Ship Design Data Book 2011 PDF

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

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 66
3.5.1 Warship Group 51 - ELECTRICAL POWER GENERATION 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 78
3.6.1 Warship Group 60-67 - PAYLOAD 80
3.7 Overview of Warship Group 7 - Variables 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

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

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 132
6.4.1 Spaces in Merchant ships from Watson (98) 133
6.4.1.1 Deck heights 136
6.4.2 Update on certain spaces on merchant ships (using data collected at UCL during 2000) 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 139
7 Cost Data 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

7.3 Old costing methods 171
7.3.1 Warship Costs 172
7.3.1.1 Use of ‘Commercial’ Standards for Warships 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 188

8.1 Sample Warship Structural Sections 189
8.1.1 Frigate / Destroyer (Longitudinally Framed) 190
8.1.1.1 Strength Data 190
8.1.2 Frigate (Hybrid Framed) 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 194
8.2.1 Longitudinal framing, Transverse framing or hybrid? 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

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 207
10.1.1 JSF 208
10.1.1.1 Resources 210
10.1.2 X 45a 211
10.1.3 X 45c 213
10.1.4 X 47 215
10.2 Rotary Wind 217
10.2.1 CH-47 Chinook 218
10.2.2 EH-101 Merlin 219
10.2.3 Firescout UAV 221
10.2.4 SH-60 Seahawk 223

10.2.5 Westland Lynx 225
11 Capability Overviews 227

11.1 (blank) 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

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
12.1.5 RAM System 242
13 Daughter Craft 244

13.1 Landing Craft 245
13.1.1 BAE Systems Landing Craft Utility MK 10 246
13.1.1.1 Resources: 246
13.1.2 Combatboat CB90 247
13.1.2.1 Resources: 248
13.1.3 VT Landing Craft Vehicle, Personnel MK 5 249
13.1.3.1 Resources: 249
13.2 Ships Boats 250
13.2.1 Pacific 24 Mk II Rigid Inflatable Boat 251
13.3 Unmanned 252
13.3.1 Lockheed Martin Remote Minehunting System AN/WLD-1(V)1 253
13.3.1.1 Resources: 254
13.3.2 Northrop-Grumman Spartan Unmanned Surface Vehicle 255
13.3.2.1 Resources: 256
14 Electronic Warfare 257

14.1 Decoy Launchers 258
14.1.1 Breda / Oto Melara SCLAR Naval Decoy and Rocket Launcher System 259
14.1.2 NATO Standard Decoy Launching System 261
14.1.3 Rheinmetall Waffe Munition GmbH MASS Naval Decoy Launcher System 263

14.2 Jammer 265
14.2.1 Raytheon AN/SLQ-32(V)3 Shipboard ESM/ECM System 266
14.2.2 Thorn-EMI 'Guardian' Type 675 Jammer 267
15 Electro Optical 269

15.1 (blank) 270
15.1.1 General Purpose Electro Optical Device 271
15.1.2 Thales Sirius Infra Red Search and Track System 273
16 Guns 275
16.1 Close In Weapon System 276
16.1.1 CIWS Goalkeeper 277
16.1.2 CIWS Millennium Gun 279
16.1.3 CIWS Phalanx 281
16.2 Medium Calibre Gun 283
16.2.1 BAE Systems 4.5 Inch (114mm) Naval Gun System 284
16.2.2 BAE Systems 6.1 Inch (155mm) Naval Gun System 286
16.2.3 Bofors 57mm Naval Gun System 288
16.2.4 Oto Melara 76mm Naval Gun System 290
16.2.5 United Defense 5 Inch (127mm) Naval Gun System 292
16.3 Other Guns 294
16.3.1 EM Railgun 295

16.3.2 Generic Free Electron Laser 297
16.4 Small Calibre Gun 299
16.4.1 BAES / RO GAM Lightweight 20mm Gun 300
16.4.2 MSI Seahawk 30mm 302
16.4.3 Oerlikon GCM Twin 30mm Gun 304
16.4.4 Oto Melara 12.7mm / 40mm Remote Weapons System 306
17 Launchers 308
17.1 Land Attack 309
17.1.1 Netfires 310
17.1.1.1 NON LINE OF SIGHT-LAUNCH SYSTEM (NLOS-LS) 310
17.2 Multi Purpose 311
17.2.1 United Defense Self Defence Length Mk 41 Vertical Launching System 312
17.2.2 United Defense Strike Length Mk 41 Vertical Launching System 315
17.2.3 United Defense Tactical Length Mk 41 Vertical Launching System 318
17.3 Surface to Air Missiles 321
17.3.1 CAMM/FLAADS(M) 322
17.3.2 DCN SYLVER Vertical Launching System 324
17.3.3 MBDA VL MICA Naval 326
17.3.4 MBDA VL Sea Wolf 328
17.3.5 Raytheon RAM Weapon System 330

17.3.6 Raytheon SeaRAM Weapon System 332
17.4 Surface to Surface Missiles 334
17.4.1 Harpoon 335
17.4.2 RBS-15 337
18 Misc 339
18.1 (blank) 340
18.1.1 Accommodation Standards 341
18.1.2 Comms Mast 342
18.1.3 Electromagnetic Aircraft Launch System 343
18.1.4 Generic Mast 344
18.1.5 Generic Satellite Communications System 345
18.1.6 Masts 346
18.1.7 Whip Antenna 347
19 Propulsion 348
19.1 Conventional 349
19.1.1 Crossley Pielstick Diesels 350

19.1.2 LM1600 354
19.1.2.1 Mechanical Drive 354
19.1.3 LM2500 355
19.1.3.2 Electrical Drive 355

19.1.4 LM2500+ 356
19.1.5 LM500 357
19.1.6 LM6000 358
19.1.7 Marine diesel engines directory 359
19.1.8 MT-30 360
19.1.9 WR-21 361
19.1.9.3 Ancillery Equipment 361
19.2 Nuclear 362
19.2.1 Nuclear Reactor Packages 363
19.3 Propulsors 365
19.3.1 Scaling Kamewa Waterjet 366
19.3.2 Scaling MJP steering jet 367
19.3.3 Siemens-Schottel Propulsor (SSP) 368
19.3.4 Wartsila Variable Speed Drive 371

19.4 Transmission 372
19.4.1 Misc. Gears 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 378
20 Radar 380
20.1 Fire Control Radars 381
20.1.1 FCR Sting 382
20.1.2 FCR Sting EO MK2 384
20.1.3 FCR STIR HP 386
20.2 Multi Function Radars 388
20.2.1 MFR APAR 389
20.2.2 MFR Sampson 391
20.3 Navigation Radars 393
20.3.1 Navigation Radar 394
20.4 Surveillance Radars 395
20.4.1 LRR S1850M 396
20.4.2 SR STAR Surv Radar 398

21 Sonar 400
21.1 (blank) 401
21.1.1 Sonar 2087 / CAPTAS 402
21.1.2 Spherion 404
22 Weapons 406
22.1 (blank) 407
22.1.1 Lightweight Torpedo 408

Figures
3-1 Lucas (Rover) SSS0 Gas Turbine Generator 68

7-1 Unit Procurement Cost Breakdown 145
7-2 Through Life Cost Breakdown 153
7-3 Whole Life Cost Breakdown 157
7-4 UPC Learning Curve 160

