UNITED STATES ATOMIC ENERGY COMMISSION

Transcription

1 UNCLASSFED AECU366(Pt ) Subject Category: PHYSCS UNTED STATES ATOMC ENERGY COMMSSON PRELMNARY ECONOMC REPORT ON THE APPLCATON OF ATOMC POWER TO MERCHANT SHPS PART MXED DRY CARGO SHPS By W J Burns, Jr CLEVLLt P(,C LS~RV MAY 8 SERAL Aprl 956 [TE ssuance DateJ Newport News Shpbuldng and Dry Dock Company Newport News, Vrgna * * Techncal nformaton Extenson, Oak Rdge, Tennessee "4rs E UNCL ASSFED AEG UvLLLU 0 N metadcloo77o

2 LEGAL NOTCE Ths report was prepared as an account of Government sponsored work Nether the Unted States, nor the Commsson, nor any person actng on behalf of the Commsson: A Makes any warranty or representaton, express or mpled, wth respect to the accuracy, completeness, or usefulness of the nformaton contaned n ths report, or that the use of any nformaton, apparatus, method, or process dsclosed n ths report may not nfrnge prvately owned rghts; or B Assumes any labltes wth respect to the use of, or for damages resultng from the use of any nformaton, apparatus, method, or process dsclosed n ths report As used n the above, "person actng on behalf of the Commsson" ncludes any employee or contractor of the Commsson to the extent that such employee or contractor prepares, handles or dstrbutes, or provdes access to, any nformaton pursuant to hs employment or contract wth the Commsson Ths report has been reproduced drectly from the best avalable copy Prnted n USA, Prce 40 cents Avalable from the Offce of Techncal Servces, Department of Commerce, Washngton 25, D C AEC, Oak Rdge, Tenn

3 AECU366(Pt ) Prelmnary Economc Report on the Applcaton of Atomc Power to Merchant Shps Part Mxed Dry Cargo Shps NEWPORT NEWS JO NO H AEC STUDY AGREEMENT DATED NOV 4, 953 REVEWED BY ML RELAND, JR PREPARED BYJW JBURNS, JR NEWPORT NEWS SHPBULDNG AND DRY DOCK COMPANY ATOMC POWER DVSON

4 Lst of Contents Page No Lst of References 2 ntroducton 3 Scope 3 Mxed Dry Cargo Operatons Deadweght and Cubc Capacty 4 5 Tme at Sea 8 Costs General 9 General Results for Mxed Dry Cargo Operatons 0 Conclusons 5 Appendx A 6 Appendx B 9 Appendx C 25 Appendx D 30 Lst of References (a) (b) nterm Techncal Report, No NNSD 9 ssued to the Atomc Energy Commsson by Newport News Shpbuldng and Dry Dock Company US Merchant Marne Act, 936 and as revsed (c) Revson of Essental US Foregn Trade Routes ntroducton USMA dated May, 953 (d) Cargo Handlng and ts Relaton to Overseas Commerce, By Arthur C Rohn, Socety of Naval Archtects and Marne Engneers, Transactons Vol No 53, 945 (e) USMA letter dated December 28, 954 (f) Operaton n Servce of the Marne Type Shp, By Wllam G Allen and E Kemper Sullvan Dscusson by L H Quackenbush, Socety of Naval Archetects and Marne Engneers, Transactons, Vol No 62, 954 2

5 NTRODUCTON The Newport News Shpbuldng and Dry Dock Company has been vtally nterested n nuclear power plants as appled to shp propulson snce 952 The frst efforts of the company were toward naval applcatons under the CVR Project whch was started n 952 and termnated n July, 953 On November 4th, 953, the company sgned a study agreement wth the Atomc Energy Commsson to nvestgate varous problems assocated wth a nuclear propulson program Under ths agreement, work has been concentrated on merchant shp propulson The frst phase of ths study was an evaluaton of the machnery weght and space requrements of a nuclear powered merchant shp Prelmnary reactor plant desgns were prepared for shps n the followng horsepower ranges: 2,000 SHP, 22,500 SHP, and 50,000 SHP, per shaft The total and specfc machnery weght, and space requred, were compared for each wth an olfred counterpart The 22,500 SHP reactor plant was selected for refnement nto a reference desgn for use n a study of the nuclear power problems whch appear to be unque to merchant shp propulson, reference (a) Wth the reference desgn avalable the overall study was mplemented by a study of Amercan merchant shp economcs The economc study was restrcted to merchant cargo operatons n the three man categores, namely, mxed dry cargo, ol tankers and ore shps n the mxed dry cargo operatons the shps consdered were the: C SHP; C SHP: and the Marner 22,000 SHP Scope The mxed dry cargo shp operatons were frst consdered as t was felt that a nuclear propelled shp would be n lne wth the stated US Martme polcy of fosterng not only a strong merchant marne, but of provdng for and protectng certan dry cargo trade routes consdered essental to our natonal economc welfare, reference (b) The ol trade routes were nvestgated because, t was evdent that tankers can take better advantage of the nherent capabltes of a nuclear plant snce ther port tme s very small n relaton to overall voyage tme However, the fact that the cargo moves only one way must be consdered The ore trade routes wll be lmted to the ron ore and bauxte ore trades as they are the major ores that move n shp load lots Other ores, whle they have more value, move generally as a partal cargo n the mxed dry cargo trade 3

