Ship Design Data Book 2011
Ship Design Data Book March 24, 2011 Ship Design Data Book 1 Table of Contents 1 Introduction to the Warship Weig
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Ship Design Data Book
March 24, 2011
Ship Design Data Book
1
Table of Contents
1 Introduction to the Warship Weight and Space Data
17
2 Nomenclature
19
3 UCL Warship Group System
20
3.1 Overview of Warship Group 1 - Hull
21
3.1.1 Warship Group 10 - GENERAL
25
3.1.2 Warship Group 11 - FITTINGS
27
3.1.3 Warship Group 12 - NAVIGATION
29
3.1.4 Warship Group 13 - ANCHORING & MOORING
31
3.1.5 Warship Group 14 - OFFICES
32
3.1.6 Warship Group 15 - WORKSHOPS
33
3.1.7 Warship Group 16 - STRUCTURE
34
3.1.8 Warship Group 17 - STORES
35
3.2 Overview of Warship Group 2 - Personnel
37
3.2.1 Warship Group 20 - ACCOMMODATION
39
3.2.1.1 Large & Medium Warships
39
3.2.1.2 Small Warships
39
3.2.1.3 All warships
40
3.2.2 Warship Group 21 - PERSONNEL SUPPORT
44
3.2.3 Warship Group 22 - STORES
45
3.2.4 Warship Group 23 - MISCELLANEOUS
47
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2
3.3 Overview of Warship Group 3 - Ship systems
48
3.3.1 Warship Group 31 - AIR CONDITIONING, VENTILATION & CHILLED WATER SYSTEMS
50
3.3.2 Warship Group 31 --- Further Notes
51
3.3.2.1 Power Requirements
51
3.3.3 Warship Group 32 - SEA AND FRESH WATER SYSTEM
53
3.3.4 Warship Group 33 - FUEL SYSTEMS
55
3.3.5 Warship Group 34 - AUXILIARY STEAM BOILERS
56
3.3.6 Warship Group 35 - Hydraulic Systems
57
3.3.7 Warship Group 36 - COMPRESSED AIR
58
3.3.8 Warship Group 37 - WASTE DISPOSAL SYSTEM
59
3.3.9 Warship Group 38 - STABILISERS
60
3.3.10 Warship Group 39 - AIRCRAFT SYSTEMS
61
3.4 Overview of Warship Group 4 - Main Propulsion
62
3.4.1 Warship Group 41-46 - MAIN PROPULSION
63
3.4.2 Warship Group 47 - TRANSMISSION
64
3.4.3 Warship Group 48 - PROPULSOR
65
3.5 Overview of Warship Group 5 - Electrical Power 3.5.1 Warship Group 51 - ELECTRICAL POWER GENERATION
66 67
3.5.1.1 Example Data Sheets
67
3.5.2 Warship Group 51 --- Further Notes
69
3.5.2.1 Load Chart
69
3.5.2.2 Selection of Generating Sets
69
3.5.2.3 Main Supply and Distribution System
70
3.5.2.4 Example Load Chart - Helicopter Support Ship
70
3.5.3 Warship Group 52 - SWITCHBOARDS
75
3.5.4 Warship Group 53 - GENERAL DISTRIBUTION
76
3.5.5 Warship Group 54 - LIGHTING SYSTEMS
77
3.6 Overview of Warship Group 6 - Payload 3.6.1 Warship Group 60-67 - PAYLOAD 3.7 Overview of Warship Group 7 - Variables
78 80 81
3.7.1 Warship Group 71 - NAVAL STORES & SPARE GEAR
83
3.7.2 Warship Group 72 - VICTUALLING & MEDICAL STORES
84
3.7.3 Warship Group 73 - WEAPON STORES
86
3.7.4 Warship Group 74 - STOWED LIQUIDS
87
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3.7.5 Warship Group 75 - OPERATING LIQUIDS
89
3.7.6 Warship Group 76 - AMMUNITIONS
90
3.7.7 Warship Group 77 - AIRCRAFT
91
3.7.8 Warship Group 78 - VEHICLES
92
3.7.9 Warship Group 79 - CARGO
93
4 Logistic Data Sheets
94
4.1 Marine Fuel
95
4.1.1 Appendices
96
4.1.2 Fuel Tables - Capacities and Consumption Data for Warships
97
4.1.3 Fuel Tables - Capacities and Consumption Data for RFAs
98
4.1.4 Marine Lubricating Oil Consumption Rates
99
4.2 Aviation Fuel
100
4.2.1 Flying Intensity Rates
101
4.2.2 Average Sortie Length and Fuel Consumption
102
4.2.3 AVLUB Consumption
103
4.2.4 AVCAT Stowage of Ships
104
4.3 RFA Tanker Data
105
4.4 Water
106
4.5 Capabilities of Afloat Support Ships Other Than Tankers
108
4.6 Victualling and NAFFI Stores
109
4.7 Naval Stores
110
4.8 Air Stores
111
4.9 Armament Stores
112
4.10 Complements of Ships
113
4.11 Measurement Data
114
5 Sample Engine Room Layouts
115
5.1 Hunt Class MCMV Engine Room Layout
116
5.2 Island Class Offshore Patrol Vessel
117
5.3 Iroquois Class (Canadian Destroyer) Engine Room
118
5.4 Amazon Class (Type 21) Engine Room
119
5.5 Sheffield Class (Type 42) Engine Room
120
5.6 Broadsword Class (Type 22) Engine Room
121
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5.7 Invincible Class Engine Room
122
5.8 Cruiser Conversion to Electrical Propulsion
123
5.9 Trunking for Gas Turbines
124
6 UCL Merchant Ship Group System
125
6.1 Structure
126
6.2 Outfit Weight
128
6.3 Machinery Weights
129
6.3.1 Dry weight of the propulsion machinery
130
6.3.2 Weight of the remainder
131
6.4 Merchant Ship Areas and Volumes 6.4.1 Spaces in Merchant ships from Watson (98) 6.4.1.1 Deck heights 6.4.2 Update on certain spaces on merchant ships (using data collected at UCL during 2000)
132 133 136 137
6.4.2.1 Crew Accommodation
137
6.4.2.2 Extracts from Article 10 of ILO 133
138
6.5 Merchant Ship Weight Group System
7 Cost Data
139
141
7.1 References
142
7.2 Ship Costing
143
7.2.1 Introduction
144
7.2.1.1 Structure of Costing Data
144
7.2.1.2 Definitions
144
7.2.2 Cost Estimation Methods
145
7.2.2.1 Unit Procurement Cost Estimation Method
145
7.2.2.2 Through Life Cost Estimation Method
153
7.2.2.3 Whole Life Cost Estimation Method
157
7.2.2.4 Costing References
161
7.2.3 Supporting Data
162
7.2.3.1 Detailed UPC Estimation Method Supporting Data
162
7.2.3.2 Detailed TLC Estimation Method Supporting Data
168
7.2.3.3 Detailed WLC Estimation Method Supporting Data
169
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7.3 Old costing methods 7.3.1 Warship Costs 7.3.1.1 Use of ‘Commercial’ Standards for Warships
171 172 181
7.3.2 Merchant Ship Costs
182
7.3.3 Example Through Life Costs
183
7.3.3.1 Survey Requirements
183
7.3.3.2 Fuel Costs
183
7.3.3.3 Port Charges
183
7.3.3.4 Canal Charges
184
7.3.3.5 Annual Running Costs for a typical 2000 lane meter Ro /Ro
185
8 Structural Sections 8.1 Sample Warship Structural Sections 8.1.1 Frigate / Destroyer (Longitudinally Framed) 8.1.1.1 Strength Data 8.1.2 Frigate (Hybrid Framed)
188 189 190 190 191
8.1.2.1 Strength Data
191
8.1.3 Landing Platform Helicopter
192
8.1.4 Mine Hunter (GRP)
193
8.2 Sample Merchant Ship Structural Sections 8.2.1 Longitudinal framing, Transverse framing or hybrid?
194 195
8.2.1.1 General Cargo Ships
195
8.2.1.2 Ro-Ro ferries / Passenger Ships
195
8.2.1.3 Tugs
195
8.2.1.4 Offshore Supply Tugs
195
8.2.1.5 Barges & Pontoons
195
8.2.1.6 Trawlers
195
8.2.1.7 Bulk Carriers
195
8.2.1.8 Container Ships
196
8.2.1.9 Oil Tankers
196
8.2.1.10 Ore Carriers
196
8.2.2 Tanker Structures
197
8.2.3 Container Ship
200
8.2.4 Bulk Carrier
201
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8.2.5 General Cargo Ship
202
8.2.6 Use of pillars on passenger ships
203
8.2.6.1 Lines of pillars running longitudinally
203
8.2.6.2 Lines of pillars running transversely
203
9 Supplemental Data
204
10 Aircraft
206
10.1 Fixed Wing 10.1.1 JSF 10.1.1.1 Resources 10.1.2 X 45a 10.1.2.1 Resources 10.1.3 X 45c 10.1.3.1 Resources 10.1.4 X 47 10.1.4.1 Resources 10.2 Rotary Wind 10.2.1 CH-47 Chinook 10.2.1.1 Resources 10.2.2 EH-101 Merlin 10.2.2.1 Resources 10.2.3 Firescout UAV 10.2.3.1 Resources 10.2.4 SH-60 Seahawk 10.2.4.1 Resources 10.2.5 Westland Lynx 10.2.5.1 Resources
11 Capability Overviews 11.1 (blank)
207 208 210 211 212 213 214 215 216 217 218 218 219 220 221 222 223 224 225 226
227 228
11.1.1 Anti-Air Warfare Overview
229
11.1.2 Anti-Surface Vessel and Land Attack Warfare Overview: Guns
230
11.1.3 Anti-Surface Vessel Warfare and Land Attack Overview: Missiles
231
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12 Combat Systems
232
12.1 (blank)
233
12.1.1 FLAADS(M) System
234
12.1.2 IRST-EO System
236
12.1.3 MICA System
238
12.1.4 PAAMS System
240
12.1.4.1 Resources 12.1.5 RAM System
13 Daughter Craft 13.1 Landing Craft 13.1.1 BAE Systems Landing Craft Utility MK 10 13.1.1.1 Resources: 13.1.2 Combatboat CB90 13.1.2.1 Resources: 13.1.3 VT Landing Craft Vehicle, Personnel MK 5 13.1.3.1 Resources: 13.2 Ships Boats 13.2.1 Pacific 24 Mk II Rigid Inflatable Boat 13.3 Unmanned 13.3.1 Lockheed Martin Remote Minehunting System AN/WLD-1(V)1 13.3.1.1 Resources: 13.3.2 Northrop-Grumman Spartan Unmanned Surface Vehicle 13.3.2.1 Resources:
14 Electronic Warfare 14.1 Decoy Launchers 14.1.1 Breda / Oto Melara SCLAR Naval Decoy and Rocket Launcher System 14.1.1.1 Resources 14.1.2 NATO Standard Decoy Launching System 14.1.2.1 Resources 14.1.3 Rheinmetall Waffe Munition GmbH MASS Naval Decoy Launcher System 14.1.3.1 Resources Ship Design Data Book
241 242
244 245 246 246 247 248 249 249 250 251 252 253 254 255 256
257 258 259 260 261 262 263 264 8
14.2 Jammer
265
14.2.1 Raytheon AN/SLQ-32(V)3 Shipboard ESM/ECM System 14.2.1.1 Resources 14.2.2 Thorn-EMI 'Guardian' Type 675 Jammer 14.2.2.1 Resources
266 266 267 268
15 Electro Optical
269
15.1 (blank)
270
15.1.1 General Purpose Electro Optical Device 15.1.1.1 Resources 15.1.2 Thales Sirius Infra Red Search and Track System 15.1.2.1 Resources
16 Guns
271 272 273 274
275
16.1 Close In Weapon System 16.1.1 CIWS Goalkeeper 16.1.1.1 Resources 16.1.2 CIWS Millennium Gun 16.1.2.1 Resources 16.1.3 CIWS Phalanx 16.1.3.1 Resources 16.2 Medium Calibre Gun 16.2.1 BAE Systems 4.5 Inch (114mm) Naval Gun System 16.2.1.1 Resources 16.2.2 BAE Systems 6.1 Inch (155mm) Naval Gun System 16.2.2.1 Resources 16.2.3 Bofors 57mm Naval Gun System 16.2.3.1 Resources 16.2.4 Oto Melara 76mm Naval Gun System 16.2.4.1 Resources 16.2.5 United Defense 5 Inch (127mm) Naval Gun System 16.2.5.1 Resources 16.3 Other Guns 16.3.1 EM Railgun Ship Design Data Book
276 277 278 279 280 281 282 283 284 285 286 287 288 289 290 291 292 293 294 295 9
16.3.2 Generic Free Electron Laser 16.3.2.1 Resources 16.4 Small Calibre Gun 16.4.1 BAES / RO GAM Lightweight 20mm Gun 16.4.1.1 Resources 16.4.2 MSI Seahawk 30mm 16.4.2.1 Resources 16.4.3 Oerlikon GCM Twin 30mm Gun 16.4.3.1 Resources 16.4.4 Oto Melara 12.7mm / 40mm Remote Weapons System 16.4.4.1 Resources
17 Launchers
297 298 299 300 301 302 303 304 305 306 307
308
17.1 Land Attack 17.1.1 Netfires 17.1.1.1 NON LINE OF SIGHT-LAUNCH SYSTEM (NLOS-LS) 17.2 Multi Purpose 17.2.1 United Defense Self Defence Length Mk 41 Vertical Launching System 17.2.1.1 Resources 17.2.2 United Defense Strike Length Mk 41 Vertical Launching System 17.2.2.1 Resources 17.2.3 United Defense Tactical Length Mk 41 Vertical Launching System 17.2.3.1 Resources 17.3 Surface to Air Missiles 17.3.1 CAMM/FLAADS(M) 17.3.1.1 Resources 17.3.2 DCN SYLVER Vertical Launching System
309 310 310 311 312 314 315 317 318 320 321 322 323 324
17.3.2.1 Resources
325
17.3.3 MBDA VL MICA Naval
326
17.3.3.1 Resources
327
17.3.4 MBDA VL Sea Wolf 17.3.4.1 Resources 17.3.5 Raytheon RAM Weapon System 17.3.5.1 Resources Ship Design Data Book
328 329 330 331 10
17.3.6 Raytheon SeaRAM Weapon System 17.3.6.1 Resources 17.4 Surface to Surface Missiles 17.4.1 Harpoon 17.4.1.1 Resources 17.4.2 RBS-15 17.4.2.1 Resources
18 Misc
332 333 334 335 336 337 338
339
18.1 (blank)
340
18.1.1 Accommodation Standards
341
18.1.2 Comms Mast
342
18.1.2.1 Resources
342
18.1.3 Electromagnetic Aircraft Launch System
343
18.1.4 Generic Mast
344
18.1.4.1 Resources 18.1.5 Generic Satellite Communications System 18.1.5.1 Resources 18.1.6 Masts 18.1.6.1 Resources 18.1.7 Whip Antenna
19 Propulsion
344 345 345 346 346 347
348
19.1 Conventional
349
19.1.1 Crossley Pielstick Diesels
350
19.1.1.1 Resources
353
19.1.2 LM1600
354
19.1.2.1 Mechanical Drive
354
19.1.2.2 Resources
354
19.1.3 LM2500
355
19.1.3.1 Mechanical Drive
355
19.1.3.2 Electrical Drive
355
19.1.3.3 Resources
355
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11
19.1.4 LM2500+
356
19.1.4.1 Mechanical Drive
356
19.1.4.2 Electrical Drive
356
19.1.4.3 Resources
356
19.1.5 LM500
357
19.1.5.1 Mechanical Drive
357
19.1.5.2 Electrical Drive
357
19.1.5.3 Resources
357
19.1.6 LM6000
358
19.1.6.1 Mechanical Drive
358
19.1.6.2 Electrical Drive
358
19.1.6.3 Resources
358
19.1.7 Marine diesel engines directory
359
19.1.8 MT-30
360
19.1.8.1 Mechanical Drive
360
19.1.8.2 Electrical Drive
360
19.1.8.3 Resources
360
19.1.9 WR-21
361
19.1.9.1 Mechanical Drive
361
19.1.9.2 Electrical Drive
361
19.1.9.3 Ancillery Equipment
361
19.1.9.4 Resources
361
19.2 Nuclear
362
19.2.1 Nuclear Reactor Packages
363
19.2.1.1 Resources
364
19.3 Propulsors
365
19.3.1 Scaling Kamewa Waterjet
366
19.3.1.1 Resources
366
19.3.2 Scaling MJP steering jet 19.3.2.1 Resources 19.3.3 Siemens-Schottel Propulsor (SSP) 19.3.3.1 Resources 19.3.4 Wartsila Variable Speed Drive 19.3.4.1 Resources
Ship Design Data Book
367 367 368 370 371 371
12
19.4 Transmission 19.4.1 Misc. Gears
372 373
19.4.1.1 Single reduction gearing - twin input - single output
373
19.4.1.2 Single reduction gearing - single input - single output
373
19.4.1.3 Double reduction gearing - twin input - single output
374
19.4.1.4 Double reduction gearing - twin input - twin output
374
19.4.1.5 Double reduction gearing - triple input - twin output - crossconnected
375
19.4.2 RENK gears
376
19.4.2.1 RENK BS 210
376
19.4.2.2 RENK AOSL 72
376
19.5 (blank)
377
19.5.1 Marine engineering consultancy responses
20 Radar
378
380
20.1 Fire Control Radars
381
20.1.1 FCR Sting
382
20.1.1.1 Resources 20.1.2 FCR Sting EO MK2 20.1.2.1 Resources 20.1.3 FCR STIR HP 20.1.3.1 Resources 20.2 Multi Function Radars 20.2.1 MFR APAR 20.2.1.1 Resources 20.2.2 MFR Sampson 20.2.2.1 Resources 20.3 Navigation Radars 20.3.1 Navigation Radar 20.3.1.1 Resources 20.4 Surveillance Radars 20.4.1 LRR S1850M 20.4.1.1 Resources 20.4.2 SR STAR Surv Radar 20.4.2.1 Resources Ship Design Data Book
383 384 385 386 387 388 389 390 391 392 393 394 394 395 396 397 398 399 13
21 Sonar
400
21.1 (blank)
401
21.1.1 Sonar 2087 / CAPTAS 21.1.1.1 Resources 21.1.2 Spherion 21.1.2.1 Resources
22 Weapons
402 403 404 405
406
22.1 (blank)
407
22.1.1 Lightweight Torpedo 22.1.1.1 Resources
Ship Design Data Book
408 408
14
Figures
3-1 7-1 7-2 7-3 7-4
Lucas (Rover) SSS0 Gas Turbine Generator Unit Procurement Cost Breakdown 145 Through Life Cost Breakdown 153 Whole Life Cost Breakdown 157 UPC Learning Curve 160
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15
Tables
3-1 7-1 7-2 7-3 7-4 7-5 7-6 7-7 7-8 7-9 7-10 7-11 7-12 7-13 7-14 7-15 7-16 7-17 7-18 7-19 7-20 19-1 19-2 19-3 19-4 19-5 19-6 19-7 19-8 19-9 19-10 19-11 19-12 19-13 19-14
Chilled Water Plants NES 102 52 Parametric Naval Ship UPC Data (2008) 147 Commercial Ship UPC Data (2008) 148 World Shipyard Labour Rates in USD 149 ONS UK Figures for Labour Rates in GBP. 149 Hourly Charge-Out rate for International Shipyards 149 Suggested Weight Margins 150 Sources of Cost Increase in US Navy Ships 151 Variation of Work-time with Location 151 Original Work/Time Locations for Parametric Naval Ship UPC Data 152 Example Complexity Factors For Varying Types of Ship 153 Salaries for the Royal Navy (2008) 154 Cost per tonne of transit through the Panama and Suez Canal 155 Panama Canal Charges for the Passage of Small Ships 155 Shows the Annual Maintenance Cost for Selected Items of Equipment 157 Shows the Costs that Incurred During Refit Periods 157 Item Development Margins for Different Technology Readiness Levels 158 Increase in Cost to be Incorporated due to Design Maturity 159 Efficiency figure out what to write here 159 US Ship Disposal Costs (2001) 169 Costs for Conventional (CV) and Nuclear (CVN) Aircraft Carriers (1997) 170 12PA6STC 350 16PA6STC 350 20PA6STC 350 12PA6BSTC 351 16PA6BSTC 351 20PA6BSTC 351 10PC2_6 351 12PC2 6 351 14PC2 6 352 16PC2 6 352 18PC2 6 352 12PC2 6B 352 16PC2_6B 352 20PC2_6B 353
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1 Introduction to the Warship Weight and Space Data
1. The data in the following space/mass accounting system can be used for all warships which have complements ranging from 100 to 600. Specified data refers to that equipment that cannot be scaled and the space and weight requirements of the equipment needs to be known. 2. Space in a ship can be measured as either area or volume depending upon the function of the space. For example, if accommodation is under consideration, then it is deck area which is all important, whereas it is volume that is all important for such spaces as tanks. 3. In order to account for all space and mass in a ship, the ship is divided into the following seven main groups: 1. Hull (page 21) 2. Personnel (page 37) 3. Ship Systems (page 48) 4. Main Propulsion (page 62) 5. Electrical Power (page 66) 6. Payload (page 78) 7. Variables (page 81) 4. The function of a space determines to which particular group the space belongs. All mass in that space is then accounted in that particular group with the exception of any services and/or access passing through that space. The mass of the boundaries of the space (bulkheads, deck and deckheads) are included in the structural section of the hull group. For example, a ratings mess is part of the Personnel group. The mass associated with this space includes that for the deck coverings, bulkhead and deckhead insulation, furniture, bedding, lighting, ventilation and air conditioning, trunking, the latter mass being that required solely for its distribution in the mess. 5. Some items in a ship have a mass but no associated space. These items may physically require a space, but this space may already have been effectively allowed for under other sections. Personnel, electrical cables, ventilation trunking and ships structure are typical examples in this category, as the space they require is part of all the compartments in a ship through which they might pass, and is accounted for under these compartments. Similarly some items have space but no mass, e.g. W.T.C.'s - the material forming the tank being a part of the structural section of the Hull group. 6. The dimensions specified in some sections of the data are those of a rectangular box which encloses the equipment being specified making due allowance for access and maintenance. For machinery, the box encloses all ancillary equipment such as seatings, platforms and inlets, exhaust and withdrawal spaces within the machinery space of which the equipment is a part. 7. Comments are general in nature except where preceeded by a Trimaran heading. The comments following this heading apply only to trimaran hullforms. 8. For Trimaran Initial Sizing care should be taken over the use of scaling algorithms based on total enclosed volume. The trimaran hullform, for a similar displacement, will have a larger total enclosed volume due to the configuration of side hulls and box structure. This would result in some compartments, based on a volume scaling algorithm derived from monohulls, being too large. If their purpose is the same as it would be on a monohull ship, they should be of Ship Design Data Book
17
an equivalent volume, not larger as would result from the larger internal volume for the trimaran. Modifications to the algorithms should be made as initial sizing proceeds to ensure that for such compartments their volume remains comparable with a similar compartment on an equivalent monohull ship. This does not apply to systems, such as air conditioning, that are based on volume where a larger enclosed volume will require a larger air conditioning system.
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2 Nomenclature
Symbol
Description
Units
A
Number of Anchors
-
B
Beam On Waterline
m
C
Number of Chief Petty Officers
men
Cb
Block Coefficient
-
Cm
Mid-ships Coefficient
-
Cp
Prismatic Coefficient
-
Cw
Waterplane Coefficient
-
D
Depth
m
Hd
Deck Height
m
J
Number of Junior Rates
men
Kb
Beam / Draught Ratio
-
L
Length On Waterline
m
N
Total Design Complement
men
P
Number of Petty Officers
men
R
Number of Ratings
men
S
Stores Endurance
days
T
Draught
m
V
Volume
m3
Y
Number of Officers
men
∇G
Gross Volume (i.e. Total enclosed volume of hull and superstructure)
m3
∇N
Net Volume (∇G - Volume of machinery and tanks)
m3
ns
Superstructure Proportion
-
Circ M or �
Length / Volume of Displacement Ratio
-
®
Number of Rudders
-
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3 UCL Warship Group System
The weight group system divides a warship's weight into seven groups: 1. Hull (page 21) 2. Personnel (page 37) 3. Ship Systems (page 48) 4. Main Propulsion (page 62) 5. Electrical Power (page 66) 6. Payload (page 78) 7. Variables (page 81)
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3.1 Overview of Warship Group 1 - Hull 10 General 101 Access • • • • •
Bridge windows, sidelights and scuttles Watertight & gastight doors and hatches Escape hatches & scuttles Manholes Blow-off plates
102 Paint • • •
External & Internal Paint Deck coverings Deck treads & tread plates
103 Ship Control Centre • • • • •
Ship Control Console Systems Console Command Console Hydrofoil Control System Machinery Control System
104 W.T.C's and voids 11 Fittings 111 Boats • • •
Powered and non-powered boats Davits and handling equipment for boats Liferafts, lifejackets, stowages, floats etc;
112 Degaussing • • •
Degaussing system Cathodic protection system Zinc protectors
113 Internal Communications • • • • • • • • •
Broadcasts RICE equipment, ventilated suit systems, telephones Sound reproduction equipment (SRE) Voice and pneumatic tubes Television, radio and cinema equipment Alarms and warnings NBCD warning systems Engine telegraph & propeller orders Rudder angle indicators
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21
114 Masts 115 Miscellaneous • • • • •
Anchors, cables, winches, bollards, fairleads, cleats etc; Guard-rails, stantions, rigging, awnings, etc; Ladders and fittings Non-structural walkways Miscellaneous fittings
12 Navigation 121 Compass Platform • • • •
Nav aids and direction finding equipment Navigation radar Viewing devices Chronometers
122 Pilotage Position •
Wind speed and direction indication system
123 Chart Room •
Plotting and chart tables
124 Gyro Compass Room • •
Gyro and other compasses SINS
125 Steering •
Rudder Control Console
126 Miscellaneous • •
Navigation lights etc; Logs
13. Anchoring, Mooring & RAS 131 Anchors & Cables •
Anchors, winches, bollards, fairleads, cleats etc;
132 Cable Locker 14 Offices 141 Combined Routine & Ships •
Furnishing for ships routine office
142 Combined Regulating & Mail Ship Design Data Book
22
•
Furnishing for regulating & mail office
143 Combined Technical Office •
Furnishing for combined technical office
15 Workshops 151 Integrated •
Equipment for integrated workshop
152 EMR •
Equipment for electronic maintenance room
153 Battery Charging Room •
Equipment for battery charging
16. Structure • • • • • • • •
Hull structure Superstructure Structural Bulkheads Structural Decks Seats and supports Structural castings and forgings Buoyancy and ballast units Fastenings (welding, riveting & bolting)
17. Stores 171 Awning •
Furnishings and fittings
172 Bosuns •
Furnishings and fittings
173 Confidential Book Office •
Furnishings and fittings
174 Deck •
Furnishings and fittings
175 Diving Gear •
Furnishings and fittings
176 Hawser Reel Ship Design Data Book
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•
Furnishings and fittings
177 Inflammable •
Furnishings and fittings
178 Naval •
Furnishings and fittings
179 NBCD •
Furnishings and fittings
180 Paint •
Furnishings and fittings
181 Spare gear •
Furnishings and fittings
182 Boat •
Furnishings and fittings
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3.1.1 Warship Group 10 - GENERAL text Group
101 ACCESS
Area
0.07 ∇N
Weight
0.004 ∇N
Comments Trimaran • •
Access requirement assumes that access is provided on a similar basis to that of a monohull of equivalent volume. Dependent on the access requirements of the side hulls this requirement may need to be revised upwards once configuration and utilisation of sidehulls is known.
Group
102 PAINT
Area
NIL
Weight
0.0022 ∇G
Comments •
Includes all paint throughout the ship.
Group
103 SHIP CONTROL
Area
SPECIFIED EQUIPMENT
Weight
SPECIFIED EQUIPMENT
Comments • • •
Dependent on particulars of machinery and equipment requiring control. Group 103 consists of Ship Control Centre and NBCD Control Centre. An example of a Ship Control Centre is shown below.
Ship Design Data Book
25
Type 22 Ship Control Centre (approx 10m x 4.3m) Group
104 WTC's & VOIDS
Volume
0.025∇G
Weight
NIL
Comments Trimaran • •
Requirement assumes similar void proportion to a monohull when considered on a volumetric basis. Dependent on Box and Side hull Geometry and Utilisation. The volume of WTC and Voids may be higher due to non utilisation of side hulls.
Ship Design Data Book
26
3.1.2 Warship Group 11 - FITTINGS Group
111 BOATS
Area
NIL
Weight
25' CUTTER 2.5 27' WHALER 2.4 GEMINI 0.152 plus RU FUEL 0.150 DAVIT 0.85 OUTBOARD 0.031
Comments •
•
Weight Per Boat (Cutters & Whalers Only) • Davit - 1.te • Handling - 2.25 te • Booms - 0.5 te RU Fuel = 6 Jerry Cans (Jettisonable)
Group
112 DEGAUSSING
Area
NIL
Weight
7.75 x 10-4 ∇G
Group
113 INTERNAL COMMUNICATIONS
Area
Telephone Exchange 3.25 + 0.52 x 10-4 ∇G SRE 3.60 TV 7.90 Misc. NIL
Weight
Telephone Exchange 1.31 + 2.15 x 10-4∇G SRE 0.95 TV 2.00 Misc. 6.40 x 10-5∇G
Group
114 MASTS
Volume
NIL
Weight
9 per mast
Comments • •
One mast is obligatory for comms. Aerials etc. Weight of mast assumes full structure for ships main mast, not pole mast.
Group
115 MISCELLANEOUS
Area
NIL
Weight
2.34 x 10-3 ∇G
Comments Ship Design Data Book
27
•
Includes winches, derricks, bollards, fairleads, guard stanchions, wood decking, jackstaff etc.
Ship Design Data Book
28
3.1.3 Warship Group 12 - NAVIGATION Group
121 COMPASS PLATFORM
Area
14 + 0.738 x 10-3 ∇G
Weight
0.64 + 3.44 x 10-5 ∇G
Comments 1. A compass platform is to be constructed in the bridge superstructure to form the primary conning position from which the ship is handled and navigated. This should have as clear an all round view as possible. Open bridge wings are to be provided. Group
122 PILOTAGE POSITION
Area
NIL
Weight
0.3
Comments 1. An open pilotage position is to be provided, if necessary, to facilitate ship handling in confined waters. It is to be on the top deck of the bridge superstructure. Group
123 CHART ROOM
Area
5.1
Weight
0.6
Comments 1. To be sited in the vicinity of the compass platform. Group
124 GYRO COMPASS ROOM
Area
11.2
Weight
7.1
Group
125 STEERING
Area
Tiller Flat 21.2 ® Wheelhouse 5.1 Telemotor System NIL
Weight
Tiller Flat 5 ® Wheelhouse 0.28 Telemotor System 2.7
Comments 1. ® = Number of rudders 2. Area of Tiller Flat includes access to steering gear box 3. Area will increase dependent on beam of transom Trimaran Requirement assumes central hull mounted steering gear Ship Design Data Book
29
If side hull mounted steering gear is proposed associated volume and weight must be allowed for within 125. Group
126 MISCELLANEOUS
Area
NIL
Weight
1.28
Comments Includes bathythermograph, logs etc.
Ship Design Data Book
30
3.1.4 Warship Group 13 - ANCHORING & MOORING Group
131 ANCHORS AND CABLES
Area
32 CWT Anchor NIL Capstan 1 A
Weight
32 CWT Anchor 14.8 A Capstan 9.3 A
Comments 1. A = No. of anchors 2. Each anchor has 7 shackles of cable. 3. Assumes each anchor has separate capstan. Group
132 CABLE LOCKER
Volume
34 A
Weight
6.1 A
Ship Design Data Book
31
3.1.5 Warship Group 14 - OFFICES Group
141 ROUTINE & SHIPS OFFICE
Area
7.4 + 1.18 x 10-3 ∇G
Weight
0.58 + 9.3 x 10-5 ∇G
Comments 1. This office is to be sited adjacent to the main access through the ship, but in such a way that queues cause the minimum possible interference with that access. Group
142 REGULATING & MAIL OFFICE
Area
2.8 + 7.5 x 10-3 N
Weight
0.2 + 0.05 x 10-2 N
Comments 1. To be sited in accordance with above. Group
143 COMBINED TECHNICAL OFFICE
Area
7.4 + 1.18 x 10-3 ∇G
Weight
0.61 + 9.7 x 10-5∇G
Comments 1. If space is available separate electrical and engineering offices may be provided. The electrical office should have approximately 60% of the combined space.
Ship Design Data Book
32
3.1.6 Warship Group 15 - WORKSHOPS Group
151 INTEGRATED WORKSHOPS
Area
3.51 x 10-3 ∇G
Weight
0.5 x 10-3 ∇G
Comments 1. Workshop facilities must be provided for the Shipwright, Engineering and Electrical Departments. 2. If workshops are not integrated, space should be allocated as follows: Shipwrights 17% Engineers 33% Electrical 50% Group
152 EMR
Area
0.66 x 10-3 ∇G
Weight
6.7 x 10-5 ∇G
Comments Group
153 BATTERY CHARGING
Area
7.0
Weight
0.71
Comments 1. This space must open onto a weather deck.
Ship Design Data Book
33
3.1.7 Warship Group 16 - STRUCTURE Group
160 STRUCTURE
Area
NIL
Weight
MONOHULL 0.0762 ∇G OTHER HULLFORMS - SEPERATE CALCULATION
Comments 1. The centre of gravity of this weight group may be taken to be 0.65D adove the keel. 2. Includes shell plating, transverse and longitudinal framing, inner bottom, decks, flats and platforms, main transverse bulkheads, main longitudinal bulkheads, minor transverse and longitudinal bulkheads, deckhouses, pillars, stems and stern forgings and castings. 3. A scaling law can be resolved from previous designs if design data is avaliable. The main hull weight may be taken as a function of L B and D: weight ∝ L1.36BD Other Hullforms 4. A more complicated calculation is required for the structural weight of alternative hullforms, such as a trimarans. Consideration must be given to the geometry of the hullform. For example, if designing a trimaran the weign of the main hull, side hull and box structure must all be considered. Special Structures 5. MacGregor COREX Deck Panels • • • • • • • •
A lightweight stainless steel sandwich panel incorporating a three dimensional truss core, suitable for non-effective structural elements such as hoistable car decks. Better load distribution leads to a profile height approximately one third that of conventional structure. Reduced weight in comparison to conventional structure. Typically used for hoistable car decks in RO-RO ferries, especially conversions, to reduce weight growth. In the hoistable deck configuration, weight is 48kg/m2 and profile height is 100mm. The reduced weld-lengths required to manufacture COREX panels also have potential benefits in reducing distortion and corrosion at welds. The use of stainless steel will also reduce corrosion. No cost data is available, but the use of stainless steel is likely to dominate the cost, with stainless typically costing 4-5 times as much per tonne, compared to conventional carbon steels (April 2007). References: "Versatile Car Deck", MER July/August 2001, pp. 20-21
Ship Design Data Book
34
3.1.8 Warship Group 17 - STORES Group
171 AWNING STORE
Area
0.615 x 10-3 ∇G
Weight
30.4 x 10-5 ∇G
Comments Group
172 BOSUNS STORE
Area
2.3 + 0.2 x 10-3 ∇G
Weight
0.54 + 4.6 x 10-5 ∇G
Comments Group
173 CONFIDENTIAL BOOK STORE
Area
3.3
Weight
0.27
Comments Group
174 DECK STORE
Area
6.5 + 0.2 x 10-3 ∇G
Weight
0.19 + 0.7 x 10-5 ∇G
Comments 1. Up to three deck stores are usually required. The forecastle deck store should be slightly larger than others. Group
175 DIVING GEAR STORE
Area
5.6
Weight
2.3
Comments 1. This space must open onto a weather deck. Group
176 HAWSER REEL STORE
Area
2.8 + 0.26 x 10-3 ∇G
Weight
1.5 + 14.1 x 10-5 ∇G
Comments 1. To be sited in the vicinity of the Bosun's Store. Group
177 INFLAMMABLE STORE
Area
1.4 + 0.33 x 10-3 ∇G
Weight
0.1 + 2.1 x 10-5 ∇G
Comments 1. This space must not have a common boundary with a magazine.
Ship Design Data Book
35
Group
178 NAVAL STORE
Area
28 + 3.15 x 10-3 ∇G
Weight
7.07 + 0.8 x 10-3 ∇G
Comments Group
179 NBCD STORE
Area
1 + 0.62 x 10-3 ∇G
Weight
0.15 + 9.9 x 10-5 ∇G
Comments Group
180 PAINT STORE
Area
4.7 + 0.2 x 10-3 ∇G
Weight
0.34 + 1.4 x 10-5 ∇G
Comments Group
181 SPARE GEAR STORE
Area
3.3 x 10-3 ∇G
Weight
1.1 x 10-3 ∇G
Comments 1. About 60% of the total space should be allocated to hull and engineers. Spare gear, and the remainder to electrical. Where possible, ready use stores should be sited in or adjacent to workshops. Group
182 BOAT STORE
Area
2.8
Weight
0.6
Comments 1. Sited adjacent to ship's boats.
Ship Design Data Book
36
3.2 Overview of Warship Group 2 - Personnel 20. Accommodation 201 Captains •
Furnishings
202 Officers •
Furnishings
203 CPO's •
Furnishings
204 PO's •
Furnishings
205 Junior Ratings •
Furnishings
21 Personnel Support 211 Canteen •
Furnishing and fittings
212 Chapel & School Room •
Furnishing and fittings
213 Drying Room •
Equipment for drying room
214 Galley •
Equipment for galley
215 Laundry •
Equipment for laundry
216 Sickbay •
Equipment for sickbay
22 Stores 221 Beer & Canteen
Ship Design Data Book
37
•
Furnishings and fittings for store
222 Cold & Cool Rooms •
Furnishings and fittings for store
223 CO's & Wardroom •
Furnishings and fittings for store
224 JR's Baggage •
Furnishings and fittings for store
225 Medical •
Furnishings and fittings for store
226 Officers' Baggage •
Furnishings and fittings for store
227 Provisions Room •
Furnishings and fittings for store
228 Sports Gear •
Furnishings and fittings for store
229 Victualling Gear •
Furnishings and fittings for store
23 Misc. 231 Life Saving Equipment •
Life rafts, life jackets, survival suit packs
•
floats
232 Personnel •
Officers, crew and effects
233 Refrigerated Machinery •
Plants and associated equipment, compressors, condensers, receivers and circulating pumps etc;
Ship Design Data Book
38
3.2.1 Warship Group 20 - ACCOMMODATION 3.2.1.1 Large & Medium Warships Group
201 Captain
Occupant(s)
Compartment
Net Area (m2)
Operational Task
Apartment:
(1) + (2) 44.0
Force Commander
(1) = Day Cabin (2) = Dining room
(3) 7.5
(CTG) (large surface
(3) = Sleeping Cabin (4) = En-suite bathroom (4) 5.0
warships only)
(5) = Operational Commander sleeping cabin
Commanding Officers Cabin Suite:
(5) 7.5 (1) 22.5
(1) = Day/dining cabin (large surface warship) (2) 16.0 (2) = Day/dining cabin (medium surface warship (3) = Sleeping room (4) = En-suite bathroom
(3) 7.5 (4) 5.0 (5) 7.5
(5) = CO sea cabin (large surface warship) Weight (tonnes) Weights
(1) = Day/dining cabin
(1) 1.6
(2) = Sleeping Cabin
(2) 0.6
(3) = En-suite bathroom
(3) 0.4
Comments Captain 1. To be sited to have immediate access to the Compass Platform and Operations Room. If this is not possible, a separate sea cabin must be provided which has the access required.
3.2.1.2 Small Warships Group Occupant(s) Commanding Officer
201 Captain Compartment
Net area (m2)
1 x Single berth cabin.
7.5
Miniature bathroom
2.5 Weight (tonnes)
Weight
1x Single berth cabin
0.8
Miniature bathroom
0.4
Comments Captain 1. To be sited to have immediate access to the Compass Platform and Operations Room. If this is not possible, a separate sea cabin must be provided which has the access required.
Ship Design Data Book
39
3.2.1.3 All warships Group Officers
202 Officers Compartment
Area (m2)
Single-berth cabin with integral washbasin
(1) 8.5
(1) = large surface warship,
(2) 8.0
(2) = medium-sized surface warship
(3) 4.0 per person
(3) = small surface warship (two berth cabins) (4) 1.35 per person (4) = dining room (Wardroom) large surface warship (5) = recreation space (Anteroom) large surface warship (6) = combined dining and recreation (Wardroom) medium sized warship
(5) 1.15 per person (6) 2.5 per person (7) 2.5 per person (8) 2.5 per person (9) 2.5 per toilet
(7) = Wardroom, Dining Room and recreation (10) 1.15 per person space (combined) small surface warship (8) = Shower cubicles (one per 5 officers) (9) =Toilets (one per 5 officers) (10)washroom (small surface warship) Non–complemented temp role Officers
Twin berth cabin with one integral washbasin
5.0 per person Weight (Tonnes)
Weights
(1) = Single berth cabin (large surface warship) (2) = Single berth cabin (medium surface warship) (3) = Wardroom (4) = Anteroom (5) = Shower
(1) 0.8 (2) 0.67 (3) 0.057Y (4) 0.034Y (5) 0.057Y (6) 0.032Y
(6) = Toilet Comments: Officers 1. Accommodation is to be provided on the basis of small single cabins in preference to multi berth cabins of dormitories 2. The Navigating Officer is to have a single cabin immediately adjacent to the compass platform. 3. All Officers should have cabins in reasonable proximity to their action stations 4. Where possible, bunks in cabins should be fore and aft 5. Toilet facilities are to be provided within easy reach of the compass platform 6. One WC with washbasin for every five officers, units to be located so that cabins are no more than five cabins from a WC 7. One shower cubicle for every five Officers, units to be located so that no cabins are more than five cabins from a shower 8. Soil Pipes are not to pass through galleys and associated spaces or the sickbay 9. Soil pipes are only to pass through accommodation space and compartments containing electronic equipment when otherwise unavoidable Ship Design Data Book
40
10. The Wardroom should be sited, if possible, so that the officers’ and main galleys can be combined. 11. On a small surface warship, one washbasin per officer occupying a cabin with no fitted washbasin Group
203 Warrant Officers / CPO’s
Occupants
Compartment
Area (m2)
Warrant Officers
Single berth cabin with integral washbasin
7.5
CPO’s
(1) Single berth cabin with integral washbasin (1) 6.5 (large / medium warship) (2) 5 per person (2) Single berth cabin (small surface warship) (3) 3 per person (3) Two berth cabin (small surface warship (4) 1.75 per person (4) Dining and recreation (small surface (5) 0.8 per person warship) (6) 1.1 per person (5) Dining room (6) Recreation spaces (7) Shower cubicle (8) Toilets
(7) 2.5 per cubicle (8) 2.5 per toilet
(9) 1.25 per person
(9) Washroom (small surface warship) Weight (Tonnes) Weight
Cabin
0.265C
Bathrooms
0.025C
Toilets
0.007C
Dining Hall
0.025C
Comments 1. Where the compliment of CPO’s is so small that some or all of their accommodation spaces are impracticably small, then the CPO’s accommodation should be combined with the PO’s 2. The dining hall should be adjacent to the main galley. If this is not possible, a pantry must be provided. Assume at the preliminary design stage that a pantry is not required. 3. Soil pipes are not to pass through sickbay galleys or associated spaces 4. Soil Pipes are only to pass through accommodation spaces and compartments containing electronic equipment, when otherwise unavoidable 5. One WC and shower for every seven CPO’s, located so that no cabin is more than eight cabins from a WC and shower 6. On a small surface warship one washroom per two CPO’s
Ship Design Data Book
41
Group
204 PO’s
Occupants
Compartment
Area (m2)
PO’s
(1) Twin berth cabin with integral washbasin (large / medium warship)
(1) 5 per person
(2) Single berth cabin (small surface warship) (3) Two berth cabin (small surface warship) (4) Dining and recreation (small surface warship)
(2) 5 per person (3) 3 per person (4) 2.5 per person (5) 0.8 per person
(5) Dining room (large / medium warship)
(6) 1.1 per person
(6) Recreation spaces (large / medium warship)
(7) 2.5 per cubicle (8) 2.5 per toilet
(7) Showers
(9) 1.25 per person
(8) Toilets (9) Washroom (small surface warship) Weight (Tonnes) Weight
Cabin
0.212P
Bathroom
0.016P
Toilet
0.007P
Dining hall
0.022P
Comments 1. Where the compliment of CPO’s is so small that some or all of their accommodation spaces are impracticably small, then the CPO’s accommodation should be combined with the PO’s 2. The dining hall should be adjacent to the main galley. If this is not possible, a pantry must be provided. Assume at the preliminary design stage that a pantry is not required. 3. Soil pipes are not to pass through sickbay galleys or associated spaces 4. Soil Pipes are only to pass through accommodation spaces and compartments containing electronic equipment, when otherwise unavoidable 5. One WC and shower for every seven PO’s, units to be located so that no cabin is more than eight cabins from a shower and washbasin 6. On a small surface ship one washroom per two PO’s.
Ship Design Data Book
42
Group
205 Junior Ratings
Occupant
Compartment
Junior Ratings, Junior (1) Four Berth Cabin (Large / medium NCO and other ranks Warships) (2) Four berth cabin (small surface warship) (3) Dining and recreation (small surface warship)
Area (m2) (1) 2.25 per person (2) 2.5 per person (3) per person (4) 0.6 per person
(4) Dining rooms (Large / medium Warships) (5) 0.8 per person (6) 2.5 per cubicle (5) Recreation spaces (Large / medium Warships)
(7) 2.5 per toilet
(6) Shower Cubicles
(8) 1.25 per cubicle
(7) Toilets
(9) 1.25 per person
(8) Washing cubicle
(10) 2 per unit
(9) Washroom (small surface warship)
(11) 2.25 per single unit
(10) Gender neutral all ranks shower cubicle (small surface warship) (one per 5)
(12) 3 per discipline
(11) Gender neutral all ranks toilet unit (small surface warship) (one per 5) (12) Exercise Area equiped with with exercise equipment to cover a range of exercise disciplines Weight (Tonnes) Weight
Bunk space
0.200J
Messes
0.200J
Bathrooms
0.013J
Toilets
0.007J
Dining Hall
0.018J
Comments 1. The dining hall should be adjacent to the main galley and easily accessible from accommodation areas. Particular attention is to be paid to routes by which ratings reach and leave the dining hall 2. Soil pipes are not to pass through galleys and associated spaces or the sickbay 3. Soil pipes are only to pass through accommodation spaces and compartments containing electronic equipment when otherwise unavoidable 4. One shower cubicle for every ten junior ratings, to be located with cabins so that no cabin is more than six cabins distance from a shower cubicle 5. One WC with washbasin for every ten junior ratings, to be located with cabins so that no cabin is more than six cabins from a WC 6. One gender neutral washing cubicle. 7. On a small surface warship one washroom per three Junior Ratings 8. On a small surface warship one gender neutral shower unit per 5 ships compliment, and one gender neutral WC per 5 ships compliment.