Tables
3-1 Chilled Water Plants NES 102 52

7-1 Parametric Naval Ship UPC Data (2008) 147
7-2 Commercial Ship UPC Data (2008) 148
7-3 World Shipyard Labour Rates in USD 149
7-4 ONS UK Figures for Labour Rates in GBP. 149
7-5 Hourly Charge-Out rate for International Shipyards 149
7-6 Suggested Weight Margins 150
7-7 Sources of Cost Increase in US Navy Ships 151
7-8 Variation of Work-time with Location 151
7-9 Original Work/Time Locations for Parametric Naval Ship UPC Data 152
7-10 Example Complexity Factors For Varying Types of Ship 153
7-11 Salaries for the Royal Navy (2008) 154
7-12 Cost per tonne of transit through the Panama and Suez Canal 155
7-13 Panama Canal Charges for the Passage of Small Ships 155
7-14 Shows the Annual Maintenance Cost for Selected Items of Equipment 157
7-15 Shows the Costs that Incurred During Refit Periods 157
7-16 Item Development Margins for Different Technology Readiness Levels 158
7-17 Increase in Cost to be Incorporated due to Design Maturity 159
7-18 Efficiency figure out what to write here 159
7-19 US Ship Disposal Costs (2001) 169
7-20 Costs for Conventional (CV) and Nuclear (CVN) Aircraft Carriers (1997) 170
19-1 12PA6STC 350
19-2 16PA6STC 350
19-3 20PA6STC 350
19-4 12PA6BSTC 351
19-5 16PA6BSTC 351
19-6 20PA6BSTC 351
19-7 10PC2_6 351
19-8 12PC2 6 351
19-9 14PC2 6 352
19-10 16PC2 6 352
19-11 18PC2 6 352
19-12 12PC2 6B 352
19-13 16PC2_6B 352
19-14 20PC2_6B 353

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
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.

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 m3
volume of hull and superstructure)
∇N Net Volume (∇G - Volume of m3
machinery and tanks)
ns Superstructure Proportion -
Circ M or � Length / Volume of Displacement -
Ratio
® Number of Rudders -

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)

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

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

• 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
173 Confidential Book Office
174 Deck
175 Diving Gear
176 Hawser Reel

177 Inflammable
178 Naval
179 NBCD
180 Paint
181 Spare gear
182 Boat

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.

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.

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

• Includes winches, derricks, bollards, fairleads, guard stanchions, wood decking, jackstaff etc.

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

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.

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

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.

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
Comments
Group 153 BATTERY CHARGING

Area 7.0
Weight 0.71
Comments
1. This space must open onto a weather deck.

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

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.

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
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.

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

• Furnishings and fittings for store
222 Cold & Cool Rooms
223 CO's & Wardroom
224 JR's Baggage
225 Medical
226 Officers' Baggage
227 Provisions Room
228 Sports Gear
229 Victualling Gear
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;

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 (5) 7.5
Commanding Officers Cabin Suite: (1) 22.5
(1) = Day/dining cabin (large surface warship) (2) 16.0
(2) = Day/dining cabin (medium surface (3) 7.5
warship
(4) 5.0
(3) = Sleeping room
(5) 7.5
(4) = En-suite bathroom
(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 201 Captain

Occupant(s) Compartment Net area (m2)
Commanding Officer 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.

3.2.1.3 All warships
Group 202 Officers

Compartment Area (m2)
Officers 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 (5) 1.15 per person
warship
(6) 2.5 per person
(5) = recreation space (Anteroom) large
(7) 2.5 per person
surface warship
(8) 2.5 per person
(6) = combined dining and recreation
(Wardroom) medium sized warship (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 Twin berth cabin with one integral washbasin 5.0 per person
temp role Officers
Weight (Tonnes)
Weights (1) = Single berth cabin (large surface (1) 0.8
warship)
(2) 0.67
(2) = Single berth cabin (medium surface
(3) 0.057Y
warship)
(4) 0.034Y
(3) = Wardroom
(5) 0.057Y
(4) = Anteroom
(6) 0.032Y
(5) = Shower
(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

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
(7) 2.5 per cubicle
(6) Recreation spaces
(8) 2.5 per toilet
(7) Shower cubicle
(9) 1.25 per person
(8) Toilets
(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

Group 204 PO’s
Occupants Compartment Area (m2)
PO’s (1) Twin berth cabin with integral washbasin (1) 5 per person
(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) 2.5 per person
(5) 0.8 per person
warship)
(6) 1.1 per person
(5) Dining room (large / medium warship)
(7) 2.5 per cubicle
(6) Recreation spaces (large / medium
warship) (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,
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.

Group 205 Junior Ratings
Occupant Compartment Area (m2)
Junior Ratings, Junior (1) Four Berth Cabin (Large / medium (1) 2.25 per person
NCO and other ranks Warships)
(2) 2.5 per person
(2) Four berth cabin (small surface warship)
(3) per person
(4) 0.6 per person
warship)
(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 (12) 3 per discipline
(small surface warship) (one per 5)
(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
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.

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

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
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.

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.

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
Comments
1. This should be sited adjacent to the cold and cool rooms, and can share a compartment with other machinery, if
necessary.

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

• 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

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).

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

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 Power Requirements

Capacity Mover Required Weight M/C Unit SW Pump CW Pump Freon Temp.
of Plant
Charge Range of
Chilled
Water
3 million Electric 24' long 17 tons 220hp 21 1/2 hp 30hp Freon 11 44 to 56oF
Motor
BTUs/hr 20' wide (1 ton)
8' high
1 million Electric 16' long 9 1/2 tons 95hp 12 1/2 hp 8hp Freon 12 44 to 56oF
Motor
BTUs/hr 11' wide (5001b)
8' high
1/2 million Electric 14' long 6 tons 65hp 5hp 8hp Freon 12 44 to 56oF
Motor
BTUs/hr 9' wide (4501b)
8' high

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

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.

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.

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

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

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.

3.3.8 Warship Group 37 - WASTE DISPOSAL SYSTEM
Group 37 WASTE DISPOSAL SYSTEM

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
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.

3.3.9 Warship Group 38 - STABILISERS
Group 38 STABILISERS
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.

3.3.10 Warship Group 39 - AIRCRAFT SYSTEMS
Group 39 AIRCRAFT SYSTEMS

Comments
1. Includes all aircraft specific systems not included in the payload data

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

3.4.1 Warship Group 41-46 - MAIN PROPULSION
Group 41 - 46 MAIN PROPULSION

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)

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

3.4.3 Warship Group 48 - PROPULSOR
Group 48 PROPULSOR
Volume NIL
Comments
1. Includes the weight for the propulsor, not the shafting.
2. The following Graph allows an estimation of propeller weight from its diameter.

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

3.5.1 Warship Group 51 - ELECTRICAL POWER GENERATION
Group 51 ELECTRICAL POWER GENERATION

Volume 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.

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 Mass = 734 kg
Reduction Gearing & bell housing
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

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)
Ships Maximum Activity Cruising Harbour
(own gens)
Tropical Temperate Tropical Temperate Tropical Temperate
Frigates 42 38/41 40 37/39 39 38/38 30 32/34 32 29/32 29 25/29
and
Destroyers
Cruisers 31 29 29 27 26 28
Assault 27 21 25 20 22 19
Ships
Aircraft 26 24 17/23 - - - - 20 18 19/18
Carriers
Command 19.5 17 15/17 18 15/17 16 12/18 15 11/15
Ships
HMS 29 25/28 26 21/29 - - - - 23 18/20
Hermes
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.

