cost and stabilty; the LCG contributes only to the trim which can be readily adjusted through modifications to the liquid loading and the location of the LCB as the design becomes more defined. As long as the calculated trim is not extremely excessive at these early design phases there is not a significant problem introduced into the design. Therefore it is not imperative that a very accurate LCG be calculated early in the design. An approximate LCG should suffice to make a preliminary assessment of the trim. Where possible, efforts should be made to make the calculation of the LCG as accurate as possible, however. Therefore, like the weight and VCG, it is possible to adjust any element LCG calculated by the program which does not conform to the new ship configuration. Once again the "modify" portion of the program is used to make these adjustments. Refer to the section entitled "Program Modification" for a detailed discussion of this process.18 START CALCULATE ELEMENTS FOR GROUPS 2 THROUGH 7 EXCEPT ELEMENTS +++98 & ...99 I TOTAL GROUPS 2 THROUGH 7 W/O ELEMENTS +1198 & 22.99 L CALCULATE ELEMENTS. +2198 & ...99 TOTAL GROUPS 2 THROUGH 7 CALCULATE ELEMENTS FOR GROUP 1 AND LOADS TOTAL GROUP 1 AND LOADS HAVE ‘MODIFICATIONS MAKE METRIC BEEN ADJUSTMENTS. MADE [CONVERT To METRIC FIGURE 8 FLOW CHART FOR GROUP SUMMATION19 Due to the simplicity of the method of calculation for the LCG's, only one subroutine is used to calculate the LCG's for all of the elements for all seven SWBS groups plus the loads. This subroutine, LONGITUDINAL, con- sists of one equation which sets the LCG as a percentage of the ship length which is then repeated through a "DO" for all possible elements. In reality this subroutine does not determine the LCG itself, but it creates the longitudinal moment for each element which completes the array used to store the new ship estimate. These longitudinal moments occupy the loca- tion identified by "3" as the second ordinate with the element number occupying the first position. For example, the longitudinal moment for element 311 is stored in position (311,3). The situation regarding the transverse centers of gravity is similar to that of the LCG's in that it is difficult to express them in terms of ship characteristics in a gerneral way. The TCG is also a characteristic of the ship which is really not required to be known in the early design phases. It is even more subtle than the LCG in its impact to the design and it is almost impossible to calculate since detailed arrangements are required as a minimum to make an accurate assessment. In light of these facts it was felt that any TCG's calculated by the computer would have little meaning to the design so it was decided that they be omitted from the program. Consequently, the program only calculates the weight and the vertical and longitudinal centers. Group Summation Some SWBS elements are calculated as a percentage of the group total. In Groups 2 through 7 the Operating Fluids and the Repair Parts and Tools are determined as a percentage of their respective group. In Group 1 all of the foundation elements are a function of their corresponding one digit group while the Welding and Mill Tolerence is a function of the Group 1 steel total. In order to determine these element weights the various groups must be totaled. There are two subroutines which perform the summation function within the program. The first is TOTAL27 which totals Groups 2 through 7 and the second is TOTALGRI which totals Group 1 plus the loads. The flow chart for these two subroutines is shown in Figure 8. TOTAL27 is the first routine to be utilized. It is called upon completion of the calculation of all of the elements for Groups 2 through 7. It sums all of the elements for each group, calculates the Operating Fluids and the Repair Parts and Tools for each group based on these totals, and then totals the entire completed group. After this has been completed all of the elements for Group 1 are calculated including the foundations which use the group totals from TOTAL27. The exceptions are the Welding and Mill Tolerence and the Repair Parts and Tools which are not yet calculated. TOTALGR2 is then called which totals group one and calculates these last two elements which are a function of the Group 1 total. The final part of the execution of TOTALGRI is to total the loads. Once all of the groups have been summed the program moves to the modi- fication portion. After all modifications have been made, execution of the20 START ESTIMATE MODIFICATIONS, yes MODIFICATIONS FROM A FILE INPUT FILE NAME INPUT ae CHANGE DATA READ CHANGE ~~ ae 7 MODIFY ESTIMATE MODIFY I ESTIMATE WRITE CHANGE | RECORD ON FILE} WRITE CHANGE RECORD ON FILE| ANOTHER CHANGE ANOTHER CHANGE yes] ‘ADDITIONAL CHANGES FROM TERM READ CHANGE RECORD FILE WRITE CHANGE SUNMARY FIGURE 9 FLOW CHART FOR ESTIMATE MODIFICATION2 program returns to TOTAL27 and TOTALGR2 to recalculate and retotal all of the groups. Estimate Modification If the new ship configuration and mission requirments are identical to the base ship, then the estimate generated by the program is as accurate as can be expected in the early design phases. Rarely is this the case, however, since in reality no two ship designs are identical in con- figuration and mission. This means that the estimate generated by the program using the paramentric formulas for the weights and centers will have some inaccuracies. The extent of these inaccuracies depends on how close the new ship resembles the base ship. A cursory review of the two designs with the knowledge of how the program calculated the new ship weights and centers should identify those soft spots where the computer generated estimate lacks the accuracy which is attainable at the early sta- ges of the design. For example, if the base ship has a helicopter facility but the new ship does not the weight will still be carried in the new ship estimate because the program assumes identical configuration and mission as the base ship. It is necessary to be able to modify the estimate generated