Ship Design Data Book
43
3.2.2 Warship Group 21 - PERSONNEL SUPPORT Group
211 CANTEEN
Area
0.037 N
Weight
3.75 x 10-3 N
Comments 1. This includes the arrangements for serving soft drinks and ice cream, and the bookstall. It is to be sited to give adequate space in front of the serving hatches, so that no obstruction to access is caused by men awaiting service. Group
212 CHAPEL AND SCHOOL ROOM
Area
0.037N
Weight
3 x 10-3 N
Comments 1. To be provided only if space is available. It must not be sited in the Officers' Quarters, but in a position easily accessible to the ships company. Group
213 DRYING ROOM
Area
1.4 + 0.019 R
Weight
0.02 + 0.282 x 10-3 R
Comments 1. One or more spaces as convenient. Group
214 GALLEY
Area
0.19 N
Weight
40 x 10-3 N
Comments 1. Galleys and dining halls should be sited so that they are easily accessible from accommodation areas, and take into account the formation of queues and flow lines, together with the siting of stores, provision rooms and cold and cool rooms. Group
215 LAUNDRY
Area
0.1 N
Weight
16 x 10-3 N
Comments Group
216 SICKBAY
Area
0.075 N
Weight
10 x 10-3 N
Comments
Ship Design Data Book
44
3.2.3 Warship Group 22 - STORES Group
221 BEER STORE
Volume
0.001 RS
Weight
0.47 x 10-3 RS
Comments Group
221 CANTEEN STORE
Volume
0.00055 NS
Weight
0.31 x 10-3 NS
Comments Group
222 COLD & COOL ROOMS
Volume
0.0023 NS
Weight
2.23 x 10-3 NS
Comments Group
223 CO'S EX WARDROOM
Volume
0.25 Y
Weight
0.021 Y
Comments Group
224 JR'S BAGGAGE STORE
Volume
0.05 J
Weight
0.005 J
Comments Group
225 MEDICAL STORE
Volume
3.7
Weight
0.6
Comments Group
226 OFFICERS BAGGAGE
Volume
0.5 Y
Weight
0.005 Y
Comments Group
227 PROVISION ROOMS
Volume
0.0022 NS
Weight
1.224 X 10-3 NS
Comments 1. It is essential that these be sited in order to facilitate replenishment of the galley.
Ship Design Data Book
45
Group
228 SPORTS GEAR
Volume
0.02 N
Weight
0.33 x 10-3 N
Comments 1. To be provided only if space is available. Group
229 VICTUALLING GEAR
Volume
0.1 N
Weight
31 x 10-3 N
Comments 1. Includes cash clothing, mess gear, loan clothing, bedding and extreme cold weather clothing.
Ship Design Data Book
46
3.2.4 Warship Group 23 - MISCELLANEOUS Group
231 LIFE SAVING EQUIPMENT
Volume
NIL
Weight
11 x 10-3 N
Comments 1. Sufficient 20 man life saving rafts are to be stowed on the weather decks to accommodate the complement + 10%. Rafts are 2 x 10 x 0.75 and weigh 0.22 tonnes each. Group
232 PERSONNEL
Volume
NIL
Weight
143 x 10-3 N
Comments 1. Includes all personnel and their effects. Space for personnel is included under other sections. Group
233 REFRIGERATING MCY.
Volume
0.001 NS
Weight
0.073 x 10-3 NS
Comments 1. This should be sited adjacent to the cold and cool rooms, and can share a compartment with other machinery, if necessary.
Ship Design Data Book
47
3.3 Overview of Warship Group 3 - Ship systems 31 Air Conditioning, Ventilation & Chilled Water Systems •
Includes the complete air conditioning plant with its associated compressors, receivers, condensers, heat exchangers, salt water circulating pumps motors and expansion tanks
32 Sea and Fresh Water Systems • • • • • • • •
Seawater system Sea water firefighting system Flooding and spraying systems Prewetting system Ballasting, trimming and drainage system Seawater/fresh water cooling system Distilling plant system Fresh Water system
33 Fuel systems • • •
Main fuel filling, heating and transfer systems Auxiliary fuel system Tank cleaning system
34 Auxiliary Steam • •
Auxiliary steam generators and systems Exhaust steam systems
35 Hydraulic Systems •
Hydraulic systems excludes control systems such as for rudders, stabilisers and aircraft hydraulic system
36 Compressed Air Systems • • • • • • • •
HP air system LP air system Air breathing system Control air systems Salvage air system Recompression chambers Special services air (Agouti) Gas fire extinguishing system
37 Waste disposal system • • • •
Sewage disposal system Waste water disposal system Garbage disposal system Oil slick dispersal system
38 Stabilisers Ship Design Data Book
48
• •
Moveable Stabilisers and control system Tank Stabilisation system
39 Aircraft Systems • • • • • • •
Aircraft handling systems Aircraft lifts Arresting gear and barriers Catapults and jet blast deflectors Aircraft gas producing systems Aircraft liquid systems Aircraft electrical systems
Ship Design Data Book
49
3.3.1 Warship Group 31 - AIR CONDITIONING, VENTILATION & CHILLED WATER SYSTEMS Group
31 AIR CONDITIONING, VENTILATION & CHILLED WATER SYSTEMS
Area
ATU 10 + 2.5 x 10-3 ∇N VENTILATION 10 + 2.5 x 10-3 ∇N CHILLED WATER PLANTS Separately Defined
Weight
ATU 22 + 0.7 x 10-3 ∇N VENTILATION 22 + 0.7 x 10-3 ∇N CHILLED WATER PLANTS Separately Defined
Comments 1. This consists of the facilities for heating and cooling the air, namely air treatment units. 2. Air treatment units can be sited in fan chambers or in their own compartments. 3. Ventilation supplies Fresh Air to parts of the ship, Includes supply, exhaust and recirculation. 4. Fans are sited in fan chambers, which are to be positioned so that inlet and exhaust openings do not allow the ingress of water or other exhausts. 5. The number of fan chambers depends upon the layout of the ship and cannot be determined at the preliminary design stage. 6. Further notes are provided (page 51).
Ship Design Data Book
50
3.3.2 Warship Group 31 --- Further Notes 3.3.2.1 Power Requirements 3.3.2.1.1 Exposed Surface Factors Taking the length between perpendiculars x Max Breadth x 15.97 x 10-3 kW is found from experience to give a good estimate.
3.3.2.1.2 kW per man accommodated for A/C Storerooms, Workshops, Offices etc. take 0.3 kW Officers O x 1.45 kW Senior Rates (C+P) x 0.76 kW Junior Rates J x 0.55 kW Electrical Distribution Spaces 89 kW SCC 15 kW Plus Payload Chilled Water and Wild Heat.
3.3.2.1.3 Space and Weight This consists of the facilities for heating and cooling the air, namely air treatment units. Air treatment units can be sited in fan chambers or in their own compartments. Deck Space Required 10 + 2.5 x 10-3 ∇N Weight 22 + 0.7 x 10-3∇N
3.3.2.1.4 Ventilation This supplies Fresh Air to parts of the ship. Includes supply, exhaust and recirculation. Fans are sited in fan chambers, which are to be positioned so that inlet and exhaust openings do not allow the ingress of water or other exhausts. The number of fan chambers depends upon the layout of the ship and cannot be determined at the preliminary design stage. Deck Space Required 10 + 2.5 x 10-3 ∇N Weight 22 + 0.7 x 10-3 ∇N
3.3.2.1.5 Frigate A/C
Personnel A/C Load =
244.8 kW
Equipment Wild Heat =
107.2kW 352.0kW
C/W
Equipment Chilled Water =
307.1 kW
A/C Chilled Water (from above) =
352.0 kW 659.1 kW
Ship Design Data Book
51
3.3.2.1.6 Areas = 107.2m2 for 352 kW A/C = 26.5m2 for 25% of ATU 0.3045m2 per kW of Air Treatment Chilled Water Plant = 118.5m2 for 659.1 kW Table 3-1: Chilled Water Plants NES 102
Plant
Prime
Space
Total
Capacity
Mover
Required
Weight of Plant
Power Requirements M/C Unit
SW Pump CW Pump
Freon
Temp.
Charge
Range of Chilled Water
3 million BTUs/hr
Electric Motor
24' long
17 tons
220hp
21 1/2 hp
20' wide
30hp
Freon 11
44 to 56oF
Freon 12
44 to 56oF
Freon 12
44 to 56oF
(1 ton)
8' high 1 million BTUs/hr
Electric Motor
16' long
9 1/2 tons
95hp
12 1/2 hp
11' wide
8hp (5001b)
8' high 1/2 million BTUs/hr
Electric Motor
14' long 9' wide
6 tons
65hp
5hp
8hp (4501b)
8' high
Ship Design Data Book
52
3.3.3 Warship Group 32 - SEA AND FRESH WATER SYSTEM Group
321 STEAM DESALINATION PLANT
Volume
1000 Litres/hr 13.3 2.1 x 2.1 x 3 2000 Litres/hr 30.0 3.7 x 2.7 x 3
Weight
1000 Litres/hr 4.2 2000 Litres/hr 8
Comments 1. Distilling plants are usually fitted in machinery spaces. Two plants are available. Each plant requires 1 boiler per 1000 litres/hr capability for steam heating. For Surface Ships (a) Water for domestic use 135 litre per man per day (b) Feed water in steam propelled vessels 1 tonne/h per shaft power of 1500 kW (c) Feed water in vessels not propelled by 6 % of total evaporation of installed steam boiler capacity. (d) For gas turbine 45 litre per turbine per day (e) For aircraft washing 450 litre per aircraft per day Sufficient distilling plant capacity should be fitted to allow the total requirement of distillate to be met with one plant out of action. For Nuclear Submarines (a) Water for domestic use 90 litre per man per day (b) Feed water As above For Conventional Submarines The required desalination capacity will depend on mission profiles and tankage available, but is to be a minimum of 14 litre per man per day. Group
321 OSMOTIC DESALINATION PLANT
Volume Weight
6
Comments 1. 1 x 1 Tonne/hr plant Group
321 ELECTRIC DESALINATION PLANT
Volume
1.0 L=0.78 W=0.92 H=1.39
Weight
0.66
Comments 1. Supplies 25 litres/hr 2. Electrical load of 9kW
Ship Design Data Book
53
Group
322 DISTRIBUTION
Volume
NIL
Weight
1.6 x 10-3 ∇N
Comments 1. The centre of gravity should be taken amidships on 2 deck. Group
323 SALT WATER GENERATION
Volume
3.38 per pump box (1.5 x 1.5 x 1.5)
Weight
2 per pump
Comments 1. The number of salt water pumps is determined by the total internal volume of the ship on the following basis: Less than 6 x 103 = 2 pumps Less than 17 x 103 = 3 pumps Greater than 17 x 103 = 4 pumps Group
324 SALT WATER DISTRIBUTION
Volume
NIL
Weight
6.8 ∇N x 10-3
Comments 1. Centrifugal pumps are preferred for sea water duties due to the stability of the head: flow characteristic. However, where the duty equates with a high specific speed, a mixed-flow or axial-flow pump is required. 2. The centre of gravity should be taken amidships on 1 deck.
Ship Design Data Book
54
3.3.4 Warship Group 33 - FUEL SYSTEMS Group
33 FUEL SYSTEMS
Volume
NIL
Weight
0.26L
Comments 1. These requirements assume all fuel systems are located in the centre hull. More may be required if fuel transfer is required from sidehulls.
Ship Design Data Book
55
3.3.5 Warship Group 34 - AUXILIARY STEAM BOILERS Group
34 AUXILIARY BOILER
Volume
30.5 3 x 2.75 x 3.7
Weight
4.5
Comments 1. Only provided to supply steam for the desalination plants if necessary. 2. Principally fitted to provide steam for the evaporators, excess load can be taken by A/C plant and Galleys. However, osmatic evaporators soon to be introduced will not need steam plants. Future ships will not need auxiliary steam for this purpose. 3. If a requirement for steam exists a minimum of two boilers is stipulated to allow for one standby unit. Boilers are to be capable of operating as a single unit and in multiple installations of up to 6 units. 4. Auxiliary boilers for producing steam are usually fitted in the machinery spaces, thier number being determnied by the ships complement on the following basis:less than 100 1 boiler less than 350 2 boilers greater than 350 3 boilers 5. Fuel consumption 0.095 tonnes/hr @ 1.19m3/tonne
Ship Design Data Book
56
3.3.6 Warship Group 35 - Hydraulic Systems Group
35 HYDRAULIC SYSTEMS
Volume
Specified Equipment
Weight
Specified Equipment
Comments 1. Includes hydraulic ring main and equipment if fitted. 2. Not to include equipment specific hydraulic powerpacks
Ship Design Data Book
57
3.3.7 Warship Group 36 - COMPRESSED AIR Group
36 COMPRESSED AIR
Volume
SUPPLY 13.3 (2.3 x 2.3 x 2.5) DISTRIBUTION NIL
Weight
SUPPLY 3 DISTRIBUTION 0.7∇N x 10-3
Comments 1. The number of air compressors is determined by the total internal volume of the ship on the following basis: Less than 6 x 103 --- 2 compressors Less than 17 x 103 --- 3 compressors Greater than 17 x 103 --- 4 compressors 2. The centre of gravity for distribution should be taken amidships on 2 deck.
Ship Design Data Book
58
3.3.8 Warship Group 37 - WASTE DISPOSAL SYSTEM Group
37 WASTE DISPOSAL SYSTEM
Volume
Specified Equipment
Weight
Specified Equipment
Comments a. Sewage Treatment Plants - Biological Type (1) This type of plant when installed in HM Warships is to be sized for 2/3 full complement. (2) In ships other than warships biological plants may be sized for full complement provided that the full complement can be expected to be onboard for the majority of the ship's commissioned time. (3) Typical space requirements for biological treatment plants are as follows: 20 men - 2000mm x 1250mm x 1750mm high: 3.4 Tonnes full 40 men - 2225mm x 1400mm x 1800mm high: 5.75 Tonnes full 60 men - 2700mm x 1600mm x 1900mm high: 8.0 Tonnes full 80 men - 3000mm x 1800mm x 2000mm high: 10.3 Tonnes full 100 men - 3400mm x 2000mm x 2000mm high: 12.3 Tonnes full 150 men - 3700mm x 2500mm x 2270mm high: 18.5 Tonnes full 200 men - 4620mm x 2500mm x 2270mm high: 25.0 Tonnes full Clear height of compartment should be at least 400mm in excess of plant height. Servicing and working area should be a minimum of 900mmm at one end and 600mm on the other 3 sides. b. Sewage Treatment Plants - other than biological type (1) Sewage treatment plants of other types should be sized for full complement regardless of the type of ship. (2) Plants of other types can be expected to fit within the space requirements quoted for biological plants. c. Holding Tanks (1) Holding tank systems should be sized for a full complement on the basis of an input of 68 litres/man/day. (2) The tank should be as deep as possible and designed with a hopper bottom.
Ship Design Data Book
59
3.3.9 Warship Group 38 - STABILISERS Group
38 STABILISERS
Volume
Specified Equipment
Weight
Specified Equipment
Comments 1. Active Fin Type These are usually sited in the machinery spaces. Electrical power 40kW per pair. Box 2.3 x 1.7 x 1.5 per stabiliser. Mass 9.8 tonnes per stabiliser. 2. Passive Tank Type At preliminary design stage take volume requirement as a rectangular task not less than 2 metres deep, extending the full width of the ship, with a total volume equal to 2.5 per cent of the ship's displaced volume. Assume the tank is two thirds full for a first estimate of the mass.
Ship Design Data Book
60
3.3.10 Warship Group 39 - AIRCRAFT SYSTEMS Group
39 AIRCRAFT SYSTEMS
Volume
Specified Equipment
Weight
Specified Equipment
Comments 1. Includes all aircraft specific systems not included in the payload data
Ship Design Data Book
61
3.4 Overview of Warship Group 4 - Main Propulsion 41 Gas Turbines •
Includes gas generator when an integral part of the unit. Includes combustion air supply and exhaust system
42 Diesel Engines •
Includes gear box if integral with the engine. Includes combustion air supply and exhaust system
43 Steam Turbines •
Includes combustion air supply and exhaust system
44 Electric Motor •
Includes propulsion generator sets and motors
45 Auxiliary Machinery • • •
Main condensers Air ejectors Insulation, lagging and liners
46 Gearbox •
Clutches, gearing, flexible couplings and turning gear
47 Transmission • • •
Shafting Shaft bearings, bulkhead glands and seals Torsionmeters and brakes
48 Propulsor •
Propulsors including bow thrusters and activated rudders
Ship Design Data Book
62
3.4.1 Warship Group 41-46 - MAIN PROPULSION Group
41 - 46 MAIN PROPULSION
Volume
Specified Equipment
Weight
Specified Equipment
Comments 1. Includes all main propulsion machinery and auxiliary machinery. This includes the gearbox if fitted, the propulsion generator sets and motors if fitted, main condensers, air ejectors, insulation lagging and liners. 2. Volume is the enclosed volume of the main engine rooms, not that required by the individual equipment 3. Volume and weight for the combustion air supply and exhaust should be included in this group. 4. Sample engine room layouts as well as guidance on gas turbine trunking and details on a cruiser conversion to electrical propulsion are contained in a separate section towards the end of this document. 5. A graph for calculation of gearbox and machinery weights is shown following.
For total Machinery Weight per shaft multiply the gearbox weight by a factor: Gas Turbine = Gearbox Weight (Non – reversing) x 8.5 per Shaft Steam Turbine = Gearbox Weight (Non – reversing) x 11.0 per Shaft Diesel = Gearbox Weight (Non – reversing) x 16.0 per Shaft (Includes Auxiliaries)
Ship Design Data Book
63
3.4.2 Warship Group 47 - TRANSMISSION Group
47 TRANSMISSION
Volume
Brackets and Pairing Plates NIL Gland Compartment 8 per shaft Palm Compartment 5.6 per shaft Shaft 0.4 per metre
Weight
Brackets and Pairing Plates 9 per shaft Gland Compartment 1 per shaft Palm Compartment 0.5 peR shaft Shaft 10/(RPMmax)0.5 per metre
Comments 1. Includes shaft, plummer blocks, bulkhead glands, thrust block etc. 2. An alternative estimation of shaft weight is given below: W = 0.0001 * (SHP) - 0.0668 Where W is the weight of of the running shaft in t/m and SHP is the power per shaft in kW This estimate is based on historical data for fast RO-PAX ships with 2500-13000 kW / shaft. References Papanikolaou, Zaraphonitis, Skoupas & Boulougouris, "An Integrated Methodology for the Design of RoRo Passenger Ships", Hansa, August 2010
Ship Design Data Book
64
3.4.3 Warship Group 48 - PROPULSOR Group
48 PROPULSOR
Volume
NIL
Weight
Specified Equipment
Comments 1. Includes the weight for the propulsor, not the shafting. 2. The following Graph allows an estimation of propeller weight from its diameter.
Ship Design Data Book
65
3.5 Overview of Warship Group 5 - Electrical Power 51 Electrical Power Generation • • • •
Steam Turbine Generation Sets Gas Turbine Generation Sets Diesel Generation Sets (excludes main propulsion generators)
52 Electrical Power Distribution Equipment • • • •
Main supply equipment Distribution equipment General service conversion equipment Portable apparatus system (equipment)
53 Electrical Power Distribution Cabling • •
Cabling Glands and cable supports
54 Lighting Systems • • • •
General lighting equipment Emergency lighting system Ceremonial lighting system Secondary lighting equipment
Ship Design Data Book
66
3.5.1 Warship Group 51 - ELECTRICAL POWER GENERATION Group
51 ELECTRICAL POWER GENERATION
Volume
SPECIFIED EQUIPMENT
Weight
SPECIFIED EQUIPMENT
Comments 1. Includes all machinery involved with electrical power generation 2. Volume is the enclosed volume of the auxiliary engine rooms, not that required by the individual equipment. 3. The following pages (page 69) contain details on the following:1. Load Charts 2. Selection of Generating Sets 3. Main Supply and Distribution Systems 4. Example Load Chart - Helicopter Support Ship
3.5.1.1 Example Data Sheets 3.5.1.1.1 Diesel Generators SYMES Range Capacity kw
Length
Width
Height
Weight
Make
500
4.3
1.8
2.2
10.35
Ventura
750
4.5
2.05
2.2
13.15
"
1000
5.3
2.05
2.4
16.00
"
1200
5.25
2.10
3.2
19.00
Valenta
1500
5.72
1.80
2.2
19.70
"
1750
5.72
1.80
2.2
19.70
"
To the diesel weight above add 40 tonnes for generator, mountings and consoles. Diesel SFC 0.215 kg/kw hr Generator n Full Load 94.5% 0.75 " 94.4% 0.50 " 93.2% 0.35 " 92.0% 0.20 " 88.0% Policy NES 532 Electrical Distribution NES 630 Diesel Generators All main generators are 60Hz @ 450 volts continuous rating with a 3-phase star connected winding. They are of the closed air circuit water-cooled type, watertight to shaft level. The generator design allows ready removal of the prime mover without undue disturbance of the generator.
3.5.1.1.2 Lucas 60 kw Gas Turbine Generator A low magnetic signature 60 kw Gas Turbine Generator using a LUCAS AEROSPACE SS90 (formerly ROVER) Gas Turbine. Ship Design Data Book
67
Gas Turbine
Generators
80 kw continuous a 46 000 rpm
60 kw output
SFC 0.6 kg/kw hr
Low magnetic
Mass 66 kg including starter Reduction Gearing & bell housing
Mass = 734 kg
Starter Load 4.5 kw Total mass including seats and mounts 0.82 Te Box into which unit would fit: L = 1813 mm W = 850 mm H = 950 mm
Figure 3-1: Lucas (Rover) SSS0 Gas Turbine Generator
AC Motors weights = 0.5 DC Motor weight
Ship Design Data Book
68
3.5.2 Warship Group 51 --- Further Notes 3.5.2.1 Load Chart For a new design of ship an electrical load chart has to be prepared, based on the best available known features of the design. It is important that the Load Chart be compiled as early as possible in the design. Total load values thus obtained are used to determine the installed generating capacity and the size of generators, taking into account load growth. A typical load chart is shown at the end of this section. Group
Item
Load kw
1. Hull
Pumps etc.
0.085
2. Personnel
Air conditioning
Chilled water group 3
3. Systems
Chilled water etc.
Group 3 data book
4. Propulsion
Main engines
See example
5. Electrical
Power generation
Not applicable
6. Payload
Weapon systems
Group 6 power requirements
7. Variables
Fuel etc.
None
By applying precentage factors to this TCC approximate values for Total Load are obtained for each operational state. Percentage Analysis - Total Loads as a Percentage of Total Connected Load (TCL) Maximum Activity
Ships
Cruising
Harbour (own gens)
Tropical 38/41
Temperate 40
37/39
Tropical
Cruisers
31
29
29
27
26
28
Assault Ships
27
21
25
20
22
19
Aircraft Carriers
26
24
18
19/18
15
11/15
HMS Hermes
29
25/28
26
21/29
30
32/34
32
29/32
Temperate
42
Command 19.5 Ships
38/38
Tropical
Frigates and Destroyers
17/23
39
Temperate
-
-
-
-
20
17
15/17
18
15/17
16
12/18
-
-
-
-
23
18/20
29
25/29
3.5.2.2 Selection of Generating Sets Having obtained a value of expected TCL by the percentage analysis method, for each operating state, the maximum total load estimated to occur must now be evaluated, this load includes design and life growth margins. The DESIGN margin is a designers growth margin and allows for increases during the detailed planning and construction period a typical figure is between 10-25%. The LIFE GROWTH margin allows for growth of load during the life of the ship and is subject to negotiations, factors to be considered are modernisations and mid-life refits. Traditionally this margin has been 20%. A factor to be taken into consideration in the selection of generating sets is the pattern of daily variation, this is shown below.
Ship Design Data Book
69
A - MUST BE POSSIBLE TO SUPPLY THIS LOAD AT END OF SHIP'S LIFE B - MUST BE POSSIBLE TO SUPPLY THIS LOAD WITH GENERATING SETS AVAILABLE AT END OF MISSION C - MUST BE POSSIBLE TO SUPPLY THIS LOAD WITH 2 GENERATING SETS OPERATING WITHOUT CAUSING LIGHT LOADING PROBLEMS AT BEGINNING OF SHIP'S LIFE Main generators will normally be driven by gas turbines or diesel engines. On balance the diesel shows an advantage over the gas turbine and current policy is to use them.For a warship generating sets should be selected where possible from the SYMES range, information for which is contained in the data sheets. The SYMES range will have been tested to establish that their performance meets the specification for warships. The number and size of generating sets and the supply of the electrical system will be determined by the functions, general characteristics and operational role of the ship. Provision must be made to meet the maximum load when one generating set is out of action for routine maintenance or repair, loss of one of the remaining sets (due to accident or flooding of a critical water tight compartment) must not jeopardise the running of those that are left behind which, though they may not provide maximum total load, must sustain essential action load. A salvage generator should be sited high up in the ship to provide power supplies for the operation of pumps, etc., when all other power supplies have failed. The size of this set should be no more than is necessary to carry out the true salvage load, as indicated on the load chart plus a small margin.
3.5.2.3 Main Supply and Distribution System A single switchboard is vulnerable to action damage. For all ships having 4 or more generators at least two switchboards should be fitted. For ships having more than 4 generators the optimum number of switchboards must be determined from considerations of vulnerability to action damage and layout of the ship. The separations between the switchboards and the generators which feed them must be kept to a minimum to reduce the risk of action damage to the power and control cables connecting the generators and switchboards. All switchboards must be above the level of any expected tolerable flooding, since they are required for distribution of power even though their associated generators may be flooded. As switchboards constitute the Secondary Control Positions for the main electrical supply system they must be far enough away from the Ship Control Centre to ensure that Primary and Secondary control cannot be lost by a single survivable hit. Electrical power is distributed from the generator switchboards to local Electrical Distribution Centres (E.D.C.'s) and is from there distributed throughout the ship. The number of E.D.C.'s depends upon the layout of the ship and cannot be determined at the preliminary design stage. For weight and space breakdowns see the data sheets.
3.5.2.4 Example Load Chart - Helicopter Support Ship Estimated Electrical Load Chart
Ship Design Data Book
70
Baseline 15,5000 Tonnes
No.
Load kw
Complement: 700 Gp1 - Hull
Connected Load kw
-
-
15
3
40
120
2
4
8
2
4
8
2
40
80
-
20
20
3
6
18
2
2
4
Bridge windows - Htrs & Wipers Gp2 - Propulsion (3 SMIA) MD Forced Lab Oil Pumps Centrifuge Transfer Pump Centrifuge Heaters Auxiliaries-Circ Pumps etc. Fuel Boost
258
Fuel Stripping TOTAL Gp3 - Generation & Lights
-
-
40
Converted Supplies (24v 240 OHg)
-
-
10
-
-
200
-
-
20
" " 28vdc
270
Lighting General Flt Deck Lighting TOTAL -
-
3
2
3
6
-
-
15
Radar 1006 & Distn.
2
1.5
1.5
Internal Comms (inc Mag. Loop)
4
58
116
-
75
300
-
25
Gp4 - Comms and Control Navaids/Compass/Omega etc.
SAPT Steering Gear
465
Stablisers - H Pumps
Cont....
Machinery Control Sub Total
Ship Design Data Book
71
Gp4 - Cont.
No.
Connected
Load kw
Load kw GWS 25 DH Launcher (6B)
2
8
24
Tracker (R910)
2
17
78
Surveillance (967/968)
-
10
103
Seagnat
-
-
2
Sonar 182, 2013, 2014, 2015
-
2
10
-
28
8
-
20
17
-
10
10
E/5 778 CACS A11/4 (6 Display) Computer Supplies
80
EW
2
Degaussing DG
28
Cathodic Protection
20
Communication Ext.
10
Communication Vis Sig etc.
392
Link 11, 14
465
SATCOM
857
Sub total C/F TOTAL Gp 5 - Auxiliary Systems
6
130
780
Air Conditioning Plant (1HBTD/HR)
-
-
250
-
-
250
3
10
30
-
-
30
-
-
200
6
100
60
(Comp. CW SW/Pumps ATU's = Boost Fans Ship Vent Fans Refrigeration Plant SMIA Enclosure Vent (13hp) Machinery Space Vent Hanver Space Vent
600 2200 Cont....
Sea Water Services Pumps (115hp) 6 Sub Total
Ship Design Data Book
72
No.
Load kw
Connected Load kw
Gp 5 - Cont.
4
15
60
Aux Boilers
4
65
130
Distilling Plant
4
5
20
FW Pumps
4
5
20
HW Pumps
2
55
110
HP Air Pumps
2
55
110
LP Air Pumps
10
30
300
4 spots
60
240
2
40
80
3
6
18
6
36
216
-
-
95
Hydraulic Pumps Helicopter Starting & Servicing Flt. Deck Avcat Pumps Transfer Pumps Aircraft Lift Pumps (2 lifts)
40
Crannage
1439
Sewage Plant
2200
Sub total
3639
C/F TOTAL Gp 6 - Outfits & Furnishings Portable Apparatus
-
-
200
-
-
100 50
Misc. Small Power
450
Sickbay
150
Galley (inc Bakery)
100
Laundry
1050
Workshop Machinery TOTAL
3.5.2.4.1 Summary Group
Total Connected Load kw
1 - Hull
15
2 - Propulsion
258
3 - Generation and Lighting
270
4 - Comms and Control
857
5 - Aux. Systems
3639
6 - Outfit and Furnishings
1050
(A) TOTAL
6089
(B) Desn Growth 25%
1500 kW
Life Growth (A + B) x 20%
1300 kW
Total Conng Load = 8890kw Ship Design Data Book
73
MAL. for A/Carrier (from Table) = 26% TCL MAL. for HSS say 25% TCC = 2220 kW Present RN philosophy - Non parallel operation MAL supplied by n - 1 generator Unbalance and throwover allowance between switchboards Number of generators = 5 SYMES range = 1000 kW = 1MW Output Harbour load (min) 121/2% TCL = 1110 kW Cruise Load 16% = 1400 kW One or two of the generators to be sited above the waterline as emergency/salvage. (See NES 532 for % values)
Ship Design Data Book
74
3.5.3 Warship Group 52 - SWITCHBOARDS Group
521 SWITCHBOARDS
Volume
specified equipment
Weight
specified equipment
Comments Group
522 EDC's
Volume
10 + 2 x 10-3 ∇N
Weight
1.76 x 10-3 ∇N
Comments 1. The number of electrical distribution centres depends upon the layout of the ship and cannot be determined at an early stage.
Ship Design Data Book
75
3.5.4 Warship Group 53 - GENERAL DISTRIBUTION Group
53 GENERAL DISTRIBUTION
Volume/Area
NIL
Weight
0.007 ∇N
Comments 1. This includes all the wiring outside switchboards and electrical distribution centres.
Ship Design Data Book
76
3.5.5 Warship Group 54 - LIGHTING SYSTEMS Group
54 LIGHTING SYSTEMS
Volume
NIL
Weight
0.05*(Grp51+Grp52+Grp53)
Comments
Ship Design Data Book
77
3.6 Overview of Warship Group 6 - Payload 61 Weapon Control Systems • • • • • •
Surface /air weapon control systems Surface /surface weapon control systems Surface/anti-submarine weapon control systems Submerged launch (non-air flight) systems Submerged launch (air flight) systems Centralised weapon control systems
62 External Communication • • • • •
Radio communication system Underwater telephone and echo sounders Visual signalling equipment Sirens and whistles Satellite communications systems
63 Sonars •
Sonars
64 Radars •
Weapon and surveillance radars
65 EW Systems •
Electronic warfare systems
66 Weapon & Missile Systems •
Surface /air weapons • • •
•
Surface /surface weapons • • •
•
mountings and launchers ammunitions and missile handling ammunitions and missile stowage
mountings and launchers ammunitions and missile handling ammunitions and missile stowage
Surface/anti-submarine weapon • • •
mountings and launchers ammunitions and missile handling ammunitions and missile stowage
Ship Design Data Book
78
•
Submerged launch (non-air flight) weapons • • •
•
Submerged launch (air flight) weapons • • •
•
mountings and launchers ammunitions and missile handling ammunitions and missile stowage
Air launched armament • •
•
mountings and launchers ammunitions and missile handling ammunitions and missile stowage
Weapon handling systems weapon stowages
Rockets, small arms, pyrotechniques
67 Minehunting etc; •
Minehunting, minelaying and minesweeping equipment
Ship Design Data Book
79
3.6.1 Warship Group 60-67 - PAYLOAD Group
61 - 67 PAYLOAD
Volume
Specified Equipment
Weight
Specified Equipment
Comments 1. Includes all payload fit items of equipment and their associated command and control equipment 2. The Operations room and computer room are included in the payload data. 3. Details for some equipment can be found in a separate section.
Ship Design Data Book
80
3.7 Overview of Warship Group 7 - Variables 71 Naval Stores & Spare Gear • • • • • •
Stores in named naval stores Machinery spaces Stationary and office machinery Oils and greases Flammables acids paints and gases Rigging warrant items
72 Victualling & Medical Stores • • • • • • • • •
Dry provisions Mess and galley gear Loan clothing NAAFI/CANTEEN Stores Refrigerated stores Bedding Medical stores Cash clothing CO's wardroom trophies and sports gear store
73 Weapon Stores • • • • •
Air stores Army stores Electronic stores Weapon control stores Gunnery stores
74 Stowed Liquids • • • • • • • • • •
Liquids in fresh water tanks Liquids in sea water tanks Liquids in fuel oil tanks Liquids in reserve and main feed water tanks Liquids in lub oil tanks Liquids in hydraulic oil tanks Liquids in pure water (nuclear and battery) and Detergent tanks Liquids in sanitary tanks Liquids in aviation fuel tanks Liquids in aviation lub oil tanks
75 Operating Liquids •
Operating fluids
76 Ammunitions • •
Surface /air weapons Surface /surface weapons
Ship Design Data Book
81
• • • • • • •
Surface/anti-submarine weapons Submerged launch (non-air flight) weapons Submerged launch (air flight) weapons Rockets, small arms, pyrotechniques Air launched weapons Mines and mine disposal weapons Commando fuel and ammunitions
77 Aircraft • •
Fixed wing Non-fixed wing
78 Vehicles • • •
Armoured fighting vehicles Military transport Staff cars, landrovers etc;
79 Cargo • • •
Solid cargo Liquid cargo Passengers and effects
Ship Design Data Book
82
3.7.1 Warship Group 71 - NAVAL STORES & SPARE GEAR Group
71 NAVAL STORES & SPARE GEAR
Volume
IN PROVIDED STORE
Weight
SPECIFIED EQUIPMENT
Comments 1. Includes stores in the naval stores, machinery spaces, oils and greases. 2. Weight depends upon size of ship and replenishment philosophy.
Ship Design Data Book
83
3.7.2 Warship Group 72 - VICTUALLING & MEDICAL STORES Group
721 DRY PROVISIONS
Volume
IN PROVIDED STORES
Weight
32 S x (N/30000)
Comments 1. Calculations based on figures for tonnage per thousand man months 2.. Days for stores, S, is for the stores of the particular type in question, not total mission duration. This depends upon the replenishment philosophy. Group
722 FROZEN PROVISIONS
Volume
IN PROVIDED STORES
Weight
14 S x (N/30000)
Comments 1. Calculations based on figures for tonnage per thousand man months 2.. Days for stores, S, is for the stores of the particular type in question, not total mission duration. This depends upon the replenishment philosophy. Group
723 FRESH PROVISIONS
Volume
IN PROVIDED STORES
Weight
40 S x (N/30000)
Comments 1. Calculations based on figures for tonnage per thousand man months 2.. Days for stores, S, is for the stores of the particular type in question, not total mission duration. This depends upon the replenishment philosophy. Group
724 BEER
Volume
IN PROVIDED STORES
Weight
38 S x (N/30000)
Comments 1. Calculations based on figures for tonnage per thousand man months 2.. Days for stores, S, is for the stores of the particular type in question, not total mission duration. This depends upon the replenishment philosophy. Group
725 CLOTHING & MESS GEAR
Volume
IN PROVIDED STORES
Weight
7 S x (N/30000)
Comments 1. Calculations based on figures for tonnage per thousand man months 2.. Days for stores, S, is for the stores of the particular type in question, not total mission duration. This depends upon the replenishment philosophy.
Ship Design Data Book
84
Group
726 NAAFI
Volume
IN PROVIDED STORES
Weight
33 S x (N/30000)
Comments 1. Calculations based on figures for tonnage per thousand man months 2.. Days for stores, S, is for the stores of the particular type in question, not total mission duration. This depends upon the replenishment philosophy.
Ship Design Data Book
85
3.7.3 Warship Group 73 - WEAPON STORES Group
73 WEAPON STORES
Volume
SPECIFIED EQUIPMENT
Weight
SPECIFIED EQUIPMENT
Comments
Ship Design Data Book
86
3.7.4 Warship Group 74 - STOWED LIQUIDS Group
741 FUEL
Volume
1.19/0.85 x (weight grp 741)
Weight
SPECIFIED
Comments 1. Assumes a specific volume of 1.19m3/tonne 2. Allowances should be made during the preliminary design stages for fuel capacity to be increased in order to compensate for:a) lack of pumpability b) tanks not being fully pressed c) the volume consumed in tank by structure a factor of 0.95 is suitable in each case. 3. An estimate of propulsion fuel requirements can be made from the specific consumption curves shown below.
Group
742 LUB OIL
Volume
1.19/0.85 x (weight grp 742)
Weight
SPECIFIED
Comments 1. Assumes a specific volume of 1.19m3/tonne 2. A factor of 0.85 is included to cover:a) lack of pumpability b) tanks not being fully pressed c) the volume consumed in tank by structure a factor of 0.95 is suitable in each case Ship Design Data Book
87
Group
743 AVCAT
Volume
1.19/0.85 x (weight grp 743)
Weight
SPECIFIED
Comments 1. Assumes a specific volume of 1.19m3/tonne 2. A factor of 0.85 is included to cover:a) lack of pumpability b) tanks not being fully pressed c) the volume consumed in tank by structure a factor of 0.95 is suitable in each case. Group
744 WATER
Volume
(0.25/0.85) x N
Weight
(0.25/0.85) x N
Comments 1. Assumes 250 litres of water stored per man 2. A factor of 0.85 is included to cover:a) lack of pumpability b) tanks not being fully pressed c) the volume consumed in tank by structure a factor of 0.95 is suitable in each case.
Ship Design Data Book
88
3.7.5 Warship Group 75 - OPERATING LIQUIDS Group
75 OPERATING LIQUIDS
Volume
INCLUDED IN EQUIPMENT AND PAYLOAD DATA
Weight
INCLUDED IN EQUIPMENT AND PAYLOAD DATA
Comments
Ship Design Data Book
89
3.7.6 Warship Group 76 - AMMUNITIONS Group
76 AMMUNITIONS
Volume
INCLUDED IN PAYLOAD DATA
Weight
INCLUDED IN PAYLOAD DATA
Comments
Ship Design Data Book
90
3.7.7 Warship Group 77 - AIRCRAFT Group
77 AIRCRAFT
Volume
INCLUDED IN PAYLOAD DATA
Weight
INCLUDED IN PAYLOAD DATA
Comments
Ship Design Data Book
91
3.7.8 Warship Group 78 - VEHICLES Group
78 VEHICLES
Volume
INCLUDED IN PAYLOAD DATA
Weight
INCLUDED IN PAYLOAD DATA
Comments
Ship Design Data Book
92
3.7.9 Warship Group 79 - CARGO Group
79 CARGO
Volume
INCLUDED IN PAYLOAD DATA
Weight
INCLUDED IN PAYLOAD DATA
Comments
Ship Design Data Book
93
4 Logistic Data Sheets
MARINE FUEL (page 95) AVIATION FUEL (page 100) RFA TANKER DATA (page 105) WATER (page 106) CAPABILITIES OF AFLOAT SUPPORT SHIPS OTHER THAN TANKERS (page 108) VICTUALLING AND NAAFI STORES (page 109) NAVAL STORES (page 110) AIR STORES (page 111) ARMAMENT STORES (page 112) COMPLEMENTS OF SHIPS (page 113) MEASUREMENT DATA (page 114)
Ship Design Data Book
94
4.1 Marine Fuel Attached Abstract Tables 1. Appendices 1-3 give fuel capacities and abstracted expenditure data for both warships and RFAs. 2. It should be assumed that the available LEANDER Class FFs can still use FFO in an emergency but subsequent replenishment with Dieso cannot take place until the FFO tanks have been cleaned. Afloat Support Ships 3. Service speed is the best attainable under normal conditions six months out of dock, but RFAs should be operated, whenever possible, at economical speed. For the purposes of this scheme this is 2 knots less than service speed. Speed 4. It is obvious from the speed/expenditure tables that the total quantities of fuel used will vary enormously depending on the speed used. Planning/calculating is to assume the following speeds for surface warships: a. On passage when time is critical - speed is required. b. On passage when time is not critical - economial speed (to be taken as 14 Kts. c. On patrol - average of 16 Kts. d. During exercises and sustained or intensive war operations - 10 Kts for the LPD; 16 Kts for 18 hours and 24 Kts for 6 hours for all other surface ships. 5. For RFAs, fuel expenditure is to be calculated at Service speed consumption rate for all speeds up to Service speed. 6. The speed used by diesel submarines is a complicated subject in which tactical considerations are of the greatest importance. For the purpose of fuel consumption in this scheme students are to assume that the passage from UK to the Caribbean area is made surfaced at 12 Kts, that passages to and from exercises and patrols are at 10 Kts snorting, that exercises and war at at 10 Kts snorting and patrols are at 5 Kts snorting. Marine Lubricating Oil 7. The consumption rates to be used are given in Appendix 3. Reserves 8. An extra margin of fuel is needed to provide for higher speeds in calm weather for flying operations, and higher power in heavy weather. An increment of 5% is suggested to cover these 2 cases.
Ship Design Data Book
95
4.1.1 Appendices 1. Fuel Tables - Capacities and Consumption Data for Warships (page 97) 2. Fuel Tables - Capacities and Consumption Data for RFAs (page 98) 3. Marine Lubricating Oil Consumption Rates (page 99).
Ship Design Data Book
96
4.1.2 Fuel Tables - Capacities and Consumption Data for Warships TODO
Ship Design Data Book
97
4.1.3 Fuel Tables - Capacities and Consumption Data for RFAs TODO
Ship Design Data Book
98
4.1.4 Marine Lubricating Oil Consumption Rates Marine Lubricating Oil Consumption Rates 1. The monthly consumption rates for various warships are as follows: INVINCIBLE Class CVS
22 tons
HMS BRISTOL DD(GM)
8 tons
HMS HERMES (LPM)
10 tons
FEARLESS Class
4 tons
County Class DDH(G)
12 tons
Type 22 FF(H)(GS)
5.5 tons
Leander Class FF(H)(P)/(GS)
3.5 tons
Rothesay class FF(H)(P)
3 tons
Type 42 DDH(G)
8 tons
Type 21 FF(H)(P)/(GS)
7 tons
SSN
1 1/2 tons
'O' Class SS
8 tons
2. The figures in Para 1 above comprise as many as 3 types of lubricating oils for some classes of ship. The oil is normally carried by Fleet Tankers in 45 gallon drums and transfered by jackstay or vertrep. 3. RFAs carry enough Luboil for their own use for over 90 days. Their needs are to be ignored in this scheme.
Ship Design Data Book
99
4.2 Aviation Fuel
Ship Design Data Book
100
4.2.1 Flying Intensity Rates 1. Sortie rates per day per Front Line Aircraft Establishment (FAE) are given in the talbe below. Aircraft
Peacetime
Sustained
Intensive
Sea Harrier
1.0
1.5
3.0
Sea King
1.5
2.0
3.0
Lynx
2.0
2.5
4.0
Subject to a total number of sorties per month
These figures are very basic and give no more than an indication of what can be achieved. Such factors as serviceability, crew fatigue, SOA, duration of operations etc. would affect the actual sorties flown. 2. To introduce an element of realism in the calculation of Avcat required, use the following figures for sorties. a. On Passage All ships - One sortie per aircraft every other day b. On Patrol All ships - Peacetime rate c. During Exercises CVS, County - Sustained rate DD, FF and RFA LPH - Intensive rate during first 2 and last 2 days of amphibious exercise d. War - Sustained or intensive as appropriate to operations, in this scheme 7 days of each.
Ship Design Data Book
101
4.2.2 Average Sortie Length and Fuel Consumption 3. Sea Harrier
One and a half hours at 4000 1bs/hr
Sea King
Three hours at 1,200 1bs/hr
Lynx
Two hours at 750 1bs/hr.
(1 1b of Avcat = 0.000567M3)
Ship Design Data Book
102
4.2.3 AVLUB Consumption 4. Sea Harrier
3 pints per hour
All helicopters
1 pint per hour
(249 gallons of Avlub weigh one DWT)
Ship Design Data Book
103
4.2.4 AVCAT Stowage of Ships Cu. Mtrs INVINCIBLE
700
HMS HERMES
1450
LPD
70
BRISTOL
60
County
36
Type 42 DD
30
Leander Class FF
12
Type 21 FF
30
Type 22 FF
30
Resource Class RFA
70
Olwen and Tide Class RFAs
Small quantitiy for refuelling helicopters
Fort Class
145
Ship Design Data Book
104
4.3 RFA Tanker Data TODO
Ship Design Data Book
105
4.4 Water 1. Capacities and Feed Water Consumption (HM Ships and RFAs) Ship or Class
Fresh Water Stowage
Evaporator Capacity (Tons/Day)
Feed Water Consumption (Tons/Day)
(Tons) Sea
Harbour
CVS
350
330
19
-
BRISTOL
130
150
25
10
HERMES
450
670
90
50
LPD
360
290
20
12
County
120
180
11
6
Type 42
80
100
5
5
Leander
80
90
12
4
Type 22
70
100
5
-
Type 21
40
60
-
-
SSN
13
50
15
6
'O' Class Submarines
40
3
-
-
Olwen
230
200
22
20
Tide
220
50
30
20
Rover
130
40
2
2
Leaf
320
25
9
6
Resource
280
90
18
15
Fort Class
240
35
11/2
1
LSL
750
40
-
-
2. Water Cargo Carried by RFAs for Supply to Ships Class
Water Cargo (tons)
Olwen
400
Tide
450
Rover
300
Leaf
800
Resource
370
Fort
350
LSL
450
3. Consumption per Man
Ship Design Data Book
106
Gals per Man
Man per Ton
per Day
per Day
Trooping - Minimum
5
45
Adquate
8
28
Comfort - Cold and Temperate Climate
15
15
3
75
25
9
5
45
4
55
Ships Submarines - Hot Climate Ships Submarines Operational Conditions Ashore
Note: For the purposes of this operation, it is to be assumed that HM Ships and RFAs may continue running their evaporators whilst at anchor.