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

Baseline 15,5000 Tonnes No. Load kw Connected
Complement: 700 Load kw
Gp1 - Hull - - 15
Bridge windows - Htrs &
Wipers
Gp2 - Propulsion (3 3 40 120
SMIA)
2 4 8
MD Forced Lab Oil Pumps
2 4 8
Centrifuge
2 40 80
Transfer Pump
- 20 20
Centrifuge Heaters
3 6 18
Auxiliaries-Circ Pumps etc.
2 2 4
Fuel Boost
258
Fuel Stripping
TOTAL
Gp3 - Generation & - - 40
Lights
- - 10
Converted Supplies (24v
- - 200
240 OHg)
- - 20
" " 28vdc
270
Lighting General
Flt Deck Lighting
TOTAL
Gp4 - Comms and - - 3
Control
2 3 6
Navaids/Compass/Omega
- - 15
etc.
2 1.5 1.5
Radar 1006 & Distn.
4 58 116
Internal Comms (inc Mag.
Loop) - 75 300
SAPT - 25
Steering Gear 465
Stablisers - H Pumps Cont....
Machinery Control
Sub Total

Gp4 - Cont. No. Load kw Connected
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, - 2 10
2015
- 28 8
E/5 778
- 20 17
CACS A11/4 (6 Display)
- 10 10
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 - - 250
Plant (1HBTD/HR)
- - 250
(Comp. CW SW/Pumps
3 10 30
ATU's = Boost Fans
- - 30
Ship Vent Fans
- - 200
Refrigeration Plant
6 100 60
SMIA Enclosure Vent
600
(13hp)
2200
Machinery Space Vent
Cont....
Hanver Space Vent
Sea Water Services Pumps
(115hp) 6
Sub Total

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
Hydraulic Pumps 4 spots 60 240
Helicopter Starting & 2 40 80
Servicing Flt. Deck
3 6 18
Avcat Pumps
6 36 216
Transfer Pumps
- - 95
Aircraft Lift Pumps (2 lifts)
40
Crannage
1439
Sewage Plant
2200
Sub total
3639
C/F
TOTAL
Gp 6 - Outfits & - - 200
Furnishings
- - 100
Portable Apparatus
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

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)

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.

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.

3.5.5 Warship Group 54 - LIGHTING SYSTEMS
Group 54 LIGHTING SYSTEMS

Volume NIL
Weight 0.05*(Grp51+Grp52+Grp53)
Comments

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
• mountings and launchers

• ammunitions and missile handling
• ammunitions and missile stowage
• Surface /surface weapons

• Surface/anti-submarine weapon


• Submerged launch (non-air flight) weapons

• Submerged launch (air flight) weapons

• Air launched armament
• Weapon handling systems

• weapon stowages
• Rockets, small arms, pyrotechniques
67 Minehunting etc;
• Minehunting, minelaying and minesweeping equipment

3.6.1 Warship Group 60-67 - PAYLOAD
Group 61 - 67 PAYLOAD
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.

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

• 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

3.7.1 Warship Group 71 - NAVAL STORES & SPARE GEAR
Group 71 NAVAL STORES & SPARE GEAR

Volume IN PROVIDED STORE
Comments
1. Includes stores in the naval stores, machinery spaces, oils and greases.
2. Weight depends upon size of ship and replenishment philosophy.

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

Weight 14 S x (N/30000)
Comments
Group 723 FRESH PROVISIONS

Weight 40 S x (N/30000)
Comments
Group 724 BEER

Weight 38 S x (N/30000)
Comments
Group 725 CLOTHING & MESS GEAR

Weight 7 S x (N/30000)
Comments

Group 726 NAAFI
Weight 33 S x (N/30000)
Comments

3.7.3 Warship Group 73 - WEAPON STORES
Group 73 WEAPON STORES

Volume SPECIFIED EQUIPMENT
Comments

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

Weight SPECIFIED
Comments
2. A factor of 0.85 is included to cover:-
a factor of 0.95 is suitable in each case

Group 743 AVCAT
Weight SPECIFIED
Comments
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

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

3.7.6 Warship Group 76 - AMMUNITIONS
Group 76 AMMUNITIONS
Volume INCLUDED IN PAYLOAD DATA
Weight INCLUDED IN PAYLOAD DATA
Comments

3.7.7 Warship Group 77 - AIRCRAFT
Group 77 AIRCRAFT
Comments

3.7.8 Warship Group 78 - VEHICLES
Group 78 VEHICLES
Comments

3.7.9 Warship Group 79 - CARGO
Group 79 CARGO
Comments

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)

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.

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).

4.1.2 Fuel Tables - Capacities and Consumption Data for Warships
TODO

4.1.3 Fuel Tables - Capacities and Consumption Data for RFAs
TODO

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.

4.2 Aviation Fuel

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 Subject to a total
number of sorties per
Sea King 1.5 2.0 3.0 month
Lynx 2.0 2.5 4.0
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.

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)

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)

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

4.3 RFA Tanker Data
TODO

4.4 Water
1. Capacities and Feed Water Consumption (HM Ships and RFAs)

Ship or Class Fresh Water Evaporator Feed Water Consumption (Tons/Day)
Stowage Capacity (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

Gals per Man Man per Ton
per Day per Day
Trooping - Minimum 5 45
Adquate 8 28
Comfort - Cold and Temperate 15 15
Climate
3 75
Ships
25 9
Submarines
5 45
- Hot Climate
4 55
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.

4.5 Capabilities of Afloat Support Ships Other Than Tankers
TODO

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 90 50 15
embarked)
50 50 10
LPD (with 400 troops
60 60 15
embarked)
45 45 20
BRISTOL
50 50 15
County
45 35 15
Leander
45 40 30
Type 22
60 50 30
Type 42
Type 21
Submarines Overall endurance 75 days
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 7 700
medical items)
33 2,500
NAAFI: Canteen and messing stores
38 2,100
Tinned Beer (at 3 half pint tins per
man per day)

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.

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) 0.5
AFS(H) (with embarked flight of 2 Sea Kings) 2

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

4.10 Complements of Ships
The following figures are approximate:

CFS 1,000 (Including air and squadron
complement)
HERMES 1,200
(Including air and squadron
BRISTOL 425 complement)
LPD 550 (Does not include embarked land
County Class DD 470 forces)
Type 42 DD 320 (Including civilian stores staff)
Leander Class FF 260 (Including civilian stores staff &
Seaking flight)
Type 21 FF 171
(Does not include embarked land
Type 22 FF 250 forces)
'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

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

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)

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

5.2 Island Class Offshore Patrol Vessel
Main Engines 2 Ruxton 12 cylinder diesels

Power 4380 SHP max
Shafts 1
Beam 11m

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

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

5.5 Sheffield Class (Type 42) Engine Room

Power 56000 SHP max 8500 SHP Cruise
Shafts 2
Transmission CPP
Beam 14.3 max

5.6 Broadsword Class (Type 22) Engine Room

Power 56000 SHP max 8500 SHP Cruise
Shafts 2
Transmission CPP
Beam 14.8 max

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

5.8 Cruiser Conversion to Electrical Propulsion
TODO

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

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.

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)
Type K Range of E No. of ships
in sample
Mean value 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
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

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:-

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.

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

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

6.4 Merchant Ship Areas and Volumes

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

(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

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

• 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

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.

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.
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.
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.
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.

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

• 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

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.

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

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.

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.

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:

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)

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 15.17 1135
Water
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 24.00 1800
equipment
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)

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 7.5 800
water
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 20 1000
equipment
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

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 blue-
collar 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) 56.57 75.32 64.87 85.27 51.72 60.92 46.81 50.16
[2008]
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

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

Ship Type Economy Driven Customer Driven Learning Curve Total Actual
Factors (%) Factors (%) Correction (%) (%) (%)
Surface 4.5 4.4 0.0 8.9 9.1
combatant
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
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

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 8 (Input) Design Specific
water
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 3 (Input) Design Specific
equipment
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).

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.

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.

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 US$1,000
(100 ft)
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.

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

Equipment Annual Expense
% of Purchase Cost
Radars and Electronics 6%
Reciprocating and Rotary Machinery (Compressors, 1%
Pumps, Engines etc)
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 15% of Initial Procurement Cost 50% of Initial Procurement Cost
Engines
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).

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 100 50 30 20 15 12 10 8
Margin %
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

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

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).