by “pure ratiocination" in the program. This is done through the Estimate Modification portion of the program. Once the initial estimate has been calculated by "pure ratiocination", the program moves to the Estimate Modification portion which consists of three subroutines: CHANGE, CHANGEFILE and PRINTCHANGE. The interaction of these three files for estimate modification is shown in the flow chart for the Estimate Modification portion of the program in Figure 9. It can be seen that changes can be made to the initial estimate either from the ter- minal or a prepared file or both. Subroutine CHANGEFILE makes the changes from a prepared file, while subroutine CHANGE accepts modifications only from the operator at the terminal. If one elects to make the modifications from a file, the opportunity is given to make additional changes from the terminal; but changes cannot be made from a file after inputing modifica- tions from the terminal. Since there may be a large number of modifica- tions required for a new design which may have to be used for several runs of the program as the design progresses, those changes which are input from the terminal may also be saved in a file to be used for future runs of the program. In this way a file of changes can be maintained for the design which will be used every time the program is run. This file will contain changes like deleting the helicopter facility which was carried over from the base ship which will be done for every run of the program. As the design progresses the modification file can be appended to include the design development modifications. The estimate created by the program is stored in an 800 x 3 array, so the modification subroutines, CHANGE and CHANGEFILE, make modifications to that array. All modifications are made to the estimate at the element level within the program. There are five types of changes which can be made to the estimate stored in the array. Each type of change will be discussed in the following:22 1) Percentage- This type of change modifies the weight by a percen- tage. for example, it may be necessary to modify an element by reducing it by 50%. This allows this to be done by simply inputing the element number and the percentage to be used. The input percentage should be input as a whole number rather than a decimal (50. rather than .50). It should be noted also that the centers remain unchanged by this type of modification. The element weight will be reduced by 50% and the moments also will be reduced by 50% resulting in no change to the element's centers. 2) Replacement- This type of change replaces the element weight or centers calculated by the program with any value the engineer would like. For example, if the actual weight of an element is known, that weight could be substituted for the one calculated by the program, either retaining the centers deter- mined by the program of replacing one or both of them with centers determined by the engineer. This type change can also be used simply to correct the centers for an element. Since the centers are subject to error due to differences from the base ship configuration, this type of change is extremely use- ful in this respect. For the replacement type change the ele- ment number and the replacement weight and centers are input. Should either the weight or centers calculated by the program wish to be retained, then "-1" should be entered as the repla- cement value. 3) Additive- The additive type modification is used to add or delete a known weight from the element calculated by the program. An example of this type of modification would be in the case of a base ship which carries a single helicopter and a new design which carries two. If the weight of the heli- copter is known then it could be added to the new ship which would only have the weight of the single helicopter from the base ship estimate. This type of modification requires the element and the added weight with its center to be input. If the input weight is negative then the weight is removed. Should the added weight wish to be added at the center of the element as calculated by the computer, then "-1" should be entered for the center which causes the element center to be substituted. Of course, if an addition or deletion is made with this type modification at a center other than the calcu- lated element center, then the new element center will be recalculated. 4) Deletion - In order to prepare an accurate new ship estimate, it may be required to delete some elements which were carried over from the base ship which do not apply to the new ship. This type of modification is done with the deletion type change. For example, if the base ship has a helicopter and the new does not, a weight will be carried in the new ship for a helicopter which must be deleted with this type of modifica-23 tion. The only input required for this modification is the element number. In order to avoid accidental deletion of an element when changes are being made from a terminal, the user will be asked when attempting to delete an element if he really does wish to delete the identified element. Only an affirmative answer to this question will result in the dele- tion of the identified element. 