6 The U S Martme Admnstraton was approached on July 5, 9 5 4, as to the wllngness of the Admnstraton to furnsh certan economc and trade nformaton dealng wth mxed dry cargo operatons on essental trade routes The Admnstraton ndcated a wllngness to furnsh the requested data and has been very helpful n all phases of the work dealng wth mxed dry cargo operatons Snce the mxed dry cargo shp study s substantally complete t s emboded n ths report as Part of the economc study Mxed Dry Cargo Operatons The frst approach to ths segment of the economc study was an examnaton of the 3 trade routes whch are consdered to be essental by the U S Martme Admnstraton, reference (c) To each trade route was appled the two crtera needed to best determne the nuclear shp advantages These two crtera are, long dstance, (over 0,000 mles for round trp) and a substantal dead weght or cubc cargo The examnaton of the trade routes showed that there were possbltes on several of these n whch the dstance vared, from approxmately 5,000 to 30,000 nautcal mles Fve trade routes were chosen for analyss whch nvolved eght companes Economc nformaton on these fve trade routes was obtaned from the U S Martme Admnstraton on typcal voyages of the company servng the route However, the data obtaned was prmarly amed at weght and dstance factors rather than operatng costs The data also was lmted to one or two voyages on each route for each sze shp, For ths reason the operatng cost data contaned a great number of rregulartes and dd not appear to gve average costs On the bass of the analyss of the trade and economc nformaton obtaned from the U $ Martme Admnstraton, our study has been narrowed down to two trade routes and three companes The three companes were contacted as to ther wllngness to gve average ndustry cost and trade fgures on ther partcular trade routes nformaton obtaned from these sources wll be ncorporated n separate reports There are certan dffcultes n comparsons between trade routes; unon agreements, stevedorng rates, operatng polces, cargo avalable, etc, all of whch vary between the companes so that only rough correlatons are avalable t s felt that f the three companes nvolved are wllng to furnsh annual operatng cost data a much more accurate pcture can be obtaned of present operatons Knowng present operatng costs for two or three dfferent szed shps, t should be possble to examne each factor and see whether or not costs wll be lower, be the same or be hgher for a nuclear powered plant As the end result, the permssble cost of a nuclear plant for a shp can be determned 4

7 Deadweght and Cubc Capacty One of the advantages hoped from a nuclear powered shp s an ncreased cargo capacty when the steamng or fuelng dstance s greater than the breakeven dstance The breakeven dstance s defned as that dstance at whch the weght of machnery and sheldng for the nuclear plant s equal to the weght of the olfred plant plus the weght of the fuel ol requred to travel ths dstance The machnery weghts for both nuclear and olfred plants have been estmated for the three types of shps, C2, C3 and the Marner and n addton for the C3SDX, 2,500 SHP whch was a prototype shp Reference (a) was used as the bass for estmatng machnery weghts whch are tabulated below: Shp Rated' Machnery Plant Weghts Type SHP Nuclear OlFred Dff C Tons 535 Tons 50 Tons C Tons 702 Tons 588 Tons C Tons 834 Tons 752 Tons Marner Tons 040 Tons 983 Tons The dfference between the nuclear machnery weght and the olfred machnery weght s the weght of ol requred to reach the breakeven dstance Beyond the breakeven dstance there s a dead weght advantage whch accrues to the nuclear shp over the olfred shp, whch s equal to the dfference (expressed n tons of ol requred) between the breakeven dstance and any greater steamng dstance Ths advantage s maxmzed at the steamng dstance of the olfred shp based on full fuel ol tank capacty The breakeven dstance and maxmum possble gan n deadweght tons s gven below for the four types of shps: Shp Fuel Ol Breakeven Max Deadweght % of Shp Type Cons/Day Dstance * Gan Deadweght C2 328 Tons 4660 Mles 234 Tons,4 C3(8500SHP) 436 Tons 4460 Mles 037 Tons 85 C3(2500SHP) 585 Tons 4750 Mles 556 Tons 48 Marner 840 Tons 470 Mles 2825 Tons 2 * Fuel Ol Margn ncluded 5

8 The above tabulaton ndcates that a nuclear shp has a comparatvely short breakeven dstance and that the maxmum possble gan n deadweght s apprecable wth the Marner shp havng the greatest deadweght advantage Whle the tabulaton ndcates that beyond the breakeven dstance there s a deadweght advantage avalable, t s well to pont out that the actual amount of cargo deadweght used s dependent on the type of cargo loaded Thus, to use the added deadweght avalable beyond the breakeven dstance, a cargo blend must be assumed whch wll put the shp down to the loaded draft marks Ths s rarely the case as shown by Table On a round trp or voyage bass the breakeven dstance s ncreased due to the fact that the olfred shp loads ol n only one port whle t dscharges and loads cargo n two ports Thus, on the return half of the voyage dstance, the cargo deadweght can be ncreased equal to the amount of ol needed to reach the foregn port n contrast the nuclear shp has a fxed amount of machnery weght whch does not vary wth the dstance travelled The breakeven dstance n a round trp or voyage bass s as follows for the four types of shps consdered: Breakeven Dstance Shp Type Round Trp Voyage Bass * C2 C3 (8500 SHP) C3 (2,500 SHP) Marner 5980 Mles 5650 Mles 6080 Mles 6025 Mles * Fuel Ol Margn and Port Tme ncluded An ndrect advantage whch accrues to the nuclear shp s a gan n cubc capacty whch can be readly evaluated n terms of potental ncreased revenue The gan n cubc capacty comes as the result of the elmnaton of the fuel ol deep tanks whch are not needed by the nuclear powered shp Therefore, whle up to the breakeven dstance the nuclear shp has a dead weght penalty, t has a cubc capacty gan Beyond the breakeven dstance the nuclear shp has a dead weght and cubc capacty gan The gan n cubc 6