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

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 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

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
The penalties of adopting commercial standards for a naval ship are:
• Weight increase - 0.95LBD

• 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

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
• Full Commercial Standards
Gas turbines
Gas turbines UPC’s are provided below:
GAS TURBINE LM 500 LM 1600 LM 2500 Spey SM1C WR-21
MODEL
Power rating[kW] 4474 14900 25000 19000 25000
Total Weight [te] 5.1 22.3 26.9 25.7 50
Budget UPC 1.98 3.51 4.52 3.78 5.72
[£M] Complete
unit (99/00
· 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 1020 1515 248- 3300 3710 2610 3915
rating[kW]
Total 12.1 24.8 33.2 36.0 41.2 27.0 40.0
Weight [te]
Engine cost 229 313 378 464 529 302 464
[£k] (99/00)
Gear box 25 33 49 68 68 33 71
cost [£k]
(99/00)
Acoustic 19 21 22 22 23 22 24
housing cost
[£k] (99/00)
Rafting cost 32 38 43 50 51 43 52
[£k] (99/00)
DG Cost - 562 648 702 810 864 616 648
commercial
standard
[£k] (99/00)
DG Cost - 950 972 1080 1199 1296 1080 1102
RN standard
[£k] (99/00)
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.

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 power (kW) cost (£k) (99/00)
weight (kg)
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
• 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.

DESCRIPTION FULLY DEVELOPED? COST (99/00) (£1 Million)
Guns 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
Radars 1007 - Navigation YES 2.38

(complete system)
911 Sea Wolf tracker YES 4.86
NATO Sea Sparrow tracker YES 5.40
MESAR per phase (incl NO 6.48
local signal processing)
SAMSON per phase (Non- NO 8.64
rotating)
EMPAR - 2 phased NO 17.28
(rotating)
ASTRAL NO 4.32
Sea Giraffe YES 2.16
UAF1 - Cutlass (ESM) YES 2.92

EW Jammer outfit type 675 YES 1.62
(ECM)
Seagnat Launcher (6 YES 0.22
Barrels) incl control
DLS YES 0.76
IFF transponder YES 0.65
Sonars
Type 2050 NO 3.78
Thompson Sintra Spherion NO 2.16
Command & Control SSCS with links 11 ,14&16 YES 2.92
Communications
Satellite outfit (SCOT) YES 0.97
Missiles - SSM
Harpoon (1 x Quad YES 4.75
launcher)
Missiles - SAM
32 missile Mk 41 silo (S/ YES 12.96
Sparrow)
32 missile VLSW silo YES 9.83
RAM Launcher (21 NO 8.10
missiles)
PAAMS (per 8 missile silo, NO 2.70
excl missiles)
PAAMS equipment rooms NO 12.96
(8 silo’s)
ASW systems MTLS YES 1.19
Helicopters Merlin EH 101 YES 27.00

Lynx YES 12.96
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 $161,000 per transit are applicable of commercial ship for a Suez transit in 2007.
Port Charges
TODO
Insurance
TODO
Survey
TODO
Maintenance
The UK MoD believes that the RFA average cost of maintenance is estimated at £3.5 million per annum for each
vessel. This includes maintenance on operational vessels, defect rectification, post design work, stock consumption and
small packages of upkeep. In addition an element has been included to reflect the cost of scheduled refits, which are
generally undertaken on a five yearly basis for each vessel.6
Example Data
TODO
7.2.3.3 Detailed WLC Estimation Method Supporting Data
Design Costs
TODO
Disposal Costs
In 2001 RAND published a study7 on different disposal options of the 358 ship no longer at sea but still within the
current US inventory. The report explored the total cost of four disposal options: Long-term storage, domestic recycling
(within the US), overseas recycling (in India, Turkey or China) and reefing (at sea disposal through the creation of
artificial reefs). The key results are highlighted in Figure 10.
Table 7-19: US Ship Disposal Costs (2001)
Estimated Cost (millions of US$)
Option Worst Case Baseline Best Case Baseline Average
Annual Budget
LONG-
TERM STORAGE
Discounted 1750 1170 960 50 for 100-year
Undiscounted 7740 4920 3770 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)

Costs $millions (constant $FY97)
INVESTMENT COSTS CV CVN
Ship acquisition cost 2,050 4,059
Midlife modernization cost 866 2,382
Total investment cost 2,916 6,441
Average annual investment cost 58 129
OPERATING AND SUPPORT COSTS
Direct operating and support cost 10,436 11,677
Indirect operating and support cost 688 3,205
Total operating and support cost 11,125 14,882
Average annual operating and 222 298
support cost
INACTIVATION/
DISPOSAL COSTS
Inactivation/disposal cost 53 887
Spent nuclear fuel storage cost n/a 13
Total inactivation/disposal cost 53 899
Average annual inactivation/disposal 1 18
cost
TOTAL COSTS
Total life-cycle cost 14,094 22,222
Average annual life-cycle cost 282 44

7.3 Old costing methods

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)

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)

GROUP DESCRIPTION WEIGHT(2) Cost/Tonne Cost Margins Total
(1999/00) (£k)
(Tonnes) (£k) (£k) Cost
(£k)
1 HULL
- Structure ***** 16.50 ****
(Sub group
16)(3)
- Remainder ***** 40.00 ****
2 PERSONNEL ***** 40.00 ****
3 SHIP
SYSTEMS
31 - Aircon, vent ***** 50.57 ****
& chilled water
32 - Sea ***** 48.71 ****
&freshwatersystems
33 - Fuel systems ***** 38.46 ****
35 - Hydraulic ***** ****
systems(4)
36 - Compressed ***** 42.20 ****
air systems
37 - Waste ***** 50.20 ****
disposal
systems
38 - Stabilisers ***** 109.23 ****
39 - Aircraft ***** 27.03 ****
systems
4 PROPULSION
41 - Gas ****
turbines(5)
42 - Diesel ****
engines(6)
44 - Electric ****
motors(7)
45 - Auxiliary ***** 43.02 ****
machinery
46 - Gearboxes ***** 65.64 ****
47 - Transmission ***** 25.12 ****
48 - Propulsion(8) ***** 25.12 ****
- Inlet & ***** 23.54 ****
Exhaust
trunking
5 ELECTRICAL
POWER
51 - Electric ***** 20.00 ****
power
generation(9)
52 - El power dist ***** 80.00 ****
equipment
53 - El power dist ***** 120.00 ****
cabling
54 . Lighting ***** 154.22 ****
systems
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

GAS TURBINE MODEL LM 500 LM 1600 LM 2500
Power rating[kW] 4474 14900 25000
Speed [rpm] 7000 7000 3600
Weight (approx) [kg]
Unit without enclosure 4500 10300 12600
Enclosure 450 3800 4900
Auxiliary systems 2150 8200 9350
Total 5100 22300 26850
Budget UPC [£M]
Complete unit 1 98 3.51 4.52
2. Rolls Royce
a Spey SM1C i. Max power 19000 [kW]
ii. Speed 5500 [rpm]
iii. Weight (incl 25700 [kg]
encl)
iv. Budget UPC £M 3.78
b WR-21 i. Max power 25000 [kW]
ii. Speed 3600 [rpm]
iii. Weight (incl 50000 (kg)
iv. encl) £M 5.72
Budget UPC
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

ENGINE VALENTA VP185
TYPE
DESCRIPTION 6CM 8CM 12CM 16CM 18CM 12V 16V
Performance
Power 1020 1515 2480 3300 3710 2610 3915
[kWb]
Speed [rpm] 1600 1600 1640 1640 1640 1950 1950
Weights [kg]
Dry engine 5380 6108 8590 10706 11670 7685 11400
Engine 230 300 340 450 675 300 700
mount
Double 6900 7100 10234 11800 12900 10000 11980
rafting
Acoustic 2100 2450 2960 3200 3900 3000 4000
housing
Generator 4025 9000 9500 10200 11100 8200 9000
Gearbox 695 1140 1340 1550 1560 1140 1560
(typical)
DG set 9635 15408 18430 21356 23445 15800 20800
weight
Enclosed 12135 24800 33194 35960 41200 27000 40000
weight
Cost [£k]
(1999/00)
Engine 229 313 378 464 529 302 464
Gear box 25 33 49 68 68 33 71
Acoustic 19 21 22 22 23 22 24
housing
Rafting 32 38 43 50 51 43 52
Complete 562/950 648/972 702/1080 810/1199 864/1296 616/1080 648/1102
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