Ship Design Data Book
107
4.5 Capabilities of Afloat Support Ships Other Than Tankers TODO
Ship Design Data Book
108
4.6 Victualling and NAFFI Stores 1. Endurance (in days) Ship or Class
Dry Provisions
Refrigerated
Fresh Provisions
CVS
60
60
30
HERMES (with Cdo embarked)
90
50
15
50
50
10
60
60
15
45
45
20
50
50
15
45
35
15
45
40
30
60
50
30
LPD (with 400 troops embarked) BRISTOL County Leander Type 22 Type 42 Type 21
Overall endurance 75 days
Submarines Olwen
90
90
60
Tide
90
30
30
Rover
90
90
30
Leaf
90
90
30
Resource
90
90
30
Fort
90
90
30
LSL (incl 350 troops)
30
20
16
Notes: 1. A 14 day reserve of substitutes for refrigerated and fresh provisions is included in the dry provisions endurance figure. 2. Minimum stock levels: a. CVS, LPD, LPH and BRISTOL: 30 days dry and frozen provisions. b. Smaller ships: 14 days dry and frozen provisions. 3. Beer - The normal ration is 3 half-pint tins per man per day. 4. Tonnage - The following table shows the victualling and NAAFI stores required per 1,000 man-months: Stores
Deadweight Tons
Cu.ft.
Dry Provisions
32
2,000
Frozen Provisions
14
800
Fresh Provisions
40
3,300
Clothing and Mess Gear (including medical items)
7
700
33
2,500
38
2,100
NAAFI: Canteen and messing stores Tinned Beer (at 3 half pint tins per man per day)
Ship Design Data Book
109
4.7 Naval Stores Class
Endurance
Storing Interval (1)
Replenishment Scale (2)
CVS
90
60
0.55
BRISTOL
70
45
0.35
LPM
90
60
0.60
LPD
70
45
0.50
County
50
30
0.40
DD/FF
45
15
0.15
SS
75
45
0.05
RFA
90
60
0.09
Notes: 1. The storing interval should not normally be exceeded. 2. The replenishment scale is based on a unit which represents an average estimated monthly requirement for one ship of 52 measurement tons of naval stores (packed for shipment) at normal rates of expenditure eg. LPH monthly requirements 0.60 x 52.
Ship Design Data Book
110
4.8 Air Stores 1. Replenishment requirements for air stores vary according to the intensity of operations, the numbers and types of aircraft to be supported etc, and it is not possible to lay down reliable scales. rough estimates of the average monthly tonnage of stores, packed for shipment, that would be required are: Ship
Measurement Tons
CVS
24
LPH
20
RFA with one helicopter
1
County/DD/FF (with helicopter) AFS(H) (with embarked flight of 2 Sea Kings)
Ship Design Data Book
0.5 2
111
4.9 Armament Stores 1. The expenditure of ammunition, far more than that of other stores, is susceptible to wide fluctuations depending upon such factors as enemy threat, type and duration of engagement etc. Computation of expenditure of conventional weapons such as shells is based on historical experience. For more modern weapons, such as missiles, a more scientific approach has been instituted. This approach, generally referred to as the "Scenario" system, uses computer assisted operational analysis techniques. 2. Appendix 1 gives monthly war and peace expenditures for the weapon systems in various classes of ship. Ships' outfits are not given as they are more highly classified. In general a ship's outfit is in excess of one month's war expenditure. Appendix 2 gives outfits of anti-saboteur charges and expected expenditure. Expenditure of submarine torpedoes and pyrotechnics for submarines and aircraft is not included in the scheme. Army and Commando Ammunition 3. Ammunition for use by the forces ashore would be carried in the LPD and LPH and in RFAs of the AFS(H) class. Calculations of this ammunition are not required in this scheme. Measurement of Ammunition 4. Ammunition may be taken to measure: Measurement Tons Mk VI 4.5" Shell and Cartridges (per 100)
6.5
Mk VIII 4.5" Shells (per 100)
8.0
40 mm Shells (per 100)
0.33
20 mm Shells (per 100)
0.3
Seaslug Missiles
15.0
Seacat Missiles
0.5
Seadart Missiles
6.0
Ikara Missiles
10.0
Exocet Missiles
-
ASW Torpedoes
1.5
ASW Projectiles
0.2
anti Saboteur Charges (per 1,000)
0.7
Seawolf Missiles
2.0
Sidewinder Missiles
0.23
Sea Eagle Missiles
1.1
Ship Design Data Book
112
4.10 Complements of Ships The following figures are approximate: CFS
1,000
HERMES
1,200
BRISTOL
425
LPD
550
County Class DD
470
(Does not include embarked land forces)
Type 42 DD
320
(Including civilian stores staff)
Leander Class FF
260
Type 21 FF
171
(Including civilian stores staff & Seaking flight)
Type 22 FF
250
'U' Class Submarines
70
SPLENDID
100
Olwen Class
90
Tide Class
110
Rover Class
50
Leaf Class
55
Resource Class
180
Fort Class
270
LSL
70
Ship Design Data Book
(Including air and squadron complement) (Including air and squadron complement)
(Does not include embarked land forces)
113
4.11 Measurement Data 1 Deadweight ton = 2240 1bs. 1 Measurement Ton = 40 cu ft. A Freight Ton is the one (Deadweight or Measurement) on which freight is charged. If cargo measures less than 40 cu ft per 2240 1bs, freight is charged on its weight; if it measures more, freight is charged on its measurement. A Light Ton = a Freight Ton based on cubic capacity A Heavy Ton = a Freight Ton on deadweight A Shipping Ton = a Measurement Ton A Cubic Ton = a Measurement Ton 1 Short Ton = 2,000 1bs 1 Long Ton = 2,240 1 1b Avcat = 0.000567 cz 1 cu metre may be written: M3, cum, cz 1BTU = 1055.06 J 1h.p = 745 W
Ship Design Data Book
114
5 Sample Engine Room Layouts
Hunt Class M.C.M.V. (page 116) Island Class Offshore Patrol Vessel (page 117) Iroquois Class (Canadian Destroyer) (page 118) Amazon Class (Type 21) (page 119) Sheffield Class (Type 42) (page 120) Broadsword Class (Type 22) (page 121) Invincible Class (page 122) Cruiser Conversion to Electrical Propulsion (page 123) Trunking for Gas Turbines (page 124)
Ship Design Data Book
115
5.1 Hunt Class MCMV Engine Room Layout Main Engines 2 Ruxton – Paxman 9-S9K Deltic Diesels Power 1900 HP Shafts 2 Max Beam 10m
Ship Design Data Book
116
5.2 Island Class Offshore Patrol Vessel Main Engines 2 Ruxton 12 cylinder diesels Power 4380 SHP max Shafts 1 Beam 11m
Ship Design Data Book
117
5.3 Iroquois Class (Canadian Destroyer) Engine Room Main Engines 2 Pratt & Whitney FT4AZ 2 Pratt & Whitney FT12Ar13 Power 50000 SHP Max 7400 SHP Cruise Shafts 2 Transmission CPP Beam 15.2 max
Ship Design Data Book
118
5.4 Amazon Class (Type 21) Engine Room Main Engines 2 Olympus, 2 Tyne COGOG Power 56000 SHP max 8500 SHP cruise Shafts 2 Transmission CPP Beam 12.7 max
Ship Design Data Book
119
5.5 Sheffield Class (Type 42) Engine Room Main Engines 2 Olympus, 2 Tyne COGOG Power 56000 SHP max 8500 SHP Cruise Shafts 2 Transmission CPP Beam 14.3 max
Ship Design Data Book
120
5.6 Broadsword Class (Type 22) Engine Room Main Engines 2 Olympus, 2 Tyne COGOG Power 56000 SHP max 8500 SHP Cruise Shafts 2 Transmission CPP Beam 14.8 max
Ship Design Data Book
121
5.7 Invincible Class Engine Room Main Engines 4 Olympus, COGAG Power 112000 SHP max, 56000 SHP cruise Shafts 2 Transmission 2 Reversible Gearboxes Beam 27.5 max
Ship Design Data Book
122
5.8 Cruiser Conversion to Electrical Propulsion TODO
Ship Design Data Book
123
5.9 Trunking for Gas Turbines Trunking for Gas Turbines (a) Includes funnels and all inlet, exhaust and withdrawal trunking outside the machinery spaces. (b) Withdrawal facilities for gas turbines are to be through the inlet trunks, and these should be completely straight. (c) Inlet trunks for different engine units must not be combined. (d) Avoid preheating of inlet air by exhaust as far as possible - separate inlet and exhaust trunks. (e) Exhaust trunking should be as direct as possible. (f) The aspect ratio of trunking should be less than 1:3. (g) The inlet fan box is 1.5 long and 1 wide x 1.4 high. 1 fan is required per "A" engine and 2 per "B" engine and "C" engine. (h) Space
Items
Mass
Nil
(A)
Funnels
2.5 per funnel
5.0
(A)
'A' Inlet
0.44 per m
1.5
(A)
'A' Inlet fans
0.5
5.0
(A)
'A' Exhaust
0.7 per m
7.0
(A)
'B' Inlet
0.8 per m
3.0
(A)
'B' Inlet fans
0.8
7.0
(A)
'B' Exhaust
1.2 per m
9.0
(A)
'C' Inlet
1.1 per m
3.0
(A)
'C' Inlet fans
1.0
9.0
(A)
'C' Exhaust
1.7 per m
Note that: (i) minimum dimension of A inlet is to be 2.0 (ii) minimum dimension of B inlet is to be 2.5 (iii) minimum dimension of C inlet is to be 3.0 A - Proteus B - Tyne C - Olympus
Ship Design Data Book
124
6 UCL Merchant Ship Group System
In the initial sizing of merchant ships it is usual to use a smaller number of weight groups than a warship to define the weight. These are:• • • •
Structural Weight Outfit Weight Machinery Weight Variables
Algorithms for the major groups listed above that follow these have been taken from Watson (98) As the design develops greater definition will be required and here the warship weight grouping system and weight and volume algorithms (given in the warship data section) may be of assistance. Currently there is no accepted system for merchant ships; a break down has been proposed by Watson (98) and this included for information, however no algorithms are available to support this system consequently its use in the ship design exercise is likely to prove difficult.
Ship Design Data Book
125
6.1 Structure 1. Watson (98) suggests the following procedure for Structural Weight estimation: W5 = W57 ( 1+ 0.05 (Cb' - 0.07) ) where Cb' is measured up to 0.8D. W57 = KE1.56 where E (E is in m2) is related to dimensions by the following formula: E = L (B+T) + 0.85 L (D-T) + 0.85 ∑ l1h1+ 0.75 ∑ l2h2 where:l1 h1 refers to full width superstructure, l2 h2 refers to partial width superstructure l = superstructure length h = superstructure height. Cb' can be calculated from the following relationship Cb' = Cb + (1 - Cb) (0.8 D - T) / (3T) where:T = Draught D = Depth Values for K are defined separately for different types of Merchant ship are are given in the following table:Table of values of K taken from Watson (98) K
Type Mean value
Range of E
No. of ships in sample
Range
Tankers
0.032
±
0.003
1500-40000
15
Chemical tankers
0.036
±
0.001
1900-2500
2
Bulk carriers
0.031
±
0.002
3000-15000
13
Container ships
0.036
±
0.003
6000-13000
3
Refrigerated cargo
0.034
±
0.002
4000-6000
6
Coasters
0.030
±
0.002
1000-2000
6
Offshore supply
0.045
±
0.005
800-1300
5
Tugs
0.044
±
0.002
350-450
2
Research ships
0.045
±
0.002
1300-1500
2
Ro-Ro ferries
0.031
±
0.006
2000-5000
7
Passenger ships
0.038
±
0.001
5000-15000
4
Standard formula in Terms of Volume (V) 2. For very early studies, it can be assumed that: L,B,T,D have fixed ratios to one another. Further if CB and Cw are assumed then a relationship for the above dimensions can be derived in terms of V1/3. Taking average merchant ship values as L/B = 6.5 B/T = 2.5 D/T = 1.33 CB = 0.7 at 0.8 D Cw = 0.8 then V = 38.9 T3 Ship Design Data Book
126
similarly E = 61.4 T2 without superstructure hence E = 5.35V2/3 If this is substituted into Ws7 = KE1.36 = K (9.78)V0.91 i.e., Ws7 = 10K V0.91 References:- D G M Watson 1998 “Practical Ship Design” Elsevier Ocean Engineering Book Series
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6.2 Outfit Weight The following method of estimating outfit weight is taken from Watson (98):The traditional method of estimating the outfit weight for a new merchant ship was by proportioning the outfit weight of a similar ship on the basis of the relative “square numbers”, i.e., L x B, and then making corrections for any known differences in the specifications of the “basis” and “new” ships. Provided a good “basis” ship is available and the corrections for known differences are made with care the method is the best available short of detailed calculations (see later), which are time consuming and difficult to make with worthwhile accuracy at the early design stage. The variation in outfit weight Wo with LxB is given in the following figure:-
Ship Design Data Book
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6.3 Machinery Weights The data and procedures recommended for warship propulsion are equally applicable to merchant ships, consequently reference to the warship data should be made as this contains the most accurate data. Should the warship data not apply then a method for predicting the machinery weight is given by Watson (98) this is given below:•
For all types of machinery (other than diesel-electric) the weight is divided into two components:• Propulsion machinery; the dry weight of the main engine. This can be obtained from manufacturers’ catalogues • Remainder; the remaining weights, ie the machinery weight excluding the dry weight of the main engine
The equations given below may not provide realistice estimates of machinery weight for high values of maximum continuous power.
Ship Design Data Book
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6.3.1 Dry weight of the propulsion machinery If catalogues giving dry machinery weights are not readily available approximate values for slow and medium speed diesels can be obtained using the following formulation:Wd = 12 (MCR/RPM)0.84 MCR = maximum continuous power in kilowatts RPM = Engine RPM (not propeller RPM) An alternative approach to dry machinery weights is provided by the use of average weights in tonnes per kilowatt, values for each of the main types of engine being as follows:Slow speed diesels:
0.035 - 0.045, most usual value 0.037 tonnes / kW or 22 to 28 kW/tonne
Medium speed diesels:
0.010 - 0.020, most usual value 0.013 tonnes / kW or 50 100 kW / tonne; vee engines tend to be lighter and in-line engines tend to be heavier
High speed diesels:
0.003 - 0.004 tonnes / kW or 250 - 330 kW / tonne
Gas turbines:
0.001 tonnes / kW or 1000 kW / tonne
Ship Design Data Book
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6.3.2 Weight of the remainder The weight of the remainder can be estimated from:Wr = K (MCR)0.7 MCR = maximum continuous power in kilowatts The constants noted below represent 1992 practice. K = 0.69 for bulk carriers and general cargo ships = 0.72 for tankers 0.83 for passenger ships 2. Weight of diesel-electric installations. The total weight of the machinery installation can be estimated from:Wmt = 0.72 (MCR)0.78 Wmt = Total machinery weight MCR = aggregate MCR in kilowatts of all generator machinery
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6.4 Merchant Ship Areas and Volumes
Ship Design Data Book
132
6.4.1 Spaces in Merchant ships from Watson (98) To assist in estimating areas and volumes Watson (98) gives the following guidelines. However much of this data comes from 1976 and may not therefore entirely reflect the latest developments in places Watson gives some insight into changes which have occurred. More detail is presented in the later sections of this data book which deal with specific ship types. Watson’s work although perhaps a little dated is retained here as it gives a comprehensive coverage of the significant spaces on merchant ships (1)-(4) Passenger cabins (excluding bath or toilet) - cruise liners: Deluxe suites for two persons: 16 m2 • • • • •
1st class single: 9 m2 1st class twin: 13 m2 Tourist twin: 6 m2
Tourist three: 9 m2
Tourist four: 12 m2
(The above figures are as quoted in Watsons 1976 R.I.N.A. paper.) An interesting up-date for these figures is given in the 1992 R.I.N.A paper “From Tropicale to Fantasy” by S.M. Payne. On “Tropicale” introduced in 1981 the cabin areas were: • • • • • •
Deluxe suites including bathroom: 24.7 m
Standard cabins including toilet: 14.6 in2 (twin, some with additional Pullman beds) On “Holiday” the cabin areas were increased to: Verandah suites: 42 m2 Standard cabins: 18 m2
Overnight accommodation – ferries • • • • • • •
1st class single: 3.6 m2 1st class twin: 5 in2 Tourist twin: 4 m2
Tourist three: 6 m2
Tourist four: 6.6 m2
Private bathroom: 3.8 m2 Private toilet: 2.8 m2
(5) Passages, foyers, entrances and stairs About 45% of sum of items (1)-(4) above. (6) Public lavatories To serve public rooms and any passenger sections without private facilities. Space based on facilities provided. Following rates allow for necessary access space: • • • •
bath: 3.3 m2 shower: 1.7 m2
WC: 1.9 m2 washbasin: 1.4 m2
urinal: 1.0 m2 ironing board: 1.0 m2
slop locker: 1.5 m2 deck pantry: 4.5 m2
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(7) Dining saloon Area should be based on the numbers eating at one sitting. Where large numbers are involved two sittings are normal. Areas per person should be about: • •
1st class: 1.5 m2 for large numbers to 2.3 m2 for small numbers
Tourist: 1.3 m2 for large numbers to 1.6 m2 for small numbers.
Modern cruise liners: • •
“Tropicale”: 1.44 m2 “Fantasy”: 1.66 m2
(8) Lounges and bars Base on aggregate seating required. Usually 100% in tourist and in excess of 100% for 1st Class Area per seat: • •
lounges: 2 in2
libraries: 3 m2
Modern cruise liners: • •
“Tropicale”: seats for 72% at 1.42 m2 per seat plus 170 seats = 12% in discotheque at 1.47 m2 per seat “Jubilee”: seats for 65% in lounges plus 9% in discotheque at an average of 1.48 m2 per seat
(9) Shops, bureau, cinema, gymnasium • •
Shops, bureau: 15 - 20 m2. Cinema: 20 m2 for stage + 0.8 m2 per seat.
(10) – (12) Captain’s and officers ‘ cabins (excluding bath or toilet) • • •
Captain and Chief Engineer: 30 in2 + Bath 4 m2 or toilet 3 m2 Chief Officer, 2nd Engineer, Chief Purser: 14 m2 + toilet 3 m2 Other officers: 8.5 in2 often with toilet 3 m2
(13) Offices Captain, Engineers, Chief Steward: each about 7.5 m2. Large ships: add Chef, Provision master, Laundryman. (14) Passages, stairs 40% of sum of items (10)-(13) (15) Officers lavatories Number of fittings usually in excess of DOT rules. Area per fitting as in item. (16) Dining Saloon, lounge. • •
Dining saloon: 1 .3 m2 per seat. Lounge: I .7 in2 per seat
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Dining saloon usually seats 100% officers although some may dine with passengers. Lounge usually seats about 60% officers. (17) –(18) P.O.s and crew cabins. • • •
Single berth cabins (usually senior P.O.s): 7 m2. Two berth cabins (Junior P.O.s Deck and Engine Ratings): 6.5 m2 Four berth cabins (Stewards): 10.5 m2
(19) Passages 35% of item (20) Crew lavatories, change rooms Sanitary fittings to DOT rules. • •
WCs: 1 per 8 washhand basins: 1 per 6 (if not in cabins).
Area per fitting as in item (6). (21) Messes and recreation rooms. Messes for P.O.s, Deck and Engine ratings: seating for 100% Stewards Mess: seating for 40% (other stewards eat in passenger saloon after the passengers) Area per seat: 1.1 m2. Recreation room for Deck and Engine Ratings: seating for 50% at 1.2 m2 per seat (22) Wheelhouse, chartroom, radio room • • •
Wheelhouse: 30 m2 Chartroom: 15 m2 Radio Room: 8 m2 + 2.5 m2 per Radio Officer
(23) Hospital. Number of berths all hospitals: 2 + 1 per 100 of total complement, 35% of these may be upper berths Area per berth one or two tier: 6 m2. (24) Galley. Area per person served: 0.65 m2 for small numbers, reducing to 0.55 in2 for 1000 or more total complement (25) Laundry, including ironing room, etc. 50 m2 + 0.07 m2 per person of complement (26) Air conditioning fan rooms 2.5% of total ventilated volume. (27) Lining and flare 3.4% total ventilated volume (l) - (25). (28) - (30) Cargo spaces As specified. Convert to moulded volume by dividing by following constants. •
Grain: 0.98
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• •
Bale: 0.88 Refrig: 0.72.
For containerships use a packing efficiency of 85% (UCL E473 containership design procedure) (31) - (32) Oil fuel, diesel oil Calculate for the required endurance at specific consumption rates corresponding to the engines selected. Allow for port consumption and for a margin remaining on arrival at bunkering port. Allow for fuel used for heating, distillation and hotel service purposes. (33) Fresh/feed water With distillation or osmosis plants now generally fitted, fresh and feed water storage capacity is arranged to provide storage to suit the emergency which would result from a breakdown and this obviously depends on the voyage route. (34) Water ballast Only tanks with no other use need be considered. Provision must be made for the tanks required to maintain stability in the burnt-out arrival condition, plus any tanks needed to provide flexibility of trim to cope with all loading conditions. Generally, water ballast capacity should be between 2/3 and 3/4 of the sum of the oil fuel, diesel oil and fresh water consumption. (35) Cofferdams, pipe tunnels 15% of volume of (31)—(34). (36) Solid ballast If it is intended to fit this, the necessary stowage space should be allowed. (37) Refrigeration stores Allow 0.04 m3 per person per day of voyage and convert to gross volume by dividing by 0.72. (38) Generals stores Allow l40m3 +0.1 m3 per person per day. (39) - (41) Machinery space volume including casings, shaft tunnel The total volume of these spaces can be estimated from the machinery weights by the use of a density figure derived from a suitable basis ship whose machinery weight and volume is known. Approximate densities are: • • • •
Slow speed diesels: 0.16 tonnes/m3
Medium speed diesels: 0.13 tonnes/m3
High speed diesels: 0.11 tonnes/m3 (on ferries) Gas turbines: 0.10 tonnes/m3 (on frigates)
(42) - (49) Miscellaneous spaces The space provided for each of these items should be assessed on the basis of the specification and measurements from plans of ships which appear similar to the one being designed.
6.4.1.1 Deck heights To convert the areas into volumes it is necessary to allot to each of the areas an appropriate deck height. • • • •
Cabin areas: 2.45 - 2.50m on larger ships. 2.60 m on the deck in which the main ventilation trunks and main electric cables are run. Main public rooms: 2.90 m Galley: 2.75 m
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6.4.2 Update on certain spaces on merchant ships (using data collected at UCL during 2000) 6.4.2.1 Crew Accommodation The standard of accommodation in a merchant ship currently (2000) depends upon the following factors: • • • •
The owners or operators of the vessel (Company regulations) Where the vessel is registered (The flag states regulations) The nationality of the crew and the main trade union of the crew (Trade Unions standards and recommendations) The area the ship operates (Government regulations – in the UK governed by the Maritime and Coastguard Agency, the MCA)
Each of the above may dictate minimum standards of accommodation that should be adhered to, however the accommodation may be to a higher standard than what is recommended by these organizations. One standard that is used by many flag states is the International Labour Organisation (ILO) Requirements, ILO 92 and ILO 133 on Accommodation Onboard Ships (Ref 12). In the UK the government (MCA) standard is the Merchant Shipping Crew and Accommodation Regulations 1997. Modern design practice may mean that accommodation arrangements do not comply with the Articles of these Conventions as written. For example, messing arrangements are often combined, offices may be part of the Senior Officer’s own accommodation, private bathrooms reduce the requirements for communal bath/WC facilities etc. Where such arrangements are obviously in excess of those required by the Conventions they may be accepted subject to acceptance from the owner, flag administration or government body. For the purposes of the design exercise the following extracts from ILO 133 are given. Please note that these are minimum standards. Extracts from Article 5 of ILO 133 1. The floor area per person of sleeping rooms intended for ratings shall be not less than(a) 3.75 square metres in ships of 1,000 gross tons or over but less than 3,000 tons; (b) 4.25 square metres in ships of 3,000 gross tons or over but less than 10,000 tons; (c) 4.75 square metres in ships of 10,000 gross tons or over. 2. The floor area per person for sleeping rooms intended for two ratings shall be not less than(a) 2.75 square metres in ships of 1,000 gross tons or over but less than 3,000 gross tons; (b) 3.25 square metres in ships of 3,000 gross tons or over but less than 10,000 gross tons; (c) 3.75 square metres (40.36 square feet) in ships of 10,000 gross tons or over. 4. The number of ratings occupying sleeping rooms shall not exceed two persons per room. 5. The number of petty officers occupying sleeping rooms shall not exceed one or two persons per room. 6. In sleeping rooms for officers, where no private sitting room or day room is provided, the floor area per person shall be not less than 6.50 square metres in ships of less than 3,000 gross tons, and not less than 7.50 square metres in ships of 3,000 gross tons or over. 7. In ships other than passenger ships an individual sleeping room shall be provided for each adult member of the crew, where the size of the ship, the activity in which it is to be engaged, and its layout make this reasonable and practicable. 8. Where practicable in ships of 3,000 gross tons or over, the chief engineer officer and the chief navigating officer shall have, in addition to their sleeping room, an adjoining sitting room or day room. 9. Space occupied by berths and lockers, chests of drawers and seats shall be included in the measurement of the floor area. Small or irregularly shaped spaces which do not add effectively to the space available for free movement and cannot be used for installing furniture shall be excluded. 10. The minimum inside dimensions of a berth shall be 198 centimetres by 80 centimetres. Extracts from Article 6 of ILO 133 Ship Design Data Book
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1. The floor area of mess rooms for officers and for ratings shall be not less than 1 square metre per person of the planned seating capacity. 2. Mess rooms shall be equipped with tables and approved seats, fixed or movable, sufficient to accommodate the greatest number of members of the crew likely to use them at any one time. Extracts from Article 7 of ILO 133 1. Recreation accommodation, conveniently situated and appropriately furnished, shall be provided for officers and for ratings. Where this is not provided separately from the mess rooms the latter shall be planned, furnished and equipped to give recreational facilities. 3. In respect of ships of 8,000 gross tons or over, a smoking room or library room in which films or television may be shown and a hobby and games room shall be provided; consideration shall be given to the provision of a swimming pool. Extracts from Article 8 of ILO 133 1. In all ships a minimum of one water closet and one tub and/or shower bath for every six persons or less who do not have en-suite facilities in pursuance of paragraphs 2 to 4 of this Article shall be provided at a convenient location for officers and for ratings. When women are employed in a ship, separate sanitary facilities shall be provided for them. 2. In ships of 5,000 gross tons or over but less than 15,000 gross tons, individual sleeping rooms for at least five officers shall have attached to them a separate private bathroom fitted with a water closet as well as a tub and/or shower bath and a wash basin having hot and cold running fresh water; the wash basin may be situated in the sleeping room. In addition, in ships of 10,000 gross tons or over but less than 15,000 gross tons, the sleeping rooms of all other officers shall have private or intercommunicating bathrooms similarly fitted. 3. In ships of 15,000 gross tons or over, individual sleeping rooms for officers shall have attached to them a separate private bathroom fitted with a water closet as well as a tub and/or shower bath and a wash basin having hot and cold running fresh water; the wash basin may be situated in the sleeping room. 4. In ships of 25,000 gross tons or over, other than passenger ships, a bathroom for every two ratings shall be provided, either in an intercommunicating compartment between adjoining sleeping rooms or opposite the entrance of such rooms, which shall be fitted with a water closet as well as a tub and/or shower bath and a wash basin having hot and cold running fresh water. 5. In ships of 5,000 gross tons or over, other than passenger ships, each sleeping room, whether for officers or ratings, shall be provided with a wash basin having hot and cold running fresh water, except where such wash basin is situated in a bathroom provided in conformity with paragraph 2, 3 or 4 of this Article. 6. In all ships, facilities for washing, drying and ironing clothes shall be provided for officers and ratings on a scale appropriate to the size of the crew and the normal duration of the voyage. These facilities shall, whenever possible, be located within easy access of their accommodation. 7. The facilities to be provided shall be(a) washing machines; (b) drying machines or adequately heated and ventilated drying rooms; and (c) irons and ironing boards or their equivalent. Extracts from Article 9 of ILO 133 1. In ships of 1,600 gross tons or over there shall be provided(a) a separate compartment containing a water closet and a wash basin having hot and cold running fresh water, within easy access of the navigating bridge deck primarily for those on duty in the area; and (b) a water closet and a wash basin having hot and cold running fresh water, within easy access of the machinery space if not fitted near the engine room control centre.
6.4.2.2 Extracts from Article 10 of ILO 133 The minimum headroom in all crew accommodation where full and free movement is necessary shall be not less than 198 centimetres (6 feet 6 inches): Provided that the competent authority may permit some limited reduction in headroom in any space, or part of any space, in such accommodation where it is satisfied that it is reasonable to do so and also that such reduction will not result in discomfort to the crew.
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6.5 Merchant Ship Weight Group System This Merchant Ship Weight Group System was proposed by Watson (98) Group 1. Structure •
Hull Structure
Group 2. Structure related • • • •
Structural castings or fabrications (sternframe, rudder, etc.) Small castings or fabrications (bollards, fairleads) Steel hatch covers W.T doors
Group 3. Cargo space related • • • • • •
Cargo insulation and refrigeration machinery Cargo ventilation Firefighting Paint Cargo fittings, sparring, ceiling eyeplates, etc. 3(a) plumberwork
Group 4. Accommodation related • • • • • • • • • • •
Joinerwork upholstery deck coverings sidelights and windows galley gear lifts HVAC LSA(lifeboats, davits, etc.) nautical instruments stores and sundries electrical work
Group 5. Deck machinery • • • • • • •
steering gear bow and stern thrusters stabilisers anchoring and mooring machinery anchors, cables and mooring ropes cargo winches, derricks and rigging cranes
Group 6. Propulsion machinery
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• • • • • •
main engine(s) main engine lubricating oil and water main engine control systems gearing shafting and hearings, etc. propeller(s)
Group 7. Auxiliary machinery • • • • • • • • •
generators compressors boilers heat exchangers purifiers pumps pipework lubricating oil and water in auxiliary machinery and systems cranes, workshop plant, spare gear
Group 8. Structure related • • • • •
floorplates,ladders and gratings engineers tanks uptakes vents funnel
Group 9. Variable Loads
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7 Cost Data
For a description of the costing method see the Ship Design Procedure. The Warship Data in this Annex (unless otherwise stated) is based on Dirksen (96), with updates to reflect SMART acquisition and current ministry of defence practice. All the data is at 1999/00 price levels unless otherwise stated and excludes VAT. Adjustments should be made to the price level required. To assist in this process a table giving inflation rates is included (Table 2), these inflation rates apply to the economy as a whole and it should be noted that warship inflation rates can be up to 5% higher than this. Cost data is generally given on a cost / tonne basis. These figures include the costs of material and labour in an attempt to allow a separation of material and labour cost Table 1 (Heather (98)) gives the approximate ratio of material / labour rates for Corvettes and Frigates.
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7.1 References Dirksen, G, Consideration of Warship Costs, MSc Dissertation 1996 Heather R, Ship Design Exercise – Labour v Material Costs, Letter Ref RGH/HA/L871/98 (May 1998) Encyclopedia Britannica Carreyette., Preliminary Ships Cost Estimation RINA 1977
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7.2 Ship Costing This revised ship costing information was produced by Tim McDonald, Phil Henderson, Robert D’Eon and Nick Bradbeer from the UCL Marine Research Group in October 2008.
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7.2.1 Introduction Ship costing is a critical part of the concept design process for both naval and commercial ships. The ship costing approach adopted at UCL subdivides the overall ship cost into Unit Procurement Cost (UPC) and Through Life Cost (TLC). The UPC describes the build cost each ship. The TLC accounts for the costs incurred during the ship’s operational life. The whole life cost for a class of ships combines the ship’s individual UPC and TLC together with the substantial first of class costs and ships disposal costs related to the entire class – this forms the Whole Life Cost (WLC).
7.2.1.1 Structure of Costing Data This element of the ship design data book is broken down into two parts. Parts I outlines the recommended method for undertaking UPC, TLC and WLC calculations. Part II provides additional supporting data, should the calculations need to be performed in more depth. Part I - Cost Estimation Methods • • • •
Unit Procurement Cost Estimation Method (page 145) Through Life Cost Estimation Method (page 153) Whole Life Cost Estimation Method (page 157) Costing References (page 161)
Part II - Supporting Data • • •
Detailed UPC Estimation Method Supporting Data (page 162) Detailed TLC Estimation Method Supporting Data (page 168) Detailed WLC Estimation Method Supporting Data (page 169)
7.2.1.2 Definitions Important definitions adopted by this report are grouped together below for clarity. Where the date is given only in terms of a year this refers to the end of that financial year – 2008 is the 5th of April 2008. When referring to the weight of a vessel: • •
Naval – This refers to the full displacement. Commercial – This refers to the GRT.
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7.2.2 Cost Estimation Methods 7.2.2.1 Unit Procurement Cost Estimation Method The UPC is composed of the material and labour costs associated with ship building related activities. Material costs can be subdivided into the direct costs of the materials or equipment items and a purchasing overhead originating from the shipyard (or other procurement organisation). Labour costs can be subdivided into the direct labour costs and an allowance for the ship yards overheads. Both these cost components can be found by using empirical relationships that describe the costs of each weight group. This breakdown is summarised in the figure below.
Figure 7-1: Unit Procurement Cost Breakdown
Students should be prepared to present a cost breakdown of their ship in an appropriate format at each design review, commencing with the initial sizing presentation. A breakdown of the payload and machinery costs should also be submitted to support the developed costing. Students are encouraged to obtain more accurate cost data from industry where appropriate. However, any deviations from the given data should be highlighted along with details of the source of any new information (e.g. a telephone conversation with the manufacturer, a contact name and date) in order to assist future ship design exercise students. UPC Calculation Procedure The UPC cost is obtained by totaling the cost of each individual group. For some groups, such as the hull and the superstructure, the cost is principally governed by the cost of materials required during construction and the labour time involved in the construction process. These groups can be costed on a material and labour basis using values of cost per tonne. The actual values of cost per tonne are dependent upon the ship type (or at the group level the style adopted, i.e. naval or commercial structural standards) and the construction location (e.g. Naval Yard). Other groups, such as the main machinery and weapons fit, are dominated by the cost of discrete equipment items (i.e. gas turbines, diesel engines and missile systems) with an additional allowance for installation costs. For such items cost values for representative equipment items are given and figures for the installation cost are provided in terms of cost per tonne. For novel new technologies student are required to research the equipment or equipment cost and provide an estimation of the labour or installation cost. The formula shown below gives a method for determining the total cost for a given weight group (Cgrp A). This can be found using the following inputs: The mass of the weight group under consideration (Wgrp A), material/equipment cost in pounds per tonne (MCgrp A), the hourly labour rate in pounds per hour (HR) and the labour required in man-hours per tonne (LRgrp A).
A factor of 1.15 is included on the material and equipment portion of the costs to account for a representative purchasing overhead of 15%. No similar factor is present in the labour portion of the above calculation as the overhead costs are incorporated within the value for hourly labour rate (i.e. these figure represent an average employees charge out rate including management and other overheads). Simple UPC Estimation Method Supporting Data This section of the report provides supporting data to allow a rapid calculation of the ship’s UPC. The cost data used for parametric scaling is derived from cost returns for a 4000te frigate manufactured in the UK in the 1990’s (but inflated to equivalent 2008 prices). The costs do not include “first of class” costs and are representative of the forth vessel of a class of 12. The costs considered are those incurred by the customer and so are inclusive of shipyard and supplier profits. For simplicity the vessel will be considered in 7 groups each encompassing a different element of the ship. These constitute:
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1. Ship Structure 2. Personnel 3. Ship Systems 4. Propulsion 5. Power Generation 6. Weapons and Communications Systems 7. Variables and Stores Data on Material Costs and Man-Hours per Tonne The core cost per tonne data, for a ship designed to Royal Navy standards, is presented in the table below . These figures refer to the fourth ship on any production run, see section 4.3 for guidance on a methods for scaling these figures for earlier or later ships in a class. This Parametric Naval Ship UPC data (presented below) correlates to the weight and volume equations given in the remainder of the data book. Table 7-1: Parametric Naval Ship UPC Data (2008)
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Group Number
Group Description
MCgrp X
LRgrp X
Material/Equipment
Labour/Installation
[£k/te] [2008]
[hr/te]
16
Hull structure
1.65
475
1*
Hull remainder
8.00
1025
2
Personnel
8.00
1025
31
Aircon, Vent and Chilled Water
15.17
1135
32
Sea & fresh water systems
14.61
1095
33
Fuel systems
11.54
865
36
Compressed air systems
12.66
950
37
Waste disposal systems
15.06
1125
38
Stabilisers
32.77
2455
39
Aircraft systems
8.11
600
41
Gas Turbines
Specific Item Costs
315
42
Diesel Engines
Specific Item Costs
43
Steam Engines
Specific Item Costs
44
Electric Motors
Specific Item Costs
45
Auxiliary machinery
36.57
210
46
Gearboxes
55.79
315
46
Transmission
21.35
120
48
propeller
21.35
120
Waterjet
12.07
70
48
Inlet & Exhaust trunking
20.01
115
51
Electric power generation
6.00
450
52
Electric power dist equipment
24.00
1800
53
Electric power dist cabling
36.00
2695
54
Lighting systems
46.27
3465
61
Weapon control systems
Specific Item Costs
16945
62
External communications
Specific Item Costs
1205
63
Sonars
Specific Item Costs
2710
64
Radars
Specific Item Costs
21310
65
EW systems
Specific Item Costs
23870
66
Weapon & missile systems
Specific Item Costs
9705
7
Variables and stores
Specific Item Costs
-
Similarly, the core cost per tonne data, for a ship designed to commercial standards, is presented in the table below. (Note- some of the values given below are estimates. Please feel free to propose better values where appropriate). Table 7-2: Commercial Ship UPC Data (2008)
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Group Number
Group Description
Material/Equipment
Labour/Installation
[£k/te]
[hr/te]
Hull structure
1.65
200
Hull remainder
8.0
400
Personnel
8.0 (commercial)
1025 (commercial)
20.0 (passanger)
1025 (passanger
Aircon, vent & chilled water
7.5
800
Sea & fresh water systems
7.5
750
Fuel systems
10.0
700
Compressed air systems
12.0
700
Waste disposal systems
7.5
700
Stabilisers
30
2000
Aircraft systems
?
?
Specific Propulsion Items
–
–
Auxiliary machinery
30
150
Gearboxes
45
315
Transmission
17.5
120
propeller
17.5
120
Waterjet
12
70
Inlet & Exhaust trunking
15
100
Electric power generation
6
300
Electric power dist equipment
20
1000
Electric power dist cabling
30
2500
Lighting systems
45
3500
Cargo handling systems
–
?
Passage Related spaces
–
?
Variables and stores
–
–
Hourly Labour Rate The naval and commercial ship data in the tables above presents labour and instillation cost in terms of man hours required per tonne. To convert this into a cost value, these figures must be multiplied by an hourly labour rate that represents the “charge-out rate” for shipyard labour. There are a number of ways to obtain this figure. in this instance the figure will be derived from the hourly paid of a standard blue collar labourer working in the shipbuilding industry. Figures for the hourly rate of pay for shipyard workers are available from a number of sources, such as the two tables below. Note that all the values in first tableare quoted in USD, a current exchange rate can be obtained from http:// www.x-rates.com/. Table 7-3: World Shipyard Labour Rates in USD
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Year
USA
Finland
France
Germany
Italy
Japan
2000
20.13
18.6
16.91
24.66
14.21
12.94
2001
21.04
18.61
17.23
24.28
14.02
11.48
2002
21.74
21.00
18.92
25.60
15.29
15.21
2003
22.72
27.69
23.46
31.41
18.69
16.58
2004
23.18
30.86
26.58
34.94
21.19
19.18
2008
26.09
34.73
29.92
39.33
23.85
21.59
Figures for the UK were retrieved from the ONS website [6] for UK labour costs (in terms of gross pay in £/hr) are presented in the table below. These figures represent the cost per hour for a ‘standard’ blue collar shipyard employee (such as a welder or pipefitter). Table 7-4: ONS UK Figures for Labour Rates in GBP.
UK
Mean Hourly Labour Rate (£/hr)
2000
£9.43
2001
£9.89
2002
£9.95
2003
£10.39
2004
£10.97
2005
£11.02
2006
£11.40
2007
£11.82
2008
£12.17
Finally, to convert the new factors to the actual charge out rate of the ship yard (to cover ship yard overheads etc) a factor of 4 should be applied. This factor is intended to represent three key additional costs: • • •
the indirect employer contribution to pay (i.e. national insurance, pensions and leave) an allowance of oversight by a number of white collar supervisors a representation of the cost of managing and maintaining the shipyards facilities
Therefore, the hourly rate HR can be found using the equation presented below.
Using this equation a value for the hourly charge-out rate for shipyards in a number of countries has been found, this is presented in the table below. It should be noted that these figures all use the factor of four between the hourly bluecollar workers pay and the shipyard charge out rate; this factor is likely to vary across different countries so these figures should be treated with caution. Table 7-5: Hourly Charge-Out rate for International Shipyards
Year
U.S.A.
Finland
France
Germany
Italy
Japan
Korea
UK
HR (£/hr) [2008]
56.57
75.32
64.87
85.27
51.72
60.92
46.81
50.16
Conventional vs Electrical Propulsion For ships with a conventional machinery configuration (i.e. gas turbines driving a propeller via a reduction gearbox) the prime movers should be individually costed and included in the specific items groups 41-44 and the diesel generators included in the power generation aspect of group 5. For an Integrated Full Electrical Propulsion (IFEP) configuration it could be argued that all the prime movers are for power generation. However, it is suggested that those prime movers that provide the majority of their power to the Ship Design Data Book
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propulsion motors be included in the groups 41-43. As the propulsion motors are likely to be discrete items with a significant unit cost they should be priced individually and the data included in group 44. Margins All weight groups should include design & build margins. Some typical values are shown in the table below. Margins are to be applied to weight groups 1 to 6. They should attempt to reflect areas in which there is uncertainty in the design and therefore growth is likely to occur during the design and build process.. Table 7-6: Suggested Weight Margins
Weight Group
Design & Build Margin for Weight
Hull
5%
Personnel
0%
Ship Systems
5%
Propulsion
4%
Electric Power
5%
Payload
7%
Students are encouraged to modify the margins presented in Table 0‑6 in light of the perceived risks and uncertainties of their particular design. For example, the design & build margin on each group should be increased by an additional 2% for innovative hull shapes (eg. Trimaran, SWATH and SES). When considering the same ship design at different displacements these margins should remain consistent. The final values presented in the SDE report should discuss the reasoning behind the allotted margins. As of 2000 the trend in UK naval ships is to increase margins. For example, the Type 45 destroyer has a design and build margin of about 7% for all weight groups. Care should be taken to ensure that margins are only included once during the vessel sizing. If the individual items within a weight group already include a margin then the overall margins from the table above should not be applied. Inflation Measures for UPC Inflation should be applied at a rate proportional to the Retail Price Index (RPI). The current RPI trend is illustrated below with inflation figures based on RPI. RPI data can be obtained from the Office for National Statistics [1]. Historical values are shown in the table below. Year
RPI (%)
2000
1.5
2001
1.5
2002
1.4
2003
1.7
2004
1.2
2005
1.6
2006
2.6
2007
2.7
A recent RAND study [2], examining cost increases in US Navy ships, highlights that only half of the apparent long term increase in overall ship cost is economy-driven and hence captured by the RPI figures. The majority of the other observed increases in ship cost were customer-driven. These factors played a critical roll in the observed long term increase in ship cost. The sources of cost increases in the UPC of US Navy ships are shown in the table below. The RAND study identified three customer factors which played a key role in causing increases in ship cost: characteristic complexity, procurement rates and the adopted standards, regulations and requirement. Care must be taken to ensure that any new design–scaled from past ship data–reflects the changes in both economy and customer driven costs. Table 7-7: Sources of Cost Increase in US Navy Ships
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Ship Type
Economy Driven
Customer Driven
Learning Curve
Total
Actual
Factors (%)
Factors (%)
Correction (%)
(%)
(%)
4.5
4.4
0.0
8.9
9.1
Attack submarine 4.6
4.5
0.6
9.7
9.9
Amphibious ship
4.8
4.2
-0.4
8.6
8.2
Aircraft carrier
5.2
2.0
0.0
7.2
7.1
Surface combatant
Design for Production A number of design for production approaches can be adopted by the designer to simplify the production process and reduce costs. These approaches are discussed in detail in [3]. Production Task Location Substantial savings in labour costs can be achieved by relocating production tasks off the ship to either a module or the workshop. The labour hours required per tonne for each weight group can be recalculated using the values from the table below to adjust the production time and hence labour costs. Table 7-8: Variation of Work-time with Location
Work Location
Equivalent time
On Board
8 hours
On Module
3 hours
In Workshop
1 hour
Three different production location can be considered: · On Board includes items that are fitted to the ship once the hull has been floated. · On Module includes items that are fitted to the ship prior to floating. For a modern warship built using similar methods used for Type 45 would have the majority of the components assembled in this manner. · In Workshop are items that are manufactured off site and require little or no integration with other ships systems to be fitted. E.g. the ships propeller. The hull structure is also included in this category as sheet metal is welded together in sections independently of one another. The data presented in the table below shows the work location for the ship which forms the basis of the UPC data (Parametric Naval Ship UPC Data). By proposing an alternative build strategy–such as a modular build–the work can be allocated to a different work location in accordance with the table below and a new cost calculated. Table 7-9: Original Work/Time Locations for Parametric Naval Ship UPC Data
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Group Number
Group Description
Naval Ship Naval Ship
Specific Suggested Build
16
Hull structure
1
(Input) Design Specific
1*
Hull remainder
8
(Input) Design Specific
2
Personnel
8
(Input) Design Specific
31
Aircon, vent & chilled water
8
(Input) Design Specific
32
Sea & fresh water systems
8
(Input) Design Specific
33
Fuel systems
8
(Input) Design Specific
36
Compressed air systems
8
(Input) Design Specific
37
Waste disposal systems
8
(Input) Design Specific
38
Stabilisers
3
(Input) Design Specific
39
Aircraft systems
8
(Input) Design Specific
41-44
Specific Items
8
(Input) Design Specific
45
Auxiliary machinery
8
(Input) Design Specific
46
Gearboxes
3
(Input) Design Specific
46
Transmission
3
(Input) Design Specific
48
propeller
1
(Input) Design Specific
Water jet
1
(Input) Design Specific
48
Inlet & Exhaust trucking
3
(Input) Design Specific
51
Electric power generation
8
(Input) Design Specific
52
Electric power dist equipment
3
(Input) Design Specific
53
Electric power dist cabling
8
(Input) Design Specific
54
Lighting systems
8
(Input) Design Specific
61
Weapon control systems
8
(Input) Design Specific
62
External communications
8
(Input) Design Specific
63
Sonars
8
(Input) Design Specific
64
Radars
8
(Input) Design Specific
65
EW systems
8
(Input) Design Specific
66
Weapon & missile systems
8
(Input) Design Specific
7
Variables and stores
8
(Input) Design Specific
Production Outsourcing An extension of relocating production tasks from the ship to a module or the workshop is to move some tasks out of the shipyard to contractors. This may allow a ship yard to reduce their labour rate by minimising overheads and making more efficient use of flexible contractual labour. However, it may lead to integration problem later in the build process. Complexity Factor The US Navy adopts a complexity factor (γ) to modify the labour element of UPC to explore the impact of a variety of different changes. The factor is typically based upon a relevant characteristic of the space or systems under consideration (e.g. density [te∕m3] or electrical power density [MW∕m3]). The factor could also be used to represent other more general characteristics, such as the impact of hull form shape upon the hull structure cost per tonne (i.e. the lower cost of single curvature merchant ship style hullforms).