9 capacty for the C2, 03 and the Marner s as follows: Symbol Shp Type FO Cap Tons A C 2 SAJl , B C 2 SAJ , C C3SAJ ,850 2 D C 3 Mod , E Marner , BC Fuel Ol Deep Tk Total BC Gan Cap Capacty CuFt Tons BC CuFt Capacty n BC Cu Ft % 8,550 9,650 3,000 52,500 34,800 55, , , , , * 27 Cu ft per ton used as converson factor The above tabulaton ndcates that for the standard desgn, "A" and "C", the gan n cubc capacty s neglgble The round trp steamng dstances of these shps are approxmately 8,000 and 5,000 mles respectvely n order to ncrease the steamng dstance of these vessels addtonal fuel ol deep tanks were added to many C2 and C3 shps as ndcated by "B" and "D" Deadweght and bale cubc capacty were sacrfced and ths shows up as an apprecable quantty whch can be economcally credted to the nuclear shp, as t does not requre any fuel ol deep tanks The Marner shp, "E", also shows an apprecable ncrease n bale cubc capacty wth the elmnaton of fuel ol deep tanks t may be ponted out that the gan n cubc capacty g enerally wll result n a hgher revenue than the penalty loss of revenue) pad n deadweght (up to the break even dstance) due to the,normally hgher tarffs on measurement (cubc) cargo 7

10 The gan n cubc capacty up to the breakeven dstance and the gan n deadweght beyond ths pont s of partcular nterest to Amercan shp operators Mxed dry cargo has usually tended to be space cargo rather than weght cargo Ths s partcularly true of outbound cargoes whch are generally manufactured products, whle nbound cargoes may tend toward weght cargoes snce they are prmarly raw materals The manufactured products of outbound cargoes are generally measurement (cubc) cargo and therefore can take advantage of the gan n cubc capacty (due to the fuel ol deep tank elmnaton) wthout payng the penalty for the ncreased weght of the nuclear shp On the nbound passage the ol fred shp usually carres only enough ol plus a margn to enable the shp to reach the frst dschargng port f, on ths bass, the nbound passage dstance exceeds the breakeven dstance and the nbound cargo s a weght cargo, there s a cargo dead weght advantage plus a cubc capacty gan whch may be used f feasble n summary then we may say that the nuclear shp requres an outbound cargo wth a hgher densty factor up to the breakeven dstance Beyond the breakeven dstance the nuclear vessel's cargo should tend toward a weght nstead of cubc cargo as the outbound passage dstance ncreases due to the greater gan n deadweght as aganst the gan n cubc capacty nbound cargoes should be low densty factor cargoes The voyage dstance for the nuclear shp should be more than the roundtrp or voyage breakeven dstance and, for maxmum deadweght and cubc capacty beneft, should be equal to twce the steamng dstance of the olfred shp as represented n the fuel ol tank capacty of the olfred shp Typcal data obtaned from the Martme Admnstraton and summarzed n Table dscloses two Trade Routes, (A) and (C),whch, out bound, run to full cubc cargoes and could take credt for any cubc capacty advanta e establshed for a nuclear powered shp Trade Route (C), out bound, could, n addton to a cubc capacty gan, take credt for any ncreased cargo deadweght establshed for a nuclear powered shp On the nbound passage only Trade Route (B) s attractve due to the cargo deadweght tonnage utlzaton Tme at Sea The tme at sea factor s an ndrect ndcaton of where a nuclear powered shp mght be appled to advantage 8

11 Ths s because a hgh tme at sea factor means more fuel ol s burned per year at a gven speed whch n turn means an ncrease n the amount of money that can be saved, or captalzed n a nuclear powered shp The mxed dry cargo common carrer s at a dsadvantage n ths respect due to the multplcty of foregn ports that t has to vst, plus the coastal ports of call Ths, plus the tme spent n each port unloadng cargo, cuts the tme at sea sa that t rarely exceeds 75% and generally s about 5055% as compared to 8387% for an ol tanker The ncreased speed of larger shps has generally resulted n a lower tme at sea factor snce the tme n port has remaned constant or ncreased Table ndcates that ths s so for the Marner type shps whch are spendng relatvely more tme n port resultng n a lower tme at sea factor Ths ndcates that the nuclear cargo shp desgn must also employ a new approach to cargo handlng for the shp to fully beneft from any possble ncrease n speed Costs General The major savngs of a nuclear powered shp wll be the cost of the ol burned n a conventonal shp For ths reason the most attractve cargo shp for a nuclear applcaton s the Marner shp whch s a 20 knot 7,000 SHP shp desgned to be not only a large merchant shp but also a fleet servce unt n tme of war On the bass of a 70% tme at sea factor the fuel bll of a Marner s approxmately $30,000 per year Ths value when amortzed gves g permssble ncrease n frst cost of approxmately 37 x l dollars The only vessel operatng data avalable gves a tme at sea factor of under 50% for a Marner Ths results n a fuel bll of $233,000 per year6wtr a permssble ncrease n nuclear plant cost of 27& x 0 dollars 2 Conventonal bolers stacks, fuel ol burnng and storage facltes are not requred n the nuclear shp and these savngs should be deducted from the cost of the nuclear plant 3 Wage costs are estmated to be approxmately $2Q,000 per yeah hgher than wth conventonal plants A nuclear plant requres no fremenwater tenders but would requre three lcensed reactorengneer operators and one addtonal frst assstant reactor engneer The four men would requre addtonal tranng and t s assumed that the three would be the equvalent of senor tnrd assstant engneers whle the fourth would be the equvalent of a frst assstant engneer The reactor operators, whle havng specal tranng n operatng the reactor, would not be requred to know reactor 9