5) New Group - There may also be cases when the new ship has some characteristic or feature which was not present on the base ship which means that there is no weight in the new ship for that feature. The new group modification allows a new group to be added to account for these unique features of the new design. For the case of a base ship without a helicopter and a new ship with one, it can be added to the new ship estimate with this type modification. The input required is the ele- ment number and the element weight and centers. There is one other noteworthy aspect common to all of these modifica- tions. That is that every time a modification is made a reason must be entered for that change. This reason for change may be up to fifty charac- ters in length and is extremely useful in documenting the final new ship estimate and how it differs from the “pure ratiocination" carried out by the program. This documentation of the modifications is executed by the third subroutine of the Estimate Modification portion of the program, PRINTCHANGE. PRINTCHANGE creates a record of all of the changes made to the initial estimate calculated by the program and places this record in a file which can be printed if a written record is desired. For each element modified this file contains a record of the original element estimate calculated by the program, the new element estimate after the modifications have been made, and finally and most importantly the reason for the modifi- cation. The program places this record of changes in a file named CHNGSUM which may be accessed or printed as desired. A sample output which demonstrates the use of the CHANGE subroutine in making changes from the terminal is contained in Figure 10. A sample listing of the file containing these same modifications to be used by the CHANGEFILE subroutine is shown in Figure 11. The file CHNGSUM which sum- marizes the modifications shown in Figures 10 and 11 is contained in Appendix C. It is the ability of the program to allow modification of the estimate which makes it a viable engineering tool. To blindly follow the equations of the program wihout examining the results and correcting the inaccuracies which result from the general nature of this program would be extremely dangerous. This is especially true in light of the fact that this estimate will be used to determine whether the design is feasible and should be continued. It is the responsibility of every engineer who uses this program to understand the methodology used to calculate the weights and centers and to examine the estimate in light of the method and make the required modifications to the estimate so that it reflects the actual ship it is produced for to the greatest extent possible.24 FIGURE 10 Sample Execution of CHANGE Subroutine A WEIGHT ESTIMATE HAS BEEN PREPARED USING PURE RATIOCINATION FROM T-AGOS-1 (QUARTERLY 7) DO YOU WISH TO MODIFY, DELETE, OR ADD ANY THREE DIGIT GROUP FOR ANY SPECIAL ASPECTS OF THE T-AGOS TEST? YES DO YOU WANT THE CHANGES READ FROM A FILE? NO DO YOU WANT TO SAVE THE CHANGES IN A FILE SO THAT THEY MAY BE USED AGAIN? YES ENTER THE FILE NAME FOR THE CHANGES TESTCHNG THE FOLLOWING TYPE CHANGES ARE AVAILABLE: 1- PERCENTAGE 2- REPLACEMENT 3- ADDITIVE 4- DELETION 5- NEW GROUP ADDITION ENTER THE TYPE OF CHANGE AND THE SWBS GROUP TO BE CHANGED 1,041 SWBS WEIGHT — VGG Luce F41 DIESEL FUEL 709.26 10.64 105.78 ENTER THE PERCENTAGE TO BE USED (95% = 95). 110.0 ENTER THE REASON FOR THE CHANGE. (50 CHARACTERS MAX) INCREASED ENDURANCE FUEL REQ'TS DO YOU WANT TO MODIFY ANOTHER GROUP 2? YES THE FOLLOWING TYPE CHANGES ARE AVAILABLE: 1- PERCENTAGE 2- REPLACEMENT 3- ADDITIVE 4- DELETION 5- NEW GROUP ADDITION ENTER THE TYPE OF CHANGE AND THE SWBS GROUP TO BE CHANGED 2,583 ‘SWBS WEIGHT — V6G Luce 583 BOATS & BOAT HNDLG SYS 1.80 42.27 129.98 ENTER THE NEW WEIGHT, VCG & LCG. (IF NO CHANGE ENTER -1 2.75,-1,-125 FIGURE 10 Sample Execution of CHANGE Subroutine (Con’t) ENTER THE REASON FOR THE CHANGE. (50 CHARACTERS MAX) NEW BOATS DO YOU WANT TO MODIFY ANOTHER GROUP 2? YES THE FOLLOWING TYPE CHANGES ARE AVAILABLE: 1- PERCENTAGE 2- REPLACEMENT 3- ADDITIVE 4- DELETION 5- NEW GROUP ADDITION ENTER THE TYPE OF CHANGE AND THE SWBS GROUP TO BE CHANGED 3,462 ‘SWBS WEIGHT — VGG Lee 462 PASSIVE SONAR 15.98 33.25 134.28 ENTER THE WEIGHT, VCG & LCG OF THE ADDITION (IF ZERO IS ENTERED THEN THE GROUP CENTER WILL BE USED). 10.0,0,0 ENTER THE REASON FOR THE CHANGE. (50 CHARACTERS MAX) ADDITIONAL MISSION ELECTRONICS DO YOU WANT TO MODIFY ANOTHER GROUP ? YES THE FOLLOWING TYPE CHANGES ARE AVAILABLE: 1- PERCENTAGE 2- REPLACEMENT 3- ADDITIVE 4- DELETION 5- NEW GROUP ADDITION ENTER THE TYPE OF CHANGE AND THE SWBS GROUP TO BE CHANGED 4,655 SWBS WEIGHT — VGG Lee 655 +86 12.08 56.30 DO YOU REALLY WANT TO DELETE THIS GROUP? YES LAUNDRY SPACES ENTER THE REASON FOR THE CHANGE. (50 CHARACTERS MAX) DELETION OF THE LAUNDRY26 FIGURE 10 Sample Execution of CHANGE Subroutine (Con’t) DO YOU WANT TO MODIFY ANOTHER GROUP ? YES THE FOLLOWING TYPE CHANGES ARE AVAILABLE: 1- PERCENTAGE 2- REPLACEMENT 3- ADDITIVE 4- DELETION 5- NEW GROUP ADDITION ENTER THE TYPE OF CHANGE AND THE SWBS GROUP TO BE CHANGED 5,573 ENTER THE NEW GROUP WEIGHT, VCG, AND LCG IN L. TONS AND FEET 2.5,37,115.0 ENTER THE REASON FOR THE CHANGE. (50 CHARACTERS MAX) ADDITION OF CRANE DO YOU WANT TO MODIFY ANOTHER GROUP 2? N THE WEIGHT ESTIMATE HAS BEEN PLACED IN THE FILE "NEWEST" AND THE CHANGE FILE (IF CREATED) IS IN FILE "CHNGSUM"27 FIGURE 11 SAMPLE LISTING OF MODIFICATION FILE a 583 462 655 573 110.00 2.75 10.00 2.50 -1.00 +00 37.00 INCREASED ENDURANCE FUEL REQ'TS -1.00NEW BOATS -OOADDITIONAL MISSION ELECTRONICS DELETION OF THE LAUNDRY 110.00ADDITION OF CRANE. TOTAL ESTIMATE i TRANSFORM MOMENTS TO INTEGERS. T WRITE SHIP CHARACTERISTS a WRITE ESTIMATE SPECIAL MINOP CALCULATE ourpuT CONDITION Voans q WRITE MINOP ‘SUMMARY DELTA SUNMARY CALCULATE DELTAS I WRITE DELTA ‘SUMMARY WRITE SDWE INPUT FILE BASE SHIP_DATA FILE WRITE BASE SHIP DATA FILE yes FIGURE 12 FLOW CHART FOR PROGRAM OUTPUT29 Output Following the completion of all of the modifications to the estimate it is time to print the results. This is done through the use of two subroutines, PRINTWI and SPECIALOUT. PRINTWT is the subroutine which actually creates and prints out the final estimate while SPECIALOUT, which is called from PRINTWT, is used to produce some special output options of the data generated by the program. The flow chart for the complete program output produced by these two subroutines is shown in Figure 12. The first step in the output process is to total the final estimate. While the previous routines TOTAL27 and TOTALGRP1 totaled the one digit groups, they did not total the rest of the estimate. The first portion of the PRINTWT subroutine totals the lightship, calculates the margins, and then totals the full load condition. Once everything has been totaled, all of the moments are