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For example, if an analysis of cost returns for several different ship types shows that the man-hours related to the construction of a particular group were determined by density of the compartment then a factor similar to those shown below could be used to modify the man-hours involved in the build process. or
While UCL does not have sufficient data to generate quantitative results for specific weight groups, the complexity factor approach provides a rational method to modify costs in light of other physical changes occurring in the design. For example, if a modular frigate design was being developed the Parametric Naval Ship UPC data from Table 1-1 would be used. However, if a decision was made to increase the volume of the machinery space to ease production then, by applying an appropriate complexity factor, the cost savings achieved by adding the extra volume could be found. Table 1-10 provides an example values for different vessels assuming that the machinery spaces complexity factor is given by the following equation:
Table 7-10: Example Complexity Factors For Varying Types of Ship
Ship Type
Relative Density of Machinery Space
Complexity Factor
Frigate (Costing Data from Table 1-1) 1
1.00
Corvette
2
1.15
Aircraft Carrier
0.5
0.87
Amphibious Craft
0.7
1.93
Swath
2.5
1.20
Destroyer
0.9
0.98
Fast Patrol Boat
2.2
1.17
Therefore, the cost for a given weight group can be expressed as:
In reality, the complexity factor is likely to be defined by a more complex relationship than those shown above. Furthermore, a method of this type is likely to be difficult to calibrate unless a large amount of data from comparable ships is available. Students wishing to apply the above weight group costing formula with a complexity factor are therefore left to find appropriate data for their specific problem.
7.2.2.2 Through Life Cost Estimation Method The ships Through Life Cost can be estimated by considering the costs incurred during the operation and maintenance of the ship.
Figure 7-2: Through Life Cost Breakdown
The operating cost portion of the TLC describes the day-to-day running cost of the ship. This includes: fuel, crew wages, consumable, canal charges, port charges, insurance and quality of life costs. For the purpose of the ship design exercise students should assess the through life costs to calculate trade off’s between up front, UPC costs and the costs incurred through life. For example, increasing the initial machinery costs to improve fuel efficiency and therefore reduce fuel costs through life.
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Fuel Fuel costs form one of the most significant portions of a ship’s annual operating costs. A student can easily estimate fuel costs through a simple calculation using prices obtained from a number of sources [10]. The propulsion plants overall efficiency and an assumed operating profile should also be used to determine the fuel requirement. In the current climate of volatile fuel prices students may wish to explore the sensitivity of their designs to fluctuations in fuels prices (for example a 2—5 fold increase in fuel costs). Students are also encouraged to explore alternative fuel sources, especially if the security of energy supply is deemed important, see [8] for an example study. Crew Crew costs for both naval and commercial ships should encompass the in year cost together with the pension and training cost. Merchant ship crew values should represent the intended crew breakdown and nationality. For naval ship’s training costs can be significant, especially if costly assets have to be taken out of active service and employed as part of a training regime. This obvious cost impact has led to several navies employing simulation based training systems. Furthermore, one of the benefits of modular payloads in naval ships is that payload training can be undertaken elsewhere freeing up equipment that would normally be tied to the ship. Table XXX shows a summary of 2008 salary costs for Royal Navy personnel from [9]. Table 7-11: Salaries for the Royal Navy (2008)
Crew
Salary (2008)
Able Rating
£20,000
Leading Rating
£27,000
Petty Officer
£30,000
CPO/ WO2
£35,000
WO1
£39,000
Midshipmen
£16,000
Sub Lieutenant
£21,000
Lieutenant
£37,000
Lt Commander
£48,000
Commander
£65,000
Captain
£75,000
Some additional data on the cost for merchant and RFA ships is presented below: • •
A merchant ship with a British crew of nineteen–composed of nine officers and ten crew–has a yearly salary cost of £661,000 (2008) A similar sized RFA ship with a crew of nineteen–nine officers and ten crew–has a yearly salary cost of £769,000 (2008)
Crew related cost can be reduced through the selection of appropriate onboard systems. Studies during the design of the CVF [4] indicated that replacing the median crewmember would save £1.2 million through life. By employing a method which allowed the trade-off of acquisition and operating costs, further work in the study suggested that a £1,000 per year savings for each of the two planned carriers would justify a £25,962 up-front investment across both ships. Consumables All ships will make use of a number of other consumables during their life. The principle cost component of the ship stores is likely to be rations dry and refrigerated food stores for the passengers and crew. Spreadsheet data can estimate this from complement and an assumed price per person per day as shown below.
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Consumables
Cost per Person / Day
Rations (Dry&Frozen)
£8.94
Local Purchases
£1.15
Miscellaneous Allowance (QOL)
£0.03
For a naval ship, some parts of the weapon systems may be considered to be consumable such as gun shells and missiles. Such a breakdown in the cost is difficult to obtain and will often fall under a different budget. Canal Charges An important consideration in the ship design may be the trade-offs associated with constraints imposed by a canal passage. Several canals may be of importance including: Kiel Canal, Panama Canal and Suez Canal For commercial ships canal charge will depend on both the ship’s size and type. Given the frequency of canal transits for commercial ship tolls can form a significant operating expense. Further information on canal charges is presented in Section 6.4. Where it is anticipated that a vessel may be required to transit through a canal on a frequent basis the cost can be calculate using the data from Table 0‑2: Table 7-12: Cost per tonne of transit through the Panama and Suez Canal
Canal
Cost (USD/Te)
Suez
20
Panama
38
The following (2007) costs should be applied to smaller vessels transiting through the Panama Canal. Table 7-13: Panama Canal Charges for the Passage of Small Ships
Length of Vessel
Toll
Up to 15.240 metres (50 ft)
US$500
More than 15.240 metres (50 ft) up to 24.384 metres (80 US$750 ft) More than 24.384 metres (80 ft) up to 30.480 metres (100 ft)
US$1,000
More than 30.480 metres (100 ft)
US$1,500
Port Charges Similarly, port charges may be a significant expense for commercial ships. The size of these charges will differ for each ship and students are advised to research up to date costs online as appropriate for your specific ship. Contact information for individual ports can be found via the departments copy of “Ports of the World” found in the NAME library. A figure of 20,000 USD per visit is representative for a medium sized Naval Ship visiting a foreign port. Insurance Insurance for commercial ships is obtained via an underwriter, such as the London Steam-Ship Owners Mutual Insurance Association (http://www.lsso.com/). Ships are broadly insured in four different ways: • • • •
Protection and Indemnity (P&I) insurance is the provision of third-party liability to ship owners. ‘Protection’ generally means cover for people and ships whereas ‘indemnity’ means cover for cargo. Freight, Demurrage and Defence (FD&D) insurance describes cover for otherwise uninsured legal costs, such as: charterparty, bunker, sale, purchase and crew disputes. Hull and Machinery insurance which provides cover for loss or damage to ships and their equipment. War Risks insurance provides cover for war and terrorism losses, which are generally excluded from normal P&I and hull and machinery policies.
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The premiums charged for these insurance policies are related to the value and type of the ship and its cargo. Naval Ships are generally not insured, in the UK the MoD accepts liability for the ship and acts as underwriter. Students should adopt the following approaches to cost insurance in their designs (all values given refer to 2008): • •
Students designing a naval ship can neglect the cost of insurance (however consideration should be given to levels of survivability vs. ship number if this is within the scope of the project outline). For students designing a commercial ship a representative value of $100USD per GRT per year should be adopted.
Quality of Life For naval ship a quality of life allowance is made daily for each crew member. This is money allocated to each vessel and is to be spent on enhancing the crews well being. An allowance of £1.50 per man per day is suggested. Survey Lloyds register requires surveys to be conducted every 2—3 years. These alternate between a long survey and an intermediate (or special) survey. The long survey requires dry-docking for a duration of 4 to 28 days. The intermediate survey requires a shortened dry docking period between 4 and 5 days. Survey costs range from £5,000 to £60,000. For the purposes of the SDE the following typical survey durations and cost can be applied (all values given refer to 2008): • •
Long survey – duration of 10 days & cost of £60,000 Intermediate Survey – duration of 5 days & cost of £30,000
An alternative to the alternating long and intermediate surveys is the continuous survey where the ship is surveyed whilst at sea. As this allows the ship to continue operating it is a popular solution to incorporating surveys into the schedule of passenger and cruise ships (where removing the ship from service for the dry docking process is not practical). In the continuous survey 20% of the vessel is surveyed per year. Students should adopt a survey regime appropriate for their ship given the data above and include the costs within the calculation of TLC. Maintenance and Refit For naval ships maintenance and major or minor refits are commonly described thorough three different levels of support: • • •
First line support–provided by the crew or commercial contractors on board the ship at sea (note that crew salaries are already accounted for in crew costs). Second line support–support provided by either naval bases or a forward maintenance ship (e.g. HMS Diligence). Third line support–docking and refit periods (normally alternating every 4 years) which may include ship upkeep, updating and upgrades.
For a frigate first, second and third line support normally account for 12%, 34% and 54% of the overall support cost respectively. The amount of first line support planned to be undertaken impacts both the stores carried onboard and the required crew. Ships adopting lean manning philosophies have been found to require increased second line support to ensure safety and perform routine maintenance and ship husbandry when alongside. The midlife refit could potentially include the addition of new combat systems equipment in a naval ship; this may lead to a radical change in the ships capabilities or role. If this is the case students should increasing the costs of the refit to reflect the costs that will be incurred. Maintenance The values contained in Table 0‑4 should be used to estimate the annual maintenance costs. Table 7-14: Shows the Annual Maintenance Cost for Selected Items of Equipment
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Equipment
Annual Expense % of Purchase Cost
Radars and Electronics
6%
Reciprocating and Rotary Machinery (Compressors, Pumps, Engines etc)
1%
Electrical Motors
0%
The adoption of COTS electronics in naval ship may increase the annual expense maintenance costs; systems must be updated more regularly to avoid obsolescence. Refit During the operational life of a vessel it will undergo two different types of refit. These are termed: • •
Major refit, which occurs at 8 yearly intervals. Minor refit, which occurs in between major refits. i.e. 4 years after the major refit.
The data shown in Table 0‑5 should be used to estimate the cost of the major and minor refit periods respectively. Table 7-15: Shows the Costs that Incurred During Refit Periods
Type or Refit
Major
Minor
All Electronics
0%
0%
Mechanical Systems inc Guns and Engines
15% of Initial Procurement Cost
50% of Initial Procurement Cost
Rest of Platform
4000 Man Weeks
2000 Man Weeks
Towards the end of a vessels operational life a major refit period can be omitted as systems a slowly run down in an effort to reduce cost.
7.2.2.3 Whole Life Cost Estimation Method The whole life cost of the ship can be found from the total of four elements: the design related project costs, the build costs, through life costs and a disposal costs occurring at the end of life.
Figure 7-3: Whole Life Cost Breakdown
Students can find the costs for the four elements of the ships life using the following information. Design costs can be determined using the simple figures outlined in Section 4.1. Build costs can be found using the methods outlined in Section 2. When determining the total build costs the effect of the shipyards learning curve must be accounted for as discussed in Section 4.3. Through life costs should be calculated on a per ship basis using the methods presented in Section 3. This value can then be multiplied by the number of ships in the class to find the overall through life cost. This figure could potentially be reduced if the ship were resold at the end of its life. Factors which can impact the WLC and could be explored by students include the number of ships purchased and the ship’s expected lifetime. WLC results can be presented as either a single value encompassing the whole ship’s life or a per day cost that reflects the cost of owning the asset, for example the CVF WLC has been calculated as daily cost exceeding £500,000 [4] (value from 2005).
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Design Costs Design Supports Services Design & construction services are otherwise known as “First of Class” costs. These are not usually included in the UPC quoted for the ship. However, they are important if the total project cost is being assessed. • •
Design & construction services for a naval ship class are estimated as 20-100% of the average UPC for a ship from the class Design & construction services are to be taken as 8% of the UPC for a commercial ship
These should be considered one-off costs for the ship programme and include office setup, design, drawings and recruitment costs along with administrative costs. Innovative Technology Centric Costs For a vessel that is derived directly from an existing ship no further design costs will be incurred; however, this is unlikely as some technical changes will be required. To account for the cost of technology integration the methods discussed in Sections 4.1.2-6 should be adopted. There are two ways to assess technology centric costs, a less experienced and more global approach and a more specific systems approach. Sections 4.1.3 and 4.1.4 outline the more generic approach while section 4.1.5 and 4.1.6 introduces technology readiness levels and design maturity levels which consider each item or system individually. Developing Systems and System Integration The integration of existing equipment into a design will incur a one-off cost due to the effort expended in integrating the item into the ship. This margin should only be applied to minor systems or systems that have been fully developed at the time of the concept design. •
For developed or minor equipment alteration a margin of 8% should be adopted.
Developing Equipment Margins For significant items still under development an additional margin must be applied to account for development costs. Different margins apply to discrete items and systems. Both these margins should only be applied to systems under development at the time of the concept design. • •
Discrete items of equipment currently under development, where there is a lack of positive data, a cost margin of 10% should be applied If the item being considered is part of a complex system then a system development margin of 15% should be applied to the total systems cost.
Technology Readiness Levels If an assessment of technology readiness levels (TRL) of the equipment items has been conducted the values from Table 4-1 can be used to apply a cost margin to individual equipment items. Table 7-16: Item Development Margins for Different Technology Readiness Levels
TRL
1
2
3
4
5
6
7
8
Cost Margin %
100
50
30
20
15
12
10
8
TRL are employed in most MoD departments however they are not indicative of actual insertion readiness. The TRL metric gives no specifics as to the areas in which developmental work remains (such as integration, design, etc....); an item with a TRL of 7 may be 80% complete when viewed from perspective of integrating the item within a ship. The current Royal Navy cut-off for insertion consideration is a TRL of 5. Items with a TRL of below 5 should only be considered if the vessels in-service date allows sufficient time to complete system development. Design Maturity
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An alternative method of developing cost margins for specific equipment items is by assessing the design maturity of the specific system. MoD uses design maturity as a method of understanding overall risk to a program based upon the level of maturity of its constituent parts. Three levels of maturity are considered: • • •
Level 0 – 50% maturity, equipment physical information to an accuracy of +/- 20% plus equipment specification at draft, interface identified, outline development programme produced, risks identified. Level 1 – 85% maturity, equipment physical information to an accuracy of +/- 5% plus equipment specification at issue, interface specifications at draft, H/W and S/W programmes at draft, risks quantified. Level 2 – 95% maturity, equipment information to an accuracy of =/- 1% plus equipment specification frozen, interface specifications, mature H/W and S/W, Development programme with firm deliveries, risk mitigation strategies in program i.e. ready for contract.
The values in the table below can be used to determine a cost margin for a given item. Table 7-17: Increase in Cost to be Incorporated due to Design Maturity
Design Maturity
Percentage Cost Increase
Level 0
20%
Level 1
5%
Level 2
1%
Ship Disposal Costs A representative ship disposal cost can be taken as £680,000 under the assumption that the ships are all recycled within the UK. [11] This is a one off cost and should be applied in the final year of the ships life. Consideration should be given as to possible alternative methods of disposal for the vessel, this may be in the form of sale to another navy or transfer of modular equipment on to a different vessel. Learning Curve The cost data used to determine the UPC are representative of the 4th vessel of a class. Shipbuilders report a reduction in costs for longer production runs. This reduction has a number of causes: increases in economies of scale brought about by increasing the amount of materials and number of equipment items purchased, and improvements in production planning and processes in the shipyard as they become familiar with the design. The cost reduction arising from the learning curve has been reported be equivalent to a saving of 7.5%-10.0% of the labour component of the UPC for every twofold increase in the number of ships produced. Using the conservative value of 7.5% saving per ship, the relative costs of different ships in a production run can be found, as shown in Table 4-3. Table 7-18: Efficiency figure out what to write here
Ship Number
Relative Labour UPC Cost
1
115.6%
2
107.5%
4
100.0%
8
93.0%
16
86.5%
The relative cost from Table 4-3 is very closely approximated by the equation given below:
Note also that the UPC of ship number four acts as the base point for the data, thus is at 100% relative UPC. Graphically the 7.5% Learning Curve is illustrated in Figure 0‑2. A number of other sources recommend learning curves of up to 15% per ship, however discussions with costing industry experts had expressed concern that this was overly-optimistic when compared to real life shipbuilding cost savings. It is worth noting that adopting “Design for Production” philosophies in the design build may actually reduce Ship Design Data Book
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the savings brought about by the learning curve effect; the initial ship in the class will already incorporate many features which would arise from improvements in production processes.
Figure 7-4: UPC Learning Curve
Net Present Value Net present value (NPV) is a method used for obtaining the total present value (PV) of a time series of cash flows. It is a standard method employed to appraise long-term projects and is used for capital budgeting. It measures the excess or shortfall of cash flows, in present value terms, once financing charges are met. Each cash inflow/outflow is discounted back to its present value (PV). These are then summed to give the net present value (NPV). Therefore NPV is the sum of all terms:
Where, t is the time of the cash flow, n is the total duration of the investment, r is the discount rate (the rate of return that could be earned on an investment in the financial markets with similar risk) and Ct is the net cash flow (the amount of cash inflow minus outflow) at time t. For a commercial ship a positive value of NPV indicates that the purchase and operation of the ship will result in a profit over the ship’s lifetime. Rules of Thumb The following ratios are included to allow the designer to perform a brief sanity check on the costing figures that are produced. • • •
The ratio of UPC : Maintenance : Cost of Ownership should be approximately 1:1:1. Maintenance is considered to be the cost of running the vessel excluding fuel and personnel. Cost of ownership is the price of fuel and personnel throughout the ships life.
It should be stressed that these figures are for guidance only, reasonable deviation is expected however, if significant deviation is found then the designer should revisit some of the assumptions made or highlight the source of the deviation (for example, an innovative manning philosophy or approach to construction).
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7.2.2.4 Costing References 1. http://www.statistics.gov.uk1 2. “Why Has The Cost of Navy Ships Risen? A Macroscopic Examination of the Trends in U.S. Naval Ship Costs Over the Past Several Decades” M.V. Arena, RAND, 2005 3. D Burgers M.Phil Report, “The Use of the Building Block Methodology to Integrate Design for Production in Preliminary Ship Design”, UCL, 2008. 4. “Options for Reducing Costs in the United Kingdom’s Future Aircraft Carrier (CVF) Programme”, J. Schank, R. Yardley, J. Riposo, H. Thie, E. Keating, M. Arena, H. Pung, J. Birkler and J. Chiesa, RAND Monograph MG-240, RAND Corporation, 2005 5. “Options for Reducing Costs in the United Kingdom’s Future Aircraft Carrier (CVF) Programme”, J. Schank, R. Yardley, J. Riposo, H. Thie, E. Keating, M. Arena, H. Pung, J. Birkler and J. Chiesa, RAND Monograph MG-240, RAND Corporation, 2005 6. http://www.shipbuildinghistory.com/world/statistics/wages.htm derived from US Government Bureau of Labor Statistics report “Hourly Compensation Costs For Production Workers In Manufacturing, 30 Countries,40 Manufacturing Industries, 1975-2002, Ship And Boat Building And Repairing (Us Sic 373)”, ftp://ftp.bls.gov/pub/ special.requests/ForeignLabor/ind3730.txt 7. Annual Survey of Hours and Earnings http://www.statistics.gov.uk/downloads/theme_labour/ ASHE_2007/2007_occ4.pdf 8. (ref - Rob Goodenough’s SDE project looking at the trade off for nuclear power, US Navy studies on nuclear power) 9. Royal Navy rates of Pay, http://www.royalnavy.mod.uk/upload/pdf/rates_of_pay_2007_20070608101553.pdf. 10. Fuel price information http://www.bunkerworld.com/markets/prices/ 11. http://articles.latimes.com/2007/jul/15/news/adme-ghostfleet15
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7.2.3 Supporting Data 7.2.3.1 Detailed UPC Estimation Method Supporting Data This section contains more detailed group level costing data which provides some indication of the likely cost impact of a variant of different ship design and production options. A number of different options are available to the designer for each of the different weight groups in the ship. It is possible in certain circumstances to consider the use of commercial rather than full warship standards in order to reduce cost. While there will be a cost advantage in doing this, it may be associated with penalties on weight, through life cost, or signature and survivability standard (e.g. noise and shock). The following cost data gives parametric cost values for ships adopting commercial standards for naval ships as opposed to ‘Full R.N. Standards’ based on a commercialized corvette design. Reword this section to make it less navy focused. This data is currently under development. Incomplete section are marked TOD. Pleas feel free to contribute any information you find Group 1 – Hull For the purposes of costing weight group one is subdivided into two components: the hull structural (group 16) and the hull remainder (groups 11-15 and 17-???). A number of production options are available to the designer when determining cost: • • •
Naval Standards Commercial Standards for Naval Ship Full Commercial Standards
Hull Structural The reduction in structural cost achieved by adopting commercial standards for naval ships is purely associated with the change in structural style. Subdivision standards, the level of penetrations by systems and the need for seatings and supports is assumed to be consistent with those normally achieved on a warship. This figure is therefore considerably higher than achieved on merchant ships where these features are not present. Penalties of adopting commercial standards for a naval ship: • •
Weight increase - 1.35LBD1.5 (naval ) Reduced shock performance
For support vessels built to commercial standards, use £k 3.61 / tonne (1999/00 figures). However the weight scaling algorithm used must reflect the commercial structure (which is likely to be much heavier). Penalties of commercial standards: • • •
Weight increase Reduced shock performance Reduced stability standards
TODO - provide student with an idea of the scale of theses penalties. Hull Remainder TODO Other information SNAME Ship design and construction chapter XXX contains information on number of radical production techniques which could be adopted to reduce construction costs. TODO - copy content Ship Design Data Book
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Group 2 – Personnel Due to the similarity between these spaces a single cost per tonne value can be applied. Naval Standards For a ship design and produced to conventional naval standards: •
Naval Standards
Modular Accommodation Significant cost reduction can be achieved by making use of modular cabins which are inserted into the ship during build. The penalties of modular accommodation: • • • •
Fixed cabin shape (cuboid) Deck head requirement Service locations Additional volume
Group 3 – Ship Systems For the purposes of costing weight group three is subdivided into nine components. Two production options are available to the designer when determining cost: • •
Naval Standards Commercial Standards for Naval Ship
The penalties of adopting commercial standards for a naval ship are: • • •
Weight increase - 0.95LBD Reduced shock performance Increased machinery noise
Airconditioning, Ventilation and Chilled Water TODO Sea & fresh water systems Wholeship Pump Integration, including supply of pumps and associated systems engineering for CVF project, valued at £3million for two ships (2008). [original source]2 Fuel systems TODO Hydraulic systems The current trend is to install hydraulic power packs as opposed to a ring main. Manufacturers should be approached for unit costs. Compressed air systems Waste disposal systems TODO Stabilisers TODO Aircraft systems TODO
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Group 4 – Propulsion For the purposes of costing weight group one is subdivided into two components: the hull structural (group 16) and the hull remainder (groups 11-15 and 17-???). A number of production options are available to the designer when determining cost: • • •
Naval Standards Commercial Standards for Naval Ship Full Commercial Standards
Gas turbines Gas turbines UPC’s are provided below: GAS TURBINE MODEL
LM 500
LM 1600
LM 2500
Spey SM1C
WR-21
Power rating[kW]
4474
14900
25000
19000
25000
Total Weight [te]
5.1
22.3
26.9
25.7
50
Budget UPC [£M] Complete unit (99/00
1.98
3.51
4.52
3.78
5.72
· The budget costs include; Monitoring equipment, Installation. HATS & SATS · WR-21 budget weight and costs are inclusive of auxiliaries Diesel engines Diesel engines UPC’s for PAXMAN DG’s are provided below: Power rating[kW]
1020
1515
248-
3300
3710
2610
3915
Total Weight [te]
12.1
24.8
33.2
36.0
41.2
27.0
40.0
Engine cost [£k] (99/00)
229
313
378
464
529
302
464
Gear box cost [£k] (99/00)
25
33
49
68
68
33
71
Acoustic housing cost [£k] (99/00)
19
21
22
22
23
22
24
Rafting cost [£k] (99/00)
32
38
43
50
51
43
52
DG Cost commercial standard [£k] (99/00)
562
648
702
810
864
616
648
DG Cost RN standard [£k] (99/00)
950
972
1080
1199
1296
1080
1102
The costs for a complete DG set can vary substantially depending depending on the user specification. Lower range costs are for supply commercial standards, while the upper range costs are for full RN standard.
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Additional costs Control & monitoring
circa 3.5%
Installation costs
circa 7.5%
Inflation rate
proportional to RPI
The costs presented are budgetry costs for PAXMAN diesel generator sets (Valenta range 1996) and include: • • • • • •
Engine Mount Double rafting (not for commercial standards) A typical gearbox Acoustic housing Generator
The following costs are not included in the iten costs given above. These values must be added to the values given above to give the total cost. • • •
Control & monitoring; add circa 3.5% Installation costs; add circa 7.5% Inflation: proportional to RPI
Emergency Diesel Generators Emergency Diesel Generators for CVF project, valued at £1million for two ships (2008). [original source]3 Electric motors Given the rate of technological advance and the wide spectrum of equipment available, it is advised that manufacturers be approached for budget costs. Auxiliary machinery TODO Gearboxes TODO Transmission TODO Propulsor The following values are appropriate for determining the cost of a ship propeller. TODO If the design makes use of waterjet then appropriate cost data can be found from the table below. Model
std unit weight (kg)
booster unit weight (kg)
power (kW)
cost (£k) (99/00)
50 s2
1540
1350
1000
119
63 s2
3150
2450
2000
113
71 s2
4350
3500
2650
157
80 s2
6050
4850
3500
216
90 s2
8250
6700
4200
213
112 s2
15200
12150
6000
265
160 s2
43000
33500
17000
632
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165
Notes: • • • • • •
Std unit weight is unit weight with steering & reversing bucket, transom flange (Al), shaft, shaft seal, hydraulics and water En pump & inlet duct, but excl controls. Booster unit weight is as above excl steering & reversing gear control weight - twin std = 150 (kg), single std = 100 (kg) for a more detailed breakdown, see manufacturers catalogues Power outputs are largely dependant on the water inlet conditions and can therefore differ substantially from one design to another. For typical values, see manufacturers reference list or contact the manufacturer if more detail is required Installation costs are typically 10% of the unit cost. This value must be added to the values given above to give the total cost.
Inlet & Exhaust trunking Supply of uptakes and downtakes systems for CVF project, valued at £8million for two ships (2008). [original source]4 Group 5 – Electrical Power Electric power generation Students are directed to use either the cost per tonne values presented below or the values for Paxman Diesel Generator sets from TODO Electric power distribution equipment TODO Electric power distribution cabling TODO Lighting systems TODO Group 6 – Payload The table below provide represenataive costs for the different payload items found on the ship.
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DESCRIPTION
FULLY DEVELOPED?
COST (99/00) (£1 Million)
Oerlikon/DES 30 mm
YES
0.65
4.5” Vickers Mk 8
YES
4.32
155mm Vickers
NO
7.34
FMC Mk 45 5”
NO
7.34
Vulcan Phalanx
YES
5.40
1007 - Navigation (complete system)
YES
2.38
911 Sea Wolf tracker
YES
4.86
NATO Sea Sparrow tracker
YES
5.40
MESAR per phase (incl local signal processing)
NO
6.48
SAMSON per phase (Nonrotating)
NO
8.64
EMPAR - 2 phased (rotating)
NO
17.28
ASTRAL
NO
4.32
Sea Giraffe
YES
2.16
UAF1 - Cutlass (ESM)
YES
2.92
Jammer outfit type 675 (ECM)
YES
1.62
Seagnat Launcher (6 Barrels) incl control
YES
0.22
DLS
YES
0.76
IFF transponder
YES
0.65
Type 2050
NO
3.78
Thompson Sintra Spherion
NO
2.16
SSCS with links 11 ,14&16
YES
2.92
Satellite outfit (SCOT)
YES
0.97
Harpoon (1 x Quad launcher)
YES
4.75
32 missile Mk 41 silo (S/ Sparrow)
YES
12.96
32 missile VLSW silo
YES
9.83
RAM Launcher (21 missiles)
NO
8.10
PAAMS (per 8 missile silo, excl missiles)
NO
2.70
PAAMS equipment rooms (8 silo’s)
NO
12.96
Ship Design Data Book ASW systems
MTLS
YES
1.19
Helicopters
Merlin EH 101
YES
27.00
Lynx
YES
12.96
Guns
Radars
EW
Sonars
Command & Control Communications Missiles - SSM
Missiles - SAM
167
Weapon Handling System Manufacture and installation of the Highly Mechanised Weapons Handling System for CVF project, valued at £34million for two ships (2008). [original source]5
7.2.3.2 Detailed TLC Estimation Method Supporting Data This section contains more detailed costing data which provides some indication of the likely cost impact of different factors that impact through life cost. This data is currently under development. Incomplete section are marked TOD. Pleas feel free to contribute any information you find Fuel TODO - would be nice to have some historical data... Crew TODO Consumables TODO Canal Charges Panama Canal Tolls for the canal are decided by the Panama Canal Authority and are based on vessel type, size, and the type of cargo carried. For container ships, the toll is assessed per the ship’s capacity expressed in twenty-foot equivalent units or TEUs. One TEU is the size of a container measuring 20 feet (6 m) by 8 feet (2 m) by 8.5 feet (6 m by 2.4 m by 2.6 m). Effective May 1, 2007, this toll is US$54 per TEU. A Panamax container ship may carry up to 4,400 TEU. A reduced toll is charged for container ships carrying no cargo or passengers. Most other types of vessel pay a toll per PC/UMS net ton, in which one "ton" is actually a volume of 100 cubic feet (2.8 m³). (The calculation of tonnage for commercial vessels is quite complex.) As of 2007, this toll is US$3.26 per ton for the first 10,000 tons, US$3.19 per ton for the next 10,000 tons, and US$3.14 per ton thereafter. As with container ships, a reduced toll is charged for freight ships "in ballast". Small vessels are assessed tolls based on their length. As of 2007, these are Suez Canal Average figure of $161,000 per transit are applicable of commercial ship for a Suez transit in 2007. Port Charges TODO Insurance TODO Survey TODO Maintenance The UK MoD believes that the RFA average cost of maintenance is estimated at £3.5 million per annum for each vessel. This includes maintenance on operational vessels, defect rectification, post design work, stock consumption and Ship Design Data Book
168
small packages of upkeep. In addition an element has been included to reflect the cost of scheduled refits, which are generally undertaken on a five yearly basis for each vessel.6 Example Data TODO
7.2.3.3 Detailed WLC Estimation Method Supporting Data Design Costs TODO Disposal Costs In 2001 RAND published a study7 on different disposal options of the 358 ship no longer at sea but still within the current US inventory. The report explored the total cost of four disposal options: Long-term storage, domestic recycling (within the US), overseas recycling (in India, Turkey or China) and reefing (at sea disposal through the creation of artificial reefs). The key results are highlighted in Figure 10. Table 7-19: US Ship Disposal Costs (2001)
Estimated Cost (millions of US$) Option
Worst Case
Baseline
Best Case
Baseline Average Annual Budget
LONGTERM STORAGE Discounted
1750
1170
960
50 for 100-year
Undiscounted
7740
4920
3770
program
Discounted
2590
1370
510
94 for 20-year
Undiscounted
3600
1870
680
program
Discounted
140
140
0
34 for 5-year
Undiscounted
170
170
0
program
Discounted
560
370
240
25 for 20-year
Undiscounted
760
500
320
program
DOMESTIC RECYCLING
OVERSEAS RECYCLING
REEFING
Example Data US Air Craft Carrier The table below presents whole life cost data for US aircraft carriers8. Table 7-20: Costs for Conventional (CV) and Nuclear (CVN) Aircraft Carriers (1997)
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169
$millions (constant $FY97)
Costs INVESTMENT COSTS
CV
CVN
2,050
4,059
866
2,382
2,916
6,441
58
129
10,436
11,677
688
3,205
11,125
14,882
222
298
Inactivation/disposal cost
53
887
Spent nuclear fuel storage cost
n/a
13
Total inactivation/disposal cost
53
899
1
18
14,094
22,222
282
44
Ship acquisition cost Midlife modernization cost Total investment cost Average annual investment cost OPERATING AND SUPPORT COSTS Direct operating and support cost Indirect operating and support cost Total operating and support cost Average annual operating and support cost INACTIVATION/ DISPOSAL COSTS
Average annual inactivation/disposal cost TOTAL COSTS Total life-cycle cost Average annual life-cycle cost
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7.3 Old costing methods
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171
7.3.1 Warship Costs Table 1 Labour v Material Costs Design Area
Material Cost (%)
Labour Cost (%)
Hull
10
90
Propulsion
85
15
Electrical
30
70
Control, Communications, Armament
95
5
Auxiliary Systems
30
70
Outfit & Furnishing
20
80
Table 2 Inflation Rates (Extracted from Office for National Statistics Web pages, www.statistics.gov.uk) These are the yearly (January to December) inflation rates based on the Retail Price Index (RPI). These rates exclude VAT. Year
Inflation Rate %
1985
6.1
1986
3.4
1987
4.2
1988
4.9
1989
7.8
1990
9.5
1991
5.9
1992
3.7
1993
1.6
1994
2.4
1995
3.5
1996
2.4
1997
3.1
1998
3.4
1999
1.5
2000
3.0 Figure 1 RPI Trend (From Defence Estimates)
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172
Students should be prepared to present the cost breakdown of their warship in the format given in table 3 at each design review commencing with the initial sizing presentation. A breakdown of the payload and machinery costs should also be submitted to support the figures in table 3. Any deviations from the given data should be highlighted along with details of the source of any new information (e.g. a telephone conversation with the manufacturer, a contact name and date). Table 3 Cost / Tonne data for various weight groups(1)
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173
GROUP
DESCRIPTION WEIGHT(2) (Tonnes)
Cost/Tonne Cost (1999/00) (£k) (£k)
Margins
Total
(£k)
Cost (£k)
1
HULL - Structure (Sub group 16)(3)
*****
16.50
****
- Remainder
*****
40.00
****
2
PERSONNEL
*****
40.00
****
3
SHIP SYSTEMS *****
50.57
****
32 - Sea ***** &freshwatersystems
48.71
****
33 - Fuel systems
*****
38.46
****
35 - Hydraulic systems(4)
*****
36 - Compressed air systems
*****
42.20
****
37 - Waste disposal systems
*****
50.20
****
38 - Stabilisers
*****
109.23
****
39 - Aircraft systems
*****
27.03
****
31 - Aircon, vent & chilled water
4
PROPULSION 41 - Gas turbines(5)
****
42 - Diesel engines(6)
****
44 - Electric motors(7)
****
45 - Auxiliary machinery
*****
43.02
****
46 - Gearboxes
*****
65.64
****
47 - Transmission
*****
25.12
****
48 - Propulsion(8)
*****
25.12
****
*****
23.54
****
*****
20.00
****
*****
80.00
****
*****
120.00
****
*****
154.22
****
- Inlet & Exhaust trunking 5
****
ELECTRICAL POWER 51 - Electric power generation(9)
52 - El power dist equipment Ship Design Data Book 53 - El power dist cabling 54 . Lighting systems
174
Notes to accompany Table 3 (refer to superscript numbers on cost basis): 1. [Cost / tonne] data is parametric data based on a typical frigate of ±4000 [tonnes] displacement. The costs do not include ‘first of class” costs and are typically for the forth or fifth vessel of a class of 12. The costs include the shipbuilders profits and overheads. All group weights should include design & build margins as follows: Hull - 5%, Personnel - 0%, Ship systems - 5%, Propulsion - 4%, Electric power -5% Payload - 7%. The design & build margin on each group should be increased by 2% for innovative hull shapes eg. Trimiran, SWATH and SES. The current trend (2000) is to increase these margins, the Type 45 destroyer has a design and build margin of about 7% for all weight groups. 3. Sub group 16 [cost / tonne] data is for a typical frigate. For support vessels built to commercial standards, use £k 3.61 / tonne (1999/00 figures). However the weight scaling algorithm used must reflect the commercial structure (which is likely to be much heavier). See section 2.1 for costing of warships built to “commercial standards”. 4. Hydraulic systems. The current trend is to install hydraulic power packs as opposed to a ring main. Manufacturers should be approached for unit costs. 5. Gas turbines UPC’s are provided in Table 4. 6. Diesel engines UPC’s for PAXMAN DG’s are provided in a subsequent section of this data pack. 7. Electric motors. Given the rate of technological advance and the wide spectrum of equipment available, it is advised that manufacturers be approached for budget costs. 8. Propulsion costs Are for CPP and FP propellers Waterjet cost data is provided in Table 6. 9. Electric power generation Used [cost / tonne] data or PAXMAN data given in Table 5. 10. Payload [cost / tonne] data is for installation costs only. 11. Design & construction services are to be taken as 2O% of groups 1 -6. (Otherwise known as “First of Class” costs these are not usually included in the UPC quoted for the ship) 12. Payload unit costs are provided in Table 7. This data is to be used with care and students should attempt to obtain confirmation of budget costs. 13. Developed/Minor equipment margin This margin should only be applied to minor systems or systems that have been fully developed at the time of the concept design. (See Table 7) 14. Developing equipment margins These margins should only be applied to systems under development at the time of the concept design. (See Table 7) 15. Inflation should be applied at a rate proportional to the retail price index. The current RPI trend is illustrated in Figure 1 with inflation figures based on RPI in table 2. RPI data can be obtained from the Office for National Statistics. Table 4 GAS TURBINE COST DATA 1. General Electric
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GAS TURBINE MODEL
LM 500
Power rating[kW] Speed [rpm]
LM 1600
LM 2500
4474 7000
14900 7000
25000 3600
Unit without enclosure Enclosure Auxiliary systems
4500 450 2150
10300 3800 8200
12600 4900 9350
Total
5100
22300
26850
1 98
3.51
4.52
Weight (approx) [kg]
Budget UPC [£M] Complete unit 2. Rolls Royce a
b
Spey SM1C
WR-21
i.
Max power
19000
[kW]
ii.
Speed
5500
[rpm]
iii.
Weight (incl encl)
25700
[kg]
iv.
Budget UPC
£M 3.78
i. ii. iii. iv.
Max power Speed Weight (incl encl) Budget UPC
25000 3600 50000 £M 5.72
[kW] [rpm] (kg)
Notes -1999/2000 figures, the inflation rate is proportional to the RPI - The budget costs include; Monitoring equipment, Installation. HATS & SATS - WR-21 budget weight and costs are inclusive of auxiliaries Table 5 BUDGET COSTS - PAXMAN RANGE
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ENGINE TYPE
VALENTA
DESCRIPTION
VP185
6CM
8CM
12CM
16CM
18CM
12V
16V
Power [kWb]
1020
1515
2480
3300
3710
2610
3915
Speed [rpm]
1600
1600
1640
1640
1640
1950
1950
Dry engine
5380
6108
8590
10706
11670
7685
11400
Engine mount
230
300
340
450
675
300
700
Double rafting
6900
7100
10234
11800
12900
10000
11980
Acoustic housing
2100
2450
2960
3200
3900
3000
4000
Generator
4025
9000
9500
10200
11100
8200
9000
Gearbox (typical)
695
1140
1340
1550
1560
1140
1560
DG set weight
9635
15408
18430
21356
23445
15800
20800
Enclosed weight
12135
24800
33194
35960
41200
27000
40000
Engine
229
313
378
464
529
302
464
Gear box
25
33
49
68
68
33
71
Acoustic housing
19
21
22
22
23
22
24
Rafting
32
38
43
50
51
43
52
562/950
648/972
702/1080
810/1199
864/1296
616/1080
648/1102
Performance
Weights [kg]
Cost [£k] (1999/00)
Complete DG set *
Notes * The costs for a complete DG set can vary substantially depending depending on the user specification Lower range costs are for supply commercial standards, while the upper range costs are for full RN sta Additional costs - Control & monitoring = circa 3.5% Installation costs = circa 7.5% Inflation rate = proportional to RPI
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177
Figure 2 DIESEL GENERATOR COSTS - VALENTA RANGE Notes The costs presented are budgetry costs for PAXMAN diesel generator sets (Valenta range 1996) and include: - Engine - Mount - Double rafting (not for commercial standards) - A typical gearbox - Acoustic housing - Generator The following costs are not included - Control & monitoring; add circa 3.5% - Installation costs; add circa 7.5% - Inflation: proportional to RPI Table 6 TYPICAL WATERJET COSTS - KAMEWA MODEL
WEIGHT (STD UNIT)* (kg)
WEIGHT (BOOSTER UNIT)* (kg)
POWER** [kW/ shaft]
COST*** (k£)
50 S2
1540
1350
1000
119
63 S2
3150
2450
2000
113
71 S2
4350
3500
2650
157
80 S2
6050
4850
3500
216
90 S2
8250
6700
4200
213
112 S2
15200
12150
6000
265
160 S2
43000
33500
17000
632
Notes * - Std unit weight is unit weight with steering & reversing bucket, transom flange (Al), shaft, shaft seal, hydraulics and water En pump & inlet duct, but excl controls. - Booster unit weight is as above excl steering & reversing gear Ship Design Data Book
178
- control weight - twin std = 150 (kg), single std = 100 (kg) - for a more detailed breakdown, see manufacturers catalogues ** - Power outputs are largely dependant on the water inlet conditions and can therefore differ substantially from one design to another. For typical values, see manufacturers reference list or contact the manufacturer if more detail is required *** - Costs provided are typical manufacturers unit costs (1999/2000) - Installation costs are typically 10% of the unit cost - An annual inflation rate proportional to the Retail Price Index (RPI) should be applied Figure 3 Typical Waterjet Costs
Table 7 CONTROL EQUIPMENT AND ARMAMENTS COST
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179
DESCRIPTION
FULLY DEVELOPED?
COST (99/00) (£1 Million)
Oerlikon/DES 30 mm
YES
0.65
4.5” Vickers Mk 8
YES
4.32
155mm Vickers
NO
7.34
FMC Mk 45 5”
NO
7.34
Vulcan Phalanx
YES
5.40
1007 - Navigation (complete system)
YES
2.38
911 Sea Wolf tracker
YES
4.86
NATO Sea Sparrow tracker
YES
5.40
MESAR per phase (incl local signal processing)
NO
6.48
SAMSON per phase (Nonrotating)
NO
8.64
EMPAR - 2 phased (rotating)
NO
17.28
ASTRAL
NO
4.32
Sea Giraffe
YES
2.16
UAF1 - Cutlass (ESM)
YES
2.92
Jammer outfit type 675 (ECM)
YES
1.62
Seagnat Launcher (6 Barrels) incl control
YES
0.22
DLS
YES
0.76
IFF transponder
YES
0.65
Type 2050
NO
3.78
Thompson Sintra Spherion
NO
2.16
SSCS with links 11 ,14&16
YES
2.92
Satellite outfit (SCOT)
YES
0.97
Harpoon (1 x Quad launcher)
YES
4.75
32 missile Mk 41 silo (S/ Sparrow)
YES
12.96
32 missile VLSW silo
YES
9.83
RAM Launcher (21 missiles)
NO
8.10
PAAMS (per 8 missile silo, excl missiles)
NO
2.70
PAAMS equipment rooms (8 silo’s)
NO
12.96
Ship Design Data Book ASW systems
MTLS
YES
1.19
Helicopters
Merlin EH 101
YES
27.00
Lynx
YES
12.96
Guns
Radars
EW
Sonars
Command & Control Communications Missiles - SSM
Missiles - SAM
180
7.3.1.1 Use of ‘Commercial’ Standards for Warships It is possible in certain circumstances to consider the use of commercial rather than full warship standards in order to reduce cost. While there will be a cost advantage in doing this, it may be associated with penalties on weight, through life cost, or signature and survivability standard (e.g. noise and shock). The following table gives a summary of parametric cost values relative to those for ‘Full R.N. Standards’ based on a commercialised corvette design. Also given are the likely weight and standard penalties. GROUP COST/tonne PENALTIES (Relative to R. N.) Weight Standard 1. Hull (Structure) 0.60 1.35 LBD1.5** Reduced shock (Remainder) 0.80 2. Personnel - Function of space Additional space required 3. Ships Services 0.85 0.95 LBD Reduced shock Reduced noise 4. Propulsion (Residue) 0.85 Reduced shock Reduced noise 5. Electrics 1.0 - Reduced shock Reduced noise Reduced stability of electrical supply 6. Payload - - * Reduction in Structural cost is purely associated with the change in structural style. Subdivision standards, the level of penetrations by systems and the need for seatings and supports is assumed to be consistent with those normally achieved on a warship. This figure is therefore considerably higher than achieved on merchant ships where these features are not present. ** Monohull frigates and destroyers built to the Lloyds Register warship rules (or similar) will have a structural weight fraction (structural weight divided by displacement) between 0.50 and 0.55.
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181
7.3.2 Merchant Ship Costs Usually estimated using a simple parametric formula, that given in Carreyette (1977), is reproduced below.