12 theory The reactor engneer would be requred to have some nuclear engneerng and reactor theory and be responsble for the mantenance and repar of the equpment wthn the sheld 4 Subsstence would be the same as wth an ol fred plant 5 Under stores, supples, equpment and mantenance costs, the only costs that mght change are those for the Engne Department, and wthn ths department, only steam generaton mantenance Thus the mantenance of the reactor and ts equpment are to be evaluated n comparson wth conventonal boler mantenance The cost of equpment and parts replacement mght be hgher for a nuclear plant However, ths may be compared wth the large labor cost for frequent cleanng of conventonal bolers Preventve mantenance s felt to be an essental feature n operatng a nuclear plant General Results for Mxed Dry Cargo Operatons Durng the ntal phase of the economc study efforts were made to show actual cost per mle and actual cost per ton as a fun'ton of round trp dstance The costs were taken from voyage data as reported by varous operatng companes to the USMA The results of these efforts are shown n Curve Sheets "A", "B", "C" and "D" Curve Sheets "A" and "B" are based on shp expense only as defned n Table whle Curve Sheets "C" and "D" are based on total shp operatng expense ncludng actual cargo and our estmate of fxed charges whch were not suppled by MA Due to the many varables nvolved such as voyage speed, port dues, brokers fees, number n the crew, unon agreements, fuel cost per barrel, etc, the results were consdered nconclusve For nstance t s seldompossble to ft a curve to the actual data whch wll agree n shape wth the theoretcal curves shown (The bases for the theoretcal curves are descrbed n Appendces A, B and C) Therefore a new'approach was undertaken After dscussng the above work performed up to December st, 954 wth USMA personnel, a new analyss was made based on average per dem costs These average daly costs were used to determne shp expenses for calculated boyages and ths data was plotted for the C2, C3 and Marner shps usng varous tme at sea factors The rated speed of the vessels was used Fuel ol costs were obtaned and plotted on the same bass See Curve Sheets "E" through "K" These results gve a straght lne relatonshp between both shp expense and fuel ol cost per voyage and mles traveled for each of the varous tme at sea factors n addton a cross plot was made of cost/year vs round trp voyage dstance usng varous fxed days n port From the fuel ol cost/year plotted aganst dstance t s possble to calculate the approxmate permssble nvestment for each shp wth varous tme at sea factors 0

13 accordng to the followng formula: A + 02 A x A x 20 = 20 (Fuel Cost20,000) Yr A =:90 (Fuel Cost 20,000) Yr A = Permssble Addtonal nvestment for Atomc Reactor, fuel, bolers and assocated equpment ncludng sheldng Ths fornula s based on the followng data: nterest: USMA gves a 75% mortgage at 3 /2% whch results n an average rate of nterest of 038%/Yr 2 nsurance: Assumed 2% U S Government to assume any catastrophe rsk 3" Deprecaton: 'Straght 5% per year 4 Wage Cost: Assumed $ 0,000 per year hgher The permssble extra nvestment s shown graphcally of Curve Sheets"F'"H"& 'M" together wth fuel ol cost per year Table No V shows the percent ncreased shp expense plus fxed charge costs per year of the C3 and the Marner shp as compared to the C2 vessel for varous tme at sea factors From Table V the yearly cost of a C3 shp s approxmately % hgher than that of a C2 shp and the cost of the Marner s approxmately 5% hgher than that of a C2 shp n the range of normal operatng tme at sea factors Thus the combned speed, cargo handlng and sze advantages of the Marner shp must be such as to haul at least 5% more cargo per year f the shp expense per ton s to equal that for a C2 shp Table V shows the percent ncreased shp expense plus fxed charge costs per year of the C3 and the Marner shp as, compared to the 02 vessel when the comparson s on a maxmum avalable sea tme factor (,00% cargo capacty) and voyage dstance bass From Table V t s evdent that on a 00% cargo bass the C3 and the Marner shp must haul an ncreasng amount of cargo as compared to the C2 shp as the voyage round trp dstance ncreases

14 Two factors govern the amount of cargo whch can be carred provded cargo s avalable The dstance traveled per voyage and the port tme requred to load and unload the vessel determne the number of voyages per year and thus the revenue tons whch can be carred Curve Sheet "0" shows the maxmum calculated sea tme factor for the three types of shps based on both 00% cargo capacty (Full and Down) and at 60% cargo capacty Port tmes approprate to the cargo carred per voyage were calculated as descrbed n Appendx "D" Curve Sheet"O" shows that at a voyage round trp dstance of 5,000 mles a fully loaded Marner shp can have a maxmum tme at sea of 333% whle the C2 and the C3 are 44% and 323% respectvely At a 30,000 mle voyage dstance the Marner has a maxmum avalable sea tme factor of 76% whle the C2 and the C3 shps are 87% and 756% respectvely The major value of ths curve s to defne the sea tme factor and therefore the permssble nvestment as shown dn Curve Sheets"F','"J" and "" n terms of the lmtng factors for the voyage dstance consdered Thus f the contemplated round trp voyage dstance s 6,000 mles, the maxmum sea tme factor for the three shps s C2 700%, C3 68% and the Marner 62,3% when the shp s full and down Consderng these percentages, the permssble nvestment for the 6,000 mle voyage dstance s as follows: C2 25 mllon dollars, C3 5mllon dollars, and 32 mllon dollars for the Marner shp as shown by the cross plots on Curve Sheets"F","J" &"M" The maxmum permssble nvestment whch carp be amortzed for a nuclear power plant occurs naturally at the longest dstance whch for the Marner shp at 30,000 mles results n a tme at sea factor of 760% Ths n turn gves a permssble extra nvestment of approxmately 375 mllon dollars h our present study we have used maxmum fgures so that the results could show the maxmum possble nvestment Curve Sheet "G","'K" &"N" gves permssble nvestment computed for 60% cargo capacty As a further development, revenue tons per year were computed for each class of shp (See Curve Sheet 'P") n these curves revenue tons per year s plotted aganst voyage mles for a seres of tme at sea factors Each group of curves s cut off at the maxmum avalable sea tme factors and the crosshatched area thus cut off s unavalable The shp expense plus fxed charge cost oer rp'r nue ton has been plotted aganst voyage dstances(curve Sheet"Q") Revenue tons have been used n these calculatons as t takes nto account both the deadweght avalable for carlo and the cubc volume avalable for cargo (See Appendx "B") Usng Curve Sheet"O""P" &"Q" together t 2