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 WEIGHT POWER** [kW/ COST*** (k£)
UNIT)* (kg) (BOOSTER UNIT)* shaft]
(kg)
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

- 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

DESCRIPTION FULLY DEVELOPED? COST (99/00) (£1 Million)
Guns 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
Radars 1007 - Navigation YES 2.38

(complete system)
911 Sea Wolf tracker YES 4.86
NATO Sea Sparrow tracker YES 5.40
MESAR per phase (incl NO 6.48
local signal processing)
SAMSON per phase (Non- NO 8.64
rotating)
EMPAR - 2 phased NO 17.28
(rotating)
ASTRAL NO 4.32
Sea Giraffe YES 2.16
UAF1 - Cutlass (ESM) YES 2.92

EW Jammer outfit type 675 YES 1.62
(ECM)
Seagnat Launcher (6 YES 0.22
Barrels) incl control
DLS YES 0.76
IFF transponder YES 0.65
Sonars
Type 2050 NO 3.78
Thompson Sintra Spherion NO 2.16
Command & Control SSCS with links 11 ,14&16 YES 2.92
Communications
Satellite outfit (SCOT) YES 0.97
Missiles - SSM
Harpoon (1 x Quad YES 4.75
launcher)
Missiles - SAM
32 missile Mk 41 silo (S/ YES 12.96
Sparrow)
32 missile VLSW silo YES 9.83
RAM Launcher (21 NO 8.10
missiles)
PAAMS (per 8 missile silo, NO 2.70
excl missiles)
PAAMS equipment rooms NO 12.96
(8 silo’s)
ASW systems MTLS YES 1.19
Helicopters Merlin EH 101 YES 27.00

Lynx YES 12.96
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.

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)

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

£ 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 £ 5.73
empty returns (each)
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

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 Next Next Next Balance
OF 10,000 tons 20,000 tons 30,000 tons of tonnage
VESSEL
Laden Ballast Laden Ballast Laden Ballast Laden Ballast Laden Ballast Laden Ballast
Crude 4.11 3.49 2.29 1.95 2.05 1.37 0.88 0.75 0.88 0.75 0.76 0.65
Oil
Tankers
Combined
Carriers
of
Crude
Oil
only
Tankers 4.27 3.49 2.38 1.95 2.17 1.37 1.22 0.75 1.22 0.75 1.22 0.65
of
Petroleum
Products
Dry 4.56 3.88 2.62 2.22 1.88 1.6 0.66 0.57 0.63 0.53 0.63 0.54
Bulk
Carriers
Combined
Carriers
carrying
dry
bulk
cargo
only
Other 4.74 4.03 2.64 2.25 2.41 2.05 1.69 1.44 1.69 1.44 1.69 1.44
bulk
liquid
LNG
Carriers
Liquid 4.27 3.64 2.38 2.03 2.17 1.85 1.53 1.30 1.53 1.30 1.53 1.30
Petroleum
Gas
LPG
Container 4.56 3.88 2.59 2.21 2.13 1.81 1.53 1.30 1.53 1.30 1.16 0.98
vessels
Vehicle
Carriers
Other 4.56 3.88 2.62 2.23 2.38 2.03 1.66 1.42 1.66 1.42 1.66 1.42
vessels
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)

Officers 9
Crew 10
Dry Dock Every 2.5 years
Insurance Value £23M
Item Annual Cost in £1,000

Typical Commercial RFA
Shipping Company Operated
Operated
Manning
Salaries & Wages 544 632
Travel / Expenses 45 25
Training 20
Victualling 25 33.5
Crew Managers Fees 29
Sundries 23
Total Manning Cost 666 710.5
Item (Cont) Annual Cost in £1,000

Typical Commercial RFA
Shipping Company Operated
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
Dry Dock Accrual

Provision Special Survey 55 260
Over Heads 10
Management Fees 54
Dry Dock Total 119 260
Total 1429 1273.5

Notes
1. http://www.statistics.gov.uk/
2. 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

8 Structural Sections

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

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 Bending Primary Stress Allowable Stress Main Deck
Height m Moment (MNm) (Mpa) (Mpa) Stress Range
(MPa)
Hog 8 514 Deck = 224 266 (0.75 Yield) 429
Keel = 204
Sag 8 471 Deck = 205 266 (0.75 Yield)
Keel = 186

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

8.1.3 Landing Platform Helicopter

8.1.4 Mine Hunter (GRP)

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 (1) - Isometrics
Tanker (2) 305 47.25 36.5
Tanker (3) 315 58 30.4
Container Ship
Bulk Carrier 141 20.5 12.05
General Cargo Ship 132.5 18.42 11.75

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

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.

8.2.2 Tanker Structures

8.2.3 Container Ship

8.2.4 Bulk Carrier

8.2.5 General Cargo Ship

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

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.

Legacy UCL SDE Equivalence
Name Direct Equivalent Similar Role
Capability Overviews
Anti-Surface Vessel and Land Attack: - -
Guns (page 230)
Anti-Air Warfare (page 229) - -
Anti-Surface Vessel and Land Attack: - -
Missiles (page 231)
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 ) Seaswat (page )
Millennium (page 279) - Seaswat (page ), 40mm Gun
(page )
Goalkeeper (page 277) Seawizz (page ) Seawizz (page )
Medium Calibre Gun
Bofors 57mm stealth (page 288) - 76mm Gun (page )
OM 76mm stealth (page 290) 76mm Gun (page ) 76mm Gun (page )
Vickers 155mm TFM (page 286) - 120mm MK II (page )
Vickers 114mm (stealth) (page - 120mm MK II (page )
284)
UD 127mm Mod 4 (page 292) - 120mm MK II (page )
Small Calibre Gun
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 - 40mm Gun (page )
306)
Other Guns
1MW FEL (page 297) - Seawizz (page ), VL Sea Trace
(page )
EM Railgun (page 295) - -
Electronic Warfare
Decoy Launchers
SCLAR - H - steerable (page 259) - Nulka (page ) / Chaff (page
)
SEAGNAT - fixed (page 261) Nulka (page ) / Chaff (page Nulka (page ) / Chaff (page
) )
MASS - steerable (page 263) - Nulka (page ) / Chaff (page
Ship Design Data Book ) 205
Jammer
ECM 675 (page 267) - Electronic Warfare (page )
An-SLQ-32 (page 266) - Electronic Warfare (page )
10 Aircraft

10.1 Fixed Wing

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
F35c CTOL USN

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 hold-
backs 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

10.1.1.1 Resources
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10.1.2 X 45a

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

10.1.2.1 Resources

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10.1.3 X 45c

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.
Sources:
• http://www.airforce-technology.com/projects/x-45-ucav/
• http://www.invisible-defenders.org/programs/uavs/x-45c.htm

10.1.3.1 Resources

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10.1.4 X 47

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.
Sources:
• http://www.airforce-technology.com/projects/x47/

10.1.4.1 Resources

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10.2 Rotary Wind

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

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10.2.2 EH-101 Merlin
Empty weight (te) 10.50

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 pod-
mounted 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:

• 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

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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
operating weight (te) 1.16
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
operating weight (te) 1.43
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).

• 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

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10.2.4 SH-60 Seahawk

Maximum take off weight (te) 10.66
Overall height (m) 5.180
Flight crew 4
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.
• Flight deck
• Hangar
• Torpedo magazine
• Fuel tanks and system
• Air workshop
• Stores
• Mechanical handling system on flight deck

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

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rotary_sh_60_seahawk_stowed.dxf admin 9/3/08 12:48:54 PM

10.2.5 Westland Lynx

Overall height (m) 3.48
Flight crew 2.00
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.
• 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.
• Fuel tanks and system: Typicall tank volume 32m3, fuel system mass 2.4te
• Air 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

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11 Capability Overviews

11.1 (blank)

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.