Steelwork Outfit Machinery (Labour) (Materials) (Labour) (Materials) (Labour & Materials) where = LBP (metres) Ws = Steel weight (in tonnes) Wo = Outfit weight (in tonnes) Ps = Service Power of Main Engines (in bhp) A’, B’, C’, D’ and E’ are factors embracing wage rates, allowances, overall productivity levels, assumed overheads and profit, material costs, wastage and allowance, delivery and handling charges and distributed allocation of service and miscellaneous costs. A’ = 4381 B’ = 929.5 C’ = 52260 D’ = 10985 F’ = 2018.9
} E’ = 7377.5
G’ = 5358.6 At 1998/9 price levels (assumes 705% inflation from 1975)
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182
7.3.3 Example Through Life Costs 7.3.3.1 Survey Requirements Source - Lloyds Register (March 2000) Long Survey (LR describe these as “special surveys”) Dry docked every 5 years for a duration of between 4 days to 4 weeks Intermediate Survey Dry docked every 5 years (alternating with the special survey) and have a duration of 4 to 5 days (Thus the ship is docked every 2.5 years) Continuous Survey Some ships (generally passenger / cruise vessels) rather than go into dock are surveyed whilst at sea, for these vessels approximately 20% of the vessel is surveyed each year. The survey costs are between £5000 and £40000 for the survey. Repair costs etc are on top of this figure
7.3.3.2 Fuel Costs Source – UK MOD (March 2000) Diesel Oil - £150.58/Tonne (prices fluctuate rapidly)
7.3.3.3 Port Charges 7.3.3.3.1 Gladstone Port Authority (Australia) Shipping Charges for the Port of Gladstone (Australia) ( www.gpa.org.au9 ) as at June 1999 (Converted from Australian Dollars using a rate of 2.616A$=1£ (24/3/2000) 1. Pilotage Arrival and Departure £ 0.033 per ton for the first 20,000 GRT. £ 0.021 per ton for next 20,000 GRT. £ 0.013 per ton thereafter. 2. Conservancy (Channels & Navigation Lights) £ 0.051 per ton or part of a ton. 3. Maritime and Navigation Pollution Levies Applicable for 3 months from date of issue. (Paid once in 3 months at first Port of call). Light Dues: The new levy rates are as follows: Net tonnage
Levy
1 - 5,000
0.206 £ per NRT
5,001 - 20,000
£ 1,032 + 0.149 £ for each NRT over 5,000
20,001 - 50,000
£ 3,268 + 0.1 £ for each NRT over 20,000
over 50,000
£ 6,020 + 0.065 £ for each NRT above 50,000
Oil Pollution: £ 0.0126 per NRT 4. Tug Charges Ship Design Data Book
183
£ 1,146 per Tug 5. Linesmen - Mooring Charges Covering the Cost of Providing Labour for the Tie-up Approximately £ 423. 6. Garbage Sterilisatlon and Disposal Services £ 28 each day of service. 7. Water Charge £ 0.32 per tonne plus service charge. Plus £ 2 per day 8. Tonnage Rates £ 0.04 per GRT per day. 10 Harbour Dues on Containers Type of Container (Standard 20 Foot TEU)
Import Harbour Dues £
An empty container or a container carrying empty returns (each)
£ 5.73
Any other containers (each)
£ 16
7.3.3.4 Canal Charges Suez Canal Charges (www.portguide.com10 or www.rafimar.com11 ) (Converted from US$ using 1.58US$=1£ (24/3/2000)) Rates of Transit in the Suez Canal
Ship Design Data Book
184
Suez Canal Authority – Rates of Transit to be applied as from 1st January 1999 Cost £/ton TYPE First 5,000 tons Next 5,000 tons OF VESSEL Laden
Next 10,000 tons
Next 20,000 tons
Next 30,000 tons
Balance of tonnage
Ballast
Laden
Ballast
Laden
Ballast
Laden
Ballast
Laden
Ballast
Laden
Ballast
Crude 4.11 Oil Tankers Combined Carriers of Crude Oil only
3.49
2.29
1.95
2.05
1.37
0.88
0.75
0.88
0.75
0.76
0.65
Tankers 4.27 of Petroleum Products
3.49
2.38
1.95
2.17
1.37
1.22
0.75
1.22
0.75
1.22
0.65
Dry 4.56 Bulk Carriers Combined Carriers carrying dry bulk cargo only
3.88
2.62
2.22
1.88
1.6
0.66
0.57
0.63
0.53
0.63
0.54
4.74
4.03
2.64
2.25
2.41
2.05
1.69
1.44
1.69
1.44
1.69
1.44
Liquid 4.27 Petroleum Gas LPG
3.64
2.38
2.03
2.17
1.85
1.53
1.30
1.53
1.30
1.53
1.30
Container 4.56 vessels Vehicle Carriers
3.88
2.59
2.21
2.13
1.81
1.53
1.30
1.53
1.30
1.16
0.98
3.88
2.62
2.23
2.38
2.03
1.66
1.42
1.66
1.42
1.66
1.42
Other bulk liquid LNG Carriers
Other vessels
4.56
Panama Canal Charges ( www.pancanal.com/maritime12 ) (As of January 2000, Converted from US$ using 1.58US$=1£ (24/3/2000)) Vessels more than 30.48 meters (100 feet) £ 949.00 per Registered Tonne
7.3.3.5 Annual Running Costs for a typical 2000 lane meter Ro /Ro Figure were supplied by 3 Quays Marine Services (March 2000) and assume British Flag & Crew (other flagging assumptions are in the general SDE data base)
Ship Design Data Book
185
Officers
9
Crew
10
Dry Dock
Every 2.5 years
Insurance Value
£23M Annual Cost in £1,000
Item
Typical Commercial Shipping Company Operated
RFA Operated
Manning Salaries & Wages
544
632
Travel / Expenses
45
25
Training
20
Victualling
25
Crew Managers Fees
29
Sundries
23
Total Manning Cost
666
33.5
710.5 Annual Cost in £1,000
Item (Cont)
Typical Commercial Shipping Company Operated
RFA Operated
Maintenance & Repair Maintenance
110
80
Spare Gear
105
80
Stores
54
54
Lub Oil
105
89
Total Maintenance
374
303
Insurance Hull & Machinery
220
War Risk P&I
50
Defence Oil Polution Total Insurance
270
0
Provision Special Survey
55
260
Over Heads
10
Management Fees
54
Dry Dock Total
119
260
Total
1429
1273.5
Dry Dock Accrual
Ship Design Data Book
186
Notes 1.
http://www.statistics.gov.uk/
2.
http://www.mod.uk/DefenceInternet/DefenceNews/EquipmentAndLogistics/ HitechWeaponsHandlingSystemForNewAircraftCarriers.htm
3.
http://www.mod.uk/DefenceInternet/DefenceNews/EquipmentAndLogistics/ HitechWeaponsHandlingSystemForNewAircraftCarriers.htm
4.
http://www.mod.uk/DefenceInternet/DefenceNews/EquipmentAndLogistics/ HitechWeaponsHandlingSystemForNewAircraftCarriers.htm
5.
http://www.mod.uk/DefenceInternet/DefenceNews/EquipmentAndLogistics/ HitechWeaponsHandlingSystemForNewAircraftCarriers.htm
6.
From http://www.armedforces.co.uk/navy/listings/l0023.html accessed 10th Aug 2008
7.
http://www.rand.org/pubs/monograph_reports/MR1377/
8.
From the GAO report “Cost-Effectiveness of Conventionally and Nuclear-Powered Aircraft Carriers”, GAO/NSIAD-98-1, August 1998
9.
http://www.gpa.org.au/
10. http://www.portguide.com/ 11. http://www.rafimar.com/ 12. http://www.pancanal.com/maritime
Ship Design Data Book
187
8 Structural Sections
Ship Design Data Book
188
8.1 Sample Warship Structural Sections This chapter includes some typical midship sections for the following warships. Frigate / Destroyer (Longitudinal Framing)
5438 Tonnes
Frigate (Hybrid structure)
3600 Tonnes
Landing Platform Helicopter
21,000 Tonnes
Mine Hunter (GRP)
484 Tonnes
Ship Design Data Book
189
8.1.1 Frigate / Destroyer (Longitudinally Framed) Length
133 m
Beam
16 m
Draught
5m
Depth
10 m
Displacement
5438 Tonnes
8.1.1.1 Strength Data Hog or Sag
Design Wave Height m
Bending Primary Stress Moment (MNm) (Mpa)
Allowable Stress (Mpa)
Main Deck Stress Range (MPa)
Hog
8
514
Deck = 224 Keel = 204
266 (0.75 Yield)
429
Sag
8
471
Deck = 205 Keel = 186
266 (0.75 Yield)
Ship Design Data Book
190
8.1.2 Frigate (Hybrid Framed) Length
120 m
Beam
15 m
Draught
4.3 m
Depth
9m
Displacement
3600 Tonnes
Midships Inertia
8.35 m4
8.1.2.1 Strength Data Hog or Sag
Bending Moment MNm
Shear Force MN
Design Primary Stress Mpa
Hog
290
9.5
Deck = 156 Keel = 156
Sag
350
9.5
Deck = 189 Keel = 189
Ship Design Data Book
191
8.1.3 Landing Platform Helicopter
Ship Design Data Book
192
8.1.4 Mine Hunter (GRP)
Ship Design Data Book
193
8.2 Sample Merchant Ship Structural Sections This chapter includes some typical midship sections for the following merchant ships. Ship Type
Length (m)
Beam (m)
Depth (m)
Tanker (2)
305
47.25
36.5
Tanker (3)
315
58
30.4
Bulk Carrier
141
20.5
12.05
General Cargo Ship
132.5
18.42
11.75
Tanker (1) - Isometrics
Container Ship
Ship Design Data Book
194
8.2.1 Longitudinal framing, Transverse framing or hybrid? In deciding the type of framing system to be employed the Lloyds rule requirements must be borne in mind. Lloyds rules divide ships into 11 types (General cargo ships, container ships, tankers etc). Contained within Part 4 of the rules are chapters outlining the requirements for each type. Various extracts from the rules are given below to provide guidance on the type of framing system appropriate for any design.
8.2.1.1 General Cargo Ships Lloyds Rules Part 4 - Chapter 1 General Cargo Ships This Chapter applies to sea-going ships designed primarily for the carriage of general cargo. Part 4 Chapter 1 Para 1.2.3 Longitudinal framing is, in general, to be adopted at the strength deck outside line of openings and at the bottom, but special consideration will be given to proposals for transverse framing in these regions.
8.2.1.2 Ro-Ro ferries / Passenger Ships Lloyds Rules Part 4 - Chapter 2 Ro-Ro ferries / Passenger Ships This Chapter applies to sea-going roll on-roll off cargo ships, ferries and passenger ships Part 4 Chapter 2 Para 1.2.4 Longitudinal framing is, in general, to be adopted at the strength deck and at the bottom,
8.2.1.3 Tugs Lloyds Rules Part 4 - Chapter 3 Tugs This Chapter apply to tugs, (but not to offshore tugs/supply ships, which are dealt with in Chapter 4)
8.2.1.4 Offshore Supply Tugs Lloyds Rules Part 4 - Chapter 4 Offshore Supply Tugs This Chapter applies to sea-going ships specially designed and constructed for the carriage of specialised stores and cargoes to mobile offshore units and other offshore installations.
8.2.1.5 Barges & Pontoons Lloyds Rules Part 4 - Chapter 5 Barges & Pontoons This Chapter applies, in general, to manned or unmanned non-self-propelled ships
8.2.1.6 Trawlers Lloyds Rules Part 4 - Chapter 6 Trawlers & Fishing Vessels This Chapter applies to sea-going steel trawlers, stern trawlers and fishing vessels
8.2.1.7 Bulk Carriers Lloyds Rules Part 4 - Chapter 7 Bulk Carriers This Chapter applies to sea-going single deck ships with machinery aft designed primarily for the carriage of bulk dry cargoes. Part 4 Chapt 7 Para 1.1.1-4 Ship Design Data Book
195
Longitudinal framing is, in general, to be adopted at the strength deck outside line of openings and at the bottom. Longitudinal or transverse framing may be adopted for the side shell, but longitudinal framing should generally be adopted for the sloped bulkheads of hopper and topside tanks.
8.2.1.8 Container Ships Lloyds Rules Part 4 - Chapter 8 Container Ships This Chapter applies to ships designed exclusively for the carriage of containers in holds and on deck. Part 4 Chapt 8 Para 1.2.3 Longitudinal framing is to be adopted at the topsides, and in general, at the bottom for ships of length, L, greater than 100 m. At the topsides, longitudinal framing should generally be fitted in way of the topside torsion box girder structure including the upper deck. The side shell clear of the box may be longitudinally or transversely framed.
8.2.1.9 Oil Tankers Lloyds Rules Part 4 - Chapter 9 Double Hull Oil Tankers This Chapter applies primarily to the arrangements and scantlings within the cargo tank region of sea-going tankers having integral cargo tanks, for the carriage of oil having a flash point not exceeding 60ºC Part 4 Chapt 9 Para 1.3.10-13 The bottom shell, inner bottom and deck are generally to be framed longitudinally in the cargo tank region where the ship length, L, exceeds 75 m. However, consideration will be given to alternative proposals for ships of special design. The side shell, inner hull bulkheads and longitudinal bulkheads are generally to be longitudinally framed where the ship length, L, exceeds 150 m, but alternative proposals, taking account of resistance to buckling, will be considered. Where the side shell is longitudinally framed, the inner hull bulkheads are to be similarly constructed. Lloyds Rules Part 4 - Chapter 10 Single Hull Oil Tankers The requirements specified in Chapter 9 are applicable to small conventional single hull oil tankers where relevant, together with the additional requirements of this Chapter.
8.2.1.10 Ore Carriers Lloyds Rules Part 4 - Chapter 11 Ore Carriers This Chapter applies to the arrangements and scantlings within the cargo region of sea-going ore carriers, intended for the carriage of ore in centre holds. Part 4 Chapt 9 Para 1.2.2 The bottom, and the deck outside the line of ore hatchways, are to be framed longitudinally within the cargo region. The side shell and longitudinal bulkheads are generally to be framed longitudinally where the length of the ship exceeds 150 m, but alternative proposals will be specially considered. Inside the line of openings, the deck is to be transversely framed.
Ship Design Data Book
196
8.2.2 Tanker Structures
Ship Design Data Book
197
Ship Design Data Book
198
Ship Design Data Book
199
8.2.3 Container Ship
Ship Design Data Book
200
8.2.4 Bulk Carrier
Ship Design Data Book
201
8.2.5 General Cargo Ship
Ship Design Data Book
202
8.2.6 Use of pillars on passenger ships Pillars are used to provide structural continuity vertically were layout constraints mean that spaces cannot be divided by bulkheads ie where large open spaces are required eg Use of pillars on Ro-Ro’s
8.2.6.1 Lines of pillars running longitudinally
8.2.6.2 Lines of pillars running transversely
Ship Design Data Book
203
9 Supplemental Data
This table provides a conversion between the systems defined within this database and the legacy UCL SDE systems that were used in some previous student reports.
Ship Design Data Book
204
Legacy UCL SDE Equivalence Name
Direct Equivalent
Similar Role
Capability Overviews Anti-Surface Vessel and Land Attack: Guns (page 230)
-
-
-
Anti-Surface Vessel and Land Attack: Missiles (page 231)
-
Anti-Air Warfare (page 229)
Combat Systems PAAMS System (page 240)
-
-
IRST-EO System (page 236)
-
-
RAM System (page 242)
-
-
MICA System (page 238)
-
-
FLAADS(M) System (page 234)
-
-
Guns Close In Weapon System Phalanx (page 281)
Seaswat (page
Millennium (page 279)
-
Goalkeeper (page 277)
Seawizz (page
)
)
Seaswat (page
)
Seaswat (page (page )
), 40mm Gun
Seawizz (page
)
Medium Calibre Gun Bofors 57mm stealth (page 288)
-
OM 76mm stealth (page 290)
76mm Gun (page
Vickers 155mm TFM (page 286)
-
120mm MK II (page
)
Vickers 114mm (stealth) (page 284)
-
120mm MK II (page
)
UD 127mm Mod 4 (page 292)
-
120mm MK II (page
)
MSI Seahawk 30mm (page 302)
-
40mm Gun (page
)
Oerlikon 20mm (page 300)
-
40mm Gun (page
)
BMARC 30mm twin (page 304)
-
40mm Gun (page
)
OM 12.7mm/40mm remote (page 306)
-
40mm Gun (page
)
1MW FEL (page 297)
-
Seawizz (page (page )
EM Railgun (page 295)
-
-
SCLAR - H - steerable (page 259)
-
Nulka (page )
) / Chaff (page
SEAGNAT - fixed (page 261)
Nulka (page )
Nulka (page )
) / Chaff (page
MASS - steerable (page 263) Ship Design Data Book
-
Nulka (page )
) / Chaff (page
ECM 675 (page 267)
-
Electronic Warfare (page
)
An-SLQ-32 (page 266)
-
Electronic Warfare (page
)
)
76mm Gun (page
)
76mm Gun (page
)
Small Calibre Gun
Other Guns ), VL Sea Trace
Electronic Warfare Decoy Launchers
) / Chaff (page
Jammer
205
10 Aircraft
Ship Design Data Book
206
10.1 Fixed Wing
Ship Design Data Book
207
10.1.1 JSF F35a CTOL USAF Operating length (m)
15.39
Operating width (m)
10.67
Operating height (m)
5.28
Stowed length (m)
15.39
Stowed width (m)
10.67
Stowed height (m)
5.28
Approximate empty weight (te)
12.00
Fuel weight (te)
8.39
Internal payload weight (te)
1.81
Maximum takeoff weight (te)
27.22
F35b STOVL USMC & RN Operating length (m)
15.39
Operating width (m)
10.67
Operating height (m)
5.28
Stowed length (m)
15.39
Stowed width (m)
10.67
Stowed height (m)
5.28
Approximate empty weight (te)
17.17
Fuel weight (te)
6.04
Internal payload weight (te)
1.81
Maximum takeoff weight (te)
27.22
F35c CTOL USN Operating length (m)
15.48
Operating width (m)
13.11
Operating height (m)
5.28
Stowed length (m)
15.39
Stowed width (m)
9.30
Stowed height (m)
5.28
Approximate empty weight (te)
14.59
Fuel weight (te)
8.90
Internal payload weight (te)
1.81
Maximum takeoff weight (te)
27.22
Ship Design Data Book
208
Notes: Lockheed Martin F-35 Lightning II Strike Fighter • •
• • •
• • • • •
Stealthy, supersonic, multi-role strike fighter aircraft under development by a multi-national group, but primarily by the USA. Three variants are being developed: • F-35A: USAF conventional take-off and landing version • F-35B: USMC and RN short take-off and vertical landing version, which features a lift fan in the fuselage, displacing some fuel • F-35C: USN catapult take-off barrier assisted landing (arrestor wires) version, with a larger span folding wing, arrestor hook and strengthening All three variants will feature two internal bays for carriage of up to 4000lb of weapons in a full stealthy mode. Three removable pylons under each wing give a possible maximum load of 6 2000lb JDAM weapons, but such a large single-purpose payload is unlikely. The F-35 will feature advanced radar and optical sensors integrated into the fuselage and wings. Modular systems and intelligent condition monitoring is expected to make a 'pit-stop' approach to carrier operations possible, where diagnostics and maintenance scheduling could be performed whilst the aircraft is still in flight. However, this would require sufficient data links and equipment on the host carrier. Recent UK research has focussed on the use of "Rolling Vertical Landings" (RVL) for the STOVL variant, where a very short landing run is used to allow increased bring-back weight (fuel or weapons). Take off run for an F-35B at MTOW with approximately 30 knots wind-over-deck, ski-ramp and mechanical holdbacks is approximately 150m. With no wind over deck this length increases to approximately 200-220m. The F-35C can be launched at MTOW from existing 90m C13-2 or C13-3 steam catapults. Jet Blast Deflectors (JBDs) are needed for both take-off modes and the effects of blast during VL or RVL recoveries should be considered when laying out the flight-deck.
Sources: • • •
http://www.naval-technology.com/projects/jsf/ http://www.jsf.mil/f35/ http://en.wikipedia.org/wiki/F-35_Lightning_II
Ship Design Data Book
209
10.1.1.1 Resources Name
Last Modifier Name
Last Modified
fixed_wing_jsf.design
admin
9/3/08 12:50:30 PM
fixed_wing_jsf_a.dwg
admin
9/3/08 12:48:55 PM
fixed_wing_jsf_a_b.dxf
admin
9/3/08 12:50:38 PM
fixed_wing_jsf_b.dwg
admin
9/3/08 12:51:26 PM
fixed_wing_jsf_c.dwg
admin
9/3/08 12:50:45 PM
fixed_wing_jsf_c_folded.dxf
admin
9/3/08 12:50:10 PM
fixed_wing_jsf_c_operating.dxf
admin
9/3/08 12:49:36 PM
Ship Design Data Book
210
10.1.2 X 45a Operating length (m)
8.077
Operating width (m)
10.302
Operating height (m)
2.042
Stowed length (m)
8.077
Stowed width (m)
4.060
Stowed height (m)
3.610
Approximate empty weight (te)
3.629
Fuel weight (te)
1.220
Internal payload weight (te)
0.680
Maximum takeoff weight (te)
5.529
Notes: Boeing X45A UCAV • • • •
Small, conventional take off and landing UCAV for naval applications. This aircraft cannot conduct vertical take offs or landings, and has a thrust-to-weight ratio of 0.52, so requires either a catapult launch or a long take-off run with ramp. The outer wings can be removed. They are shown here stowed over the fuselage. This aircraft is subsonic.
Sources: • • •
http://www.airforce-technology.com/projects/x-45-ucav/ http://www.darpa.mil/j-ucas/index.htm http://www.uavforum.com/vehicles/developmental/x45.htm
Ship Design Data Book
211
10.1.2.1 Resources Name
Last Modifier Name
Last Modified
fixed_wing_ucav.design
admin
9/3/08 12:49:00 PM
x_45a_ucav.dwg
admin
9/3/08 12:49:04 PM
x_45a_ucav_operating.dxf
admin
9/3/08 12:50:47 PM
x_45a_ucav_stowed.dxf
admin
9/3/08 12:49:40 PM
Ship Design Data Book
212
10.1.3 X 45c Operating length (m)
11.887
Operating width (m)
14.935
Operating height (m)
2.241
Stowed length (m)
1.887
Stowed width (m)
8.120
Stowed height (m)
2.413
Approximate empty weight (te)
8.165
Fuel weight (te)
6.350
Internal payload weight (te)
2.041
Maximum takeoff weight (te)
16.556
Notes: Boeing X45C UCAV • • • •
Large, conventional take off and landing UCAV for naval applications. This aircraft cannot conduct vertical take offs or landings. The model here is shown with folding wings for stowage. It is not clear if this was to be included on the actual design. This aircraft is subsonic.
Sources: • • • •
http://www.airforce-technology.com/projects/x-45-ucav/ http://www.darpa.mil/j-ucas/index.htm http://www.uavforum.com/vehicles/developmental/x45.htm http://www.invisible-defenders.org/programs/uavs/x-45c.htm
Ship Design Data Book
213
10.1.3.1 Resources Name
Last Modifier Name
Last Modified
fixed_wing_ucav.design
admin
9/3/08 12:49:00 PM
x_45c_ucav.dwg
admin
9/3/08 12:49:08 PM
x_45c_ucav_operating.dxf
admin
9/3/08 12:50:16 PM
x_45c_ucav_stowed.dxf
admin
9/3/08 12:49:16 PM
Ship Design Data Book
214
10.1.4 X 47 Operating length (m)
8.504
Operating width (m)
8.473
Operating height (m)
1.859
Stowed length (m)
8.504
Stowed width (m)
8.473
Stowed height (m)
1.859
Approximate empty weight (te)
1.740
Fuel weight (te)
0.472
Internal payload weight (te)
0.466
Maximum takeoff weight (te)
2.678
Notes: Northrop Grumman X47 Pegasus UCAV • • • • • •
Small, conventional take off and landing UCAV for naval applications. This aircraft cannot conduct vertical take offs or landings, and has a thrust-to-weight ratio of 0.58, so requires either a catapult launch or a long take-off run with ramp. This aircraft does not fold when stowed. Radius of operation is approximately 700nm. Radius of operation can be extended to 1000nm by carrying 245kg of additional fuel at the expense of payload. This aircraft is subsonic.
Sources: • • •
http://www.airforce-technology.com/projects/x47/ http://www.darpa.mil/j-ucas/index.htm http://www.uavforum.com/vehicles/developmental/x47.htm
Ship Design Data Book
215
10.1.4.1 Resources Name
Last Modifier Name
Last Modified
fixed_wing_ucav.design
admin
9/3/08 12:49:00 PM
x_47_ucav.dwg
admin
9/3/08 12:48:59 PM
x_47_ucav_operating.dxf
admin
9/3/08 12:51:16 PM
Ship Design Data Book
216
10.2 Rotary Wind
Ship Design Data Book
217
10.2.1 CH-47 Chinook empty weight (te)
10.61
fuel weight (te)
5.32
internal payload weight (te)
8.87
external payload weight (te)
12.73
length overall rotors turning (m)
30.18
overall hieght (m)
5.77
rotor diameter (m)
18.29
flight crew
4.00
minimum flight deck length (m)
27.6
minimum flight deck width (m)
13
notes Boeing CH-47 Chinook Helicopter • • • •
Twin-engined, twin rotor cargo helicopter in service with many armed forces worldwide. Several versions have been produced, for general cargo service and special forces operations. Chinooks can operate from naval vessels, even proving capable of landing on ships as small as the RN 'Castle' class OPVs. However, they are not fully marinised and are usually only used to offload troops from LPD or LPH. One aspect of the partial marinisation has been the provision of a quick-fold system for the rotor blades, allowing the Chinook to fit on flight deck lifts. The process of folding is entirely manual, however.
Sources: • • •
Geometry and weight data are based on DGShips Document D/S 183b/650/CHINOOK Globalsecurity Website: http://www.globalsecurity.org/military/systems/aircraft/ch-47d-specs.htm
10.2.1.1 Resources Name
Last Modifier Name
Last Modified
rotary_ch47_chinook.design
admin
9/3/08 12:51:31 PM
rotary_ch47_chinook.dwg
admin
9/3/08 12:50:03 PM
rotary_ch47_folded.dxf
admin
9/3/08 12:50:20 PM
rotary_ch47_operating.dxf
admin
9/3/08 12:49:35 PM
Ship Design Data Book
218
10.2.2 EH-101 Merlin Empty weight (te)
10.50
Fuel weight (te)
3.41
Mission payload weight (te)
0.96
Underslung payload weight (te)
4.54
Length overall rotors turning (m)
22.800
Overall hieght (m)
6.620
Rotor diameter (m)
18.290
Flight crew
4
Folded length (m)
15.750
Folded width (m)
5.200
Folded height (m)
5.200
Minimum aft flight deck length (m)
21.0
Minimum flight deck width (m)
13.0
Minimum hangar length (m)
16.5
Minimum hangar width (m)
7.5
Minimum hangar height (m)
5.6
Recommended hangar height (m)
6.9
notes: AgustaWestland EH-101 Helicopter • • •
• •
Advanced, three-engined, single rotor multi-purpose helicopter jointly developed by Italy and Britain. Several versions have been produced, capable of ASW, ASuW, AEW, SAR, cargo and troop transport. The data provided here refer to the UK Royal Navy's Merlin HM1 version, which is a specialist ASW aircraft, with a secondary ASuW function. Weapons consist of up to four Stingray torpoedoes or light anti-shipping missiles (formerly Sea Skua) carried on external pylons. A proposed development for littoral warfare would include podmounted machine guns, missile and rocket launchers. The EH101 was designed to use a modular approach to support and equipment fit. The ASW-specific modules can be removed from the RN version permitting the transport of a limited number of troops or cargo. Additional data for RAF cargo version: • Empty weight: 10.25te • Internal load: 3.12te • External load: 5.443te
Internal Spaces Required: Ship Design Data Book
219
• • • • • • • •
Flight deck Hangar Torpedo magazine Fuel tanks and system Air workshop Instrument workshop Stores Mechanical handling system on flight deck
Sources: • • • •
Geometry is based on the schematics from the Westland website: http://www.whl.co.uk/index.html Weight data is from: http://flug-revue.rotor.com/FRTypen/FREH101.htm
10.2.2.1 Resources Name
Last Modifier Name
Last Modified
rotary_eh101_folded.dxf
admin
9/3/08 12:50:33 PM
rotary_eh101_merlin.design
admin
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rotary_eh101_merlin.dwg
admin
9/3/08 12:49:52 PM
rotary_eh101_operating.dxf
admin
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Ship Design Data Book
220
10.2.3 Firescout UAV Navy RQ-8A properties stowed length (m)
3.60
stowed width (m)
1.80
stowed height (m)
3.00
operating length (m)
6.98
rotor diameter (m)
8.38
length overall rotors turning (m)
9.42
empty weight (te)
0.68
operating weight (te)
1.16
fuel weight (te)
0.38
mission payload weight (te)
0.09
endurance (hr)
6.0
operators
3
Marines MQ-8B properties stowed length (m)
3.60
stowed width (m)
0.80
stowed height (m)
3.00
operating length (m)
0.98
rotor diameter (m)
8.38
length overall rotors turning (m)
9.42
empty weight (te)
0.68
operating weight (te)
1.43
fuel weight (te)
0.38
mission payload weight (te)
0.36
endurance (hr)
6.0
operators
3
Notes: Northrop Grumman-Ryan Aeronautical Firescout Vertical Take off Unmanned Aerial Vehicle (VTUAV) • • •
Unmanned helicopter based on the Schweitzer 330 lightweight helicopter. To be used by the USN for surveillance and targetting (RQ-8A), and by the USMC for surveillance and light attack (MQ-8B). RQ-8A carries electro-optical sensors, IR and laser rangefinders only, MQ-8B can also carry 8 2.75in Hydra rockets equiped with a laser guidance system (APKWS).
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•
The modular payload design has lead to several proposed future payloads including mine detection systems, synthetic aperture radar and additional light-weight precision guided weapons.
Sources: • •
US DoD DOTE report on the VTUAV system http://www.naval-technology.com/projects/firescout/
Associated spaces: • •
•
• •
• •
A single VTUAV system consists of three air vehicles, one control station and associated communications and support equipment. For 3 Firescout VTUAVs one support module with the following characteristics is required: • Length 6.15 m • Width 2.4 m • Height 3 m • Weight 3.06 te A control station is also required. Based on the Tactical Control Station, this has the following characteristics: • Length 3.5 m • Width 2 m • Height 2 m • Weight 1.5 te This control system can alternatively be integrated into existing combat system consoles. Communication links are also required. These are line-of-sight only systems and this should be considered in their placement on board ship: • Command, weight 123kg • Telemetry, weight 25kg • Video, weight 25kg Typical fuel demand for a system of 3 VTUAVs is between 9.08 te and 11te. Hangar power requirements are 5 kw 28 v DC for starting.
10.2.3.1 Resources Name
Last Modifier Name
Last Modified
uav_firescout.design
admin
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uav_firescout.dwg
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uav_firescout.dxf
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10.2.4 SH-60 Seahawk Empty weight (te)
6.19
Fuel weight (te)
1.88
Mission payload weight (te)
2.59
Maximum take off weight (te)
10.66
Underslung payload weight (te)
4.08
Length overall rotors turning (m)
19.76
Overall height (m)
5.180
Rotor diameter (m)
16.350
Flight crew
4
Folded length (m)
12.470
Folded width (m)
3.220
Folded height (m)
4.040
Notes: Sikorsky MH-60S Seahawk • • • • • • •
Twin engined medium naval helicopter. Several versions have been produced for army, marine and navy use by various armed forces world-wide. The latest US Navy version is the MH-60S Knighthawk. This has enhanced Anti Surface Vessel Warfare capabilities, including the ability to utilise Laser-Guided Hellfire missiles, but does not have ASW capabilities. The main roles for the MH-60S are VERTREP (replenishment), Organic Airborne Mine Countermeasures (OAMCM) and Armed Helo Weapon System (AHWS) (ASVW) The MH-60S is also provided with enhanced suvivability features against small arms fire that might be encountered in the troop transport role. In the troop transport role, the MH-60S can carry up to 20 armed troops. The very similar SH-60 series have a search radar and ASW equipment such as a MAD and Sonobuoy dispenser and can fire lightweight ASW torpedoes such as the MK46. The overall characteristics of all -H-60- aircraft are similar.
Internal Spaces Required: • • • • • • • •
Flight deck Hangar Torpedo magazine Fuel tanks and system Air workshop Instrument workshop Stores Mechanical handling system on flight deck
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Sources: • • •
Sikorsky product information leaflet http://www.sikorsky.com/details/0,9602,CLI1_DIV69_ETI264,00.html http://www.naval-technology.com/projects/#Naval_Aviation
10.2.4.1 Resources Name
Last Modifier Name
Last Modified
rotary_sh_60_seahawk.design
admin
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rotary_sh_60_seahawk.dwg
admin
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rotary_sh_60_seahawk_operating.dxf admin
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10.2.5 Westland Lynx Empty weight (te)
2.74
Fuel weight (te)
0.79
Mission payload weight (te)
1.80
Underslung payload weight (te)
1.36
Length overall rotors turning (m)
15.16
Overall height (m)
3.48
Rotor diameter (m)
2.80
Flight crew
2.00
Folded length (m)
5.00
Folded width (m)
2.94
Folded height (m)
3.25
Minimum_aft_flight_deck_length (m)
17.0
Minimum_flight_deck_width (m)
10.0
Minimum_hangar_length (m)
13.0
Minimum_hangar_width (m)
5.0
Minimum_hangar_height (m)
3.8
Recommended_hangar_height (m)
5.1
notes: Westland Lynx Helicopter • • • • • •
Agile twin engined light naval helicopter. Several versions have been produced for army and navy use by various armed forces world-wide In Royal Navy service, the Lynx is used for ASW, ASVW, reconnaissance and boarding operations. For ASW the Lynx can carry up to two light torpedoes (Stingray), depth charges and a dipping sonar. ASW operations are co-ordinated by the launching ship, however. For Anti Surface Vessel Warfare, the Lynx can carry up to four light missiles (formerly Sea Skua) and a jamming pod. Current MoD / RN plans are for the Lynx fleet to be replaced by the 'Future Lynx' - a developed version of the design with new engines, electronics and improved reliability.
Internal Spaces Required: • • • • •
Flight deck Hangar: Fittings mass 3.6te. Torpedo magazine: If separate magazines are provided, then the torpedo magazine will be 10.25m2 and fittings 2.6te for 16 weapons. Guided weapons magazine: If separate magazines are provided, then the GW magazine will be 11.7m2 and fittings 0.9te for 12 weapons. Sonobuoy store: Area 15m2 and mass 2te.
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• • • • •
Fuel tanks and system: Typicall tank volume 32m3, fuel system mass 2.4te Air workshop Instrument workshop Air stores: Area 14m2, mass 1te Mechanical handling system on flight deck: Mass 1.2te
Sources: • •
Geometry is based on the schematics from the Westland website: http://www.whl.co.uk/index.html
10.2.5.1 Resources Name
Last Modifier Name
Last Modified
rotary_westland_lynx.design
admin
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rotary_westland_lynx_folded.dwg
admin
9/3/08 12:51:02 PM
rotary_westland_lynx_folded.dxf
admin
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rotary_westland_lynx_operating.dwg
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rotary_westland_lynx_operating.dxf
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11 Capability Overviews
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11.1 (blank)
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11.1.1 Anti-Air Warfare Overview Introduction • •
This document provides a summary of weapon systems used for AAW. Typical ranges, roles, ship impacts and types of weapons are presented. The purpose of this summary is to assist in developing capability increments for cost-capability analyses in preliminary ship design.
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11.1.2 Anti-Surface Vessel and Land Attack Warfare Overview: Guns Introduction • •
This document provides a summary of gun systems used for ASVW and LA. Typical ranges, roles, ship impacts and types of weapons are presented. The purpose of this summary is to assist in developing capability increments for cost-capability analyses in preliminary ship design.
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11.1.3 Anti-Surface Vessel Warfare and Land Attack Overview: Missiles Introduction • •
This document provides a summary of missile systems used for ASVW and LA. Typical ranges, roles, ship impacts and types of weapons are presented. The purpose of this summary is to assist in developing capability increments for cost-capability analyses in preliminary ship design.
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12 Combat Systems
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12.1 (blank)
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12.1.1 FLAADS(M) System
FLAADS(M): Future Local Area Air Defence System (Maritime) • • • • • • •
ASRAAM derived anti-air missile system intended for use in land, sea and air environments, replacing Sea Wolf, Rapier and ASRAAM. FLAADS(M) is the maritime local air defence system employing the CAMM(M) missile. In land and sea applications, the lightweight missile is soft-launched from a vertical launch silo, reaching approximately 30m altitude, before turning toward the direction of the threat and igniting its main engine. The intended target set is fixed and rotary-wing aircraft, missiles and UAVs. The system is notable for a relatively low shipboard footprint, with not dedicated radars required, and a lightweight launcher that can be positioned in a variety of locations. The use of soft launch further reduces the ship layout impact by eliminating rocket efflux effects. The missile, with a maximum range of approximately 20-25km (against a co-operative target), uses active radar guidance with a mid-course command uplink. PAAMS command and control functionality is being re-used in the FLAADS(M).
System Components • • •
• • •
•
Surveillance Radar. This can be any of the current generation of medium range 3D surveillance radars. Examples include the STAR radar and SMART-S Mk2. This radar may be dedicated to FLAADS(M) or used as the ships primary sensor. Optronic Surveillance System. FLAADS(M) may also be able to accept targetting data from optical and IR systems. Command data link. The following data i highly speculative: • Data link terminal: 2 cabinets of weight 500kg, area 4m2 and electical power 6kw requirement. • Data link antennae: As required to achieve full coverage. A possible installation is four small antennae (forward and aft, port and starboard), total weight 200kg. Missile Launchers. These can be arranged in groups of any size, or quad-packed into Mk-41 and Sylver cells. CAMM missiles. Command and Control system. In a self-defence application, FLAADS(M) may have similar requirements to MICA. A single console is needed to control the system, but this does not need to be dedicated to the task. A space containing dedicated command and control systems would be required, which would engage target tracks assigned to it by the ships combat management system. This would probably be of similar size to the Launcher Control Room. It should be noted that this is currently a developmental system, and thus this data is highly speculative.
External Requirements •
A basic Combat Management System and associated data highway would be required.
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Also See: •
SAM CAMM
References: • • •
Scott, R, (2008), 'MBDA Proposes New Soft Launcher for UKs Future Common Air Defences', Janes IDR, June 2008 Scott, R, (2008), 'Common Aim: CAMM Missile Seals Cost Reduction Without Compromise', Janes IDR, September 2008 Gazard, P N, (2008), 'Warship Missile System Integration', INEC 2008
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12.1.2 IRST-EO System
Notes: IRST / EO • • •
Infra Red Search and Track / Electro Optical systems. Naval sensor system intended to provide a range of functions including air and surface surveillance, target tracking and fire control using passive Infra Red (IR), Ultra Violet (UV) and visible light sensors. These systems are being more widely used due to the changing nature of naval operations and threats, particularly littoral operations, emphasis on stealth, sea-skimming missiles, small boats and swimmers.
Key Features: • • • • • • • •
These systems are passive and can detect and track multiple targets without radiating any detectable signals IR and EO systems enable positive target identification They are more effective than radar against some types of targets, such as small boats and swimmers They can be more effective than radar, in some circumstances, against sea-skimming missiles IR systems can have some Over-The-Horizon (OTH) capability against supersonic sea-skimming missiles, due to the heat plume generated whilst the missile is still out of sight The performance of IR and EO systems is degraded by obscurants such as smoke, and IR in particular can be adversely effected by moisture in the atmostphere Effective (gun) fire control requires a range measurement, which generally requires an active system - IR & EO systems can employ a laser rangefinder or cue a Fire Control Radar (FCR) Effective ranges vary from type to type, but typical quoted detection ranges are 27km against missiles, 25km against fighters, 0.5km against swimmers and 1-2km against rubber boats.
System Components: • • • • • • •
A range of IRST and EO systems have been developed, but all share the same basic topology of sensor heads placed high in the ship, usually with support equipment close by, and a central computer system interfacing with the main command system. There are two main types of surveillance sensor - rotating heads and fixed staring arrays. The rotating systems mechanically scan, similar to a radar, and provide detection, tracking and some degree of identification through IR. The fixed staring systems electronically scan and provide detection, tracking and identification using IR, UV and / or visual frequencies. Generally trainable trackers (e.g. GPEOD) would still be used to provide high-res optical, IR and laser rangefinder channels, and for fire control. Increasingly the sensor systems are self contained or have small stirling engines for cooling IR sensors. Generally both discrete and distributed systems will only require a single processing rack to interface with the ships Combat Management System.
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Future Developments: • • •
Increased use of fixed electronically scanning arrays. Possible removal of need for trainable systems due to enhancements in software used to "stitch" images together. Reduced size of sensor heads and supporting equipment.
Below Decks Spaces: • •
Generally a small processing office will always be required, which should be located close to the sensors in a centralised system. See individual systems for more information.
External Requirements: •
A basic Combat Management System and associated data highway would be required.
Also See: • •
GPEOD IRST Sirius
References: •
Gething, M J, (2007), 'On Watch: EO Surveillance and Fire Control Come of Age', Jane's International Defence Review, November 2007
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12.1.3 MICA System
Mica VL Naval • • • •
MBDA produced point defence missile system. Naval air defence system intended to provide local self defence to warships. Capable of engaging aircraft and missiles. Two significant features of the Mica system are the relatively low shipboard footprint, with no dedicated radars required, and the use of two seperate missile homing techniques.
System Components • • • • •
Surveillance Radar. This can be any of the current generation of medium range 3D surveillance radars. Examples include the STAR radar and SMART-S Mk2. Optronic Surveillance System. Mica can also accept target data from an Infra-Red Search and Track system. This may be more appropriate if an all-IR missile fit is to be used. Missile Launchers. These are based on the existing Vertical-launch Sea Wolf cannisters, and can be arranged in groups of 3,4 or 8. A small control room is needed adjacent to the launchers. Mica Missiles. These are developed from the Mica Air to Air missile, and are available in passive IR or J-band active pulse doppler RF homing variants. Maximum range is 10-15km and altitude is 10km, maximum missile speed is between Mach 3 and 4 and the warhead is 12Kg blast/fragmentation. Command and Control system. A single console is needed to control the system, but this does not need to be dedicated to the task. All command and control functions are performed by the equipment in the launcher control room, which engages target tracks assigned to it by the ships combat management system.
External Requirements •
A basic Combat Management System and associated data highway would be required.
Also See: • • • •
Mica SAM Launcher SR STAR Surv Radar IRST - EO System IRST Sirius
References: •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland.
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• • • •
MBDA website. http://www.mbda-systems.com/mbda/site/FO/scripts/siteFO_contenu.php?lang=EN&noeu_id=95 UCL SDE data book. Hooton, E R (ed); Jane's Naval Weapon Systems Issue 38, (2003).
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12.1.4 PAAMS System
Notes: PAAMS • • •
MBDA produced "Principal Anti-Air Missile System". Naval air defence system intended to provide local area air defence to host warships and nearby vessels. Capable of engaging aircraft, but oriented towards the anti-missile role, specifically multiple supersonic sea skimming antiship missiles.
System Components •
• • • • • •
Multi Function Radar - in the I/J F or G bands, providing medium range search, surface search, tracking of inbound targets and outbound missiles, and kill assessment. The Type 45 uses the Sampson MFR, whilst Horizon vessels use the Empar MFR. When comparing this and other differences between the Horizon and Type 45 designs, it should be noted that the RN performance requirements were different than those of the French and Italian navies. Command uplink - X band command uplink to control ASTER missiles in the early stages of flight. This can be integrated with the MFR. Sylver vertical launchers - 8 round vertical launchers. ASTER 15 and ASTER 30 Surface to Air Missiles - Highly agile anti missile missiles with inertial / command uplink guidance and active radar terminal homing. Maximum range varies with target altitude but is approximately 30km for ASTER 15 and 120km for ASTER 30. Command and Control (C2) system - this can be a stand alone computer system, or be integrated with the ships combat management system. This system must manage the air picture, prioritise targets, assign and launch missiles. The C2 system interfaces PAAMS with the host ships Combat Management System IFF system - Identification Friend or Foe system. Active system used to identify airborne targets from their transponders. The Horizon and Type 45 vessels also carry an S1850M L-band Long Range Radar, providing long range volume air search.
Future Developments •
•
Future developments of PAAMS are likely to focus on incorporating Tactical Ballistic Missile Defence. This will require modifications to the fire control system, the introduction of new ASTER 45 missiles with a larger booster, and possibly modifications to the MFR to improve high angle coverage (this may be purely software based, or additional array elements may be required). An additional future development is the integration of a third, short range point defence missile into the PAAMS architecture. This could be launched from the Sylver VLS, or from a trainable deck mounted launcher. Software modifications would be required to allow the C2 system to assign targets to the new weapon.
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• • •
A further development is the integration of Infra-Red Search and Track (IRST) systems into the PAAMS architecture. Systems such as "Sirius" could provide initial detection and track formation for targets such as sea skimming missiles. Fire control would still be performed by a Multi Function Radar, however. Integration of PAAMS with Co-operative Engagement Capability (CEC) is a possibility for the future - space for the associated antennae has been included below the SAMPSON MFR on the Type 45. A currently unknown factor is the minimum level of capability required in the Multi Function Radar. Allthough the accuracy, discriminatory power and high refresh rates of a large MFR would almost certainly be required for Area Air Defence (ASTER 30), it has been speculated that basic ship self defence could be provided using ASTER 15 missiles and a medium range 3D radar (for a representative example see the STAR surveillance radar), with the integration of the X-band command uplink. As of late 2007, however, this alternative system topology has only been offered with the shorter ranged Mica self defence missile.
Below Decks Spaces •
In addition to the equipment spaces dedicated to each of the components listed below, the PAAMS C2 system consists of two main processing units, (one running and one a "hot spare"), a master switching unit and a training desk. Total equipment weight is approximately 600kg and an area of 5m2 is required.
External Requirements •
A basic Combat Management System and associated data highway would be required.
Also See: • • • • •
MFR Sampson LRR S1850M SyLVer VLS MK 41 VLS ASTER SAM
References: • • •
MBDA Webpage: http://www.mbda-systems.com/mbda/site/FO/scripts/siteFO_contenu.php? lang=EN&noeu_id=89 Scott, R (2007), 'Unfurling the Royal Navy's New Air Defence Umbrella', Janes Navy International, September 2007 House of Commons Defence Committee Eighth Report (Refers to some of the design requirements): • http://www.parliament.the-stationery-office.co.uk/pa/cm199899/cmselect/cmdfence/544/54402.htm
12.1.4.1 Resources Name
Ship Design Data Book
Last Modifier Name
Last Modified
241
12.1.5 RAM System
Raytheon Rolling Airframe Missile (RAM) • • •
Naval point defence missile system intended to provide self defence to warships and auxillaries. Capable of engaging aircraft and missiles. The main feature of the RAM system is its low shipboard footprint, with no dedicated radars required and a relatively small upperdeck launcher.