transformed into integer variables with the appropriate roundoff taken into account. This is done to clean up the final printed output. All moments are always rounded to nearest whole number but if they are left as truncated real variables the decimal point will still be printed. Elimination of the decimal point through the transformation to integer variables not only improves the appearance of the printed estimate but allows the estimate to be printed two columns narrower which is signi- ficant as will be seen later. After the estimate has been totaled and the moments transformed to integers, the estimate is ready for printing. Since the program is an interactive program designed to be run from a terminal which may or may not give a printed record, the estimate is printed into a file rather than to the terminal. This allows it to be printed on a device selected by the user. The program currently prints all estimates into a file named NEWEST. In this way only the latest estimate is kept within the computer available for printing at one time. This avoids a large backlog of old estimates which have been printed from cluttering up the file storage. After using this method for some time it has been found to work very well as opposed to allowing the output file to be selected by the user. No need has been found to go back and find a previous estimate within the file storage. This is probably due to the fact that the designs at these early phases are constantly changing which causes an estimate to be outdated and superseded in a very short period of time. The first page of the estimate to be output to NEWEST is a page which summarizes and compares the major characteristics of both the base ship and the new ship. This page serves two purposes. The first is to allow a check of the input data for the new ship and also the base ship to insure that there are no errors and that the intended data has in reality been used by the program. The second is to have a summary of the charac- teristics used to produce the estimate with the estimate itself. This allows the engineer to trace the origins of the estimate at a later time and to have a record of the parameters used in its preparation. The characteristics printed out on this page are the basic ship dimensions, type of propulsion, installed horsepower, installed kilowatts, and the manning and accommodations.30 The second page of the estimate is the full load summary. It sum- marizes the lightship, the margins, and the loads and totals them to show the calculated full load condition. As is common in U.S. Navy practice, all of the weights are carried to two decimal places, the centers are carried to two decimal places, and all moments are carried to the nearest whole number. This convention is carried throughout all of the output for the estimate. This full load summary page is then followed by the lightship summary. This page contains the summaries for the seven SWBS groups and their summation which is the lightship without margins. This is then followed by seven pages, one each for each one digit SWBS group. These contain the breakdown of each group by SWBS element plus the group total. An additional feature shown on these three digit group summaries is that each group which has been modified from the basic ratiocination carried out by the program is designated with an asterisk which refers to the bottom of the page to a comment which so indicates. The final page of the estimate is similar to the group summaries, except it summarizes the loads. One goal in the formating of the output of the program was to keep it within an 83" x 11" format. One very real fact of modern naval ship design is that large quantities of paper are generated by the process. Most of this is in the form of written reports documenting the design work. In order to allow the output of this program to easily be included in reports and reproduced without undue difficulties, it was a self-imposed require- ment to keep all output within the size of an 8$ x 11 piece of paper. This has been accomplished for all output and the first page of each output even contains guides for cutting the larger computer paper down to 84 x 11 with the proper margins around the output. A sample printout of the estimate which reflects all of the sample data and information contained in Figures 3, 6 and 10 is contained in Appendix 8. While there are two output files always created by the program, CHNGSUM (if modifications were made) and NEWEST, there are several other options which may be selected by the the user. These are carried out by the SPECIALOUT subroutine and are described in the following: MINOP Loading Condition- For stability calculations and other analyses it may be required to know the MINOP displacement and centers of gravity. For this output option the MINOP loads are calculated from the previously determined full loads including any modifications that were made in accordance with the standard U.S. Navy definition of MINOP as desribed in Reference (4). While the weights for the various load ele- ments have been modified from the full load condition ail of the full load centers have been retained. This is a valid assumption for all of the elements with the exception of the ship's fuel. In reality the VCG of the fuel will be lower in the MINOP condition than in the full load since the higher fuel tanks are generally consumed first. It was impossible however, to determine a reduction in the vertical center that31 was universal for all ships. The conservative approach which was to use the higher full load center was used in the absence of a more realistic solution. The LCG of the fuel is also subject to possible error since the ship's fuel is normally consumed in a manner which produces the optimum trim in the various loading conditions. This may lead to an LCG for the fuel in the MINOP condition which is significantly different from the full load case. Again, since there is no general way to estimate this shifting of the LCG for MINOP, the full load LCG was retained for the fuel. Since