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.

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.

12 Combat Systems

12.1 (blank)

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.

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

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.

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:
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

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
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.
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.

• 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).

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.

• 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.
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

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
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.
Also See:
• SAM RAM
• SAM SeaRAM
• IRST Sirius
Sources:
• Raytheon product information leaflet.
• DOTE 2000 RAM report.

13 Daughter Craft

13.1 Landing Craft

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:

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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/

13.1.2.1 Resources:

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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:

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13.2 Ships Boats

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

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13.3 Unmanned

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
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.

• 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:

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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

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.

• 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:

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14 Electronic Warfare

14.1 Decoy Launchers

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

• Operations room control console
• Reload magazines
• Reloading crew shelter
• Mount requires no through-deck penetration
Sources:
• Oto Melara information page.
14.1.1.1 Resources

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14.1.2 NATO Standard Decoy Launching System
Weight loaded 6 SRBOC rockets (te) 0.3402

Wild heat (kW) 0.0
Peakpower (kW) 1.0
Mean power (kW) 0.5
Operators 1.0
Reloaders 3.0
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).

• 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.

• Reload lockers
Sources:
• Sippican, Inc product information leaflet.
• BAE Systems product information leaflet.
14.1.2.1 Resources

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14.1.3 Rheinmetall Waffe Munition GmbH MASS Naval Decoy Launcher System
Eight loaded 32 81mm rockets(te) 0.65

Chilledm water (kW) 0.00
Wildheat (kW) 0.00
operators 1.00
Reloaders 3.00
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.

Sources:

• Rheinmetall product information page.
• JNI Vol 111 Issue 9 Nov 2006.
14.1.3.1 Resources

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14.2 Jammer

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

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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:
• UCL MSc SDE Data Book.

14.2.2.1 Resources

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15 Electro Optical

15.1 (blank)

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.
• Consoles as described. Total processor weight 0.35te and total processor area 3m2.

15.1.1.1 Resources

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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
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)
• Below decks equipment consists of a Processing Cabinet, Servo and Supply Cabinet, Chiller Cabinet and a Man-
aloft 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.

15.1.2.1 Resources

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16 Guns

16.1 Close In Weapon System

16.1.1 CIWS Goalkeeper
Weight loaded (te) 6.8

Mean power See text
Operators 1
Reloaders 3
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:

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:
16.1.1.1 Resources

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16.1.2 CIWS Millennium Gun

Wild heat (kW) 0.0
Mean power (kW) 5.0
Operators 1
Maintainers 3
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
• 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.
• Local control console, circa 211 kg

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.
Sources:
• Rheinmetall DeTec product information leaflets and press releases.
16.1.2.1 Resources

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16.1.3 CIWS Phalanx

Wild heat (kW) 0.0
Mean power (kW) 7.0
Operators 1
Maintainers 3
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.
• Local control con ole, circa 211 kg


Sources:
• Martin, S; Phalanx Block 1B CIWS, Presented at NDIA Industry Day 2003.
16.1.3.1 Resources

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16.2 Medium Calibre Gun

16.2.1 BAE Systems 4.5 Inch (114mm) Naval Gun System

Max weight per round (te) 0.03699
Typical weight per round (te) 0.0365
Wild heat (kW) 26.0
Standby power (kW) 44.0
Ops room operator 1
Turret captain 1
Magazine captain 1
Ammunition handlers 2
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 anti-
aircraft) 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.

• 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:
• UCL MSc SDE Design Data
• http://www.navweaps.com/
16.2.1.1 Resources

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

16.2.2 BAE Systems 6.1 Inch (155mm) Naval Gun System

Wild heat (kW) 26.0
Ops room operator 1
Turret captain 1
Magazine captain 1
Ammunition handlers 3
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.
• 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:
• BAES press releases in Janes' publications

• http://navy-matters.beedall.com/
16.2.2.1 Resources

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

16.2.3 Bofors 57mm Naval Gun System
Weight loaded 1000rounds (te) 14.0

Wild heat (kW) 2.0
Ops room operators 1
Maintainers 3
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.

• Local power distribution rack, circa 211 kg

• Gunbay below gun, at least 2.5m diameter
• Magazine
• Lift to magazine
Sources:
• Bofors product information leaflets.
16.2.3.1 Resources

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

16.2.4 Oto Melara 76mm Naval Gun System
Weight loaded 80 rounds (te) 8.4872

Wildheat (kW) 2.0
Starting power (kW) 63.0
peak power (kW) 44.0
mean power (kW) 10.0
Ops room operator 1.0
Local panel operator 1.0
Ammunition handlers 2.0
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
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.

• Local power distribution rack, circa 211 kg
• Gunbay below gun, at least 2.5m diameter
• Magazine
Sources:
• Oto Merala product information page
• United Defence product information leaflets
16.2.4.1 Resources

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

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
Wild heat (kW) 31.0
Ops room operator 1.0
Gun captain 1.0
Local panel operator 1.0
Ammunition andlers 4.0
Deck cearance adius (m) 8.0
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.
• 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.

• 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 double-
ram 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%

• Gunbay below gun, at least 2.75m height, 3.5m wide and 3.5m long
• Magazine
Sources:
• United Defence product information leaflets
16.2.5.1 Resources

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

16.3 Other Guns

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.

• 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 multi-
function radars may be able to perform this function.

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.
• 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.

• 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

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

16.4 Small Calibre Gun

16.4.1 BAES / RO GAM Lightweight 20mm Gun

weight_per_round (te) 0.00034
Wild heat (kW) 0.0
Peak power (kW) 4.0
Mean power (kW) 1.5
Operators 1
Reloaders 1
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.
Sources:
• BAE / RO Product information leaflet.

16.4.1.1 Resources

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

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
Wild heat (kW) 0.0
Peak power (kVA) 4.0
Operators 1
Reloaders 1
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,

• 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.
• 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

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

16.4.3 Oerlikon GCM Twin 30mm Gun

Wild heat (kW) 0.0
Operators 1
Reloaders 1
Deck clearance radius (m) 3
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.
Sources:
• Latour, C, 'Large / Medium Calibre Guns', Jane's Maritime Defence International June 1985

16.4.3.1 Resources

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

16.4.4 Oto Melara 12.7mm / 40mm Remote Weapons System

Wild heat (kW) 0.0
Operators 1
Reloaders 1
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.

Sources:
• Oto Merala product information page
16.4.4.1 Resources

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

17 Launchers

17.1 Land Attack

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 rail-
launched 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.

17.2 Multi Purpose

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
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.

• 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
• An area of at least 4m2 containing:

• Status panel 45kg
• Remote launch enable panel 14kg
• Launch control unit 612kg

17.2.1.1 Resources

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

17.2.2 United Defense Strike Length Mk 41 Vertical Launching System

Weight per tomahawk plus cannister (te) 3.23865
Weight per SM 2 plus cannister (te) 1.918696
Total weight with 8 tomahawk (te) 40.424196
Total weight with 8sm 2 (te) 29.864566
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
• 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).

• VL ASROC.
• Tomahawk.
• 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)
• 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.
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
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

• Saltwater:

Sources:

17.2.2.1 Resources


17.2.3 United Defense Tactical Length Mk 41 Vertical Launching System

Weight per sm2 plus cannister (te) 1.383457
Weight per SM 2 plus cannister (te) 1.918696
Total weight with 8 sm 2 (te) 28.866566
Wild heat (kW) 40.0
Length (m) 3.404
Width (m) 2.540
Height (m) 6.756
Operators 0
Power See notes
Notes:
United Defense Tactical Length Mk 41 Vertical Launching System

• 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.
• 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).
• 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.
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.
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

• Saltwater:
• Fresh air replenishment 75 ft3/min
• Blow-out air exchange 15 min


Sources:

17.2.3.1 Resources


17.3 Surface to Air Missiles

17.3.1 CAMM/FLAADS(M)

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
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.