15 s possble to compare the, three classes of shps to obtan shp expense plus fxed charge cost per revenue ton carred f, for example, we wsh to fnd the relatve cost per revenue ton for a voyage dstance of 20,000 mles, we procede as follows: Voyage dstance 20,000 mles, shp 00% capacty (Full and Down) From Curve Sheet "O" The maxmum sea tme factors are: C2745%, C367%, Marner 675% 2 From Curve Sheet "P", the maxmum revenue tons per year are: C288 x 03, C308 x 03, Marner 50 x 03 3 From Curve Sheet 'Q", the cost per revenue ton,based on shp expense plus fxed charges only, s as follows: C2 $48/ton, C3 $47/ton, Marner $450/ton The cost per revenue ton curves shown on Curve Sheet "R" have been calculated to show the results of usng Curve Sheets ""0, "P' and "Q" and shows the cost (shp expense and fxed charges) per revenue ton at the maxmum avalable sea tme factor plotted aganst round trp voyage dstance for the C2, C3 and the Marner Shp The cost per deadweght ton (on the same bass as above) and the actual cost per deadweght ton based on MA nformaton has been added for comparson purposes The cost per revenue ton s a better comparson for mxed dry cargo shps as they have been desgned to carry a predetermned mxture of weght and measurement (cubc) cargo and therefore the earnng capacty s related to revenue tons rather than deadweght tons The curves showng cost per revenue ton are based on the standard C2, C3 and Marner shps Many of the C2 and C3 shps have been altered as noted under the secton on deadweght and cubc capacty The effect of the addton of addtonal deep tanks s to lower the revenue tons carred and therefore the cost per revenue ton s rased Assumng that the addtonal deep tanks are not added n the largest hold (No 3 for ether the C2 or the C3 shp) the maxmum avalable sea tme factor wll be the same Ths results n the same cost per voyage The bale cubc capacty of the shp reduces by the volume of the addtonal deep tanks whle the magntude of the decrease n the deadweght avalable for cargo depends on the method of bunkerng The assumpton has been made that the shp loads fuel ol for voyage requrements up to the bunker capacty when leavng the frst U S port, and any addtonal ol needed for the return passage s loaded n a foregn port The C3 Shps have had the greatest addtonal deep tank capacty nstalled and ths effect s noted on Curve Sheet "R" for two mleages, 20,000 and 30,000 mles The result of the addtonal deep tank capacty (orgnal deep tank fuel ol capacty 2 tons; addtonal deep tank fuel olcapacty 829 tons; orgnal fuel ol capacty 625 tons; 3

16 fnal fuel ol capacty 3454 tons) when operatng at ether a 20,000 or a 30,000 mle voyage dstance s to make the C3 shp stll have the lowest cost per revenue ton'although the dfference between the C3 Shp and the Marner Shp has been sharply reduced The lower cost per revenue ton for the C3 shp can be attrbuted to the slower speed and a subsequent reducton n the cost of the fuel ol The other expenses are also lower than those for a Marner Shp and the larger cargo capacty of the Marner Shp s not great enough to overcome the hgher cost The lower cost per deadweght ton for the C2 shp as aganst the C3 shp for both the 5,000 and 0,000mle round trp voyages s due to the longer port tme requred by the C3 shp, The tthe requred n port, loadng or unloadng revenue tons, s developed n Appendx "D" and s assumed to be the same when the cargo s all on a deadweght bass At approxmately a 4,000 mle voyage dstancee the Q3 curve crosses thec2 shp curve and for round trp voyage dstancesover 4,000 mles t4e C3 shp has the lowest cost per deadweght ton curve Sheet "S" uses the same data as was used n determnng the curves on Curve Sheet "R" but have been plotted on cost (shp expense and fxed charges) per ton (revenue and deadweght)mle at the maxmum avalable sea tme factor versus round trp voyage dstance bass The relatve postons of the shps remans unchanged Usng tonnage as the basc factor, the C3 shp has the cheapest shp expense plus fxed charge cost per revenue ton carred The example shown above assumes that the avalablty of cargo s unlmted, whch s urrealstc Usually, avalable tonnage s relatvely fxed and fleet sze s vared accordng to speed of the varous types of shps because the number, of voyages per year for any partcular trade route s set, prmarly, n relaton to the speed of the slowest shp t s ths factor that puts the Marner shp, n partcular, at a dsadvantage The operator, when consderng 'the Marner Shp, assumes that the number of salngs per year wll be the same as for the smaller shp and computes the fleet sze on the bass of the dfference n speed of the two vessels However, ths s only half the story because wth a Marner shp the tonnage (weght and space) avalable for cargo has ncreased markedly For ths reason the number of shps requred by a tonnage factor s less than the number of shps requred by the speed factor Ths 's one reason why Marner shps now operate at less than full cargos 4