the lightship does not change for this condition, only the detailed load summary and the whole ship summary sheet are printed out. These two pages have the same format as the corresponding sheets of the complete full load estimate. The MINOP estimate is written into the file named MINOPEST. A sample of this file for the sample estimate is contained in Appendix D. Weight Deltas- The first special output option is a listing of the weight deltas from the base ship to the new ship. These deltas are printed in a summary report in a format similar to the weight estimate. There is a page for the full load sum- mary which shows the weight deltas from the base ship, a lightship delta summary, and the deltas for each element’ by SWBS group. This delta summary is useful when comparing the differences between the base ship and the new ship, especially when performing sensitivity studies for a certain ship para- meter. SDWE Input- Assuming the design continues on into the Preliminary Design phase it will be necessary to continue the development of the estimate in much greater detail. This more detailed estimate would be prepared with the aid of the SDWE computer program. In order to allow the final estimate pre- pared by the RATS program to be input into SOWE, which will serve as a Starting point for more detailed analysis, the RATS program has the ability to produce an the estimate in the form of an SOWE input file. This file can then be directly input into SOWE using the UPDATE program, which results in the complete transfer of the estimate. Base Ship Data File- Another useful aspect of this program is to generate an estimate from a known base ship and then modify it to exactly reflect a new ship. Once this has been done it may be necessary to perform sensitivity analyses on this new ship with regard to its principal characteristics. For example a new ship estimate may be prepared which indica- tes that the design has excess stability and a study is undertaken to determine the impact of reducing the beam on the ship's KG and displacement. Rather than running the program on the original base ship with all of the modifica- tions for the various beams under study, the original new ship can be made into the base ship and the studies on the32 beam can be made directly onto the new ship estimate. This output option allows the new ship estimate to be placed into a file with the proper format to be used as a base ship for any required studies. Caution should be taken when using a new ship as a base ship since any errors or inaccuracies within the original new ship estimate will be carried over and magnified in subsequent runs using it as the base ship. This method should only be used for sensitivity type studies on the principal characteristic of the design. All of the output from these special options is placed into a file designated by the user. This is done rather than assigning a file name since these output options are used less frequently and the output files may be used as input to other programs. Once all of the desired output options have be placed in the proper files, the program gives a summary listing of the locations of all of the output files on the terminal. This is followed by the termination of the execution of the program. A sample listing of the output portion of the program from a run which creates all of the output files including the spe~ cial output is shown in Figure 13. Met: ation The program is equipped with the option to select whether the estimate should be produced using English or metric units. When the program first begins the question is asked whether the estimate is to be done in metric units or not. If the answer is affirmative then all of the program output will be produced using metric units with all appropriate units shown. The default is English units which produces an estimate entirely in those units which are also indicated on all output. All base ships however, must be in English units in order to provide the correct units for the output whether they be English or metric. Should any modificications be made to the esti- mate they must me made in the units that will be used for the final esti- mate. This means that if the metric option is selected all of the modifications made must also be in metric units. Of course for an estimate in English units the changes mist be in English units also.33 THE WEIGHT ESTIMATE HAS BEEN PLACED IN THE FILE "NEWEST" AND THE CHANGE FILE (IF CREATED) IS IN FILE "CHNGSUM" DO YOU WISH TO EXERCISE ANY SPECIAL OUTPUT OPTIONS? YES D0 YOU WANT A MINOP LOAD SUMMARY? YES. THE MINOP SUMMARY IS IN FILE "MINOPEST* DO YOU WANT A PRINTOUT OF THE WEIGHT DELTAS FROM THE BASE SHIP? YES THE DELTA SUMMARY IS IN FILE "WTDELTAS*. DO YOU WANT TO PUT THE ESTIMATE IN AN SDWE INPUT FORMAT? YES. ENTER THE FILE NAME FOR THE SDWE INPUT- SDWETEST THE SDWE INPUT FILE HAS BEEN PLACED IN FILE "SOWETEST DO YOU WANT TO PLACE THE ESTIMATE IN A BASE SHIP FILE FORMAT? YES ENTER THE FILE NAME FOR THE NEW BASE SHIP FILE- BASETEST THE NEW BASE FILE HAS BEEN WRITTEN IN FILE “BASETEST “ sToP ) FIGURE 13 Sample Execution of Program Output35 SUMMARY While the RATS program is not a perfect means for calculating ship Weight estimates during the early design stages, it is still an excellent tool for the preparation of these estimates. A knowlegeable weight engineer must still be responsible for the preparation of the estimate, but this program when used properly will reduce considerably the amount of time the engineer spends in producing that estimate. It is essential for the engineer to completely understand the methodology used and also the assump- tions and limitations inherent to the program. If these are understood then the engineer can use this program to the maximum extent possible without any loss of accuracy within the estimate. To blindly use the results of the program without consideration of the sources is not good engineering practice and can produce faulty results. This program is intended to be constantly evolving with modifications and improvements