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
• 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

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

17.3.2 DCN SYLVER Vertical Launching System
A43
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
A50
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
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.

• 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

17.3.2.1 Resources

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

17.3.3 MBDA VL MICA Naval

Wild heat (kW) 0.0
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
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

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:
• MBDA website.
• http://www.mbda-systems.com/mbda/site/FO/scripts/siteFO_contenu.php?lang=EN&noeu_id=95
• 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

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

17.3.4 MBDA VL Sea Wolf

Wild heat (kW) 0.0
Mean power (kW) 6.0
Operators 0.00
Reloaders 0.00
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

• 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.
17.3.4.1 Resources

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

17.3.5 Raytheon RAM Weapon System
Eight loaded (te) 5.185

Wild heat (kW) 0.0
Mean power (kW) 5.5
Operators 1
Reloaders 3
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.

• 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
• IRST Sirius
Sources:
• Scott, R, 'Stopping power: RAM goes head on with new threats', JNI March 2008
• Local control console and equipment room

• Mount is non deck penetrating, but the equipment room should be nearby (usually directly underneath)
• Reload magazines (if required)
• Total below deck weight 938kg
• Below deck equipment requires 12.5kw of power
17.3.5.1 Resources

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

17.3.6 Raytheon SeaRAM Weapon System

Wild heat (kW) 0.0
Mean power (kW) 7.0
Operators 1
Maintainers 3
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 Forward-
Looking 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.

Sources:
• Scott, R, 'Stopping power: RAM goes head on with new threats', JNI March 2008
• Local control console, circa 211 kg in equipment room.

• Reload magazines (if required)
• Mount is non deck penetrating, but the equipment room should be nearby (usually directly underneath)
17.3.6.1 Resources

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

17.4 Surface to Surface Missiles

17.4.1 Harpoon
weight_loaded (te) 3.12

weight_empty (te) 0.42
peak_power (kW) 6.0
operators 1
Notes
Boeing Harpoon Weapons System
• Naval Surface to Surface Missile (SSM) system using GPS guidance, active radar terminal homing and a sea-
skimming 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.
• 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.
17.4.1.1 Resources

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

17.4.2 RBS-15
weight_loaded (te) 2.4

weight_empty (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.
• 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.

17.4.2.1 Resources

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

18 Misc

18.1 (blank)

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 6.98 10.08 7.2 7.7 8.4 9 0.0893
Officer
Double 4.72 10.08 4.8 5.2 5.5 7.2 0.0893
Officer
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 1.05 0.96 0.8 0.9 0.71 0.6 0.0605
Space
JR Rec 0.78 0.6 0.55 0.6 0.53 0.3 0.1298
Space
SR Dining 0.61 0.6 0.5 0.5 0.5 0.5 0.0595
Hall
JR Dining 0.57 0.54 0.5 0.5 0.6 0.5 0.0545
Hall
WR Heads 1 for 6 1 for 8 1 for 1
WR 1 for 8 1 for 8 1 for 1
Showers
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

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

communications.design admin 9/3/08 12:51:02 PM
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communications_satcom.dxf admin 9/3/08 12:49:24 PM

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

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

generic_mast.design admin 9/3/08 12:50:15 PM

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.
• 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

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

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

Masts_T45_style_rescaling_paramarine_geometry.design
admin 9/3/08 12:51:31 PM
Masts_JNI_ITM.pdf admin 9/3/08 12:49:38 PM

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.

19 Propulsion

19.1 Conventional

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
Speed (RPM) 1050
Output (kW) 5184
Net weight (te) 30
Length (m) 3.975
Width (m) 2.197
Height (m) 3.415
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

Speed (RPM) 1050
Output (kW) 4860
Net weight (te) 26
Length (m) 3.055
Width (m) 2.400
Height (m) 3.540
Speed (RPM) 1050
Output (kW) 6480
Net weight (te) 34
Length (m) 3.975
Width (m) 2.400
Height (m) 3.540
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
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
Output (kW) 6600
Net weight (te) 66
Length (m) 5.055
Width (m) 3.360
Height (m) 4.490
Table 19-9: 14PC2 6

Output (kW) 7700
Net weight (te) 75
Length (m) 5.795
Width (m) 3.360
Height (m) 4.490
Table 19-10: 16PC2 6
Output (kW) 8800
Net weight (te) 83
Length (m) 6.535
Width (m) 3.360
Height (m) 4.490
Table 19-11: 18PC2 6
Output (kW) 9900
Net weight (te) 90
Length (m) 7.275
Width (m) 3.370
Height (m) 4.892
Table 19-12: 12PC2 6B
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
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

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

Crossley_Pielstick_Diesels.design 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
admin 9/3/08 12:49:35 PM
Crossley_Pielstick_Diesels_12PC2_6B.dxf
admin 9/3/08 12:48:59 PM
admin 9/3/08 12:50:07 PM
admin 9/3/08 12:51:08 PM
admin 9/3/08 12:50:07 PM
admin 9/3/08 12:49:28 PM
admin 9/3/08 12:50:10 PM
admin 9/3/08 12:51:03 PM
admin 9/3/08 12:49:57 PM
admin 9/3/08 12:51:31 PM
admin 9/3/08 12:51:02 PM

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

19.1.3 LM2500

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
19.1.3.2 Electrical Drive

Weight 89.8 te
Length 13.94 m
Width 2.64 m
Height 3.98 m
19.1.3.3 Resources

19.1.4 LM2500+

Weight 23.0 te
(21.859 te without shock mounts)
Length 8.60 m
Width 2.74 m
Height 3.05 m
Speed 3600 rpm

Weight 94.55 te
Length 14.38 m
Width 3.12 m
Height 3.99 m
Speed 3600 rpm
19.1.4.3 Resources

19.1.5 LM500

Weight 2.779 te
Length 3.66 m
Width ??? m
Height 1.65 m
Speed 7000 rpm
note - this weight and dimentions are for a none enclosed installation

Weight 27.273 te
Length 7.14 m
Width 2.36 m
Height 2.39 m
Speed 7000 rpm
19.1.5.3 Resources

19.1.6 LM6000

Weight ??? te
Length ??? m
Width ??? m
Height ??? m
Speed 3600 rpm

Weight 151 te
Length 16.5 m
Width 4.36 m
Height 4.9 m
Speed 3600 rpm
19.1.6.3 Resources

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 )

19.1.8 MT-30

Weight 22.00 te
Power 36 MW @36 degC
Length 8.6m
Width 3.54m
Height 4.149m
Speed 3600 rpm

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

mt30_fact_sheet admin 9/3/08 12:51:31 PM

19.1.9 WR-21

Weight 45.976 te
Power 25.2 MW @36 degC
Length 8m
Width 2.64m
Height 4.830m
Speed 3600 rpm

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) kg 3216/3700

Volume m3 6.3
19.1.9.3.2 Lub oil module
Weight (dry/wet) kg 544/680

Volume m3 1.4
19.1.9.3.3 Control unit
Weight kg 330
Volume m3 0.5
19.1.9.4 Resources

wr21_fact_sheet admin 9/3/08 12:49:03 PM

19.2 Nuclear

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
• 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
• Reactor package for US Navy destroyers.