System Components • • • • •
• •
Surveillance Radar. This can be any of the current generation of medium range 3D surveillance radars. Examples include the STAR radar and SMART-S Mk2. Optronic Surveillance System. Target data can also be provided by an Infra-Red Search and Track system. ESM system. An ESM system is used to provide information on the target radar emissions (in the case of active homing anti-ship missiles). Missile Launchers. The RAM system uses the 21 round Mk-49 Guided Missile Launching System. RIM-116A RAM missiles. With a maximum range of 9.6KM these fire and forget missiles use dual mode passive radar and IIR homing, have a warhead weight 9.09kg (blast/fragmentation) and 20g manoeuvrability. An extensive upgrade programme is intended for the missiles, including increases in range, manoeuvrability and a command uplink system. Command and Control system. A single console in the ops room is needed to control the system. All RAM specific command and control functions are performed by the equipment in the launcher control room, including the local control console. As there are no on-mount sensors, the most basic surveillance and navigation radars are unsuitable for use with the RAM system. The alternative SeaRAM system uses the Phalanx CIWS mount as a basis for an 11 round launcher, retaining the CIWS surveillance and fire control radars. SeaRAM is thus more suitable for basic installations such as those on Auxilliaries as it does not require an advanced radar or ESM system.
External Requirements •
A basic Combat Management System and associated data highway would be required.
Also See: • • • • •
SAM RAM SAM SeaRAM SR STAR Surv Radar IRST - EO System IRST Sirius
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Sources: • • • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Raytheon product information leaflet. UCL SDE data book. DOTE 2000 RAM report. Hooton, E R (ed); Jane's Naval Weapon Systems Issue 38, (2003).
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13 Daughter Craft
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13.1 Landing Craft
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13.1.1 BAE Systems Landing Craft Utility MK 10
Displacement fully loaded (te)
240
Payload weight Challenger 2 (te)
62.5
Unloaded weight (te)
177.5
Estimated fuel tankage (te)
25.0
Length (m)
29.8
Beam (m)
7.4
Draught (m)
1.7
Notes: BAE Systems Landing Craft Utility MK 10 • • • • • • • •
Standard large landing craft in the Royal Navy, and similar to those in the Royal Netherlands Navy. Four can be carried by each LPD(R). Drive - through, roll-on roll-off configuration with ramps at either end. Maximum cargo is one Challenger 2 MBT, four lorries or 120 troops. Crew complement is 7, all are provided with bunks and there is a small galley. Maximum speed of 8.5 knots. Stores endurance of 14 days. Range of 600 nautical miles on built-in fuel tanks. Designed for world-wide operation.
Sources: • •
'First of Ten for RN', Ship and Boat International October 1999, RINA Royal Navy and BAES web sites • http://www.royal-navy.mod.uk • http://www.baesystems.com
13.1.1.1 Resources: Name
Last Modifier Name
Last Modified
rn_lcu_mk_x.dwg
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rn_lcu_mk_x.dxf
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rn_lcu_mk_x.design
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13.1.2 Combatboat CB90
overall_length (m)
15.9
waterline_length (m)
14.9
beam (m)
3.8
draught (m)
0.8
height_mast_raised (m)
5.0
height_mast_folded (m)
3.8
speed (kt)
40
light_weight (te)
13.5
normal_weight (te)
15.3
max_weight (te)
20.5
fuel_volume (m3)
2.25
Notes: Dockstavarvet Stridsbåt 90 / Combat Boat 90 • • • • • • •
Fast assault and riverine patrol craft used by the militaries of Sweden, Norway, Greece, Mexico, Brazil, Malaysia. Similar vessels are used as landing craft by the Royal Danish Navy. Twin waterjet propulsion gives high speed and great manoeuvrability. The standard armament of the Swedish version is one roof mounted 12.7mm machine gun and two fized hull mounted 12.7mm machine guns. Alternative armaments include remote weapons stations on the roof for weapons such as 12.7mm MG and 40mm grenade launchers. In addition to the 3 crew, 21 fully equipped troops can be carried. Alternative loads of mines and depth charges can be carried. Troops can disenbark via a bow door. Experimental versions have been developed where the rear troop compartment is displaced by a launcher for Hellfire missiles, or a twin AMOS 120mm automatic mortar. The latter weapon will instead be deployed on a larger vessel. Joint exercises between the USN and RSwN have shown that these vessels can be operated from large LPDs. However, due to the CB90s V-shaped hull, a docking cradle is required to transport the boats in a dry dock. Based on the Danish use of similar vessels, CB90s could also be deployed by davit. Approximate cost given as 5.5 Million Swedish Kroner (providence and date unknown).
Sources: • •
Unofficial website about the Swedish armed forces: http://www.soldf.com/strb90h.html Official Swedish Navy website: http://www.marinen.mil.se/
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13.1.2.1 Resources: Name
Last Modifier Name
Last Modified
cb90.design
admin
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cb90.dwg
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cb90.dxf
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13.1.3 VT Landing Craft Vehicle, Personnel MK 5
Displacement fully loaded (te)
24.0
Payload weight (te)
8.0
Unloaded weight (te)
10.0
Estimated fuel tankage (te)
5.5
Length (m)
15.7
Beam (m)
4.3
Draught (m)
0.7
Notes: VT Landing Craft Vehicle, Personnel MK 5 • • • • • •
Standard small landing craft in the Royal Navy. Four can be carried on davits by each LPD(R). Single ramp at bow. Maximum cargo is 2 light trucks or 35 troops. Crew complement is 3. Maximum speed of 24 knots. Range of 210 nautical miles.
Sources: •
http://navy-matters.beedall.com/albion.htm
13.1.3.1 Resources: Name
Last Modifier Name
Last Modified
rn_lcvp_mk_v.design
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rn_lcvp_mk_v.dwg
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13.2 Ships Boats
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13.2.1 Pacific 24 Mk II Rigid Inflatable Boat
• •
The Arctic 24 is a versatile fifty-knot RIB manufactured by VT Halmatic. It is currently in service with military, special forces, police, customs and rescue authorities worldwide.
LOA [m]
7.65
Beam [m]
2.64
Draught [m]
0.40
Speed [knots]
50+
Range [nm]
150
Weight [te]
3
Cost [£] [07/08]
125,000
Name
Last Modifier Name
Last Modified
Pacific24_BoardingBoat1
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Pacific24_BoardingBoat2
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13.3 Unmanned
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252
13.3.1 Lockheed Martin Remote Minehunting System AN/WLD-1(V)1
Vehicle: Vehicle weight (te)
2.7
Stowage cradle weight (te)
1.4
Fuel weight (te)
6.81
Storage box: Length (m)
6.93
Width (m)
2.4
Height (m)
3.0
Support module: Weight (te)
3.5
Length (m)
6.15
Width (m)
2.4
Height (m)
2.5
Davit: Weight (te)
2.0
Length (m)
2.0
Width (m)
1.0
Height (m)
2.5
Notes: Lockheed Martin Remote Minehunting System AN/WLD-1(V)1 • • • • •
Minehunting system utilising a submersible remote minehunting vehicle and modular support systems. Intended to be used for 'organic' minehunting, being deployed from destroyers, cruisers and the LCS. The RMS vehicle is powered by a 370hp diesel engine, and tows a variable depth sonar unit, in addition to sonars on the main vehicle. The RMS can make approximately 10knots. The normal mode of operation would be to have the launching craft stand off whilst the RMS searched a suspect area. The current system is limited to line-of-sight communications with the mothership, but future versions may feature a SATCOM unit.
Ship Design Data Book
253
• • • •
Typically two RMS vehicles require one support module and one davit (which is a mobile handling device). In the destroyer application the RMS is deployed from the waist in a similar manner to the existing ships' boats. The RMS cannot plant explosives to destroy mines. It is simply a reconnaissance system. In addition to the modules, described above, a single operations room console is required to operate the system. For engine startup the RMS requires 66kW 450 Amps for 0.8 sec.
Sources: • • •
Lockheed Martin product information leaflet UCL DRC project data UCL SDE Data Book
13.3.1.1 Resources: Name
Last Modifier Name
Last Modified
rms_davit.dxf
admin
9/3/08 12:51:05 PM
rms_stowage.dxf
admin
9/3/08 12:49:52 PM
rms_support.dxf
admin
9/3/08 12:51:12 PM
rms_all.design
admin
9/3/08 12:49:23 PM
rms_uuv.dwg
admin
9/3/08 12:51:30 PM
rms_uuv.dxf
admin
9/3/08 12:49:53 PM
Ship Design Data Book
254
13.3.2 Northrop-Grumman Spartan Unmanned Surface Vehicle
USV: Maximum USV weight (te)
9.979032
Storage box length (m)
11.0
Storage box width (m)
3.70
Storage box height (m)
2.50
USV payload weight (te)
2.27
USV fuel stowage (te)
9.08
Support Module: Length (m)
6.15
Width (m)
2.40
Height (m)
3.00
Weight (te)
5.10
Power requirement (kW)
16.00
Launching System: Launch sled weight (te)
1.52
Launch davit weight (te)
9.979032
Area required (m2)
60.00
Notes: Northrop-Grumman Spartan Unmanned Surface Vehicle • •
High speed Unmanned Surface Vehicle (USV) based on existing 7m and 11mm RHIB designs. The Spartan can be programmed to undertake autonomous operations, or remotely controlled from the host ship. It makes use of a modular payload system to undertake a variety of missions including; Mine Warfare, force protection, port protection, short-range precision strike against land and sea targets, and potentially Littoral Anti Submarine Warfare.
Ship Design Data Book
255
• •
The 7m version is small enough to be deployed from existing boat davits on USN destroyers, but the 11m version described here requires a larger davit system. An alternative deployment and recovery method is a stern ramp. Communication with the USV is by line-of-sight radio and satellite systems.
Associated below decks spaces: • •
Operations room control consoles Rooftop site for control antennae
Sources: • •
US DoD presentations and press releases on the LCS and USV programmes UCL MSc SDE Data Book
13.3.2.1 Resources: Name
Last Modifier Name
Last Modified
usv_11m_spartan.dxf
admin
9/3/08 12:49:06 PM
usv_spartan.design
admin
9/3/08 12:49:58 PM
usv_spartan.dwg
admin
9/3/08 12:50:51 PM
Ship Design Data Book
256
14 Electronic Warfare
Ship Design Data Book
257
14.1 Decoy Launchers
Ship Design Data Book
258
14.1.1 Breda / Oto Melara SCLAR Naval Decoy and Rocket Launcher System Weight loaded 20 105mm rockets (te)
1.75
Weight empty (te)
1.15
Weight per round (te)
0.03
Chilled water (kW)
0.00
Wild heat (kW)
0.00
Peak power (kW)
4.50
Mean power (kW)
1.50
Operators
1.00
Reloaders
3.00
Deck clearance radius (m)
1.50
Approximate equipment cost [07/08]
£0.5m
Notes Breda / Oto Melara SCLAR Naval Decoy and Rocket Launcher System • • • • • •
Multipurpose system for launching rockets of 105mm calibre. 20 tubes on mount. Tubes can be a mix of rocket geometries between 51mm and 127mm calibre. Reloading by hand. Fire rate of 1 round / second. Latest mount has RCS reduction measures.
Rocket types available include: • • •
Chaff seduction and distraction Illumination Bombardment (11km range)
Special bombardment • • •
This launcher is used by the Italian and German navies, and a very similar system is used on the latest PLAN (Chinese) vessels. Allthough more complicated than fixed launchers, it can launch all rounds on a specified bearing without requiring movement of the ship. Loading may also be simpler, as the reloads are slid in horizontally.
Associated below decks spaces Ship Design Data Book
259
• • • •
Operations room control console Reload magazines Reloading crew shelter Mount requires no through-deck penetration
Sources: • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Oto Melara information page.
14.1.1.1 Resources Name
Last Modifier Name
Last Modified
decoy_lcr_sclar.design
admin
9/3/08 12:49:36 PM
decoy_lcr_sclar.dwg
admin
9/3/08 12:49:14 PM
decoy_lcr_sclar.dxf
admin
9/3/08 12:51:14 PM
Ship Design Data Book
260
14.1.2 NATO Standard Decoy Launching System Weight loaded 6 SRBOC rockets (te)
0.3402
Weight empty (te)
0.207
Weight per round (te)
0.022
Chilled water (kW)
0.0
Wild heat (kW)
0.0
Peakpower (kW)
1.0
Mean power (kW)
0.5
Operators
1.0
Reloaders
3.0
Deck clearance radius (m)
1.0
Approximate equipment cost [07/08]
£0.22m
Notes NATO Standard Decoy Launching System • • •
6 round launching system for rockets of 130mm calibre. Variously known as Outfit DLH (RN), SeaGnat, MK36 SRBOC (USN). Reloading by hand.
The use of this launcher in NATO navies and worldwide has led to a wide range of rounds being offered, including: • • • • • • •
Chaff seduction Chaff distraction Infra-Red (float) Infra-Red (Walk off) Collocated IR/RF Acoustic decoy (All have a mass of approximately 20-24 Kg / round).
Ship Design Data Book
261
• • •
More advanced rounds include the ADR (Active Decoy Round) and NULKA, both of which use active transmitters to seduce the incoming missile away from the ship. ADR / Siren is credited with a reaction time of 7 seconds and a range of 16Km, and can be fired from standard launchers. NULKA has a mass of 67.5Kg / round, and requires a modified launcher of approximately double the weight, but utilises a rocket-powered rotor, allowing hovering and controlled motion in contrast to Siren's parachute.
Associated below decks spaces • • • •
Operations room control console Reload lockers Reloading crew shelter Mount requires no through-deck penetration
Sources: • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Sippican, Inc product information leaflet. BAE Systems product information leaflet.
14.1.2.1 Resources Name
Last Modifier Name
Last Modified
decoy_lcr_seagant.design
admin
9/3/08 12:51:05 PM
decoy_lcr_seagant.dwg
admin
9/3/08 12:48:58 PM
decoy_lcr_seagant.dxf
admin
9/3/08 12:51:01 PM
Ship Design Data Book
262
14.1.3 Rheinmetall Waffe Munition GmbH MASS Naval Decoy Launcher System Eight loaded 32 81mm rockets(te)
0.65
Weight empty (te)
0.33
Weight per round (te)
0.01
Chilledm water (kW)
0.00
Wildheat (kW)
0.00
Peak power (kW)
2.25
Mean power (kW)
0.75
operators
1.00
Reloaders
3.00
Deck clearance radius (m)
1.5
Approximate equipmentcost [07/08]
£0.5m
Notes Rheinmetall Waffe Munition GmbH MASS Naval Decoy Launcher System • • • • • • • • • • •
Multi Ammunition Softkill System. Trainable 81mm decoy launcher. Lightweight composite launcher has RCS reduction measures. Allthough more complicated than fixed launchers, it can launch all rounds on a specified bearing without requiring movement of the ship. 32 tubes on launcher. Reloading by hand, using cartridges. Uses proprietary 81mm Omni-Trap multifunction ammunition: UV, EO, LASER, IR, RADAR screening and decoying. Control system provides advice on best course to increase effectiveness of decoy pattern. In service or ordered for Finland, Germany, Norway, Sweden, UAE, in each case for use on corvettes and FAC. NATO trial against captive IR, IIR and RADAR seekers carried by a US NRL P-3 saw MASS defeat all 6 seeker types.
Associated below decks spaces: • • • •
Operations room control console Reload magazines Reloading crew shelter Mount requires no through-deck penetration
Sources: Ship Design Data Book
263
• •
Rheinmetall product information page. JNI Vol 111 Issue 9 Nov 2006.
14.1.3.1 Resources Name
Last Modifier Name
Last Modified
decoy_lcr_mass.design
admin
9/3/08 12:49:21 PM
decoy_lcr_mass.dwg
admin
9/3/08 12:51:12 PM
decoy_lcr_mass.dxf
admin
9/3/08 12:49:19 PM
Ship Design Data Book
264
14.2 Jammer
Ship Design Data Book
265
14.2.1 Raytheon AN/SLQ-32(V)3 Shipboard ESM/ECM System Receiving array weight (te)
1.5
Transmitting array weight (te)
0.5
System peak power (kW)
29.3
System mean power (kW)
11.1
Operators
1
Approximate system cost [07/08]
£4.54 Million
Notes: Raytheon AN/SLQ-32(V)3 Shipboard ESM/ECM System • • • •
Standard ESM/ECM system for US Navy surface vessels. A ship fit usually consists of one large receiver module and one small transmitter module on either beam, an equipment room and a single operations room console. Transmit and receive antennae both lensing arrays providing multibeam capability and high jamming power. The (V)5 version requires significantly less below decks space, the equipment room being approximately 6m2 and 500kg.
Sources: • •
Raytheon product information leaflet UCL DRC project data
14.2.1.1 Resources Name
Last Modifier Name
Last Modified
ecm_32.design
admin
9/3/08 12:49:52 PM
ecm_32.dwg
admin
9/3/08 12:50:35 PM
ecm_32_rx.dxf
admin
9/3/08 12:50:20 PM
ecm_32_tx.dxf
admin
9/3/08 12:50:50 PM
Ship Design Data Book
266
14.2.2 Thorn-EMI 'Guardian' Type 675 Jammer Weight (te)
0.25
Peak power (kW)
150
Operators
1
Approximate equipment cost per mounting [07/08]
£0.81 Million
Notes Thorn-EMI 'Guardian' Type 675 Jammer • • • • • • • •
Light weight active jammer fitted to RN Type 42 destroyers and Type 22 frigates. Typical system consists of two mountings, one on either beam, and an ECM office. Each mounting has 1 dish and 4 plate arrays. Maximum range is 500km. Can generate false targets to screen formations. Can be connected to ESM sets to correlate information. This system suffered slow production and introduction problems in the RN. However, the general characteristics of the system are typical of the current generation of compact, light-weight jammers. It should be noted that the development of home-on-jam guidance modes for anti-ship missiles has lead to the development of active offboard decoys, such as Nulka and Siren.
Associated below decksspaces: •
ECM equipment space: • Area 12.5m2 • Weight 1.7te • Power 30kw • This space must not be more than 15m from the furthest transmitter
Sources: • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. UCL MSc SDE Data Book.
Ship Design Data Book
267
14.2.2.1 Resources Name
Last Modifier Name
Last Modified
ecm_675.dwg
admin
9/3/08 12:50:13 PM
ecm_675.design
admin
9/3/08 12:49:22 PM
ecm_675.dxf
admin
9/3/08 12:50:48 PM
Ship Design Data Book
268
15 Electro Optical
Ship Design Data Book
269
15.1 (blank)
Ship Design Data Book
270
15.1.1 General Purpose Electro Optical Device Weight (te)
0.585
Mean power (kW)
7.0
Maintainers
1
Air conditioning load (kW)
3
Approximate equipment cost [07/08]
£2 Million
Notes: General Purpose Electro Optical Device • • • •
• •
Electro-optical surveillance, tracking and gunfire control system used in the Royal Navy. Also known as Sea Archer 30 or GSA.8. Optical, infra-red and laser rangefinder channels in sensor head. Typically a complete system would consist of: • EO sensor head (Or two if required for coverage) • Gun control console in operations room • Predictor console (near gun) • Support units (emergency fire control etc) The system has multi-target capability and can control gun engagements of aircraft or surface targets. In future vessels the GPEOD is displaced by the RADAMEC optical tracker, allthough overall properties of the two are probably similar.
Sources: • •
'Forecast International' archived article. 'AMODEX' data.
Associated below decks spaces •
Consoles as described. Total processor weight 0.35te and total processor area 3m2.
Ship Design Data Book
271
15.1.1.1 Resources Name
Last Modifier Name
Last Modified
gpeod.design
admin
9/3/08 12:49:46 PM
gpeod.dwg
admin
9/3/08 12:51:14 PM
gpeod.dxf
admin
9/3/08 12:51:10 PM
Ship Design Data Book
272
15.1.2 Thales Sirius Infra Red Search and Track System Weight (te)
0.28
Chilled water (kW)
0
Wild heat
No data
Mean power
See text
Maintainers
1
Approximate equipment cost [07/08]
£2 Million
Notes: Thales Sirius Infra Red Search and Track System • • • • • • • •
Long range naval infra-red search and track system in service with the Royal Netherlands Navy. Rotating head provides constant automatic horizon scan and tracking of up to 128 aerial and surface targets. Scan rate of 60 rpm. Main target set are surface targets such as boats and mines and sea-skimming anti-ship missiles. These can be problematic to detect and track with radar systems. Further advantages of the Infra-Red system include entirely passive operation for increased stealth and the ability to detect thermal blooms from targets still over the radar horizon, such as fast attack craft and supersonic missiles. IRST systems are also inherently resistant to ECM and jamming. The system is intended to be operated automatically, with specified criteria for threat evaluation and alerts. Target tracks can be generated automatically, and the system is cliamed to be sufficiently accurate to support engagements without the use of any other sensor. The Sirius system can also generate video data for display on combat system consoles. Cooling of the sensor heads is via a local chiller cabinet requiring dry air and electrical power only.
Power requirements: • •
115V 60Hz 3Ph 10kVA 115V 60Hz 1Ph 0.7kVA (heating)
Associated below decks spaces: • • •
Below decks equipment consists of a Processing Cabinet, Servo and Supply Cabinet, Chiller Cabinet and a Manaloft Switch. Total below-decks equipment has a weight of 787kg and requires an office of at least 5m2 area. This office should be located close to the sensor head.
Sources: •
Thales product information leaflet.
Ship Design Data Book
273
15.1.2.1 Resources Name
Last Modifier Name
Last Modified
irst_sirius.design
admin
9/3/08 12:49:14 PM
irst_sirius.dwg
admin
9/3/08 12:50:11 PM
irst_sirius.dxf
admin
9/3/08 12:49:15 PM
Ship Design Data Book
274
16 Guns
Ship Design Data Book
275
16.1 Close In Weapon System
Ship Design Data Book
276
16.1.1 CIWS Goalkeeper Weight loaded (te)
6.8
Weight empty (te)
5.848
Weight per round (te)
0.0008
Mean power
See text
Operators
1
Reloaders
3
Deck clearance radius (m)
2.75
Approximate equipment cost [07/08]
£8 Million
Notes: Thales Goalkeeper Weapon System • • • • • • • • • • •
Naval Close-In Weapons System (CIWS) employing GAU-8/A 7-barrel 30mm cannon and automatic closed-loop fire control. Goalkeeper mount features I-band search and I / K-band track radars, and a TV camera. Maximum effective range between 1500m and 2000m, depending on target attack profile. Total reaction time against a Mach 2 sea skimmer claimed to be 5.5 sec. Uses 0.2 second bursts at 4200 rounds/min. Stores 1190 rounds on mount. Various rounds available including sabot and high-explosive. Trials have demonstrated the system's ability to hit and destroy difficult targets such as manoeuvring missiles and boats and mach 2+ missiles. A concern for real-world employment, however, is that wreckage and fragments from destroyed missiles may still strike the host ship. The physical separation of the search and track radars means that the search function is unaffected by an engagement. This sytem can be integrated with other Thales products such as the SIRIUS IRST, to compensate for the lack of an on-mount FLIR.
Power requirements: Ship Design Data Book
277
Gun mount: • •
440 V 60 Hz 3 ph 90 kVA peak during 0.35 s (1) 440 V 60 Hz 3 ph 10 kVA (anti-ice)
Below-deck equipment: • • • • • • • •
440 V 60 Hz 3 ph 36 kVA 115 V 400 Hz 3 ph 5.5 kVA (2) 115 V 60 Hz 3 ph 2.5 kVA 115 V 60 Hz 1 ph 0.1 kVA 115 V 60 Hz 1 ph 2.5 kVA (anticondensation) 24 V DC 12 VA (no-break) (1) Average 8.7 kVA, standby 5.4 kVA (2) Rush-in 180 A during 30 ms
Sources: • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Thales product information leaflet.
16.1.1.1 Resources Name
Last Modifier Name
Last Modified
ciws_goalkeeper.design
admin
9/3/08 12:49:55 PM
ciws_goalkeeper.dwg
admin
9/3/08 12:51:02 PM
ciws_goalkeeper.dxf
admin
9/3/08 12:49:23 PM
Ship Design Data Book
278
16.1.2 CIWS Millennium Gun Weight loaded (te)
3.2
Weight empty (te)
2.846
Weight per round (te)
0.00177
Chilled water (kW)
0.0
Wild heat (kW)
0.0
Peak power (kW)
10.5
Mean power (kW)
5.0
Operators
1
Maintainers
3
Deck clearance radius (m)
3.5
Approximate equipment cost [07/08]
£2.25 Million + £1 Million with EO Tracker
Notes: Oerlikon Contraves (Rheinmetall DeTec) Millennium 35 mm AHEAD Gun System • • • • • •
Naval Close-In Weapons System (CIWS) employing Oerlikon 35mm revolver cannon and Advanced Hit Efficiency And Destruction (AHEAD) ammunition. Low RCS mounts based on Skyshield 35 land based system or existing Oerlikon 30mm GCM naval mounts. Weapon direction system utilises sensors remotely located from mount, either Electro-Optical, RADAR trackers, or a combination. A proposed upgrade to the high-profile mount is an integrated optical tracker. AHEAD munition system uses time-fused air-burst fragmenting projectiles, combined with a fitting at the gun muzzle that measures projectile speed and sets the timer accordingly. Keep-out range (95% probability of kill) claimed to be: • Fighter aircraft/attack helicopters > 3.5 km • Guided missiles/cruise missiles > 2.0 km
Ship Design Data Book
279
• • • • •
• Anti-radiation missiles > 1.2 km • High speed small boats > 1.0 km Fire rate is 1000rpm, typically in burst of 20 rounds. On mount storage of 200 rounds. Reloading uses pre-loaded cassettes. Trials have demonstrated the system's ability to hit and destroy difficult targets such as diving, manoeuvring and high speed missiles. More recent trials have concentrated on the system's effectiveness against swarming boat attacks and even submarine periscopes. As with all CIWS, the possibility of wreckage from fast missiles striking the host ship remains. Given the low on-mount magazine capacity, the effectiveness of this system against swarming attacks is highly dependent on achieving a kill with the first burst. It should also be noted that this system requires an off-mount tracker.
Associated below decks spaces • • • •
Local control console, circa 211 kg Operations room control console Reload magazines Reloading crew shelter
Target detection and tracking sensors. • • • •
The ship's main surveillance radar may be used for the search function. Advanced Multi-Function Radars should be sufficient for target tracking during an engagement. Alternatively, a RADAR tracker with an EO channel is required for all-weather, all-target engagement capability. Mount requires no through-deck penetration
Sources: • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Rheinmetall DeTec product information leaflets and press releases.
16.1.2.1 Resources Name
Last Modifier Name
Last Modified
ciws_millennium_gun.design
admin
9/3/08 12:50:43 PM
ciws_millennium_gun.dwg
admin
9/3/08 12:49:15 PM
ciws_millennium_gun.dxf
admin
9/3/08 12:50:14 PM
Ship Design Data Book
280
16.1.3 CIWS Phalanx Weight loaded (te)
5.909
Weight empty (te)
5.42385
Weight per round (te)
0.000313
Chilled water (kW)
1.0
Wild heat (kW)
0.0
Peak power (kW)
45.0
Mean power (kW)
7.0
Operators
1
Maintainers
3
Deck clearance radius (m)
2.5
Approximate equipment cost [07/08]
£5 Million
Notes: Raytheon Vulcan Phalanx Weapon System • •
• • • • • • •
Naval Close-In Weapons System (CIWS) employing M61A1 6-barrel 20mm cannon and automatic closed-loop fire control. Phalanx mount features Ku-band search and track radars. Amongst other improvements to gun and fire control systems, Block 1B variant introduces a stabilised Forward-Looking Infra-Red and Electro-Optical tracking system. This allows detection, tracking and engagement of high-speed small boats, helicopters and missiles with a low Radar Cross Section (RCS). Maximum effective range between 1500m and 2000m, depending on target attack profile. Block 1B uses 50 round bursts, with a 2 second assessment phase. Block 1B stores 1550 rounds on mount. Reloading time has been reduced to approximately 5 minutes on Block 1B by the use of pre-loaded cassettes. Trials have demonstrated the system's ability to hit and destroy difficult targets such as manoeuvring missiles and boats and mach 2+ missiles. A concern for real-world employment, however, is that wreckage and fragments from destroyed missiles may still strike the host ship. As the search function is unavailable during an engagement, the systems capability against multiple fast-moving targets may be limited.
Associated below decks spaces: • •
Local control con ole, circa 211 kg Operations room control console
Ship Design Data Book
281
• • •
Reload magazines Reloading crew shelter Mount requires no through-deck penetration
Sources: • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Martin, S; Phalanx Block 1B CIWS, Presented at NDIA Industry Day 2003. Raytheon product information leaflet.
16.1.3.1 Resources Name
Last Modifier Name
Last Modified
ciws_phalanx.design
admin
9/3/08 12:51:13 PM
ciws_phalanx.dwg
admin
9/3/08 12:49:36 PM
ciws_phalanx.dxf
admin
9/3/08 12:49:21 PM
Ship Design Data Book
282
16.2 Medium Calibre Gun
Ship Design Data Book
283
16.2.1 BAE Systems 4.5 Inch (114mm) Naval Gun System Weight empty (te)
22.5
Max weight per round (te)
0.03699
Typical weight per round (te)
0.0365
Chilled water (kW)
18.5
Wild heat (kW)
26.0
Peak power (kW)
153.0
Mean power (kW)
88.0
Standby power (kW)
44.0
Ops room operator
1
Turret captain
1
Magazine captain
1
Ammunition handlers
2
Deck clearance radius (m)
8.0
Aproximate equipment cost [07/08]
£4.32 Million
Notes BAE Systems / Royal Ordnance 4.5 Inch (114mm) 55-Calibre Mk 8 Mod 1 Naval Gun System • • • • • • • • • • • •
Naval Medium Calibre Gun (MCG) of 114mm calibre with light weight reduced RCS mount and all-electric machinery. Maximum range (surface to surface, conventional ammunition) of 22km. Maximum range (surface to surface, extended range ammunition) of 27.5km. Maximum rate of fire 20-26rpm. Weight saving achieved by new machinery and by deleting on-mount storage of 18 rounds from Mod 0 design. Loads via direct lift from magazine. This weapon is the latest version of the Mk 8 Mod 0 114mm gun used on all Royal Navy Frigates and Destroyers. It replaces the hydraulic loading with an all electric system, and adds a new, low-RCS mount. This has allowed a reduction in weight, power requirements and internal space. A variety of projectile types were originally produced, including HE, HE - Extended Range, Chaff and illuminating. The basic HE rounds were fitted with a proximity fuze and were intended for dual-purpose (anti-surface and antiaircraft) use. Reportedly the AA function is no longer included in the Fire Control System, and only HE and HE-ER rounds are now used. A proposed future development is the inclusion of a muzzle-velocity radar. BAES has also demonstrated that this mount could accommodate an existing 155mm weapon.
Ship Design Data Book
284
Associated below decks spaces • • • • • •
Gunners store; area 4m2, mass 2.7te Power room; area 19.4m2, mass 4.1te Gunbay; area 14m2, mass 11.1te Gun trunk; 2.8m diameter, mass 4.5te Lift to magazine; mass 1.7te Magazine
Sources: • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. UCL MSc SDE Design Data http://www.navweaps.com/
16.2.1.1 Resources Name
Last Modifier Name
Last Modified
mcg_baes_ro_114mm_mk8_mod1.design admin
9/3/08 12:48:56 PM
mcg_baes_ro_114mm_mk8_mod1.dwgadmin
9/3/08 12:50:19 PM
mcg_baes_ro_114mm_mk8_mod1.dxf admin
9/3/08 12:49:51 PM
Ship Design Data Book
285
16.2.2 BAE Systems 6.1 Inch (155mm) Naval Gun System Weight empty (te)
24.5
Typical weight per round (te)
0.0635
Chilled water (kW)
18.5
Wild heat (kW)
26.0
Peak power (kW)
153.0
Mean power (kW)
88.0
Standby power (kW)
44.0
Ops room operator
1
Turret captain
1
Magazine captain
1
Ammunition handlers
3
Deck clearance radius (m)
7.0
Approximate equipment cost [07/08]
£7.34 Million
Notes BAE Systems / Royal Ordnance 6.1 Inch (155mm) 39-Calibre Naval Gun System • • • • • • •
Naval Medium Calibre Gun (MCG) of 155mm calibre based on existing Mk 8 Mod 1 114mm mounting. BAES proposal known as '155mm Third generation Maritime Fire support', regunning mountings with the 155mm/39-cal gun frothe AS-90 SPH. Rate of fire reduced by double-ramming required to load seperate projectile and propellant, but the overall rate of explosive delivery is doubled compared to 114mm and 127mm weapons. Maximum range (surface to surface, NATO L15 ammunition) of 24.7km. Maximum range (surface to surface, extended range ammunition) of 30km. Maximum rate of fire 10-13rpm. Loads via direct lift from magazine.
Associated below decks spaces • • • • •
Gunners store; area 4m2, mass 2.7te Power room; area 19.4m2, mass 4.1te Gunbay; area 14m2, mass 11.1te Gun trunk; 2.8m diameter, mass 4.5te Lift to magazine; mass 1.7te
Ship Design Data Book
286
•
Magazine
Sources: • • • •
BAES press releases in Janes' publications UCL MSc SDE Design Data http://www.navweaps.com/ http://navy-matters.beedall.com/
16.2.2.1 Resources Name
Last Modifier Name
Last Modified
ro_155mm.design
admin
9/3/08 12:50:26 PM
ro_155mm.dwg
admin
9/3/08 12:49:38 PM
ro_155mm.dxf
admin
9/3/08 12:49:28 PM
Ship Design Data Book
287
16.2.3 Bofors 57mm Naval Gun System Weight loaded 1000rounds (te)
14.0
Weight empty (te)
7.5
Max weight per round (te)
0.0065
Chilled water (kW)
0.0
Wild heat (kW)
2.0
Peak power (kW)
60.0
Mean power (kW)
12.0
Ops room operators
1
Maintainers
3
Deck clearance radius (m)
5.0
Approximate equipment cost [07/08]
£3.4 Million
Notes: Bofors 57mm MK3 Naval Gun System • • • • • • • • • • • • •
Naval Medium Calibre Gun (MCG) of 57mm calibre employing on-mount muzzle velocity radar and low-RCS mount. Utilises 3P six - mode programmable proximity fuzed ammunition and computer controlled dispersion pattern in air defence mode. Maximum range (surface to surface) of 17km. Maximum range (aircraft) greater than 6km. Maximum range (missiles) greater than 3km. Maximum rate of fire 220 rpm. Stores 120 rounds on mount, which can be reloaded in 3-4 minutes. Reduced sustained fire via munitions lift to magazine. Reaction time from stand-by of 2.2 seconds. The main features of the Bofors 40mm and 57mm range is the muzzle velocity radar allowing accurate computer control, and use of the advanced 3P ammunition. This has a range of modes including gated proximity (missiles), proximity (aircraft), impact and a proximity + delay mode allowing engagement of targets behind cover. The latest version is available in a low RCS mount, with the gun barrel stowed behind a narrow door. Known in US service as the Mk110 Mod 0, this weapon has been selected for the USN LCS and DDG-1000 and USCG MSC.
Associated below decks spaces: • • •
Local control console, circa 211 kg Local power distribution rack, circa 211 kg Operations room control console
Ship Design Data Book
288
• • •
Gunbay below gun, at least 2.5m diameter Magazine Lift to magazine
Sources: • • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Bofors product information leaflets. UCL MSc SDE Design Data http://www.navweaps.com/
16.2.3.1 Resources Name
Last Modifier Name
Last Modified
mcg_bofors57mm_stealth.design
admin
9/3/08 12:49:25 PM
mcg_bofors57mm_stealth.dwg
admin
9/3/08 12:50:21 PM
mcg_bofors57mm_stealth.dxf
admin
9/3/08 12:49:13 PM
Ship Design Data Book
289
16.2.4 Oto Melara 76mm Naval Gun System Weight loaded 80 rounds (te)
8.4872
Weight empty (te)
7.5
Max weight per round (te)
0.01234
Chilled water (kW)
0.0
Wildheat (kW)
2.0
Starting power (kW)
63.0
peak power (kW)
44.0
mean power (kW)
10.0
Standby power (kW)
4.0
Ops room operator
1.0
Local panel operator
1.0
Ammunition handlers
2.0
Deck clearance radius (m)
5.5
salt water for barrel cooling (m3/s)
0.0012
Approximate equipment cost [07/08]
£2.5 - £3 Million
Oto Melara 76mm/62 LW Naval Gun System • • • • • • • • • • •
Naval Medium Calibre Gun (MCG) of 76mm calibre with light weight reduced RCS mount and (total loss) saltwater cooling of barrel. Maximum range (surface to surface) of 20km. Effective range (surface to surface) of 15km. Effective range (swarming boats) 9km Maximum range (anti missile) 6km. Effective range (anti aircraft) 5km. Maximum rate of fire 120 rpm. (Super Rapid) Stores 80 rounds on mount. Reduced rate of fire with direct lift from magazine. The Oto Melara 76mm gun provides several rates of fire, including single shots, 90rpm and 120rpm in the Super Rapid versions. A range of projectiles are available including HE, Fragmentation, Armour Piercing etc with RADAR proximity fuses for anti-aircraft / missile work. The latest development for this weapon is a radar guided projectile, DART, for anti-missile use. The subcalibre projectile uses radar beam-riding guidance and is credited with manoeuvrability broadly similar to a point defence
Ship Design Data Book
290
missile at ranges out to approximately 5km. To utilise this projectile, the gun mount is fitted with a revised gunshield incorporating a fire control radar, and an additional below-decks control cabinet may be required. Associated below decks spaces • • • • • •
Local control console, circa 211 kg Local power distribution rack, circa 211 kg Operations room control console Gunbay below gun, at least 2.5m diameter Magazine Lift to magazine
Sources: • • • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Oto Merala product information page United Defence product information leaflets UCL MSc SDE Design Data http://www.navweaps.com/
16.2.4.1 Resources Name
Last Modifier Name
Last Modified
mcg_otomelara76mm_stealth.design
admin
9/3/08 12:51:08 PM
mcg_otomelara76mm_stealth.dwg
admin
9/3/08 12:50:03 PM
mcg_otomelara76mm_stealth.dxf
admin
9/3/08 12:50:20 PM
Ship Design Data Book
291
16.2.5 United Defense 5 Inch (127mm) Naval Gun System Weight empty no hoist (te)
22.8860
Weight empty 4 deck hoist (te)
24.6740
Max weight per round (te)
0.0686
Typical weight per round (te)
0.0492
Chilled water (kW)
22.0
Wild heat (kW)
31.0
Peak power (kW)
182.0
Mean power (kW)
105.0
Standby power (kW)
52.0
Ops room operator
1.0
Gun captain
1.0
Local panel operator
1.0
Ammunition andlers
4.0
Deck cearance adius (m)
8.0
Approximate equipment cost [07/08]
£7.34 Million
Notes: United Defense (BAE Systems) 5 Inch (127mm) 62-Calibre Mk 45 Mod 4 Naval Gun System • • • • • • • • • • •
Naval Medium Calibre Gun (MCG) of 127mm calibre with light weight reduced RCS mount and provision for Muzzle Velocity Radar (MVR) and ERGM capability. Maximum range (surface to surface, conventional projectile and cartridge) of 26.66km. Maximum range (surface to surface, conventional projectile and EX-176 cartridge) of 38.4km. Maximum range (surface to surface, ERGM projectile and cartridge) of 115km. Maximum rate of fire 20rpm (conventional rounds) Maximum rate of fire 10rpm (ERGM round burst). Maximum rate of fire 4rpm (ERGM round sustained). Stores 20 conventional or 10 extended range rounds on gun. Loads via direct lift from magazine. Gas ejector system requires 1379 m^3/min of air at 12.3kg/cm^3. This weapon, and it's predeccessor the Mod 2, are used on all US Navy destroyers and cruisers, and in several other navies including those of Denmark and Korea.
Ship Design Data Book
292
• • • • •
Amongst several alterations, the longer, 62-calibre barrel of the Mod 4 version permits use of the Extended Range Guided Munition (ERGM) to its full capacity, although this is at a reduced rate of fire due to the need to doubleram the longer projectiles. As of 2008, however, the ERGM program appeared to be close to cancellation. Each ERGM projectile takes the place of about 1.75 conventional projectiles. A wide range of ammunition types are available, including HE point and proximity detonating, cargo rounds (submunition dispensers), illumination and extended range guided rounds. A 'shotgun' type round for use against swarming boats has demonstrated some effectiveness in trials, but has not been adopted. Maintenance data: • Average daily scheduled maintenance and tests: 1.6 hours • Regunning time: 1 hour • Inherent availability: 99.6%
Associated below decks spaces • • • •
Operations room control console Gunbay below gun, at least 2.75m height, 3.5m wide and 3.5m long Magazine Lift to magazine
Sources: • • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. United Defence product information leaflets UCL MSc SDE Design Data http://www.navweaps.com/
16.2.5.1 Resources Name
Last Modifier Name
Last Modified
ud_127mm.design
admin
9/3/08 12:50:23 PM
ud_127mm.dxf
admin
9/3/08 12:49:06 PM
ud_127mm.dwg
admin
9/3/08 12:49:14 PM
Ship Design Data Book
293
16.3 Other Guns
Ship Design Data Book
294
16.3.1 EM Railgun Properties: •
Note that these dimensions are nominally the same as those for the conventional 155mm Advanced Gun System, into whose footprint the Railgun is designed to fit.
Working circle (m)
10
Gun weight empty (te)
78.64
Ammo handling system empty (for 100te of ammo) (te)
129.15
Weight of round (te)
0.020
Magazine approximate length (m)
12
Magazine approximate width (m)
7
Number of decks high
3
Notes: Electromagnetic Railgun • • • •
• •
•
• •
•
Electrically powered hypervelocity weapon, currently under development in the US and UK. The railgun uses powerful electromagnetic forces to launch projectiles at speeds of up to Mach 7.0, with expected terminal velocities at the target of Mach 5.0 at 200 nautical miles. At these high speeds, much of the terminal effects are expected to be due to the kinetic energy of the projectile, which would utilise compact GPS and inertial guidance. The major advantages of the railgun are; • Prompt, long range, high lethality firepower • Increased magazine capacity (only the inert projectiles and their sabot are stored in the magazine) • Reduced logistics footprint • Increased magazine safety (no explosive propellant in the magazine) However, it should be noted that the railgun itself is likely to be very heavy. The large conducting rails, cooling system, muzzle shunt, power system and mounting required to absorb the recoil make the weapon much heavier than the same calibre of conventional cannon. The basic internal structure of the railgun barrel consists of two conducting rails (electromagnets). The projectile rides these rails on a non-conducting sabot, and behind the projectile is a conducing armature. When a large current is passed through the rails, their magnetic fields and that generated by the current flowing through the armature interact (Lorentz force) and propell the projectile along the rails. There are several complications: • The rails must withstand the forces generated by the passage of the projectile, sabot and armature, repulsive forces generated between the rails and the heat generated by the passage of a large current. • After the projectile has left the rails, the remaining energy in the weapon must be removed, either by recovery with a muzzle shunt, or by arcing into the air. • The total time for launch is in the order of a few milliseconds, and so a sophisticated Pulse Forming Network, using either capacitors or rotating energy storage, is required to provide the burst of energy. None of these is seen to be a insurmountable obstacle, however, with solutions under development, with thermal management expected to be the most significant issue. First at sea demonstrations are expected in 2016, with the first weapons in service in 2020-2025. The current in-service aim is a weapon of approx. 150mm calibre supplying 63MJ of muzzle energy to a 20kg guided / course corrected projectile, requiring a PFN of 200MJ capacity and 10-12 rounds/min firing rate. This is estimated to require between 15 and 40MW of power. This weapon is being sized to fit the dimensions given above, which includes the magazine, PFN, automatic loader and weapon. Note that the magazine can be extended into multiple watertight compartments with an increase in weight due to the larger automatic loader system.
Ship Design Data Book
295
•
• •
Notional Navy EM Gun: • Flight Mass – 15 kg • Launch Mass – 20 kg • Launch Velocity – 2.5 km/s • Muzzle Energy – 63 MJ • Breech Energy – ~150 MJ • Barrel Length – 10 m • Peak Accel. – 45,000 g’s • Firing Rate – 6 to 12 RPM • Peak Power – 20 to 40 MW • Peak Current ~ 6 MA • In-Bore Time ~ 8 – 10 msec These figures show that considerable energy will be absorbed in the gun barrel, leading to heat that must be removed. It should be noted that allthough the railgun does not use explosive propellant, the high speed of the projectile, coupled with the possible use of an air-arc to dissapate the remaining energy, means that upperdecks near the muzzle of the weapon should be clear of obstructions, hatches etc as for a conventional cannon.
Sources: • • •
Scott, R, (2007), 'Off the Rails', Janes Defence Weekly, 23rd May 2007 Ellis, R, (2003), 'Exploring the Possibilities of a Naval Electromagnetic Rail Gun', 38th Annual Gun and Ammunition Symposium, March 24 – 27, 2003 Higgins, J, Rhoads, J, Roach, M (2003), 'Advanced Gun System (AGS) Backfit', MIT Project in Naval Ship Conversion, Spring 2003
Associated spaces: • •
• • •
The dimensions given describe the below decks spaces. Above decks is a relatively conventional turret, albeit with a larger gunhouse. They all have the same length and width, and are arranged (top down): • Gunbay • Magazine • Energy storage • Some concepts also show an additional deck / deep double bottom, containing cooling systems A gun control console is required in the Operations Room. Communications fit should be sufficient to receive calls for fire from forward observers, etc (primarily SATCOM). If the weapon is to be used in direct fire mode, some form of fire control sensor would be required. Modern multifunction radars may be able to perform this function.
Ship Design Data Book
296
16.3.2 Generic Free Electron Laser Projector weight (te)
2.5
Projector peak power (kW)
35.0
Projector wild heat (kW)
0.0
Projector deck clearance radius (m)
1.5
Approximate projector equipment cost [07/08]
£5.5 Million
Approximate generator equipment cost [07/08]
£33 Million
Notes: Generic Free Electron Laser • • • • • •
Free Electon Lasers have advantages over other DEW concepts, as they are tunable, more efficient, and do not involve storage of dangerous hypergolic propellants. However, they require a large electron-beam generator, which increases the weight of the system considerably. The 1MW Infra Red FEL represented here would destroy a typical cruise missile with a 2-3 second dwell time at a maximum range of approximately 10Km. The maximum engagement against a missile is likely to involve 10 seconds of lasing (3 times the normal time), and the system described is designed for 30 seconds of lasing before cool-down / recharge. Generally for FELs the ratio of power required to beam power is 1:10. This system requires 10.25MW of electrical power, allthough the total load on the ships' power supply can be reduced to 2MW if an energy storage system is used to build up power between shots. Configurationally the projector should ideally be directly above the optical resonator, however it is also possible to configure this device to feed a director on either beam, for instance, by mounting it horizontally. In this case only a single projector could be in operation at any one time. The accelerator and FEL componentes must be free from vibration. This can be accomplished through the use of rafting to isolate them from the ship structure.