being as program usage warrants them. For example as better parametric equations are determined for the various elements they can be incorporated with ease. Even more complex logic can be employed to compare and analyse the base ship versus the new ship in order to provide better determination of the element centers of gravity. The program is intended to be extremely “user friendly" so input from the people who use the program is of great value in order improve the operation of the program. It must be realized that while the program as it now stands is a useful and functioning engineering tool, it is not perfect and improvements must continue to be made. ACKNOWLEDGEMENTS The author wishes to thank John J. McMullen Associates for providing support in the preparation of this program and paper, especially in pro- viding the computer and computer time. Specifically, thanks go to Susan Schloemer, Johnny Huang, Chris McKesson, Mark Oakes, Phil Schlickenmaier and Lisa Gunther for their help in the program development and the prepara- tion of this paper. REFERENCES 1) $9096-AA-WCM-010/(U) WT CNTRL, "Weight Control of Naval Ships, Volume 1 of 2) Straubinger, Curran, W.; and Fighera, V.; “Fundamentals of Naval Surface Ship Weight Estimating", NAVAL ENGINEERS JOURNAL, Volume 95, Number 3, May 1983. 3) Cimino, D. and Hogg, W.; "Methodology to Qualify and Quantify Preliminary Ship Design Weight Estimates", SAWE Paper 1192, May, 1977. 4) $9086-C6-STM-000/CH-096, "Naval Ships' Technical Manual, Weights and Stability, Chapter 096", 1 November 1977.APPENDIX A Parametric Equations Used to Calculate the Weights of the Various SWBS ElementsExplanation of Abbre\ ons The following shorthand scheme has been used in describing the para- metric ratios: For example, the ratio indicated by the symbol "LB" actually describes the following equation: (Weight INew=(Weight Base x (Length x Beamnew Ship (Length x Beamgase Ship A symbol such as (4LxBACC) is the abbreviated form of the equation: (Weight New= 2(Weight pace x (Length)yoy * Weight )gase x (Accomm. )New Tength Base (Accomm. )gase The following abbreviations are also used for the various ship characteristics: L = Length 8 = Beam D = Depth HP = Installed Horsepower W = Installed Kilowatts ACC = Accommodations MAN = Manning K = ConstantPARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 1 ‘SWBS TITLE _SIMPLE DETAILED 111 Shell Plating (B+20)L (B+20)L 113 Inner Bottom LB (L8) Inner Bottom 114 Shel] Appendages (8+2D)L (B+20)L 115 Stanchions Lo Lo 116 Longitudinal Framing (8+2D)L (B#20)L 117. Transverse Framing Loz Loe 121 Longitudinal Bulkheads o2 2 122 Transverse Bulkheads Lpo2 LBp2 123. Trunks and Enclosures Leo Leo 131 Main Deck LB (LB) Main Deck 132 Second Deck LB (LB) second Deck 133 Third Deck LB (L8)third Deck 136 O1 Hull Deck LB (LB)91 Level 137 02 Hull Deck 1B (L892 Level 141 First Platform LB (LB) 1st Platform 142 Second Platform LB (LB) and Platform 143 Third Platform LB (LB) 3rd Platform 149 Flats LBD LBD 151 Deckhouse to First Level B(L)superstructure (LB)01 Level 152 1st Deckhouse Level 8(L) superstructure (1B)91 Level 153 2nd Deckhouse Level 8(L)superstructure _(LB)02 Level 154 3rd Deckhouse Level 8(L)superstructure _(LB)03 Level 155 4th Deckhouse Level 8(L)superstructure (LB)04 Level 156 5th Deckhouse Level B(L)superstructure (L805 Level 157 6th Deckhouse Level B(L)superstructure (LB)06 Level 158 7th Deckhouse Level 8(L)superstructure (LB)07 LevelPARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 1 (Con't) SWBS TITLE SIMPLE DETAILED 161 Structural Castings LB .B0 162 Stacks and Macks LBD LBD 163 Sea Chests CaK+AHP ) CAKHHHP) 164 Ballistic Plating Leo Bo 165 Sonar Domes LBD LBD 166 Sponsons LBD LBD 167 Hull Structural Closures uo vo 168 Deckhouse Struct. Closures (L)superstructure (“superstructure 169 Special Purpose Structures LBD LB 171 Masts, Towers, Tetrapods Lo LBo 172 Kingposts and Supp. Frms. Lo Leo 181 Hull Structural Fans. % Group 1 % Group 1 182 Propulsion Fdns. % Group 2 % Group 2 183 Electric Plant Fdns. % Group 3 % Group 3 184 Comm. & Surv. Fdns. % Group 4 % Group 4 185 Auxiliary Sys. Fnds. % Group 5 % Group 5 186 Outfit & Furn. Fnds. % Group 6 % Group 6 187 Armament Fnds. % Group 7 % Group 7 197 Welding & Mill Tolerance 2.5% Group 1 2.5% Group 1 198 Free Flooding Liquids K kK 199 Hull Repair Parts & Tools % Group 1 % Group 1PARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 2 SWBS TITLE SINPLE DETAILED 221 Propulsion Boilers HP HP 231 Steam Turbines HP HP 233 Internal Comb. Engines HP HP 234 Gas Turbines HP HP 238 Electric Propulsion HP HP 237 Auxiliary Propulsion (aK+HHP) (AK+HHP) 241 Reduction Gears HP HP 242 Clutches & Couplings (CAP +L) (AVHP+AL) 243 Propulsion Shafting (AFPHHL) (A7AP+AL) 244 Shaft Bearings (AAP +L) (AVAP+AL) 245 Propulsors Hp2 Hp2 251 Combustion Air Sys. vp YP 252 Prop. Control Sys. (AK+iVAP) (ak+AVAP) 253 Main Steam Piping vie VAP 254 Condensers VAP VAP 255 Feed & Condensate Sys. var va 256 Circ. & Cooling Water iP vp 258 HP Steam Drain Sys. VAP YAP 259 Uptakes vp VAP 261 Fuel Service System vip ap 262 Main Prop. Lube Oil Sys. vp AP 264 Lube 01 Fill & Xfer. (2HP-+4L80) (2HP+3L80) 298 Prop. Operating Fluids % Group 2 % Group 2 299 Prop. Repair Parts % Group 2 % Group 2PARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 3 SWBS TITLE SIMPLE DETAILED 311 S. S. Power Generation KW KW 312 Emergency Generators KW kW 313 Batteries & Service Facil. KWxL Kiel 314 Power Conversion Equipment KW KW 321 Ship Service Power Cable KWxt KWxt 322 Emergency Power Cable Kix KWxL 323. Casualty Power Cable Kil KWxL 324 Switchgear and Panels KW KW 331 Lighting Distribution LBDxACC LBDxACC 332 Lighting Fixtures LBDxACC LBDxACC 341 SSTG Lube O11 KW KW 342 Diesel Support Systems KW KW 343 Turbine Support Systems KW KW 398 Electric Plant Op. Fluids % Group 3 % Group 3 399 Electric Plant Repair Parts — % Group 3 % Group 3PARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 4 SWBS TITLE _____SIMPLE DETAILED 411 Data Display Group LB0 Leo 412 Data Processing Group LB0 LBD 413 Digital Data Swods. k k 