17 The cost (shp and fxed charge expense) per revenue ton was computed for the Marner shp operatng at 2, 20, 9, 8, 7 and 6 knots The cost per revenue ton s lowest at the 20 knot speed The varous costs and tornage fgures computed for the Marner shp and appearng on Curve Sheets "A" through "S", the data sheets under the Appendces and the varous Tables use a Marner shp speed of 20 knots On Curve Sheets "C" and "D", voyage expenses were ncluded to show the theoretcal effect of these expenses and are explaned n Appendx "C" For the balance of the Curve Sheets "E" through "S" voyage expenses (stevedorng expense and port charges) have been omtted Stevedorng expense s the same for all shps beng on a cost per ton bass and,therefore, f ncludedwll ncrease the ordnate of all curves usng costs per ton n equal amounts Port charges have been omtted because only two ports were assumed and therefore the port charge per revenue ton wll not notceably effect the results Conclusons The conclusons reached are summarzed below: Only the Marner shp,due to ts large fuel ol cost per year, appears to offer a hgh enough permssble nvestment to be attractve for an atomc plant 2 Only the Marner has the speed and defense features necessary to be attractve to the Department of Defense 3 The breakeven dstance on a roundtrp voyage bass s compartvely short and the maxmum deadweght and cubc gan of the nuclear shp s very substantal wth the Marner shp havng the maxmum overall gan 4 The C3 shp gves the lowest cost per revenue ton (shp expense and fxed charge bass) 5 The C3 shp pays a severe penalty for ts cargo hold subdvson Ths results n a longer stay n port beng 25 days as compared to 9 days for the C2 shp and 20 days for the Marner shp Wth a better cargo hold subdvson to reduce the port tme, the cost per revenue ton would be consderably less 6 There s an urgent need for a shp desgn n whch speed of cargo handlng (from the dock to the stowed poston) s gven prme mportance Cargo handlng costs are'too hgh, due prmarly, to the handlng of the cargo by hand too many tmes 5

18 APPENDX "A" Theoretcal Curve for Shp Expense per Mle Shp Expense per year C" = Cw+ Cs +C,,+C C CF C Wages and subsstence cost per year whch are consdered to be the same n port and at sea C = Stores, Supples and Equpment cost per year C,,= Mantenance and Repar Cost per year Cz = nsurance cost per year CF = Fuel Ol cost per year (a) (b) (c) Values for each of the costs are gven n Table The port tme vares slghtly wth the has been held constant n ths study correspond to the tme for loadng and largest hatch of the shp when workng The number of mles travelled per year s longer voyage but The values used unloadng the 6 hours per day VN~350 D P 2 Dp = Days n port per voyage V = Rated speed of vessel M = Mles travelled per round trp N = Number of voyages per year Shp Expense per Mle: C C+CrPM2 4V_ 4CCSV MN CF =N(^=P*+ sos) + Dy+ cp 4p = Cost of Fuel Ol per day n port 43 = Cost of Fuel Ol per day at sea ou = Days that shp s unavalable for cargo 6

19 _f =(,C5 cs+m+ Du^:: p op ++ s+ +D /CG # D4 MN 350 M 350 x 24V (ccs+c,*czfbu5x, s,)oc+*c35cccz+)d)p MN 3 M 350 x24v M CC ccc c, c,+, t c+ Du *3OCp)DP (GCC +C f+du /Cp+C N 3J50r350 x 24V 4v A = + + p+'350gpde f w+ Cf CpCrdt p+3soc MN 350 M 350 x2v Denotng all constant terms for any one shp by K values the equaton becomes =A _ + K& MN M Therefore the cost per mle should be a hyperbolc curve approachng a lmt equal to K2 as M approaches nfnty 7

20 Appendx "A" Data Sheet The table below shows the values used n determnng the theoretcal curve shown on shp expenses per mle plotted aganst voyage dstance n mles Cw/ooo cs/looo c=/ooo CP Cs OP Du v K, K /yr /yr /yr /yr $/day days days days Knots Equaton No 2A A v K C , C , Marner , Shp Expense Per Mle A A A 5,000 Mles 25 0,000 Mles ,000 Mles ,000 Mles

21 APPENDX "B" Theoretcal Curve for Shp Expense per ton Shp Expense per year Deadweght avalable for cargo per voyage 3 A v wo D 4 B=Ac= 2tu S~o stb pht S DT (e ok ZMA = Cargo carred per voyage tons &w = Shps deadweght tons Ds = Days at Sea per voyage Dj = Days n Port per voyage Dr = Ds + Dp = Total days per voyage As = Fuel Ol consumpton per day at sea tons,/ ap = Fuel Ol consumpton per day n port tons/d So = Consumable Stores used per day tons/d W = Fresh Water Consumed per day tons/d Me = Crew and effects tons All values are constant except Ds Equaton No 4, s vald for any voyage dstance n whch the fuel ol consumed and the fresh water consumed does not exceed the fuel ol and fresh water tank capacty Beyond ths refuelng and the fllng of water tanks must be factored n Revenue (Stevedore) tons Equaton 4 gves the deadweght tons avalable for cargo However, for any shp to carry her maxmum load to acheve the greatest possble proft return, the cargo carred should be of a blend of commodtes of varous denstes approprate to load the shp both full and down smultaneously Wth such a blend of commodtes, the shp may carry a cargo for whch the measure n revenue (stevedore) tons exceeds the shps capacty as measured ether n weght tons or measurement tons The revenue tons whch can be carred s a functon of the rato (R) of the avalable bale cubc volume (C 3 ) to the avalable cargo deadweght(&) n tons 9

22 Aw = Average cubc feet per ton of the cargo pad for on a weght bass whch s assumed to be 25 cu ft per ton B, = Average cubc feet per ton of all volume cargo pad for on a measurement bass whch s assumed to be 00 cu ft per ton gew = Percent of deadweght cargo whch s pad for on a weght bass Sw = Weght of weght cargo tons 4v = Weght of volume cargo tons The assumed fgures for Aw the study of stowage factor tables + By are the result of A~ vares wth the length of the voyage as gven n equaton 4 Revenue tons +, The factor /4o converts the volume tons to equvalent measurement tons for revenue purposes Aw By Aw v 9 AN ~ t AR = Revenue tons per voyage tons C, = Twce the Bale Cubcof the Shp cu ft &r = Deadeght avalable for cargo per voyage tons Ac vares wth the voyage dstance and percent of tme spent at sea as shown n equaton 4 Aw = Assumed stowage factor for weght cargo 25 cu ft per ton 8v = Assumed stowage factor for measurement cargo 00 cu ft per ton Equaton No 5 can be rewrtten usng K values for those values constant for any one shp (&n' Aft Kox A C, a <4) K3 r K 5 K 4 20