Associated below decks spaces: • •
It should be noted that the figures given below are for a generic system designed in the mid 1990's using existing technology. Any future system would be likely to be smaller, or more capable for the same size. A more recent study used figures almost 1/5th of these, allthough this would seem highly optimistic. The following items of equipment are required for a 1M class FEL. These would normally be placed directly beneath the beam projector. • Superconducting linear accelerator, mass 32te volume 81m3, requiring 10.25MW • Free Electron Laser, mass 2.2te, 9m by 6m by 1.5m with an optical resonator projecting from this vertically.
Ship Design Data Book
297
•
•
•
Using current technology the optical resonator would be 22m high and 0.5m in diameter. However this could reduced by developments in mirror technology allowing the beam to be folded (thus giving 1/2 or 1/4 of the length). • Cooling system for accelerator, mass 47.4te and volume 12m3, requiring 3.5KW . • Backup battery for the accelerator magnets, mass 23.7te and volume 6m3 If a power storage system is used rather than direct generation (by the ships' prime movers etc), to support 3 10 second engagements it must provide 300mj: • Flywheel option is 6.4te and 8.3m3 • Capacitor option is 10te and 7.7m3 In both cases additional equipment is required: • Voltage regulator, 2m3, 1.6te • 500kv HVPS, 14m3, 14te • Cables, 4.5te
Sources: • •
Anderson, Eric J, 'Total Ship Integration of a Free Electron Laser (FEL)', Thesis from NPS Monterey, California, September 1996 Keller, Ivey et al, 'SEA ARCHER Distributed Aviation Platform', TSSE Technical Report, NPS Monterey, California, 2001
16.3.2.1 Resources Name
Last Modifier Name
Last Modified
dew_free_electron_laser.design
admin
9/3/08 12:49:13 PM
dew_free_electron_laser.dwg
admin
9/3/08 12:49:43 PM
dew_free_electron_laser.dxf
admin
9/3/08 12:49:58 PM
Ship Design Data Book
298
16.4 Small Calibre Gun
Ship Design Data Book
299
16.4.1 BAES / RO GAM Lightweight 20mm Gun Weight loaded (te)
0.30
Weight empty (te)
0.27
weight_per_round (te)
0.00034
Chilled water (kW)
0.0
Wild heat (kW)
0.0
Peak power (kW)
4.0
Mean power (kW)
1.5
Operators
1
Reloaders
1
Deck clearance radius (m)
2.5
Approximate equipment cost [07/08]
£0.5 Million
Notes BAES / RO GAM Lightweight 20mm Gun • • • • • • •
Naval Small Calibre Gun (SCG) based on the Oerlikon 20mm cannon with lightweight mount. Single operator. Maximum range against air targets is 1.5km. Maximum range against surface targets is 2km. Fire rate is 1000rpm. On mount storage of 80-100 rounds. Light weight version of the Oerlikon 20mm gun first introduced in 1914. Fitted to some Royal Navy ships such as the CVS.
Associated below decks spaces •
Reload magazines
Sources: •
BAE / RO Product information leaflet.
Ship Design Data Book
300
16.4.1.1 Resources Name
Last Modifier Name
Last Modified
scg_oerlikon_20mm.design
admin
9/3/08 12:51:27 PM
scg_oerlikon_20mm.dwg
admin
9/3/08 12:50:18 PM
scg_oerlikon_20mm.dxf
admin
9/3/08 12:50:50 PM
Ship Design Data Book
301
16.4.2 MSI Seahawk 30mm Weight loaded (DS30B, local, 160 rounds) (te)
1.463
Weight loaded (DS30B, remote, 160 rounds, 7 LMM) (te) 2 Weight per 30mm round (te)
0.00087
Weight per LMM round (te)
0.013
Chilled water (kW)
0.0
Wild heat (kW)
0.0
Peak power (kVA)
4.0
Operators
1
Reloaders
1
Deck clearance radius (m)
2.4
Approximate equipment cost (2005, DS30)
£0.577 Million
Notes MSI Defence Systems Limited Seahawk Gun System • • • • •
Naval Small Calibre Gun (SCG) system with a range of weapon and control options. Used with the Oerlikon KCB or Bushmaster Mk44 30mm cannon in the Royal Navy (DS30B / DS30M) Maximum range against air targets is 2.75km. Rate of fire 500-800 rpm, depending on weapon choice. Cannon options: • Oerlikon KCB: 30mm, • Bushmaster Mk44: 30mm,
Ship Design Data Book
302
•
• •
• • • • •
• Mauser Mk 30-2: 30mm, • Bushmaster M242: 25mm. Control options: • Local (Seated operator on right side of mount, basic fire control system), • Remote (Below deck control console with reversionary local operation, improved fire control system with ships VRU input), • A1 (Remote control with reversionary local operation. TV / IR sensors on mount, improved fire control system with EO overlays), • A2 (Remote control with reversionary local operation. TV / IR sensors on seperate E/O director, advanced fire control system with ballistic computer and auto tracking). An advanced option exists, called SIGMA (Stabilied Integrated Gun Missile Array). This is based on the Remote, A1 or A2 options with the addition of on-mount short range missiles. Missile options: • Thales Lightweight Multirole Missile x 7 - mount also carries the laser fire control unit, • MBDA Mistral x 3 (IR guidance), • An unguided rocket pod option has also been proposed. In all options a battery back-up power supply is carried on-mount. No deck penetration is required. 30mm options carry 160 rounds with an optional 200 rounds. 25mm options carry 160 rounds with an optional 400 rounds. Off-mount EOFCS: • The off-mount Electro-Optical Fire Control System (EOFCS) has a mass of 70kg and approximate overall dimensions 0.7m X by 0.7m Y by 0.5m Z. • Sensors consist of a colour TV camera, thermal imager and laser range finder. • Controled from a single man console with auto-tracking, the Seahawk EOFCS can be integrated with 25-76mm calibre weapons.
Associated below decks spaces • •
Reload magazines. Control console in remote versions.
Sources: • •
MSI and Thales product information leaflets. Jane's Naval Weapon Systems, Issue 49.
16.4.2.1 Resources Name
Last Modifier Name
Last Modified
seahawk_local.dwg
Richard Pawling
9/28/09 3:25:19 PM
seahawk_local.dxf
Richard Pawling
9/28/09 3:25:41 PM
seahawk_sigma_lmm.dwg
Richard Pawling
9/28/09 3:25:59 PM
seahawk_sigma_lmm.dxf
Richard Pawling
9/28/09 3:26:22 PM
Ship Design Data Book
303
16.4.3 Oerlikon GCM Twin 30mm Gun Weight loaded (te)
2.180
Weight empty (te)
1.854
Weight per round (te)
0.0010
Chilled water (kW)
0.00
Wild heat (kW)
0.0
Peak power (kW)
25.0
Mean power (kW)
10.0
Operators
1
Reloaders
1
Deck clearance radius (m)
3
Approximate equipment cost [07/08]
£0.65 Million
Notes Oerlikon GCM Twin 30mm Gun • • • • • • • •
Naval Small Calibre Gun (SCG) mounting two 30mm Oerlikon cannon. Single operator. Maximum range against air targets is approximately1.5km. Maximum range against surface targets is approximately 2km. Fire rate is 650rpm/pb, or 1300rpm for the twin mounting overall. On mount storage of 320 rounds. Fitted to Royal Navy Frigates and Destroyers in the early 1980s. Powered mountings such as this can be modified for remote control from the Operations Room.
Associated below decks spaces •
Reload magazines
Sources: •
Latour, C, 'Large / Medium Calibre Guns', Jane's Maritime Defence International June 1985
Ship Design Data Book
304
16.4.3.1 Resources Name
Last Modifier Name
Last Modified
scg_oerlikon_30mm_twin.design
admin
9/3/08 12:51:08 PM
scg_oerlikon_30mm_twin.dwg
admin
9/3/08 12:49:15 PM
scg_oerlikon_30mm_twin.dxf
admin
9/3/08 12:50:08 PM
Ship Design Data Book
305
16.4.4 Oto Melara 12.7mm / 40mm Remote Weapons System Weight loaded (te)
0.26
Weight empty (te)
0.2136
Weight per round (te)
0.000116
Chilled water (kW)
0.0
Wild heat (kW)
0.0
Peak power (kW)
0.85
Operators
1
Reloaders
1
Deck clearance radius (m)
1.25
Approximate equipment cost [07/08]
£0.05 Million
Notes Oto Melara 12.7mm / 40mm Remote Weapons System • • • •
Typical naval remote weapons mount compatible with 12.7mm machine guns (typically FN MG Mod M2Hb) or 40mm Automatic Grenade Launcher (typically MK 19 Mod 3 40 mm A.G.L.) Remotely controlled from operations room. Ammunition is stored on the outside of the mount and requires external access to reload. It should be noted that there are a wide range of remotely operated mounts for small calibre guns, from 7.62 to 25mm calibre. All have broadly similar weight and space requirements.
Data for 12.7mm version: • • •
Max weight = 260kg Rounds on mount = 110-400 Rate of fire 500rpm
Data for 40mm version: • • • •
Max weight = 210kg Rounds on mount = 32 Rate of fire 375rpm Unlimited training arc. Elevation limited to +50 and -15 degrees.
Ship Design Data Book
306
Associated below decks spaces •
Reload magazines
Sources: •
Oto Merala product information page
16.4.4.1 Resources Name
Last Modifier Name
Last Modified
SCG OTO 12_7mm.design
admin
9/3/08 12:51:12 PM
SCG OTO 12_7mm.dwg
admin
9/3/08 12:50:17 PM
scg_oto_12_7mm.dxf
admin
9/3/08 12:49:25 PM
Ship Design Data Book
307
17 Launchers
Ship Design Data Book
308
17.1 Land Attack
Ship Design Data Book
309
17.1.1 Netfires The Netfires missile system is family of missile able to be launched from a standardised launcher. While the netfirea is primarily intended to be used land forces, it could potentially be a useful weapon system for a vessel operating in the littoral environment in support of forces ashore.
17.1.1.1 NON LINE OF SIGHT-LAUNCH SYSTEM (NLOS-LS) The Non-Line-of-Sight Launch System (NLOS-LS) is capable of providing precision Non-Line-Of-Sight fires for the U.S. Army’s Current and Future Force as well as Special Operations Forces. NLOS-LS has applications for all military services, and could be included in the Navy’s Littoral Combat Ship (LCS) and Unmanned Surface Vehicle (USV) weapon mission module concepts. The Precision Attack Missile (PAM) is a direct-attack missile that is 7 inches in diameter, weighs about 120 pounds and is effective against moving and stationary targets at ranges up to 40 kilometers. The Loitering Attack Missile (LAM) is a loitering hunter-killer, 7.5 inches square and 120 pounds, that is capable of searching large areas using a precision laser radar (LADAR) seeker with automatic target recognition (ATR) for combat ID in adverse weather. Carrying a warhead payload, LAM will have the capability to loiter for 30 minutes at 70 kilometers using a micro turbojet. Lockheed Martin (LAM) and Raytheon (PAM) make up the Netfires LLC, which controls NLOS-LS. The two companies also jointly produce the container/launch unit (C/LU). Current Status: The US Army version of the NLOS missile was canceled in January 2011. However, the US Navy may still continue development of the system for use on the LCS. A likely alternative is the Raytheon "Griffin" missile, a small raillaunched weapon developed for UAVs. If the Griffin weapon is adopted, then it may be adapted for vertical launch and this have a similar impact to the NLOS-LS. However, if it is deployed in a rail-launched form, consideration must be given to arcs of fire and rocket blast.
17.1.1.1.1 NLOS-LS Key Features • • • • • •
PAM is effective against heavy armor or bunkers and can transmit imagery on two-way datalink. LAM is effective against light armor and can transmit imagery, ID and precise location on two-way datalink. Both PAM and LAM can be retargeted while in flight. High loadout, 150 missiles, allow C-130 insertion. Prepackaged robotic fires provide networked lethal interdiction from standoff range in adverse weather. Readily transportable by UH-60, CH-26, CH-47, CH-53 and V-22 aircraft, or any truck with 2.5-ton capacity.
Ship Design Data Book
310
17.2 Multi Purpose
Ship Design Data Book
311
17.2.1 United Defense Self Defence Length Mk 41 Vertical Launching System Weight empty module (te)
12.156
Weight per SM-2 plus cannister (te)
1.238761
Weight per quad ESSM plus cannister (te)
1.97875
Total weight with 8 SM-2 (te)
22.066086
Total weight with 32 ESSM (te)
27.986
Approximate equipment cost [07/08]
£3.41 Million
Wild heat (kW)
40.0
Length (m)
3.404
Width (m)
2.540
Height (m)
5.309
Operators
0
Power
See notes
Notes: United Defense Self Defence Length Mk 41 Vertical Launching System • •
• •
•
Versatile Vertical Launching System introduced into US Navy service in the mid 1980s. The MK-41 system utilises a standard module of 8 launch cells and is available in 3 lengths; Strike, Tactical and Self-Defence. The Self Defence length module, exported for use in Frigates, can accommodate the following weapons: • Standard series missiles (SM-2, up to block III with no booster) • VL SeaSparrow • ESSM (Single or quad-packed into cells) VL ASROC Developmental / Proposed Weapons: • POLAR (Proposed Lockheed Martin medium range VL strike missile) • VL version of Army ATACMS missile • MBDA ASTER 15 missiles (Proposed as a future development for RN Type 45) Missiles are stored in cannisters approximately 56cm on a side. Allthough these are used both to protect the missiles during transit and to house them in the VLS, there is currently no way to reload the VLS at sea. Collapsable reloading cranes originally provided were removed in the 1990s to free up 3 launch cells per VLS battery. A more effective, larger crane using rails either side of the launcher was apparently successfully tested on shore, but no requirement to reload at sea was foreseen and development was discontinued.
Ship Design Data Book
312
•
Each group of 4 cells shares a common exhaust plenum, which is designed to withstand a fully restrained firing of the missiles. The launcher features a large water drench capacity for cooling in this instance. In addition to tests, at least one restrained firing of a Tomahawk missile has taken place in operations.
Launcher RM&A– 4-Module Launcher • • • • •
Mean time between failure 3,872 hours Mean time to repair 3.2 hours Average scheduled maintenance time 0.5 hour per day Intrinsic availability 0.978 Strikedown mean cycle between failures 200 cycles
Power Required by Single Module • • • • •
60 Hz, 440 Vac, 3 phase 29 kW 60 Hz, 115 Vac, 1 phase (Lightning) 2 kW 60 Hz, 115 Vac, 3 phase (Backup power for 440 Vac) 4 kW 60 Hz, 115 Vac, 1 phase (Launch control unit) 6 kW 400 Hz, 440 Vac , 3 phase 10 kW
Additional Ship Services Required by Single Module • • •
• • • •
Low-pressure air 225 psi Freshwater 55gallons (tank and lines) Saltwater: • Deluge 320gal/min at 105 psi • Sprinkling 280 gal/min at 65 psi • Drainage 600 gal/min Cooling 17 btu/hour Heating 8 btu/hour Fresh air replenishment 75 ft3/min Blow-out air exchange 15 min
Sources: • •
United Defense product information leaflet. http://www.globalsecurity.org/military/systems/ship/systems/mk-41-vls.htm
Associated below decks spaces: •
An area of at least 4m2 containing: • Status panel 45kg • Remote launch enable panel 14kg • Launch control unit 612kg
Ship Design Data Book
313
17.2.1.1 Resources Name
Last Modifier Name
Last Modified
mk_41_vls_self_defence.dwg
admin
9/3/08 12:50:48 PM
mk_41_vls_self_defence.dxf
admin
9/3/08 12:50:04 PM
mk_41_vls_strike.dwg
admin
9/3/08 12:50:30 PM
mk_41_vls_strike.dxf
admin
9/3/08 12:51:04 PM
mk_41_vls_tactical.dwg
admin
9/3/08 12:51:26 PM
mk_41_vls_tactical.dxf
admin
9/3/08 12:50:26 PM
mk_41_vls_all.design
admin
9/3/08 12:49:21 PM
Ship Design Data Book
314
17.2.2 United Defense Strike Length Mk 41 Vertical Launching System Weight empty module (te)
14.515
Weight per tomahawk plus cannister (te)
3.23865
Weight per SM 2 plus cannister (te)
1.918696
Weight per quad ESSM plus cannister (te)
2.6263
Total weight with 8 tomahawk (te)
40.424196
Total weight with 8sm 2 (te)
29.864566
Total weight with 32 ESSM (te)
35.525399
Approximate equipment cost
£5.12 Million
Wild heat (kW)
40.0
Length (m)
3.404
Width (m)
2.540
Height (m)
7.696
Operators
0
Power
See notes
Notes: United Defense Strike Length Mk 41 Vertical Launching System • •
Versatile Vertical Launching System introduced into US Navy service in the mid 1980s. The MK-41 system utilises a standard module of 8 launch cells and is available in 3 lengths; Strike, Tactical and Self-Defence. The Strike length module, fitted to destroyers and cruisers, can accommodate the following weapons: • Standard series missiles (SM-2, SM-3) • VL SeaSparrow. • ESSM (Single or quad-packed into cells).
Ship Design Data Book
315
•
• • • •
• VL ASROC. • Tomahawk. Developmental / Proposed Weapons: • Fasthawk / Hystrike / LCMS (Projected low-cost supersonic Tomahawk replacement). • POLAR (Proposed Lockheed Martin medium range VL strike missile). • VL version of Army GMLRS missile. • VL version of Army ATACMS missile. • MBDA ASTER 15 and ASTER 30 missiles (Proposed as a future development for RN Type 45). • MBDA SCALP Naval cruise missile (Proposed as a future development for RN Type 45). • VL Harpoon missile (Prototypes test fired, but development abandoned due to lack of requirement) Missiles are stored in cannisters approximately 56cm on a side. Allthough these are used both to protect the missiles during transit and to house them in the VLS, there is currently no way to reload the VLS at sea. Collapsable reloading cranes originally provided were removed in the 1990s to free up 3 launch cells per VLS battery. A more effective, larger crane using rails either side of the launcher was apparently successfully tested on shore, but no requirement to reload at sea was foreseen and development was discontinued. Each group of 4 cells shares a common exhaust plenum, which is designed to withstand a fully restrained firing of the missiles. The launcher features a large water drench capacity for cooling in this instance. In addition to tests, at least one restrained firing of a Tomahawk missile has taken place in operations.
Launcher RM&A– 8-Module Launcher • • • • •
Mean time between failure 1,936 hours Mean time to repair 3.2 hours Average scheduled maintenance time 0.5 hour per day Intrinsic availability 0.978 Strikedown mean cycle between failures 200 cycles
Power Required by 61-Cell VLS Launcher • • • • •
440 Vac 60 Hz 3 phase 200 kW 115 Vac 60 Hz 1 phase (lighting) 8 kW 115 Vac 60 Hz 3 phase (backup power for 400 Vac) 10 kW 115 Vac 60 Hz 1 phase (launch control unit) 5 kW 115 Vac 400 Hz 3 phase 45 kW
Additional Ship Services Required • • •
• •
Low-pressure air 225 psi Freshwater 242gallons (tank and lines) Saltwater: • Deluge 1410gal/min at 105 psi • Sprinkling 4625 gal/min at 65 psi • Drainage 6035 gal/min Cooling 40 btu/hour Heating 20 btu/hour
Associated below decks spaces: •
An area of at least 4m2 containing:
Ship Design Data Book
316
• • •
Status panel 45kg Remote launch enable panel 14kg Launch control unit 612kg
Sources: • •
United Defense product information leaflet. http://www.globalsecurity.org/military/systems/ship/systems/mk-41-vls.htm
17.2.2.1 Resources Name
Last Modifier Name
Last Modified
mk_41_vls_self_defence.dwg
admin
9/3/08 12:50:48 PM
mk_41_vls_self_defence.dxf
admin
9/3/08 12:50:04 PM
mk_41_vls_strike.dwg
admin
9/3/08 12:50:30 PM
mk_41_vls_strike.dxf
admin
9/3/08 12:51:04 PM
mk_41_vls_tactical.dwg
admin
9/3/08 12:51:26 PM
mk_41_vls_tactical.dxf
admin
9/3/08 12:50:26 PM
mk_41_vls_all.design
admin
9/3/08 12:49:21 PM
Ship Design Data Book
317
17.2.3 United Defense Tactical Length Mk 41 Vertical Launching System Weight empty module (te)
13.517
Weight per sm2 plus cannister (te)
1.383457
Weight per SM 2 plus cannister (te)
1.918696
Weight per quad ESSM plus cannister (te)
2.24025
Total weight with 8 sm 2 (te)
28.866566
Total weight with 32 ESSM (te)
31.439
Wild heat (kW)
40.0
Length (m)
3.404
Width (m)
2.540
Height (m)
6.756
Operators
0
Approximate equipment cost [07/08]
£4.27 Million
Power
See notes
Notes: United Defense Tactical Length Mk 41 Vertical Launching System Ship Design Data Book
318
• •
•
• • • • •
Versatile Vertical Launching System introduced into US Navy service in the mid 1980s. The MK-41 system utilises a standard module of 8 launch cells and is available in 3 lengths; Strike, Tactical and Self-Defence. The Tactical length module, exported for use in destroyers and frigates, can accommodate the following weapons: • Standard series missiles (SM-2) • VL SeaSparrow. • ESSM (Single or quad-packed into cells). • VL ASROC. Developmental / Proposed Weapons: • POLAR (Proposed Lockheed Martin medium range VL strike missile) VL version of Army ATACMS missile. • MBDA ASTER 15 missiles (Proposed as a future development for RN Type 45). • VL Harpoon missile (Prototypes test fired, but development abandoned due to lack of requirement). Missiles are stored in cannisters approximately 56cm on a side. Allthough these are used both to protect the missiles during transit and to house them in the VLS, there is currently no way to reload the VLS at sea. Collapsable reloading cranes originally provided were removed in the 1990s to free up 3 launch cells per VLS battery. A more effective, larger crane using rails either side of the launcher was apparently successfully tested on shore, but no requirement to reload at sea was foreseen and development was discontinued. Each group of 4 cells shares a common exhaust plenum, which is designed to withstand a fully restrained firing of the missiles. The launcher features a large water drench capacity for cooling in this instance. In addition to tests, at least one restrained firing of a Tomahawk missile has taken place in operations.
Launcher RM&A – 4-Module Launcher • • • • •
Mean time between failure 3,872 hours. Mean time to repair 3.2 hours. Average scheduled maintenance time 0.5 hour per day. Intrinsic availability 0.978. Strikedown mean cycle between failures 200 cycles
Power Required by Single Module • • • • •
60 Hz, 440 Vac, 3 phase 29 kW 60 Hz, 115 Vac, 1 phase (Lightning) 2 kW 60 Hz, 115 Vac, 3 phase (Backup power for 440 Vac) 4 kW 60 Hz, 115 Vac, 1 phase (Launch control unit) 6 kW 400 Hz, 440 Vac , 3 phase 10 kW
Additional Ship Services Required by Single Module • • •
• •
Low-pressure air 225 psi Freshwater 55gallons (tank and lines) Saltwater: • Deluge 320gal/min at 105 psi • Sprinkling 280 gal/min at 65 psi • Drainage 600 gal/min • Cooling 17 btu/hour • Heating 8 btu/hour Fresh air replenishment 75 ft3/min Blow-out air exchange 15 min
Ship Design Data Book
319
Associated below decks spaces: • • • •
An area of at least 4m2 containing: Status panel 45kg Remote launch enable panel 14kg Launch control unit 612kg
Sources: • •
United Defense product information leaflet. http://www.globalsecurity.org/military/systems/ship/systems/mk-41-vls.htm
17.2.3.1 Resources Name
Last Modifier Name
Last Modified
mk_41_vls_self_defence.dwg
admin
9/3/08 12:50:48 PM
mk_41_vls_self_defence.dxf
admin
9/3/08 12:50:04 PM
mk_41_vls_strike.dwg
admin
9/3/08 12:50:30 PM
mk_41_vls_strike.dxf
admin
9/3/08 12:51:04 PM
mk_41_vls_tactical.dwg
admin
9/3/08 12:51:26 PM
mk_41_vls_tactical.dxf
admin
9/3/08 12:50:26 PM
mk_41_vls_all.design
admin
9/3/08 12:49:21 PM
Ship Design Data Book
320
17.3 Surface to Air Missiles
Ship Design Data Book
321
17.3.1 CAMM/FLAADS(M) Weight loaded (te)
0.25
Weight empty (te)
0.16
Weight per round (te)
0.090
Chilled water (kW)
0.0
Wild heat (kW)
0.0
Peak power (kW)
1.0
Mean power (kW)
0.0
Length (m)
0.3
Width (m)
0.3
Height (m)
3.5
Operators
0.0
Reloaders
0.0
Approximate equipment cost [07/08]
£0.31 Million
Notes MBDA Common Anti-Air Modular Missile System • • • • • •
ASRAAM derived anti-air missile intended for use in land, sea and air environments, replacing Sea Wolf, Rapier and ASRAAM. FLAADS(M) is the maritime local air defence system employing the CAMM(M) missile. In land and sea applications, the lightweight missile is soft-launched from a vertical launch silo, reaching approximately 30m altitude, before pitching over toward the direction of the threat and igniting its main engine. Soft launch is via an internal piston driven by a gas generator. This will greatly reduce rocket efflux effects on the launching ship but consideration should be made of the motion of the ship during missile launch and possibility of missile failure to start once ejected. The intended target set is fixed and rotary-wing aircraft, missiles (sub and super-sonic) and UAVs. Surface targets can also be prosecuted using the system. Missile data: • • • • • • • •
•
• •
Weight: 65kg Length: 3m Diameter: 166mm Warhead: Blast-fragmentation (ASRAAM is 10kg) Fuzing: Laser proximity / impact Guidance: Active radar with command uplink Maximum Range: Approximately 20-25km ballistic. Range against manoeuvering targets more likely to be approximately 10km. Missile Speed: No data (ASRAAM is credited with a speed of Mach 3.5)
The silo requires minimal support from the host ship and can be mounted in a range of locations, both inside and outside the main structure of the vessel. Silos can be arranged singly, in groups or quad-packed into Mk 41 and Sylver vertical launch systems. Most arrangements use a quad-packing arrangement in launchers similar to the Sea Wolf / Mica launcher group. It should be noted that this is currently a developmental system, and thus this data is highly speculative. The tabular data above is for a single launcher. The quad launcher is simply 4 single launchers grouped together.
Ship Design Data Book
322
Sources: • • •
Scott, R, (2008), 'MBDA Proposes New Soft Launcher for UKs Future Common Air Defences', Janes IDR, June 2008 Scott, R, (2008), 'Common Aim: CAMM Missile Seels Cost Reduction Without Compromise', Janes IDR, September 2008 Gazard, P N, (2008), 'Warship Missile System Integration', INEC 2008
Associated below decks spaces • • • •
Each launcher group will require a launcher control room. This is likely to contain a control cabinet and power distribution cabinet. Approximate floor area 2m by 2m minimum, 500kg mass, 6Kw electrical load In addition to the launcher group, a 3D surveillance / target indicator radar and separate command uplink will be required.
Also See: •
Flaads M System
17.3.1.1 Resources Name
Last Modifier Name
Last Modified
camm_sam.design
Richard Pawling
10/9/08 6:36:38 PM
camm_sam_launcher.dwg
Richard Pawling
10/9/08 6:37:06 PM
camm_sam_quad.dxf
Richard Pawling
9/28/09 7:48:48 PM
camm_sam_single.dxf
Richard Pawling
9/28/09 7:49:09 PM
Ship Design Data Book
323
17.3.2 DCN SYLVER Vertical Launching System A43 Weight empty module (te)
7.5
Weight per ASTER15 (te)
0.31
Total weight with 8 ASTER 15 (te)
9.98
operators
0
length (m)
2.6
width (m)
2.3
height (m)
5.4
Approximate equipment cost [07/08]
£2.70 Million
A50 Weight empty module (te)
8.0
Weight per ASTER 30 (te)
0.45
Total weight with 8 ASTER 30 (te)
11.6
Operators
0
Length (m)
2.6
Width (m)
2.3
Height (m)
6.0
Approximate equipment cost [07/08]
£2.70 Million
Notes DCN Sylver • • • •
Système de Lancement VERtical (Vertical Launching System) for the MBDA ASTER 15 and ASTER 30 missiles. Used by the Royal Navy as part of the PAAMS(S) AAW system. Module of 8 cells is smaller and lighter than the United Defense MK41 VLS, but more limited in the range of missiles that can be accommodated; currently only ASTER 15 and ASTER 30 missiles. Two lengths are available, A43 (5.4m) and A50 (6m). A43 can take up to 8 ASTER 15 missiles, whilst A50 can take up to 8 ASTER 30 missiles.
Ship Design Data Book
324
• • • • •
SYLVER is intended to be fitted in groups of between 1 and 6 modules. Capable of 2 launches / sec when using ASTER missiles. Current developments include a longer A70 version, capable of firing SCALP Naval cruise missiles (launcher approximately 8m long). Proposed developments have included a double or quad pack to allow 2 or 4 Mica point defence missiles to be carried in a single SYLVER cell. Note that little data is available on SYLVER. It may be appropriate to select the nearest member of the MK41 family for ship service loads etc. The cost value quoted in the UCL MSc SDE data book may also be too low.
Sources: • •
EuroSAM website http://www.eurosam.com/blocks/sylver.htm UCL MSc SDE Data Book
Associated below decks spaces: • • • •
An area of at least 4m2 containing: Status panel 45kg Remote launch enable panel 14kg Launch control unit 612kg
17.3.2.1 Resources Name
Last Modifier Name
Last Modified
sylver_a43.dwg
admin
9/3/08 12:49:38 PM
sylver_a43.dxf
admin
9/3/08 12:51:02 PM
sylver_a50.dwg
admin
9/3/08 12:49:21 PM
sylver_a50.dxf
admin
9/3/08 12:50:11 PM
sylver_vls.design
admin
9/3/08 12:51:05 PM
Ship Design Data Book
325
17.3.3 MBDA VL MICA Naval Weight loaded (te)
3.376
Weight empty (te)
2.480
Weight per round (te)
0.112
Chilled water (kW)
3.0
Wild heat (kW)
0.0
Peak power (kW)
40.0
Mean power (kW)
6.0
Old length (m)
8.0
New length (m)
5.0
Width (m)
1.75
Height (m)
4.5
Operators
0.00
Reloaders
0.0
Approximate equipment cost [07/08]
£2.25 Million
Notes MBDA VL MICA Naval • •
• • • • •
Naval Point-Defence Missile System (PDMS) employing a vertically launched version of the MICA air-to air missile in service with the French Air Force. Missiles come in either Infra-Red or Active J-band Pulse Doppler Radar versions. In both cases the system is 'fire and forget', with no target illumination or missile direction required after launch. A Target Indicator Radar would be required, however, to assess the success of the engagement. This function can be performed by many modern surveillance radars. Launcher is a re-use of the proven VL-Sea Wolf (GWS-26) cannister launcher. This can be configured in modules of 8, 4 or 3 missiles, which can themselves be grouped into larger batteries. The launcher can salvo fire 4 rounds in 6 seconds. Maximum range is 10-15km, maximum altitude is 10km. Maximum missile speed is between Mach 3 and 4. Warhead is a 12kg blast/fragmentation device. It should be noted that the idea of launching an air-to-air missile from the surface has been adopted with the AMRAAM and Sidewinder missiles, and proposed for other weapons such as ASRAAM and METEOR. A newer launcher has been developed with a rectangular external form factor. The systems being procured by the Omani navy will make use of this launcher. The latest version of the launcher uses a powered door, rather than
Ship Design Data Book
326
the frangible fly-through cover of the VL Sea Wolf system, so eliminating the hazard from fragments near the launcher. Allthough this new system has so far been installed in groups of 3, the 'new length' shown is for a group of 8 missiles. Sources: • • • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. MBDA website. http://www.mbda-systems.com/mbda/site/FO/scripts/siteFO_contenu.php?lang=EN&noeu_id=95 UCL SDE data book. Hooton, E R (ed); Jane's Naval Weapon Systems Issue 38, (2003).
Associated below decks spaces • •
1 local launcher control room required for two 8-missile modules. LCR is 10.8m2 in area, has a mass of 1.7te, an electrical load of 15kw and a wild heat load of 2kw.
17.3.3.1 Resources Name
Last Modifier Name
Last Modified
mica_sam_launcher.design
admin
9/3/08 12:50:03 PM
mica_sam_launcher.dwg
admin
9/3/08 12:51:14 PM
mica_sam_launcher_new.dxf
admin
9/3/08 12:50:55 PM
mica_sam_launcher_old.dxf
admin
9/3/08 12:49:44 PM
Ship Design Data Book
327
17.3.4 MBDA VL Sea Wolf Weight loaded (te)
3.6
Weight empty (te)
2.480
Weight per round (te)
0.140
Chilled water (kW)
3.0
Wild heat (kW)
0.0
Peak power (kW)
40.0
Mean power (kW)
6.0
Operators
0.00
Reloaders
0.00
Approximate equipment cost [07/08]
£2.25 Million
Notes MBDA VL Sea Wolf • • • • • • •
Naval Point-Defence Missile System (PDMS) employing a vertically launched version of the combat-proven Sea Wolf missile. Sea Wolf employs an Automatic Command to Line Of Sight (ACLOS) guidance system, with tracker radars that track the outgoing missile and incoming target. Commands are sent to steer the missile, which does not have any seeker of it's own. The launcher can be configured in modules of 8 or 4 missiles, which can themselves be grouped into larger batteries. The launcher can salvo fire 4 rounds in 6 seconds. Maximum range is approximately 6-8km, maximum altitude is approximately 3km. Maximum missile speed is approximately Mach 3. The VL Sea Wolf system, in the form of GWS-26, is in service with the Royal Navy on Type 23 frigates. It requires the following components: • Medium range surveillance radar. • Short range target indication radar (This function is integrated into several modern surveillance radars) • Vertical launchers and launcher control roomTrackers and equipment room (Typically the 805SW series (Type 910/911) or the lightweight 1802SW). • Sea Wolf computer room (47.4m2, 12.92te, electrical load 67kw, wild heat 9.6kw).
Associated below decksspaces Ship Design Data Book
328
• •
1 local launcher control room required for two modules. LCR is 10.8m2 in area, has a mass of 1.7te, an electrical load of 15kw and a wild heat load of 2kw.
Sources: • •
MBDA website. UCL SDE data book.
17.3.4.1 Resources Name
Last Modifier Name
Last Modified
sam_vlsw.design
admin
9/3/08 12:50:48 PM
sam_vlsw.dwg
admin
9/3/08 12:49:19 PM
sam_vlsw.dxf
admin
9/3/08 12:48:55 PM
Ship Design Data Book
329
17.3.5 Raytheon RAM Weapon System Eight loaded (te)
5.185
Weight empty (te)
3.6394
Weight per round (te)
0.0736
Chilled water (kW)
1.0
Wild heat (kW)
0.0
Peak power (kW)
35.0
Mean power (kW)
5.5
Operators
1
Reloaders
3
Deck clearance radius (m)
2.24
Approximate equipment cost [07/08]
£5.5 Million
Notes: Raytheon RAM Weapon System • • • • • • • • • • • •
Naval Inner-Layer Missile System (ILMS) employing RIM-116A Rolling Airframe Missile (RAM). 21 round MK49 GMLS mount derived from Vulcan Phalanx CIWS, but with no on-mount sensors. RAM missile uses autonomous dual-mode passive radar and Infra-Red homing, relying on the emissions of the target missile. Block 1 onwards include an Imaging IR seeker, allowing for engagement of more challenging targets such as helicopters and small boats and non RF-emitting missiles. The RF seeker allows a "round the corner" capability (+/- 15 degrees) for targets hidden by the ships structure. RAM has a limited ability against crossing targets, and is primarily intended for self defence. Missile maximum range circa. 9.6KM, warhead weight 9.09kg (blast/fragmentation), 20g manoeuvrability. RAM is credited with a 95% success rate in over 150 trial shots, reputedly including interceptions of licenced versions of Russian AS-17 / Kh-31 missiles. This weapon must be cued onto a target by a seperate sensor, (radar or infra-red) which must also perform kill assessment prior to a second engagement. Multiple targets can be engaged by the same launcher, however, as the 'fire and forget' missile requires no support after launch. Rounds can be very slowly reloaded using a small crane. The Block 2 weapon includes improvements to handle SS-N-27 supersonic ASCMs. A large diameter, dual thrust motor increases range by 50% and manoeuvrability by a factor of 3. Speculated future developments for the missile include a command uplink, allowing for engagement of a wider target set, an enhanced IIR seeker, and possibly a vertical launch capability (6 rounds per MK41 cell). Speculated future developments for the MK49 launcher include small calibre ASW / anti-torpedo torpedoes, depth charges and decoys, making the Mk49 a generic point defence launcher. Allthough these devices are in service with various navies, they currently use bespoke launchers.
Ship Design Data Book
330
•
Lightweight versions have been proposed including an 11 round version of the MK49 GMLS and a 10 round RALS system.
Also See: • • • • •
RAM System SAM Sea RAM SR STAR Surv Radar IRST - EO System IRST Sirius
Sources: • • • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Raytheon product information leaflet. UCL SDE data book. Hooton, E R (ed); Jane's Naval Weapon Systems Issue 38, (2003). Scott, R, 'Stopping power: RAM goes head on with new threats', JNI March 2008
Associated below decks spaces • • • • • •
Local control console and equipment room Mount is non deck penetrating, but the equipment room should be nearby (usually directly underneath) Operations room control console Reload magazines (if required) Total below deck weight 938kg Below deck equipment requires 12.5kw of power
17.3.5.1 Resources Name
Last Modifier Name
Last Modified
sam_ram.design
admin
9/3/08 12:51:14 PM
sam_ram.dwg
admin
9/3/08 12:49:39 PM
sam_ram.dxf
admin
9/3/08 12:49:57 PM
Ship Design Data Book
331
17.3.6 Raytheon SeaRAM Weapon System Weight loaded (te)
6.233
Weight empty (te)
5.42385
Weight per round (te)
0.0736
Chilled water (kW)
1.0
Wild heat (kW)
0.0
Peak power (kW)
45.0
Mean power (kW)
7.0
Operators
1
Maintainers
3
Deck clearance radius (m)
2.5
Approximate equipment cost [07/08]
£5 Million
Notes Raytheon SeaRAM Weapon System • • • • • • • • • • •
Naval Inner-Layer Missile System (ILMS) employing RIM-116A Rolling Airframe Missile (RAM) and on-mount surveillance and fire control. Based on standard Vulcan Phalanx CIWS mount with Ku-band search and track radars and a stabilised ForwardLooking Infra-Red and Electro-Optical tracking system. RAM missile uses autonomous dual-mode passive radar and Infra-Red homing, relying on the emissions of the target missile. Block 1 onwards include an Imaging IR seeker, allowing for engagement of more challenging targets such as helicopters and small boats and non RF-emitting missiles. The RF seeker allows a "round the corner" capability (+/- 15 degrees) for targets hidden by the ships structure. RAM has a limited ability against crossing targets, and is primarily intended for self defence. Missile maximum range circa. 9.6KM, warhead weight 9.09kg (blast/fragmentation), 20g manoeuvrability. 11 RAM rounds stored on mount. These can be very slowly reloaded using a small crane. RAM is credited with a 95% success rate in over 150 trial shots, reputedly including interceptions of licenced versions of Russian AS-17 / Kh-31 missiles. Due to the on-mount surveillance radar, SeaRAM does not require the accurate cueing information needed by the RAM system, as such it can be used on ships without sophisticated surveillance radars and ESM systems. The Block 2 weapon includes improvements to handle SS-N-27 supersonic ASCMs. A large diameter, dual thrust motor increases range by 50% and manoeuvrability by a factor of 3. Speculated future developments for the missile include a command uplink, allowing for engagement of a wider target set and an enhanced IIR seeker.
Ship Design Data Book
332
Sources: • • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Raytheon product information leaflet. Hooton, E R (ed); Jane's Naval Weapon Systems Issue 38, (2003). Scott, R, 'Stopping power: RAM goes head on with new threats', JNI March 2008
Associated below decks spaces • • • •
Local control console, circa 211 kg in equipment room. Operations room control console Reload magazines (if required) Mount is non deck penetrating, but the equipment room should be nearby (usually directly underneath)
17.3.6.1 Resources Name
Last Modifier Name
Last Modified
sam_searam.design
admin
9/3/08 12:50:50 PM
sam_searam.dwg
admin
9/3/08 12:50:13 PM
sam_searam.dxf
admin
9/3/08 12:50:31 PM
Ship Design Data Book
333
17.4 Surface to Surface Missiles
Ship Design Data Book
334
17.4.1 Harpoon weight_loaded (te)
3.12
weight_empty (te)
0.42
weight_per_round (te)
0.675
peak_power (kW)
6.0
operators
1
Approximate equipment cost [07/08]
£4.75 Million
Notes Boeing Harpoon Weapons System • • • • • •
Naval Surface to Surface Missile (SSM) system using GPS guidance, active radar terminal homing and a seaskimming flightpath. Turbojet engine provides a cruise speed of approximately Mach 0.85 and a maximum range of approximately 170km / 75nm. Warhead is a 221 kg penetrating blast-fragmentation device. Harpoon is launched from the Mk-141 Quad launcher. Allthough these launchers can be fitted behind bulwarks, vents, doors or cut-outs must be provided to disperse the launch exhaust gases. Widely used in the US, NATO and Far Eastern navies. A version of Harpoon compatible with the MK-41 Vertical Launching System was developed and test-fired in the 1980s. However, with the end of the Cold War no requirement was foreseen and development was discontinued.
Associated below decksspaces •
•
Local power and control room: • Area of 3m2 per launcher served. • 0.5 te per launcher served. • 5kW wild heat per launcher served. • 1 local operator at action stations. Upperdeck space requirements: • Space per launcher approximately 2m by 8m. If mounted between superstructure blocks a length of 8m is required for two launchers.
Sources: • • •
UCL Undergraduate SDE data. Boeing product information leaflet. Encyclopedia Astronautica.
Ship Design Data Book
335
17.4.1.1 Resources Name
Last Modifier Name
Last Modified
harpoon.design
admin
9/3/08 12:51:05 PM
harpoon.dwg
admin
9/3/08 12:48:58 PM
harpoon.dxf
admin
9/3/08 12:51:04 PM
Ship Design Data Book
336
17.4.2 RBS-15 weight_loaded (te)
2.4
weight_empty (te)
0.8
weight_per_round (te)
0.8
peak_power (kW)
6.0
operators
1
Approximate equipment cost [07/08]
£2.75 Million per double launcher
Notes SAAB RBS 15 Mk3 Missile System • • • • • • • •
Naval Surface to Surface Missile (SSM) system using inertial and GPS guidance, active radar terminal homing and a sea-skimming flightpath. Turbojet engine provides a maximum range of approximately 200km. Also capable of attacks on land targets. Warhead is a 200 kg penetrating blast-fragmentation device. The seeker and guidance systems for RBS-15 are well suited for littoral operations, due to these being the Swedish Navy's primary area of operations. RBS-15 is launched from single or double round launchers, which can be oriented athwartships or longitudinally. They can also be fitted behind bulwarks. Used by Sweden, Finland, Poland, Germany and Croatia. Future developments as part of the P3I programme will include a dual mode radar/IR seeker, reduced signatures and increased range.
Associated below decksspaces •
Local power and control room: • Area of 3m2 per launcher served. • 0.5 te per launcher served. • 5kW wild heat per launcher served. • 1 local operator at action stations.
Sources: •
SAAB product information leaflet.
Ship Design Data Book
337
17.4.2.1 Resources Name
Last Modifier Name
Last Modified
rbs_15.design
admin
9/3/08 12:50:43 PM
rbs_15.dwg
admin
9/3/08 12:49:03 PM
rbs_15.dxf
admin
9/3/08 12:50:10 PM
Ship Design Data Book
338
18 Misc
Ship Design Data Book
339
18.1 (blank)
Ship Design Data Book
340
18.1.1 Accommodation Standards Representative Accommodation Standards • • •
These values are indicative of modern naval accommodation standards. Data is presented in the form of an area allowance per crew member, and an associated area density. Where no area is shown for heads and showers, the standards call for en-suite accommodation.
Key • • • • • •
T45 = Type 45 (RN) FSC = Future Surface Combatant (RN) NES 107 V4 = Latest version of NES (RN) DNSC Z = Based on 2SL recommendations (RN) JTS = Used on CNGF project (international / Europe) MS = Merchant Ships
Type
T45
FSC
NES 107 V4 DNSC Z
JTS
MS
Area Density (Te/ m2)
CO
46.68
54.84
40.68
34
28.4
39
0.0800
XO
19.29
18
10.4
11.5
15.96
21
0.0941
HOD
9.45
18
9
10.5
12.96
9
0.0941
Single Officer
6.98
10.08
7.2
7.7
8.4
9
0.0893
Double Officer
4.72
10.08
4.8
5.2
5.5
7.2
0.0893
CPO
4.48
7.2
2.88
5
4.2
3.9
0.1143
PO
2.8
5.04
2.52
3
2.76
3.9
0.1277
JR
1.56
2.4
2.28
1.9
1.84
3.9
0.0980
Wardroom
2.13
1.25
2.5
2.5
2.7
1
0.0570
SR Rec Space
1.05
0.96
0.8
0.9
0.71
0.6
0.0605
JR Rec Space
0.78
0.6
0.55
0.6
0.53
0.3
0.1298
SR Dining Hall
0.61
0.6
0.5
0.5
0.5
0.5
0.0595
JR Dining Hall
0.57
0.54
0.5
0.5
0.6
0.5
0.0545
WR Heads
1 for 6
1 for 8
1 for 1
WR Showers
1 for 8
1 for 8
1 for 1
SR Heads
1 for 10
1 for 10
1 for 6
SR Showers
1 for 15
1 for 10
1 for 6
JR Heads
1 for 10
1 for 10
1 for 6
JR Showers
1 for 25
1 for 12
1 for 6
Ship Design Data Book
341
18.1.2 Comms Mast
Generic Communications Mast • • • • •
Associated with radio communications equipment. Normally carried on aft mast. Ideally there should be a separation of 30m between the masts. Transmitting aerials should be kept clear of missile launchers and other EMC sensitive areas. Ideally there should be a separation of 30m between transmitting and receiving antennae.