414 Interface Equipment k k 415 Digital Data Comm, k K 417 Analog Switchboards k k 421 Non-Elect. Nav. Aids (AK+[Link]) (AK+HLBD) 422 Electrical Nav. Aids (AK+#LB0) (AK+HLBD) 423 Nav. Sys., Radio Leo LBo 424 Nav. Sys., Acoustical Leo LBo 426 Electrical Nav. Sys. L80 Leo 427 Inertial Nav. Sys. LBD LBD 428 Nav. Cntl. Monitoring LBD Leo 431 Swbds. for IC Sys. LBD LB 432 Telephone Systems LBo LB0 433 Announcing Systems LBD Ls 434 Entertainment Sys. (HACC+4LBD) (HACC#ALBD) 435 Voice Tubes Lo uo 436 Alarm & Warning Sys. LB LB0 437 Indic. Order. & Meter. LB BO 438 Integrated Control Sys. LB BO 439 Recording & TV Sy. (AACC+3L80) (AACC+LBD) 441 Radio Systems Leo Bo 442 Underwater Systems LB LBD 443 Visual & Audible Sys. (aK+4L80) (4K+4LB0) 444 Telemetry Systems k K 445 TTY & Facsimile Sys. Leo LB 446 © Security Equipment LBD LBDPARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 4 (Con't) SWBS TITLE SIMPLE DETAILED 451 Surface Search Radar k k 452 Air Search Radar (2D) k k 453 Air Search Radar (3D) k k 454 Aircraft Control Radar k k 455 Identification Systems k k 456 Multiple Mode Sonar k k 461 Active Sonar k k 462 Passive Sonar kK k 463 Multiple Mode Sonar kK k 464 Classification Sonar kK kK 465 Bathythermograph K k 47. Active ECM k k 472 Passive ECM kK k 473 Torpedo Decoys k kK 474 Decoys k k 475 Degaussing LBD LB 476 Mine Countermeasures k k 481 Gun Fire Control Sys. k k 482 Missile Fire Control K k 483 Underwater Fire Control k k 484 Integrated Fire Control k k 491 Elex. Test & Monit. Eqpt. k k 492 Flight Cntl & Inst. Lndg. k k 493 Non Combat Data Processing k k 494 Meteorological Systems K kK 495 Special Purpose Intel. Sys. k kK 498 Command & Cnt1. Op. Fluids % Group 4 % Group 4 499 Command & Cntl. Repair Parts % Group 4 % Group 4PARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 5 SWBS TITLE SIMPLE DETAILED 511 Compartment Heating Sys. LBDxACC. LBDxACC 512 Ventilation System LBDxACC LBDxACC 513. Machinery Space Vent. (LMachinery (L Machinery 514 Air Conditioning Sys. LBDxACC LBDxACC 516 Refrigeration System ACC ace 517 Auxiliary Boilers LBDxACC LBDxACC 521 Firemain & Flushing LB0 LBD 522 Sprinkler System Leo LB 523 Washdown System LB LB 524 Auxiliary Seawater Sys. Leo Lo 526 Scuppers & Deck Drains 8 LB 527 Firemain Actuated Sys. Leo Leo 528 Plumbing Drainage LBxACC LBxACC 529 Drainage & Ballast ing LB LB 531 Distilling Plant ACC acc 532 Cooling Water Lo oo) 533 Potable Water (AL+EACC) CAL+ACC) 534 Steam Drns. In Machy. Box (4HP+4LBD) (AHP +ELBD) 535 Steam Drns. Out Machy. Box (4HP+#LBD) (AHP +ELBD) 536 Aux. Fresh Water Cooling Lo Lo 541 Ship Fuel System CALD+SHP ) (CALD+AHP ) 542 Aviation Fuels Lo i) 543 Aviation Lube O71 Lo Lo 544 Liquid Cargo LBo LB 545 Tank Heat ing 8 LB 549 Special Fuel & Lube Hndig. Kk k 551 Compressed Air Systems (HHP +ALB) (HHP +4LB) 552 Compressed Gases Leo LBD 553 02 Np Systems Leo LBDPARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 5 (Con't) SWBS TITLE SIMPLE DETAILED 555 Fire Extinguishing Sys. ub Lo 556 Hydraulic Fluid Systems LBD LBD 558 Special Piping Systems 1B LB 561 Steering & Diving Cnt1. BDL2 BoL2 562 Rudder Lo Lo 565 Trim & Heel Systems LB LB 568 Maneuvering Systems LBo LB 571 Replenishment at Sea Sys. LB Leo 572 Ship Stores Handling Eqpt. L L 573 Cargo Handling Systems Leo L809 575 Vertical Handling Sys. Leo LB 581 Anchor Handling Sys. Leo LB0 582 Mooring & Towing Sys. Leo LBO 583 Boats & Boat Hndlg. Sys. Acc acc 584 Landing Craft Hnding. Sys. k k 585 Elevating & Retracting Gr. « K 586 Aircraft Recovery Systems K k 587 Aircraft Launch Systems kK k 588 Aircraft Handling Systems kK K 589 Misc. Mech. Handling Sys. K k 591 Scientific & Ocean Systems K k 592 Swimmer & Diver Support K k 593 Pollution Control Systems ACCxLBD. ACCxLBD 594 Submarine Rescue Systems K K 595 Underwater Vehicle Hndlg. k k 596 Diver Handling Systems k K 597 Salvage Support Systems k k 598 Aux Sys. Operating Fluids % Group 5 % Group 5 599 Aux Sys. Repair Parts % Group 5 % Group 6PARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 6 SWBS TITLE SIMPLE DETAILED 611 Hull Fittings L L 612 Rails, Stan. & Lifelines L L 613 Rigging & Canvas L L 621 Non-Structural Bulkheads LB LBo 622 Floor Plates & Gratings B LB 623 Ladders Lo uo 624 Non-Structural Closures LBD Leo 625 Airports & Windows 1B LB 631 Painting LBD Leo 632 Zinc Coating LBO LB 633 Cathodic Protection (B+2D)L (B+20)L 634 Deck Covering LB LB 635 Hull Insulation Leo LBo 636 Hull Damping (ALBD+3HP) (CALBD+EHP) 637 = Sheathing LBD LBD 638 Refrigerated Spaces ACC ace 639 Radiation Shielding LBD LBD 641 Officer Berthing acc (ACO oF Ficer 642 Nonconm Officer Berthing ace (ACC) ¢p9 643 Enlisted Berthing acc (ACC Enlisted 644 Sanitary Spaces acc Acc 645 Leisure & Comm. Spaces acc ace 651 Commissary Spaces acc acc 652 Medical Spaces acc ace 653 Dental Spaces acc acc 654 Utility Spaces (CAK+#ACC) (AKHACC) 655 Laundry Spaces acc acc 656 Trash Disposal Spaces (CAK+BACC) (AKHEACC) 661 Offices LBOxACC LBOxAccPARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 6 (Con't) SWBS TITLE SIMPLE DETAILED 662 Machy. Cntl. Ctr. Furn. LBDxACC LBDxACC 663 Elex. Cnt}. Ctr. Furn. LBDxACC LBOXACC 664 Damage Control Stations Leo Leo 665 Workshops & Labs (ALBD+4K) (ALBO+AK) 671 Lockers & Special Stow. LBDxACC LBDxACC 672 Storerooms & Issue Rms (ALBD+HACC) CALBD+AACC) 673 Cargo Stowage LBD LBD 698 Outfit & Furn. Op. Fluids % Group 6 % Group 6 699 Outfit & Furn. Rep. Parts % Group 6 % Group 6PARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 7 SHBS TITLE SIMPLE DETAILED 711 Guns k k 712 Ammunition Handling kK K 713 Ammunition Stowage k k 721 Missile Launchers K K 722 Missile Handling k K 723 Missile Stowage k K 724 Missile Hydraulics k K 725 Missile Gas k K 726 Missile Compensating K k 727 Missile Launcher Control K k 728 Missile Temperature Cnt1. k K 729 Missile Monitoring kK K 731 Mine Launching Devices k k 732 Mine Handling k k 733 Mine Stowage k k 741 Depth Charge Launchers k k 742 Depth Charge Handling k K 743 Depth Charge Stowage K k 751 Torpedo Tubes kK K 752 Torpedo Handling K K 753 Torpedo Stowage K K 761 Smal