23 = K 5 K23 LAC + K4Qce K 3 K3 =K, Ks + 6 K = KK = C (J &Ce K Aw 8~ 50 q F7A Oo)QC= O56c 340 j 5A 'AR= K6+K 74c = 5L V Shp Expense per Deadweght Ton CC C +C C C C N Ac N2Q 5 Ds +Dep)2 5 D(S+J )2Mo9 Only varables are C, N t Ds 4V CF = N&(CpLp+Cs D )+ Du rcp = N(<pDptCs y P /Cp = Cost of Fuel Ol consumed n port per day os = Cost of Fuel Ol consumed at sea per day Dp = Days n port per voyage Ds = Days at sea per voyage N = Number of voyages per year M = Mles per voyage DO = Days that shp s unabalable for cargo C Cw+Cs +CM+Cr + D/Cp*N (CLDP+/C$s V N/c N pay5 y A D L p 2 5(DP+2T S +W)2 MQ N 350 _35 CDs+D qv+dp Cc DP v _30_ /+/CPD+/c'V N&e 2 & 5 ( +D P A 2 5 D + M '+t /a 2 M E,+C+ Cz+ ::P*_35 OCZ)M = _C= V> 6 CC _Cs+C_C _Du o D_ Cs *C Denotng all constant terms for any one shp by K values the quaton becomes 2

24 6A C C=c K, +K M N~c de V Shp expense per Revenue Ton Cc _ CwtCS*+C+C:+CF NaR ~N Ca Aw Bv0c BvL~\ B + AC_ Only varables are CFsa ecn CF = N(/CpDp +XsDS) DupCP = Cp+ / v+ 4C C c+c+c+, C+N( Cpp+s V) + Du Cp NA N OBBvALc NAR A sb V + BV Aw 8v / 40 /40 c (cw*cs+cm Cx+tDuc P so P (C c+cm+c=+ D mt Sow =35o c\50 x 2V M DlNOR cq Bv Z B B Aw8, X0+q0 Denotng all constant terms for any one shp by K values, the equaton becomes Cw+ CS + c,+ C + D~^=p 3 5o /C p p! c +c cc, C+r + De sp+ 350As M Kam2 350 x 24V 0 + A c = + 7A f= Noy K622

25 Appendx "B" Data Sheet The table below shows the valves used n determnng the theoretcal curves shown as shp expense per deadweght ton and per revenue ton These curves are plotted on Curve Sheet B AW Shp Deadweght Tons 0,822 As &, FO Consumpton/Sea Day Tons 328 FO Consumpton/Port Day Tons 432 DO Days n Port/l00% Capacty 90 D Days at Sea 5,000 Mles 388 0,000 Mles ,000 Mles ,000 Mles 833 6, Stores Consumpton Tons/Day 5 We Water Consumpton Tons/Day 6 up to 326 MA Crew and Effects Tons 25 At Deadweght avalable for cargo usng equaton No 4 C/l000 c/000 c/000 cz/looo /Cr 'Ls P 5,000 mles 0,000 mles 20,000 mles 30,000 mles /yr /yr /yr /yr $/day /dayt Days Knots c,(2 x Shp Bale Cubc Cap) cu ft By C2 20,258 9,378 8,26 7, x C3 2, up to ,79 2,693 20,82 20, Marner 3, c up to ,565 22,96 20,35 9, x 5340 x

26 Appendx "B" (contnued) Data Sheet C2 C3 Marner Equaton No (6A) (7A) (6A) (7A) (6A) (7A) K Values K 32,800 32,800 45,400 45,400 45,00 45,00 K K6 2,70 29,470 30,68Q K Mns 5,000 Mles ,000 Mles ,000 Mles ,000 Mles

27 Appendx "C" Theoretcal Curves for Total Shp Expenses per Mle or per Ton (Deadweght and Revenue) The basc data for these curves was developed n Appendces "A" and "B" Only the equatons wll be gven n ths secton together wth an explanaton of any new symbols or constants Total Expenses per year Total Expenses = Shp Expenses + Voyage Expenses + Fxed Charges CT = (Cw+Cs+CM+C+CF')+ C + C Voyage Expense = Cargo Expense + Shp Handlng Expense N(C N(CaC'N K+CAA = CH for a full and down shp Cy mnb6(co+ + CA) oc= Cargo tons per Voyage c= Cost of handlng a ton of cargo ether n or out of shp k = Mnmum cost of Port Charges per voyage CA = Cost per ton for Port Charges per voyage above the mnmum CH= Port Charges per voyage for a full and down shp Co = Fxed charges ncludng deprecaton, overhead and nterest for a new shp 8 CT= C,+ c+ cmt Cz+Got t +N (<,DFCm + Ngra t t' C 8A CT = CLt CoDot N(C + 5N N t NStCa Ac Equaton 8A wll be used as theoretcal curve assumes a full and down shp Total expenses per mle 9 am (c0+st C5,j +24 X+ N M ~35oH9 M40 25

28 All terms are constant except M 04L Denotng all constant terms by K Values the equaton becomes 9A E =C = '+Ka~+L+ K NM M 2( As Ac s relatvely constant the cost per mle should approxmate a hyperbolc curve approachng a lmt equal to Ka as M approaches nfnty F = Total Expenses per Deadweght Ton Cs_C,tCs + Cs +C 0 t ucp + N C D+c a)+ N4 + N UGH F =4c 0 (CC +C SC tc Q O )+C C C, C: tbp +35OC 0 r s's oxd,+m+ 4 CN Denotng all constant terms for any one shp by K the equaton becomes 0A F _ r_ K,'+K2 M t K3 ' N/Ac +K9 V Total Expense per Revenue Ton G Cr = c~,+c+c+ tduecp+ t'c DP+ ''S) + NOR C +W n (o* )(jj Csc*Co4D C +pp#sv NRdR mc CwtCs*Crl+C+Co+DvcC+3soC)D (cs +C=+Cz+DucP '3 5 )M D/ \ 350 x 24V r/ A B Bv y / \ Denotng all constant terms for any one shp by K values the equaton becomes + C 0 )4 0 a c lla G= =E K + +K NaR K 6 +K 7 A 26