18.1.2.1 Resources Name
Last Modifier Name
Last Modified
communications.design
admin
9/3/08 12:51:02 PM
communications.dwg
admin
9/3/08 12:49:03 PM
communications_comms_mast.dxf
admin
9/3/08 12:51:03 PM
communications_satcom.dxf
admin
9/3/08 12:49:24 PM
Ship Design Data Book
342
18.1.3 Electromagnetic Aircraft Launch System Electromagnetic Aircraft Launch System (EMALS) • • • •
Electric launch system designed to replace steam catapults. Based on a linear induction motor. Makes use of local energy storage (supercapacitors or flywheels) to store energy between launches, reducing the load on the --ship's power supplies to a constant one. Advantages include: • More precise control over the acceleration profile and final speed of the aircraft • Wider range of end speeds • More reliable performance • Modular system provides for graceful degradation due to damage or failure • Increased availability • Reduced weight and space requirements • Increased energy efficiency
Rough characteristics for an EMALS catapult for use on a US Navy supercarrier are: • • • • • • •
Endspeed - 55-20 knts Launch Energy - 122 MegaJoules (Energy provided to aircraft) Cycle time - 45 seconds Weight - Approximately 269 te Volume - Approximately 566 cubic meters (located under the catapult) Power - 6MW (During launch cycle) Such a device would be intended for launching F-18, F-35, E-2 and X-47 (UCAV) aircraft.
Sources: • •
Doyle M, Sulich G and Lebron L, "The Benefits of Electromagnetically Launching Aircraft", NEJ May 2000 http://www.globalsecurity.org/military/systems/ship/systems/emals.htm
Ship Design Data Book
343
18.1.4 Generic Mast
Generic Mast • • •
This is a generic mast similar in shape to that found on the Type 45 destroyer. It has a square base and octagonal top. The important dimensions are the 'height', 'top_face_width' and 'base_face_width'. This is also an example of the use of the 'plane from 3 points' operation, which is used to make the planes used for the facets.
18.1.4.1 Resources Name generic_mast.design
Ship Design Data Book
Last Modifier Name admin
Last Modified 9/3/08 12:50:15 PM
344
18.1.5 Generic Satellite Communications System
SATCOM Rad haz radius (m)
2.0
Weight of item (te)
0.75
Peak electrical load (kW)
40.0
Wild heat (kW)
25.0
Approximate system cost [07/08]
£0.97 million
Notes: Generic Satellite Communications System • •
Generic radome suitable for military satellite communications systems. Full sky coverage is usually required.
Associated below decks spaces: • • •
A SCOTT equipment cabin is required. This can be below decks or placed on skids on the upperdeck. This should be no futher than 15m from the antennae. Approximate dimensions are: • 2.4m long • 1.6m wide • 2.7m high • 2 te weight
18.1.5.1 Resources Name
Last Modifier Name
Last Modified
communications.design
admin
9/3/08 12:51:02 PM
communications.dwg
admin
9/3/08 12:49:03 PM
communications_comms_mast.dxf
admin
9/3/08 12:51:03 PM
communications_satcom.dxf
admin
9/3/08 12:49:24 PM
Ship Design Data Book
345
18.1.6 Masts Below is a brief collection of data related to mast design. Mast Name
Weight
Height
Type 45 PAMMS mast
89 te (structure)
???
Integrated Technology Mast
???
???
18.1.6.1 Resources Name
Last Modifier Name
Last Modified
Masts_T45_style_rescaling_paramarine_geometry.design admin
9/3/08 12:51:31 PM
Masts_JNI_ITM.pdf
9/3/08 12:49:38 PM
Ship Design Data Book
admin
346
18.1.7 Whip Antenna Generic Whip Antenna • • • •
Associated with radio communications equipment. Normally carried on midships and aft superstructure with base tuners. Transmitting aerials should be kept clear of missile launchers and other EMC sensitive areas. Ideally there should be a separation of 30m between transmitting and receiving antennae.
Ship Design Data Book
347
19 Propulsion
Ship Design Data Book
348
19.1 Conventional
Ship Design Data Book
349
19.1.1 Crossley Pielstick Diesels Crossley Pielstick Diesels Source: •
Rolls-Royce webpage • http://www.rolls-royce.com/
PA6 •
CODAD ratings up to 7128kW at 1084 RPM. Table 19-1: 12PA6STC
Number of cylinders
12
Speed (RPM)
1050
Output (kW)
3888
Net weight (te)
22
Length (m)
3.055
Width (m)
2.197
Height (m)
3.244 Table 19-2: 16PA6STC
Number of cylinders
16
Speed (RPM)
1050
Output (kW)
5184
Net weight (te)
30
Length (m)
3.975
Width (m)
2.197
Height (m)
3.415 Table 19-3: 20PA6STC
Number of cylinders
20
Speed (RPM)
1050
Output (kW)
6480
Net weight (te)
36
Length (m)
4.895
Width (m)
2.400
Height (m)
3.540
PA6B •
CODAD ratings up to 8910kW at 1084 RPM. Table 19-4: 12PA6BSTC
Ship Design Data Book
350
Number of cylinders
12
Speed (RPM)
1050
Output (kW)
4860
Net weight (te)
26
Length (m)
3.055
Width (m)
2.400
Height (m)
3.540 Table 19-5: 16PA6BSTC
Number of cylinders
16
Speed (RPM)
1050
Output (kW)
6480
Net weight (te)
34
Length (m)
3.975
Width (m)
2.400
Height (m)
3.540 Table 19-6: 20PA6BSTC
Number of cylinders
20
Speed (RPM)
1050
Output (kW)
8100
Net weight (te)
42
Length (m)
4.895
Width (m)
2.400
Height (m)
3.540 Table 19-7: 10PC2_6
Number of cylinders
10
Speed (RPM)
500-520 RPM
Output (kW)
5500
Net weight (te)
55
Length (m)
4.463
Width (m)
3.360
Height (m)
3.702 Table 19-8: 12PC2 6
Number of cylinders
12
Speed (RPM)
500-520 RPM
Output (kW)
6600
Net weight (te)
66
Length (m)
5.055
Width (m)
3.360
Height (m)
4.490 Table 19-9: 14PC2 6
Ship Design Data Book
351
Number of cylinders
14
Speed (RPM)
500-520 RPM
Output (kW)
7700
Net weight (te)
75
Length (m)
5.795
Width (m)
3.360
Height (m)
4.490 Table 19-10: 16PC2 6
Number of cylinders
16
Speed (RPM)
500-520 RPM
Output (kW)
8800
Net weight (te)
83
Length (m)
6.535
Width (m)
3.360
Height (m)
4.490 Table 19-11: 18PC2 6
Number of cylinders
18
Speed (RPM)
500-520 RPM
Output (kW)
9900
Net weight (te)
90
Length (m)
7.275
Width (m)
3.370
Height (m)
4.892 Table 19-12: 12PC2 6B
Number of cylinders
12
Speed (RPM)
600
Output (kW)
9000
Net weight (te)
100
Length (m)
6.590
Width (m)
3.580
Height (m)
3.545 Table 19-13: 16PC2_6B
Number of cylinders
16
Speed (RPM)
600
Output (kW)
12000
Net weight (te)
120
Length (m)
7.070
Width (m)
3.580
Height (m)
3.645 Table 19-14: 20PC2_6B
Ship Design Data Book
352
Number of cylinders
20
Speed (RPM)
600
Output (kW)
15000
Net weight (te)
140
Length (m)
8.550
Width (m)
3.580
Height (m)
4.050
19.1.1.1 Resources Name Crossley_Pielstick_Diesels.design
Last Modifier Name
Last Modified
admin
9/3/08 12:51:00 PM
Crossley_Pielstick_Diesels_10PC2_6.dxf admin
9/3/08 12:50:48 PM
Crossley_Pielstick_Diesels_12PA6BSTC.dxf admin
9/3/08 12:50:21 PM
Crossley_Pielstick_Diesels_12PA6STC.dxf admin
9/3/08 12:49:15 PM
Crossley_Pielstick_Diesels_12PC2_6.dxf admin
9/3/08 12:49:35 PM
Crossley_Pielstick_Diesels_12PC2_6B.dxf admin
9/3/08 12:48:59 PM
Crossley_Pielstick_Diesels_14PC2_6.dxf admin
9/3/08 12:50:07 PM
Crossley_Pielstick_Diesels_16PA6BSTC.dxf admin
9/3/08 12:51:08 PM
Crossley_Pielstick_Diesels_16PA6STC.dxf admin
9/3/08 12:50:07 PM
Crossley_Pielstick_Diesels_16PC2_6.dxf admin
9/3/08 12:49:28 PM
Crossley_Pielstick_Diesels_16PC2_6B.dxf admin
9/3/08 12:50:10 PM
Crossley_Pielstick_Diesels_18PC2_6.dxf admin
9/3/08 12:51:03 PM
Crossley_Pielstick_Diesels_20PA6BSTC.dxf admin
9/3/08 12:49:57 PM
Crossley_Pielstick_Diesels_20PA6STC.dxf admin
9/3/08 12:51:31 PM
Crossley_Pielstick_Diesels_20PC2_6B.dxf admin
9/3/08 12:51:02 PM
Ship Design Data Book
353
19.1.2 LM1600 19.1.2.1 Mechanical Drive Group
41 Gas Turbines
Weight
10.91 te
Power
14.92 MW @??? degC
Length
6.8 m
Width
2.4 m
Height
2.8 m
Speed
7000 rpm
SFC
0.229 kg / kW hr
note - this weight and dimentions are for a none enclosed installation
19.1.2.2 Resources Name
Ship Design Data Book
Last Modifier Name
Last Modified
354
19.1.3 LM2500 19.1.3.1 Mechanical Drive Group
41 Gas Turbines
Weight
22.0 te (20.64 te without shock mounts)
Power
25.0 MW @15 degC
Length
8.23m
Width
2.74m
Height
3.05m
Speed
3600 rpm
SFC
0.227 kg / kW hr
19.1.3.2 Electrical Drive Group
41 Gas Turbines
Weight
89.8 te
Power
24.05 MW @??? degC
Length
13.94 m
Width
2.64 m
Height
3.98 m
SFC
0.227 kg / kW hr
19.1.3.3 Resources Name
Ship Design Data Book
Last Modifier Name
Last Modified
355
19.1.4 LM2500+ 19.1.4.1 Mechanical Drive Group
41 Gas Turbines
Weight
23.0 te (21.859 te without shock mounts)
Power
30.2 MW @??? degC
Length
8.60 m
Width
2.74 m
Height
3.05 m
Speed
3600 rpm
SFC
0.215 kg / kW hr
19.1.4.2 Electrical Drive Group
41 Gas Turbines
Weight
94.55 te
Power
29.0 MW @??? degC
Length
14.38 m
Width
3.12 m
Height
3.99 m
Speed
3600 rpm
SFC
0.215 kg / kW hr
19.1.4.3 Resources Name
Ship Design Data Book
Last Modifier Name
Last Modified
356
19.1.5 LM500 19.1.5.1 Mechanical Drive Group
41 Gas Turbines
Weight
2.779 te
Power
4.47 MW @??? degC
Length
3.66 m
Width
??? m
Height
1.65 m
Speed
7000 rpm
SFC
0.269 kg / kW hr
note - this weight and dimentions are for a none enclosed installation
19.1.5.2 Electrical Drive Group
41 Gas Turbines
Weight
27.273 te
Power
4.20 MW @??? degC
Length
7.14 m
Width
2.36 m
Height
2.39 m
Speed
7000 rpm
SFC
0.269 kg / kW hr
19.1.5.3 Resources Name
Ship Design Data Book
Last Modifier Name
Last Modified
357
19.1.6 LM6000 19.1.6.1 Mechanical Drive Group
41 Gas Turbines
Weight
??? te
Power
44.7 MW @??? degC
Length
??? m
Width
??? m
Height
??? m
Speed
3600 rpm
SFC
0.200 kg / kW hr
19.1.6.2 Electrical Drive Group
41 Gas Turbines
Weight
151 te
Power
42.8 MW @??? degC
Length
16.5 m
Width
4.36 m
Height
4.9 m
Speed
3600 rpm
SFC
0.200 kg / kW hr
19.1.6.3 Resources Name
Ship Design Data Book
Last Modifier Name
Last Modified
358
19.1.7 Marine diesel engines directory The diesel engine data given below was obtained from the "Propulsion" an IMarEST journal/Magazine published in Summer, 2008. •
Marine diesel engines directory (page
Ship Design Data Book
)
359
19.1.8 MT-30 19.1.8.1 Mechanical Drive Group
41 Gas Turbines
Weight
22.00 te
Power
36 MW @36 degC
Length
8.6m
Width
3.54m
Height
4.149m
Speed
3600 rpm
19.1.8.2 Electrical Drive Group
41 Gas Turbines
Weight
77.00 te (inc alternator and base plate)
Power
31 MW
Length
15.577m
Width
4.12m
Height
4.52m
19.1.8.3 Resources Name mt30_fact_sheet
Ship Design Data Book
Last Modifier Name admin
Last Modified 9/3/08 12:51:31 PM
360
19.1.9 WR-21 19.1.9.1 Mechanical Drive Group
41 Gas Turbines
Weight
45.976 te
Power
25.2 MW @36 degC
Length
8m
Width
2.64m
Height
4.830m
Speed
3600 rpm
19.1.9.2 Electrical Drive Group
41 Gas Turbines
Weight
???
Power
21MW at 4160V/60Hz
Length
???
Width
???
Height
???
19.1.9.3 Ancillery Equipment 19.1.9.3.1 FW/SW HX module Weight (dry/wet) Volume
kg
3216/3700
m
6.3
kg
544/680
3
19.1.9.3.2 Lub oil module Weight (dry/wet) Volume
m
1.4
kg
330
3
19.1.9.3.3 Control unit Weight Volume
0.5
3
m
19.1.9.4 Resources Name wr21_fact_sheet
Ship Design Data Book
Last Modifier Name admin
Last Modified 9/3/08 12:49:03 PM
361
19.2 Nuclear
Ship Design Data Book
362
19.2.1 Nuclear Reactor Packages Submarines, Attack diameter (m)
10.0584
length (m)
12.8016
weight (te)
1706.958807
thermal_power (kW)
165000
• • •
Reactor package for US Navy attack submarines Contains 1 S6G PWR. Dimensions and weight approximate.
Sources: • •
www.fas.org www.wikipedia.org (unsourced statement, but consistent with published data)
Submarines, Ballistic Missile diameter (m)
12.8016
length (m)
16.764
weight (te)
2794.128999
thermal_power (kW)
220000
• • •
Reactor package for US Navy missile submarines Contains 1 S8G PWR. Dimensions and weight approximate.
Sources: • •
www.fas.org http://npc.sarov.ru/english/digest/42001/appendix5.html (unsourced statement, but consistent with published data)
Surface Ships, Destroyers diameter (m)
9.4488
length (m)
11.2776
weight (te)
1422.465672
thermal_power (kW)
150000
• • •
Reactor package for US Navy destroyers. Contains 1 D2G PWR. Dimensions and weight approximate. Refers to a technically obsolete system.
Sources: •
www.fas.org
Ship Design Data Book
363
19.2.1.1 Resources Name nuclear_reactor_packages.design
Last Modifier Name
Last Modified
admin
9/3/08 12:51:02 PM
nuclear_reactor_packages_destroyers.dxfadmin
9/3/08 12:49:14 PM
nuclear_reactor_packages_submarines_los_angeles.dxf admin
9/3/08 12:50:50 PM
nuclear_reactor_packages_submarines_ohio.dxf admin
9/3/08 12:50:22 PM
Ship Design Data Book
364
19.3 Propulsors
Ship Design Data Book
365
19.3.1 Scaling Kamewa Waterjet Scaling Kamewa Waterjet • • • • •
• • •
This data is from the Rolls Royce Kamewa website. As a check, the 50MW device proposed for FastShip Atlantic is 3.25m in inlet diameter. This waterjet is scaled on the Kamewa S series, as data is available for waterjets up to 10MW. Dimensions use a power law, and weights use a squared law. All variables are controlled by the Rated Power variable. The Impeller Rating is the power that can be absorbed at 1000 rpm, in KW. This has been estimated from the 90SII range of waterjets, the largest of the S-series. This is used to derive the RPM for the specified power. • A recomended default value is 10.974MW. The PC can be estimated from a graph shown in reference c. It should be noted that the new Wartsila LJX range of waterjets are claimed to offer a reduction in flange diameter of 25%, a 10% reduction in overall weight and an increase in cavitaion margin of 35%. (Reference d) These equations are not valid for very powerful waterjets. If the Rated Power input to the waterjet scaling algorithms is large then the weight of the resulting waterjet will be unreasonable. More realistic results can be obtained by dividing the overall rated power between a number of waterjets thereby reducing each waterjets rated power.
References: • • • •
a. www.rolls-royce.com1 b. Alexander, K, 'Waterjet Versus Propeller Engine Matching Characteristics', NEJ May 1995 c. Markle, Trevisan et al, 'Sea Lance Littoral Warfare Small Combatant System', NPS Monterey Student Design, January 2001. d. Woodyard, D, 'New jet designs deliver fresh thrust to market', Ferry Technology, December 2006
Summary of Scaling Algorithms: •
Where Rpower = Rated Power [in kW]
•
Dry weight = ((0.122074) * (Rpower2) - 0.53997 *Rpower + 2.3607) [te]
•
Water weight = ((0.082370) * (Rpower2) - 0.345807 * Rpower + 1.35464) [te]
•
RPM at Rated Power = 1000 * (Rpower / Specification Impeller Rating) 1 / 3
•
Flange diameter = (63.08423 * (Rpower / 1000)0.36413) [m]
•
Drive shaft length = (300.24121 *(Rpower / 1000)0.26152) [m] (distance from flange to shaft connection)
• •
Duct length = 2 * Drive_shaft_length
•
Nozzle length = (182.64731 * (Rpower / 1000) 0.29534) [m]
Shaft height = (81.17953 * (Rpower / 1000) 0.28494) [m]
19.3.1.1 Resources Name scaling_waterjet_models.design
Ship Design Data Book
Last Modifier Name admin
Last Modified 9/3/08 12:49:37 PM
366
19.3.2 Scaling MJP steering jet Scaling MJP steering jet Scaling MJP booster jet • • • • • •
This data is from the MJP Waterjets Website: http://www.mjp.se/ Weights scale on a linear function. Dimensions use a log function or a power function. Duct weight is estimated from the detailed dimensions gleaned from the website. The duct walls are assumed 10mm thick and an etimation is made based on the duct length and diameter. Note that the weights on the website are slightly different to those used here. These are from Philips, S J (Ed); Jane's High Speed Marine Craft, 28th edition, 1995-1996. It should be noted that the new Wartsila LJX range of waterjets are claimed to offer a reduction in flange diameter of 25%, a 10% reduction in overall weight and an increase in cavitaion margin of 35%. (Reference d)
Summary of Scaling Algorithms: • • • • • • •
Booster jet mass = (0.4464 * (Rated Max Power [in kW]) - 318.25) [kg] Steerable jet mass = (0.6481 * (Rated_Max_Power [in kW]) - 434.36) [kg] Duct mass = (0.21980 * (Rated Max Power [in kW]) + 8.8613) [kg] Water mass = (0.58180 * (Rated Max Power [in kW]) - 1045.3) [kg] Duct diameter D = (398.89 * ln (Rated Max Power [in kW]) - 2545.7) [mm] Flange diameter = (623.059 * ln (Rated Max Power [in kW]) - 3882.103) [mm] Duct length F = (88.874 * (Rated Max Power [in kW]) ^ 0.4863) [mm]
19.3.2.1 Resources Name scaling_waterjet_models.design
Ship Design Data Book
Last Modifier Name admin
Last Modified 9/3/08 12:49:37 PM
367
19.3.3 Siemens-Schottel Propulsor (SSP)
Siemens-Schottel Propulsor (SSP) • • • • • •
Pod propulsor featuring twin propellers and Siemens permanently-excited motor. Asynchronous or synchronous motors available. Fully azimuthable. These pods usually feature a set of horizontal fins on the pod casing for flow control. The cylinder at the top of the pod should be inside the hull of the vessel. The support cone (upper strut) height can be from 2100mm to 2760mm. Standard value is 2500mm.
Sources: •
•
Data provided by Schottel to: • Geertsma, R D, 1999, Ship Design Exercise 1999 Group 3 High Survivability Frigate, Department of Mechanical Engineering, UCL. Specification Data from Schottel. • http://www.schottel.de/eng/r_produkte/SPD/uebersicht.htm
SSP5 5MW Power (kW)
5000
Propeller speed (RPM)
190
Propeller torque (kNm)
251
Azimuthing speed (RPM)
2
Twinversion mass (te)
95
Propeller diameter (m)
3.750
Propulsion module length (m)
6.625
Mounting flange diameter (m)
3.000
Support cone height (m)
2.500
Propulsion module height (m)
2.100
Propulsion room installation height (m)
1.630
SSP7 7MW
Ship Design Data Book
368
Power (kW)
7000
Propeller speed (RPM)
170
Propeller torque (kNm)
393
Azimuthing speed (RPM)
2
Twinversion mass (te)
125
Propeller diameter (m)
4.250
Propulsion module length (m)
7.500
Mounting flange diameter (m)
3.500
Support cone height (m)
2.500
Propulsion module height (m)
2.975
Propulsion room installation height (m)
1.675
SSP10 10MW Power (kW)
10000
Propeller speed (RPM)
160
Propeller torque (kNm)
597
Azimuthing speed (RPM)
2
Twinversion mass (te)
170
Propeller diameter (m)
4.750
Propulsion module length (m)
8.380
Mounting flange diameter (m)
3.800
Support cone height (m)
2.500
Propulsion module height (m)
3.325
Propulsion room installation height (m)
1.720
SSP14 14MW Power (kW)
14000
Propeller speed (RPM)
150
Propeller torque (kNm)
891
Azimuthing speed (RPM)
2
Twinversion mass (te)
230
Propeller diameter (m)
5.250
Propulsion module length (m)
9.260
Mounting flange diameter (m)
4.200
Support cone height (m)
2.500
Propulsion module height (m)
3.675
Propulsion room installation height (m)
1.760
SSP20 20M
Ship Design Data Book
369
Power (kW)
20000
Propeller speed (RPM)
130
Propeller torque (kNm)
1469
Azimuthing speed (RPM)
2
Twinversion mass (te)
310
Propeller diameter (m)
6.250
Propulsion module length (m)
11.000
Mounting flange diameter (m)
5.000
Support cone height (m)
2.500
Propulsion module height (m)
4.375
Propulsion room installation height (m)
1.850
SSP30 30MW Power (kW)
30000
Propeller speed (RPM)
110
Propeller torque (kNm)
2605
Azimuthing speed (RPM)
2
Twinversion mass (te)
440
Propeller diameter (m)
7.000
Propulsion module length (m)
12.350
Mounting flange diameter (m)
5.600
Support cone height (m)
2.500
Propulsion module height (m)
4.900
Propulsion room installation height (m)
1.920
19.3.3.1 Resources Name
Last Modifier Name
Last Modified
schottel_pod_series.design
admin
9/3/08 12:50:33 PM
schottel_pod_series.dwg
admin
9/3/08 12:50:29 PM
schottel_pod_series_3v10.dxf
admin
9/3/08 12:50:08 PM
schottel_pod_series_SSP5_5MW.dxf admin
9/3/08 12:50:39 PM
schottel_pod_series_SSP7_7MW.dxf admin
9/3/08 12:50:07 PM
schottel_pod_series_SSP10_10MW.dxfadmin
9/3/08 12:50:28 PM
schottel_pod_series_SSP14_14MW.dxfadmin
9/3/08 12:50:39 PM
schottel_pod_series_SSP20_20MW.dxfadmin
9/3/08 12:49:25 PM
schottel_pod_series_SSP30_30MW.dxfadmin
9/3/08 12:51:05 PM
Ship Design Data Book
370
19.3.4 Wartsila Variable Speed Drive Wartsila Variable Speed Drive • • • •
Compact Low voltage (690v) Water cooled Variable speed
Power Kw
Length mm
Depth mm
Height mm
Weight Kg
880
900
1000
2051
650
1500
900
1000
2051
800
2700
1500
1000
2051
1300
3800
2100
1000
2051
2100
5000
2700
1000
2051
2400
Source •
Wartsila Ship Power Systems 2006 Second Edition
19.3.4.1 Resources Name motor_drive_wartsila_low_voltage.design admin
Ship Design Data Book
Last Modifier Name
Last Modified 9/3/08 12:51:11 PM
371
19.4 Transmission
Ship Design Data Book
372
19.4.1 Misc. Gears 19.4.1.1 Single reduction gearing - twin input - single output 19.4.1.1.1 OPV Input 1 RPM
900
Input 1 Max Power
2.0 MW
Input 2 RPM
900
Input 2 Max Power
2.0 MW
Shaft RPM
225
Shaft Power
3.15 MW
Weight
10 te
19.4.1.1.2 Destroyer Input 1 RPM
1050
Input 1 Max Power
8.1 MW
Input 2 RPM
1050
Input 2 Max Power
8.1 MW
Shaft RPM
???
Shaft Power
15.85 MW
Weight
35 te
19.4.1.2 Single reduction gearing - single input - single output 19.4.1.2.1 LPH Input 1 RPM
530
Input 1 Max Power
7.56 MW
Shaft RPM
180
Shaft Power
6.6 MW
Weight
25.9 te
Ship Design Data Book
373
19.4.1.3 Double reduction gearing - twin input - single output 19.4.1.3.1 Figate Input 1 RPM
3600
Input 1 Max Power
25.0 MW
Input 2 RPM
3600
Input 2 Max Power
25.0 MW
Shaft RPM
180
Shaft Power
29.8 MW
Weight
51 te
19.4.1.3.2 Destroyer Input 1 RPM
3600
Input 1 Max Power
25.0 MW
Input 2 RPM
3600
Input 2 Max Power
25.0 MW
Shaft RPM
168
Shaft Power
29.5 MW
Weight
76 te
19.4.1.4 Double reduction gearing - twin input - twin output 19.4.1.4.1 Corvette Input 1 RPM
3600
Input 1 Max Power
25.00 MW
Input 2 RPM
1500
Input 2 Max Power
6.3 MW
Shaft RPM
313
Shaft Power (per shaft)
15.85 MW
Weight
48 te
Ship Design Data Book
374
19.4.1.5 Double reduction gearing - triple input - twin output - crossconnected 19.4.1.5.1 Frigate Input 1 RPM
3600
Input 1 Max Power
25.0 MW
Input 2 RPM
3600
Input 2 Max Power
25.0 MW
Input 3 RPM
1050
Input 3 Max Power
5.85 MW
Shaft RPM
214
Shaft Power (per shaft)
17 MW
Weight
175 te
Ship Design Data Book
375
19.4.2 RENK gears 19.4.2.1 RENK BS 210 Central Booster Gear for fast ferry Input power
25,000 kW
Input speed
3,587 rpm
Output speed
423 rpm
Horizontal offset
2,100 mm
Dry weight
28 t
19.4.2.2 RENK AOSL 72 Wing Gears for fast ferry Input power
8,100 kW
Input speed
1,050 rpm
Output speed
445 rpm
Horizontal offset
720 mm
Dry weight
4.9 t
www.renk.biz2
Ship Design Data Book
376
19.5 (blank)
Ship Design Data Book
377
19.5.1 Marine engineering consultancy responses converteam converters question (page
Ship Design Data Book
)
378
Notes 1.
http://www.rolls-royce.com
2.
http://www.renk.biz/
Ship Design Data Book
379
20 Radar
Ship Design Data Book
380
20.1 Fire Control Radars
Ship Design Data Book
381
20.1.1 FCR Sting Weight (te)
0.85
Chilled water (kW)
0.00
Wild heat (kW)
3.50
Mean power
See text
Maintainers
1
Approximate equipment cost [07/08]
£5.4 Million
Notes: Thales Sting EO Lightweight Fire Control Radar • • • •
Short to medium range naval Fire Control Radar (FCS) with I and K band radar and Electro-Optical channels. Lightweight mount suitable for use on small vessels such as corvettes and fast attack craft. Can be used to direct surface or antiaircraft gunfire (typically 57mm or 76mm) or for terminal illumination for missiles (typically VL Seasparrow). Instrumented range of 72km for the I-band and 17km for the K-band components.
Power requirements Voltage
Frequency
Phase
Power
115V
60 Hz
3 ph
4.7 kVA
115V
60 Hz
1 ph
0.3 kVA
440V
60 Hz
3 ph
2 kVA
Associated below decks spaces: • •
Below decks equipment consists of three equipment cabinets and a waveguide dryer. Total below decks equipment weight is 653kg, and an office of at least 5m2 area is required per radar.
Sources: • •
Thales product information leaflet. UCL MSc SDE data book
Ship Design Data Book
382
20.1.1.1 Resources Name
Last Modifier Name
Last Modified
fcr_sting.design
admin
9/3/08 12:50:41 PM
fcr_sting.dwg
admin
9/3/08 12:50:55 PM
fcr_sting.dxf
admin
9/3/08 12:51:30 PM
Ship Design Data Book
383
20.1.2 FCR Sting EO MK2 Weight (te)
1.05
Chilled water (kW)
0.00
Wild heat (kW)
3.50
Mean power
See text
Maintainers
1
Approximate equipment cost [07/08]
£5.4 Million
Notes: Thales Sting EO MK2 Lightweight Fire Control Radar • • • • • •
Short to medium range naval Fire Control Radar (FCS) with I and K band radar and Electro-Optical channels. A stealth version is also available. MK 2 version utilises solid state electronics for reduced overall system weight. These electronics are mounted on the illuminator itself, greatly reducing the below decks equipment required. Electro-optical equipment has also been updated. Lightweight mount suitable for use on small vessels such as corvettes and fast attack craft. Can be used to direct surface or antiaircraft gunfire (typically 57mm or 76mm) or for terminal illumination for missiles (typically VL Seasparrow). Instrumented range of 120km for the I-band and 36km for the K-band components.
Power requirements Voltage
Frequency
Phase
Power
115V
60 Hz
3 ph
4.7 kVA
115V
60 Hz
1 ph
0.3 kVA
440V
60 Hz
3 ph
2 kVA
Associated below decks spaces • •
Below decks equipment consists of one liquid cooling cabinet and one servo amplifier cabinet. Total below decks equipment weight is approximately 400kg, and an office of at least 3m2 area is required per radar.
Sources: • •
Thales product information leaflet. Thales press releases.
Ship Design Data Book
384
•
UCL MSc SDE data book
20.1.2.1 Resources Name
Last Modifier Name
Last Modified
fcr_sting_eo_mk2.design
admin
9/3/08 12:50:40 PM
fcr_sting_eo_mk2.dwg
admin
9/3/08 12:49:22 PM
fcr_sting_eo_mk2.dxf
admin
9/3/08 12:50:33 PM
Ship Design Data Book
385
20.1.3 FCR STIR HP 1.8m Version Director weight (te)
1.70
Maintainers
2.00
Deck clearance radius (m)
1.325
Approximate equipment cost [07/08]
£5.4 Million
2.4m Version Director weight (te)
2.20
Maintainers
2.00
Deck clearance radius (m)
1.800
Approximate equipment cost [07/08]
£5.4 Million
Notes: Thales STIR HP Long Range Fire Control Radar • • • • • •
Medium to long range naval Fire Control Radar (FCS) with I band radar and Electro-Optical channels. Dish diameter of 1.8m or 2.4m. Mount suitable for use on Frigates and larger ships. Can be used for target tracking, guidance and terminal illumination for missiles (Seasparrow, ESSM, Standard SM-1 and SM-2) or to direct surface or antiaircraft gunfire (typically 57mm or 76mm). Uses Continuous Wave Illumination (CWI), so cannot exploit the ICWI capability of ESSM to provide terminal illumination for multiple targets simultaneously. Instrumented range of 200km for the 1.8m version or 500km for the 2.4m version.
Power requirements Voltage
Frequency
Phase
Power
115 V
60 Hz
3 ph.
1.2 kVA
440 V
60 Hz
3 ph.
53 kVA (73 kVA, 1 sec)
115 V
60 Hz
•
2.3 kVA (heating)
Average radiated power 5kw
Associated below decksspaces: •
Below decks equipment consists of four equipment cabinets and a waveguide dryer.
Ship Design Data Book
386
•
Total below decks equipment weight is 2152kg, and an office of at least 9m2 area is required per radar.
Sources: • •
Thales product information leaflet. UCL MSc SDE data book.
20.1.3.1 Resources Name
Last Modifier Name
Last Modified
fcr_stir_hp.design
admin
9/3/08 12:50:49 PM
fcr_stir_hp_18.dwg
admin
9/3/08 12:50:02 PM
fcr_stir_hp_18.dxf
admin
9/3/08 12:51:30 PM
fcr_stir_hp_24.dwg
admin
9/3/08 12:50:24 PM
fcr_stir_hp_24.dxf
admin
9/3/08 12:49:22 PM
Ship Design Data Book
387
20.2 Multi Function Radars
Ship Design Data Book
388
20.2.1 MFR APAR Weight (te)
12.0
Chilled water (kW)
340.0
Wild heat (kW)
0.00
Peak power (kW)
500.0
Mean power
no data
Maintainers
no data
Minimum height above wl (m)
26.0
Approximate equipment cost [07/08]
£15.5 Million
Notes Thales Naval Active Phased Array Radar System • • • • •
• • • •
Naval I-Band Multi Function Radar (MFR) providing target detection, tracking and multiple missile control (midcourse guidance and terminal homing using CW or ICW illumination). Can provide guidance for SeaSparrow, ESSM and the Standard range of missiles. An X-band command uplink would be required to operate with ASTER missiles. Claimed to be capable of guiding 32 missiles simultaneously, with 16 terminal phase illuminations simultaneously. All cooling via a liquid cooling system. Instrumented range of 150km for up to 250 targets. Total fittings: • 4 antennae • 4 man aloft switches • 4 signal processing cabinets • 4 data processing cabinets • 4 radar waveform generator cabinets • 4 PSU cabinets • 2 missile waveform generator cabinets • 2 tracking and management cabinets • 4 cooling supply units Cost per ship was $25 million (£15.45 million) in 2002. As with all geniune active phased array radar systems (e.g. SAMPSON, SPY-3), APAR offers enhanced reliability and survivability, greater efficiency and improved performance. Active arrays will have improved accuracy, sensitivity against low-RCS targets, clutter rejection and counterjamming. The downside is increased cost, due to the many thousands of active elements required for each face. Compared to a rotating array such as SAMPSON, the fixed array APAR has the advantage of mechanical simplicity, but greater topweight (in the 4-face configuration).
Ship Design Data Book
389
• • •
The configuration of the 4-face array does, however, permit ESM and Optical systems to be mounted on top. The use of fixed arrays also offers the potential for distributed radar systems, as in the USN Ticonderoga class AEGIS cruisers. Proposed developments include a light weight version known as SEAPAR, and the standard APAR configuration has been proposed for Anti Ballistic Missile (ABM) use. In service with the navies of Germany and the Netherlands, and under consideration for future Canadian use.
Associated below decks spaces • •
Approximately 23 square meters of internal equipment spaces. Equipment weight 8te for a total system weight of 20te.
Sources: • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Scott, R and Lok, JJ, 'Multifunction Radars Ready to Realise Their Potential', JNI July / August 2003
20.2.1.1 Resources Name
Last Modifier Name
Last Modified
mfr_apar.design
admin
9/3/08 12:50:31 PM
mfr_apar.dwg
admin
9/3/08 12:51:31 PM
mfr_apar.dxf
admin
9/3/08 12:51:16 PM
Ship Design Data Book
390
20.2.2 MFR Sampson Antenna weight (te)
4.6
Chilled water (kW)
0.0
Wild heat
see notes
Peak power
no data
Mean power (kW)
175.0
Maintainers
no data
Minimum height above wl (m)
30.0
Approximate equipment cost [07/08]
£17.28 Million
Notes AMS / BAES Insyte Active Phased Array Radar System • • • • • • • •
Known as radar Type 1045 in Royal Navy service Naval E/F-Band Multi Function Radar (MFR) providing target detection and tracking. An X-band command uplink is included for operation with ASTER missiles. Derived from the MESAR technology demonstrator. 2-faced array rotates at 30rpm, with each array radiating approx. 25kw. Cooling via a forced air cooling system with a below decks heat exchanger and SW cooling. MESAR2, (SAMPSON technology demonstrator) has demonstrated range of 150-180km against small targets (Sea Petrel target rockets) and the ability to detect, classify and track ballistic missile targets. Maximum claimed range 400km. Claimed to be capable of engaging 'several tens' of targets simultaneously (possibly 32).
Main fittings: • • • • • • • • •
Masthead antenna Masthead access panel Antenna control cabinet 2 array power cabinets Antenna electronics power supply cabinet 2 processing cabinets Track and control cabinet (junction with CMS data highway) 2 MFR control units (1 local, 1 in ops room) MFR local console
Ship Design Data Book
391
•
• •
As with all geniune active phased array radar systems (e.g. APAR, SPY-3), SAMPSON offers enhanced reliability and survivability, greater efficiency and improved performance. Active arrays will have improved accuracy, sensitivity against low-RCS targets, clutter rejection and counter-jamming. The downside is increased cost, due to the many thousands of active elements required for each face. At the expense of increased mechanical complexity, the rotating 2-faced configuration gives a lighter radar, permitting a greater height (limited by Forth Road Bridge). Another possible advantage of the rotating array is the use of a 'stop and stare' approach, using the entire capability of the radar in a limited arc. Proposed developments include the SPECTAR single faced variant, at approximately half the weight and twice the rotation rate, and the 'SAMPSON Integrated Weapons System', with a SAMPSON or SPECTAR MFR and CEA active phased array illuminators for use with ESSM and Standard-series missiles. The SPECTAR version of this concept was proposed for the upgrade to the Australian ANZAC frigates, but not proceeded with.
Associated below decks spaces: • • •
Motor & equipment room immediately beneath antenna. Radar equipment room (typically at base of mast), 20.25m2 area, 5.8te weight. Total off-antenna systems 7te weight.
Sources: • • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Scott, R and Lok, JJ, 'Multifunction Radars Ready to Realise Their Potential', JNI July / August 2003 'Active Advances for Naval Radar', JNI April 1998
20.2.2.1 Resources Name
Last Modifier Name
Last Modified
mfr_sampson.design
admin
9/3/08 12:50:29 PM
mfr_sampson.dwg
admin
9/3/08 12:49:41 PM
mfr_sampson.dxf
admin
9/3/08 12:49:29 PM
Ship Design Data Book
392
20.3 Navigation Radars
Ship Design Data Book
393
20.3.1 Navigation Radar Weight (te)
0.10
Chilled water (kW)
0.00
Wild heat (kW)
1.20
Mean power (kW)
2.00
Maintainers
1
Approximate equipment cost [07/08]
£2.38 Million
Notes: Navigation Radar • • •
High definition surface warning radar for navigational purposes, broadly equivalent to RN type 1007 radar. Requires an unobstructed view over the bow. Current regulations require vessels operating in UK waters to have at least 2 separate navigation radars. Modern military navigation radars can also be capable of spotting shell splashes and providing range correction for naval gunfire, but usually do not have a high enough rotation rate to generate tracks on fast-moving aerial targets.
Associated below decks spaces •
Below decks equipment requires a space of 2.8m2 with a weight of 0.3tonnes. A separate office is not required, and the equipment can be sited with other items.
Sources: • •
UCL MSc and UG SDE Data Books IAI product information documentation
20.3.1.1 Resources Name
Last Modifier Name
Last Modified
navigation_radar.design
admin
9/3/08 12:49:35 PM
navigation_radar.dwg
admin
9/3/08 12:50:18 PM
navigation_radar.dxf
admin
9/3/08 12:49:28 PM
Ship Design Data Book
394
20.4 Surveillance Radars
Ship Design Data Book
395
20.4.1 LRR S1850M Antenna weight (te)
7.80
Chilled water (m3/s)
0.0036
Wild heat (kW)
0.00
Peak power
See Notes
Maintainers
2.00
Minimum height above_wl (m)
20.0
Approximate equipment cost [07/08]
£6 Million
Notes: Thales SMART-L / S1850m Long Range Radar • • • • • • •
Long-range 3D air and surface surveillance radar using a single-faced rotating phased array operating in the D band. SMART-L is the general production version used by the Navies of the Netherlands Germany, France and Italy, whilst the S1850m is a modified version to be used by the British Royal Navy. SMART-L is a solid-state active array with a multibeam capability, for improved resistance to ECM and enhanced performance against stealthy targets and targets hidden in surface clutter. An IFF system can be integrated with the radar. The SMART-L can be used as a surveillance radar for combat systems using a variety of battle-management / firecontrol radars (e.g. SAMPSON / APAR / EMPAR on different European air defence vessels). Rotation speed is 12rpm. Maxium target elevation is 70degrees.
Claimed performance: •
•
Maximum free-space detection range • Stealth missile : 65 km • Fighter : 220 km • Patrol aircraft : 400 km Tracking capacity • Air targets : 1000 • Surface targets : 100 • Jammer tracks : 32
Ships service requirements: Power: Main equipment Ship Design Data Book
396
• •
440 V 60 Hz 3 ph 130kVA 15 V 60 Hz 3 ph 10kVA
Anti-condensation provision • • •
115 V 60 Hz 1 ph 0.5kVA Ship’s cooling water 3.6 l/s (max. temp. 9ºC)
•
Incorporation of the SMART-L radar into a design provides the ability to conduct very long range aerial surveillance (surface range being limited by the horizon), but also results in a very large amount of data to be analysed and acted upon. This requires a large ops-room complement, particularly if the ship is to have an aircraftdirection role. The relatively slow rotation rate and limited elevation mean that the SMART-L is not suitable for self-defence purposes (detection of low-flying missiles) or Anti-Ballistic Missile use.
Associated below decks spaces: •
•
Immediately below the radar antenna should be a space containing the drive control cabinet and climate control systems: • Weight 1292kg • Area 9m2 An additional space is required for the transmitter cabinet and video processing cabinets that communicate the combat system databus. This space should be close to the antenna: • Weight 3377kg • Area 10m2
Sources: • •
Friedman, N; The Naval Institute Guide to World Naval Weapons Systems 1997-1998. Naval Institute Press, Annapolis, Maryland. Thales product information leaflet.
20.4.1.1 Resources Name
Last Modifier Name
Last Modified
lrr_s1850m.design
admin
9/3/08 12:49:40 PM
lrr_s1850m.dwg
admin
9/3/08 12:49:53 PM
lrr_s1850m.dxf
admin
9/3/08 12:51:07 PM
Ship Design Data Book
397
20.4.2 SR STAR Surv Radar Single Face: Antenna weight (te)
0.84
Peak power
21 KVA
Maintainers
2
Wild heat (kW)
3.0
Approximate equipment cost [07/08]
£3.5 Million
Double Face: Antenna weight (te)
2.4
Peak power
34 KVA
Maintainers
2
Wild heat (kW)
4.0
Approximate equipment cost [07/08]
£4.5 Million
•
Note that these costs are very approximate
IAI Elta EL/M-2238 Surveillance and Threat Alert Radar (STAR) • • • • • • • • •
Medium range 3D air and surface surveillance radar using a single or double faced passive array operating in the S band. Intended for use by Corvettes and Frigates, the overall physical characteristics of this radar are similar to other light-weight medium range surveillance radars such as the Thales SMART-S Mk 2 (allthough the latter uses the E/ F band and an active array) Multibeam and multimode fully coherent pulse Doppler radar with track-while-scan capability for multiple targets. Suitable for surface and air search and surface gunfire control (splash-spotting). A total of four configurations of this radar are available - one or two faced in large or small antenna sizes. The two faced versions use two transmitters. Optional IFF integration. Rotation speed is 25-30rpm. Maxium target elevation is 70degrees.
STAR Claimed performance: • • •
Fighter aircraft detection at 150km (medium antenna) Automatic threat alert for missile at 25km Instrumented range of 200km (medium size) or 350km (large size)
Ship Design Data Book
398
SMART - S MK2 claimed performance:
• •
• Maritime Patrol Aircraft detection at 200km (using 13.5 rpm rotation mode) • Missile detection at 50km • Instrumented range of 250km • Tracking capability of 500 targets • Dedicated ECCM capability Data on these two radars is combined here due to their similar physical impact on the ship. It should be noted that the SMART - S MK2 is a more modern radar with an active array, thus providing the potential for more sophisticated ECCM and scanning techniques. However the STAR is available in a two-face configuration, offering a higher refresh rate. Both radars should have similar capabilities in most scenarios.
Associated below decks spaces 1 Face: • • •
Below decks equipment consists of three cabinets. Total area of at least 6m2 Total weight = 1.3te
2 Face: • • •
Below decks equipment consists of five cabinets. Total area of at least 7m2 Total weight = 2te
Sources: • •
IAI product information leaflet. Thales product information leaflet.
20.4.2.1 Resources Name
Last Modifier Name
Last Modified
SR_STAR.design
admin
9/3/08 12:49:10 PM
sr_star_1_face.dwg
admin
9/3/08 12:51:03 PM
sr_star_1_face.dxf
admin
9/3/08 12:49:37 PM
sr_star_2_face.dwg
admin
9/3/08 12:50:38 PM
sr_star_2_face.dxf
admin
9/3/08 12:49:15 PM
Ship Design Data Book
399
21 Sonar
Ship Design Data Book
400
21.1 (blank)
Ship Design Data Book
401
21.1.1 Sonar 2087 / CAPTAS towed_body_length (m)
2
towed_body_height (m)
1
towed_body_width (m)
1.2
towed_body_weight (te)
1.25
towed_array_length (m)
90
towed_array_diameter (m)
0.085
total_cable_and_line_array_weight (te)
2.49
handling_system_length (m)
6.4
handling_system_height (m)
2.1
handling_system_width (m)
4.4
handling_system_weight (te)
15
time_to_deploy (s)
1200
maximum_towing_speed (kt)
30
operators_deploy_and_recover
2
operators_once_deployed
1
passive_array_cable_length (m)
500
active_array_cable_length (m)
264
wild_heat (kw)
4
chilled_water (kw)
180
mean_electrical_load (kw)
40
approximate_unit_cost [07/08]
£17 million
Notes Thales Underwater Systems Sonar 2087 Thales Underwater Systems CAPTAS Sonar • •
• • • • •
•
Combined Active and Passive Towed Array Sonar (CAPTAS) system produced by Thales and used by the Norwegian navy. Very similar to the Sonar 2087 system used by the Royal Navy. This system consists of: • A high power, wide bandwidth low frequency active sonar in a towed body. • A wide aperture single line passive towed array which can either be streamed from the active element (dependent towing) or seperately streamed over the stern of the vessel (independent towing). • A full ship fit would normally include a hull mounted array for close in surveillance and self defence. Intended for use in both deep ocean and shallow littoral areas, with the active component giving improved performance against very quite conventional / AIP submarines. The sonar uses advanced signal processing, such as adaptive beamforming and providing instant left / right bearing ambiguity resolution. The passive component is also capable of torpedo detection. The winch and towed body work to provide automatic depth and heave control / compensation. Frequency Bands: • Active: 0.95 - 2.1 kHz • Passive