• Contains 1 D2G PWR.
• Dimensions and weight approximate. Refers to a technically obsolete system.
Sources:
• www.fas.org

19.2.1.1 Resources

nuclear_reactor_packages.design 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

19.3 Propulsors

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
• Shaft height = (81.17953 * (Rpower / 1000) 0.28494) [m]
• Nozzle length = (182.64731 * (Rpower / 1000) 0.29534) [m]
19.3.1.1 Resources

scaling_waterjet_models.design admin 9/3/08 12:49:37 PM

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

scaling_waterjet_models.design admin 9/3/08 12:49:37 PM

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

Power (kW) 7000
SSP10 10MW
Power (kW) 10000
SSP14 14MW
Power (kW) 14000
SSP20 20M

Power (kW) 20000
SSP30 30MW
Power (kW) 30000
19.3.3.1 Resources

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

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

motor_drive_wartsila_low_voltage.design
admin 9/3/08 12:51:11 PM

19.4 Transmission

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
Shaft RPM 225
Shaft Power 3.15 MW
Weight 10 te
19.4.1.1.2 Destroyer
Input 1 RPM 1050

Input 2 RPM 1050
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

Shaft RPM 180
Shaft Power 6.6 MW
Weight 25.9 te

19.4.1.3 Double reduction gearing - twin input - single output
19.4.1.3.1 Figate
Input 1 RPM 3600

Input 2 RPM 3600
Shaft RPM 180
Shaft Power 29.8 MW
Weight 51 te
19.4.1.3.2 Destroyer
Input 1 RPM 3600

Input 2 RPM 3600
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 2 RPM 1500
Shaft RPM 313
Shaft Power (per shaft) 15.85 MW
Weight 48 te

19.4.1.5 Double reduction gearing - triple input - twin output - crossconnected
19.4.1.5.1 Frigate
Input 1 RPM 3600

Input 2 RPM 3600
Input 3 RPM 1050
Shaft RPM 214
Shaft Power (per shaft) 17 MW
Weight 175 te

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

19.5 (blank)

19.5.1 Marine engineering consultancy responses
converteam converters question (page )

Notes
1. http://www.rolls-royce.com
2. http://www.renk.biz/

20 Radar

20.1 Fire Control Radars

20.1.1 FCR Sting
Weight (te) 0.85

Wild heat (kW) 3.50
Mean power See text
Maintainers 1
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
• 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:

• UCL MSc SDE data book

20.1.1.1 Resources

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

20.1.2 FCR Sting EO MK2
Weight (te) 1.05

Wild heat (kW) 3.50
Mean power See text
Maintainers 1
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
115V 60 Hz 3 ph 4.7 kVA
115V 60 Hz 1 ph 0.3 kVA
440V 60 Hz 3 ph 2 kVA
• 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 press releases.

• UCL MSc SDE data book
20.1.2.1 Resources

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

20.1.3 FCR STIR HP
1.8m Version
Director weight (te) 1.70
Maintainers 2.00
2.4m Version
Director weight (te) 2.20
Maintainers 2.00
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
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.

• Total below decks equipment weight is 2152kg, and an office of at least 9m2 area is required per radar.
Sources:

• UCL MSc SDE data book.
20.1.3.1 Resources

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

20.2 Multi Function Radars

20.2.1 MFR APAR
Weight (te) 12.0

Wild heat (kW) 0.00
Mean power no data
Maintainers no data
Minimum height above wl (m) 26.0
Notes
Thales Naval Active Phased Array Radar System
• Naval I-Band Multi Function Radar (MFR) providing target detection, tracking and multiple missile control (mid-
course 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 counter-
jamming. 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).

• 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.
• Approximately 23 square meters of internal equipment spaces.

• Equipment weight 8te for a total system weight of 20te.
Sources:
• Scott, R and Lok, JJ, 'Multifunction Radars Ready to Realise Their Potential', JNI July / August 2003
20.2.1.1 Resources

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

20.2.2 MFR Sampson
Antenna weight (te) 4.6

Wild heat see notes
Peak power no data
Maintainers no data
Minimum height above wl (m) 30.0
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
• 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.
• 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:
• 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

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20.3 Navigation Radars

20.3.1 Navigation Radar
Weight (te) 0.10

Wild heat (kW) 1.20
Maintainers 1
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.
• 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

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20.4 Surveillance Radars

20.4.1 LRR S1850M

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
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 / fire-
control 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

• 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 aircraft-
direction 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.
• 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:
20.4.1.1 Resources

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20.4.2 SR STAR Surv Radar
Single Face:
Peak power 21 KVA
Maintainers 2
Wild heat (kW) 3.0
Double Face:
Peak power 34 KVA
Maintainers 2
Wild heat (kW) 4.0
• 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)

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.

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.

20.4.2.1 Resources

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21 Sonar

21.1 (blank)

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 <0.1 - 2 kHz
• On board electronics consists of a single cabinet.

• A processing office will be required for the electronics cabinet.

• At least one dedicated console will be required in the operations room.
Sources:
21.1.1.1 Resources

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21.1.2 Spherion
array_weight (te) 1.9

array_height (m) 1.42
array_diameter (m) 1.16
dome_weight (te) 0.65
dome_height (m) 1.5
dome_width (m) 1.45
dome_length (m) 3.5
peak_power (kW) 20
wild_heat (kW) 10
chilled_water (kW) 10
operators_per_watch 1
approximate_unit_cost [07/08] £2 million
Notes
Thales Underwater Systems Spherion Mk3 (UMS 4131) Hull Mounted Sonar
• Medium frequency hull mounted sonar suitable for small surface ships from corvettes to destroyers
• Basic self-defence hull mounted sonar system for non-ASW vessels:
• Open ocean and littoral / shallow water capabilities
• Active and passive modes
• Automatic torpedo warning in passive mode
• Mine detection
• Built in training system
• Up to 100 active and 12 passive tracks can be maintained
• Spherical array with electronic beam steering and stabilisation inside streamlined housing

• A small remote control unit (RCU) switch is required in the Operations Room
• A dedicated Sonar Operator Station (SOS) may be used, but multi-function consoles can be used for this purpose
• A sonar instrument room is required, containing the Power Unit, Transceiver Supply Unit and Signal Processing
Unit
• Area: At least 7m2
• Weight of equipment: 1225kg
• This room should be located close to the sonar to reduce cable runs
Sources:
21.1.2.1 Resources

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22 Weapons

22.1 (blank)

22.1.1 Lightweight Torpedo
Lightweight Torpedo
• Typical lightweight 324mm calibre torpedo for launch from surface ships, helicopters and fixed wing aircraft
• Examples include the US Mk 46, Mk 50 and Mk 54, Franco-Italian MU90 Impact, RN Stingray and Russian MTT
• These weapons are usually capable of operations in shallow waters (periscope depth) using advanced sonar
processing algorithms to operate in cluttered littoral environments
• Shaped charge warheads are frequently used to give effectiveness against double hulled submarines
• Maximum speed is typically around 45-50 knots, with corresponding ranges of around 10km. At slower speeds
(30knots) ranges can increase to around 20+km
• Some weapons are claimed to have a non-leathal mode against surface warships (MU90) or anti-torpedo
capabilities (MTT, MU90)
Typical dimensions for these weapons are:
• Length = 2.6m (Mk 46) - 3.2m (MTT)

• Diameter = 0.324m
• Weight = 235kg (Mk 46) - 385kg (MTT)
• A shared magazine can be used to supply the ships helicopters and torpedo tubes
• A trolley will be required to move the weapons, with a mass of approximately 0.9te
• A typical magazine for 16 weapons will have a deck area of 10.25m2 and contain 2.6te of fittings (racks etc) in
addition to the torpedoes
References:
• UCL Undergraduate Warship SDE Data Book

• Scott, R (2007), 'Lightweight Contenders: Torpedoes Dive in to Meet Littoral Challenge', Janes IDR, Vol. 40,
September 2007
22.1.1.1 Resources

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Ship Design Data Book

March 24, 2011

1 Introduction to the Warship Weight and Space Data 17

3 UCL Warship Group System 20

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

3.1.8 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

Ship Design Data Book 2

3.3.1 Warship Group 31 - AIR CONDITIONING, VENTILATION & CHILLED WATER

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 66

3.5.1 Warship Group 51 - ELECTRICAL POWER GENERATION 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 78

3.6.1 Warship Group 60-67 - PAYLOAD 80

3.7 Overview of Warship Group 7 - Variables 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

Ship Design Data Book 3

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

4.1.2 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