Arms & Pyrotechnics k K 762 Small Arms & Pyro. Hndig. K K 763 SmaLL Arms & Pyro. Stow. K K 772 Cargo Munitions Handling K K 773 Cargo Munitions Stowage k K 782 Aircraft Weapons Handling « k 783 Aircraft Weapons Stowage k k 792 Special Weapons Handling k kPARAMETRIC FACTORS USED IN THE RATS PROGRAM Group 7 (Con't) SMBS TITLE SIMPLE __DETAILED 793 Special Weapons Stowage k k 797 Misc. Ordnance Spaces K k 798 Armament Operating Fluids % Group 7 % Group 7 799 Armament Repair Parts % Group 7 % Group 7PARAMETRIC FACTORS USED IN THE RATS PROGRAM Loads SWBS TITLE SIMPLE DETAILED F1l Ship's Officers ACC (MAN OFF icer F12 Ship's Noncomm. OFF. ACC (MAN) cp. F13. Ship's Enlisted Men acc (MAWEntisted F14 Marines acc (MAN) Marine F158 Troops acc (MAN) Troop F16 Air Wing Personnel acc (WAN Air Wing F19 Other Personnel acc NAN F21 Ship Ammunition k K F22 Ord. Del. Sys. Ammo. K K F23 Ordnance Delivery Sys. k K F24 Ordnance Repair Parts k k F25 Repair Parts Ord. Del. Sys. Kk k F26 Ord. Del. Sys. Support Eqpt. Kk K F29 Special Mission Sys. K k F31 Provisions & Pers. Stores Acc MAN F32 General Stores Acc vAN F33 Marine's Stores ACC (WAN) Marine F39 Special Stores k K F4l Diesel Fuel HP HP Faz OP-5 F43_ Gasoline F44 Distillate Fuel HP HP F45N.S.F.O. HP HP F46 Lubricating 011 HP HP F49 Special Fuels & Lubes k K F51 Sea Water K F52 Fresh Water acc MAN F53_ Reserve Feed Water HP HP F54 Hydraulic Fluid k KPARAMETRIC FACTORS USED IN THE RATS PROGRAM Loads (Con't) SWBS TITLE SIMPLE DETAILED F55 Sanitary Tank Liquid Acc MAN F56 Gas. K K F59 Miscellaneous Liquids kK K F61 Cargo Ordnance Leo LBD F62 Cargo Stores Leo Leo F63 Cargo Fuels & Lubes LB Bo F64 Cargo Liquids LBD LBD F65 Cargo, Liquid Gases Leo LBo F66 Cargo, Amphib. Assault Sys. K K F67 Cargo Gases iB Leo F69 Miscellaneous Cargo LB LBDAPPENDIX 8 Sample Weight Estimate Generated by the RATS ProgramWEIGHT ESTIMATE FOR T-aAGOS TEST USING RATIOCINATION FROM T-AGOS-1 (QUARTERLY , SHIP LENGTH BETWEEN PERPENDICULARS: BEAM DEPTH TO UPPER HULL DECK INSTALLED SHAFT HORSEPOWER TYPE OF PROPULSION INSTALLE! Ku NUMBER GF ACCOMADATIONS: OFFICER- oPO- CREW MANNING? OFFICER- cPo- CREW- CHARACTERISTICS BASE SHIP (T-aGos-1 0) 204.0 FT. 43.0 FT 20.0 FT. 1600. DIESEL/ELECT 2400, 16. 13. 16. 13. 7) PAGE 1 RUN NO. 5/12/84 NEW SHIP (T-AG0S TEST 43.0 F 20.0 FT. 1400. DIESEL/ELECT 2400. 19, 15. 1a. 2. 14, 1PAGE 2 FULL LOAD SUMMARY FOR T-AGOS TEST a - RUN NO. 5/12/84 VERTICAL LONGITUDINAL WEIGHT VCG = MOMENT Leo MOMENT (L TONS) «= (FT) (FT-TONS) (FT) (FT=TONS) LIGHTSHIP 1538.86 20.19 31072 105.91 142985 MARGINS 123.11 39.27 4835 105.91 13039 LIGHTSHIP W/MARGINS 1661.97 21.60 35907 105.91 176024 FULL LoaDs 862.42 11.16 9625 105.27 90788 TOTAL FULL LOAD 2524.98 18.04 45531 105.69 2466812n o ONE-DIGIT SUMMARY FOR T-AGOS TEST HULL STRUCTURE PROPULSION PLANT ELECTRIC PLANT COMMAND & SURVEILLENCE, AUXILIARY SYSTEMS: QUTFIT & FURNISHINGS ARMAMENT TOTAL LIGHTSHIP WEIGHT (L TONS) 852.56 70.35 100.07 48.37 299.77 167.42 +12 1538.86 VERTICAL veo (FT) 18.76 1.34 16.77 26.59 22.28 27.39 50.00 20.19 MOMENT (FT-TONS) 31072 RUN NO. 1 5/12/84 Leo (FT) 100,22 137.02 93.79 96.84 128.11 92.01 57.17 105.91 LONGITUDINAL, MOMENT (FT-TONS) 162985T-acos TEST GROUP 1 - HULL STRUCTURE SWES TITLE 111 SHELL PLATING 113 INNER BOTTOM 114 SHELL APPENDAGES 115 STANCHIONS: 116 LONGIT. FRAMING 117 TRANS. FRAMING 121 LONGITUDINAL STRUCT. BHDS 1Z2 TRANSVERSE STRUCT. BHDS 128 TRUNKS & ENCLOSURES 131 MAIN DECK 136 OL HULL DECK 141 1ST PLATFORM 151 DECKHSE STRUCT TO 1ST LVL 152 1ST DECKHOUSE LEVEL 153° 2ND DECKHOUSE LEVEL 154 3RD DECKHOUSE LEVEL RUCT CASTINGS & FORGING STACKS AND MACKS 163 SEA CHESTS 167 HULL STRUC CLOSURES 168 DECKHOUSE STRUCT CLOSURES 169 SPECIAL PURPOSE STRUCTURE 171 MAST, TOWER & TETRAFODS 182 PROP, PLANT FOUNDATIONS 183 ELEC. PLANT FOUNDATIONS 184 COMMAND & SURV. FNDS 185 AUX SYSTEM FOUNDATIONS 186 OUTFIT & FURN. FNDS 197 WELDING & MILL TOL. 198 FREE FLOODING LIQUIDS HULL REPAIR PARTS TOTAL HULL STRUCTURE WEIGHT (L TONS) 139.72 45.25 9.73 2.92 34.92 79.73 69.52 TAIT 17.82 62.72 33.53 37.57 31,18 42.45 21,93 20.59 5.32 5.90 +17 10.40 2.70 S.51 6.08 16.12 34.21 4.66 12.44 2.28 20.76 +92 +37 952.56 VERTICAL VCG MOMENT (FT) (FT-TONS) 13.89 1940 3.50 158 5.20 Si 22.37 65 7.40 258 11.43 P11 14.18 P86 16.06 1204 11.93 213 19.97 1253 28.93 970 10.70 402 33.37 1040 39.19 1663 48.58, 1065 87.03 1174 34.40 183, 55.87 329 2.35 ° 21.76 226, 26.46 98 30.30 170 61.07 372 11.19 180 7.79 266 33,08 154 15.24 190 26.45 60 18.77 390 2.95 3 31.67 18 18.76 15994 Ri Lon Les (FT) 101.31 111.34 186.26 87.98 99.18 97.69 106.75 96.76 120.93 122,03 87.62 103.79 97,31 76.92 53.94 43.33 9.47 88.49 101.75 121.70 114.45 181.48 101.83 135.26 91.34 118.01 95.51 86.98 100,98 101.75 2.88 100.22 PAGE 4 WN NG. 5/12/84 IGITUDINAL MOMENT: (FT-TONS) a5440T-AGOS TEST = — RUN NG. GROUP 2 - PROPULSION PLANT 5/12/84 VERTICAL LONGITUDINAL SWS TITLE WEIGHT VCG MOMENT Les MOMENT (L TONS) (FT) (FT=TONS) (FT) (FT-TONS) 235 ELECTRIC PROPULSION F167 B12 140.57 243 PROPULSION SHAFTING 7.01 89 173.51 244 PROP. SHAFT BEARINGS 6.38 4 188.33 245 PROPULSORS 4.51 10 199,12 252 PROPULSION CONTROL SYS. 12.74 45 111.42 256 CIRC & COOLING WTR. SYS. 8.54 20 87.23 259 UPTAKES 42.20 198 84.04 262 MAIN PROP. LUBE GIL SYS. 12.54 60 122.49 264 1,0, FILL, XFER & PURIF. 8.84 11 133.91 298 PROP. PLANT OPER. FLUIDS 2.24 13,18 a 115.77 299 PROP. REP, PARTS & TOOLS 2.02 19.30 390 65.74 a TOTAL PROPULSION PLANT 70.385 11.91 aa 137.03 9640PAGE 4 T-aGOS TEST -: —--: — RUN NO. GROUP 3 - ELECTRIC PLANT 5/12/84 VERTICAL, LONGITUDINAL SWBS TITLE WEIGHT VCG MOMENT Les MOMENT (L TONS) «= (FT) (FT-TONS) (FT) ~« (FT=TONS) 311 SHIP SERV FWR GENERATION 10.31 430 71,22 312 EMERGENCY GENERATORS 32.04 100 18.81 31 BATTERIES & SERV. FACIL. 28.53 27 37.12 314 POWER CONVERSION EQPT. 18.61 227 113.36 321 SHIP SERV. POWER CABLE 27.76 345 95.95 324 SWITCHGEAR & PANELS 289 106.64 31 LIGHTING DISTRIBUTION 16.41 53 103,28 332 LIGHTING FIXTURES 20.62 118 73.15 398 ELECT. PLANT GPER. FLUIDS 399 ELEC. REPAIR PTS. & TOOLS d1.i1 19,00 88.53 51.05 TOTAL ELECTRIC PLANT 14.77 1673 -93..79 9386