29 Appendx "C" Data Sheet The table below shows the values used n determnng the theoretcal curves shown as total shp operatng cost per mle, per deadweght cargo tons and per revenue tons plotted ae aganst voyage dstance n mles The values for Ac and AR were taken from Appendx "B" C2 03 Marner N) 5,000 Mles Tons 0,000 Mles 20,000 Mles Tons Tons 30,000 Mles Cw/000 Tons /yr Cs/000 /yr c/000 (new shp) $/yr 20,258 3,800 9,378 3,400 8,26 30,800 7,603 30, ,79 40,700 2,693 4o,400 20,82 39,880 20,527 39, ,565 42,900 22,96 42,200 20,35 40,838 9,99 40, 'Cr 'Cs Dp DV /Day /Day Days Days v /CGn and out of shp $/ton C, Port Charges $/voyage C(Shp BC Cap x 2) cuft $v cuft AN cuft,085, ,473, ,533,

30 Appendx "C" C2 C3 Marner Data Sheet Equaton No 9A 0A A 9A 0A la 9A 0A l K Values K 45,400 45,400 45, V600 64,600 45,400 66,L400 66,400 45, K K o K K ,470 30, K7 0? ?6 6o,0 680 Ans $/'M $/Dc $/O?$/M $/Ac $/A A $/A$/c, $ 5,000 Mles ,000 Mles ,37 20,000 Mles ,000 Mles co

31 Appendx C (contnued) Cargo Costs & Port Charges C2 C3 Data Sheet Marner Cargo Costs per ton Ac or &k (323 x 2 plus overtme allowance Port Charges per Voyage (F & D Shp n & out) tems R) Plotage Tug Wharfage Lnes Watchforce Clerks 3 due to overtme Total Ch per voyage $ 77x4= x4= x2= x2= x2= x3= 362 $ 3940 Days n Port/voy 9 $ 84x4= x4= x2= x2= x2= x3= 794 $ 472 $ 90x4= x4= x2= x2= x2= x3= 434 $

32 Appendx "D" Maxmum Avalable Tme at Sea Factor 00% Cargo Capacty Revenue Tons per Voyage The revenue tons per voyage were computed usng Equatons No 2A n Appendx "A" and Equaton No "5A" n Appendx "B" They were computed for the tme at sea factors of 80, 70, 60, 50 and 40 percent at 5,000, 0,000, 20,000 and 30,000 mle round trp voyage dstances The average revenue tons was obtaned for each voyage dstance and ths value was used n obtanng the mnmum port tme Port Tme The port tme s a functon of the revenue tons carred, the dvson of the revenue tons nto the varous holds, the speed of loadng and unloadng, the tme to enter and leave port and the tme to rg and stow the cargo gear The assumpton s made that the cargo carred s dvded nto the varous holds n proporton to the bale cubc capacty of the varous holds followng formula: 2F ZC F T The port tme can be expressed by the t = Average revenue tons Cs = Bale cubc capacty of the largest hold cuft CB = Twce the bale cubc capacty of the shp cuft SN = Loadng or unloadng rate tons per hour Ho = Hours per day that the largest hold s workedassumed to be 6 hours per day Tb = Tme n hours to move shp from plot staton to dock and dock to plot staton = Tme n hours to rg and stow the cargo gear and prepare for sea Maxmum Sea Tme Factor L4v Dr = Tme n Port computed by equaton No 2 30

33 3? F M+ +To ZAV LCs*+S t Denotng all constant terms for any one shp by K values the equaton becomes 3A %w 7 4AMM rk 3

34 Appendx "D" Data Sheet The table below shows the values used n determnng the maxmum avalable sea tme factors for varous voyage dstances plotted aganst voyage round trp dstance C2 C3 Marner Arg Revenue Tons 5,000 Mles 0,000 Mles 20,000 Mles 30,000 Mles CB BC of Largest Hold 35,649 CB Twce Shp BC Capacty,085,648 SH Loadng & Unloadng Rate n tons per hour () 533 HD Hours worked per day 6 TD (assumed) hours 7 T (assumed) hours 4 V Shp Speed Knots 50 Equaton 3A K Values 9,980,473, ,45,533, Kl" K2" K3" K4" x x xo Mnmum Port Tme at 00% Cargo Capacty 5,000 Mles 0,000 Mles 20,000 Mles 30,000 Mles Maxmum Avalable Sea Tme Factor at 00% Cargo Capacty 5,000 Mles 0,000 Mles 20,000 Mles 30,000 Mles Maxmum Avalable Sea Tme Factor at 60% Cargo Capacty 5,000 Mles 0,000 Mles 20,000 Mles 30,000 Mles ) () Heference(d) 32

35 Table Utlzaton of Shps Calender Year 953 Deadweght Tonnage Space (Cubc Feet) Trade Route Co Percent Avalable (000) Utlzed (000) No of Salngs 9 Avg/ Pass (000) Aval able (000) Utlzed (000) Percent Avg/ Pass (000) ARound tr Mleage p 7,000 W Outbound nbound ,654 40,094 6,828 4,736 40,86 7,067 6,303 2,725 38,469 0,067 5,909 6,88' 5,977 3,299 93** 96** 96** BRound trp Mleage 20,000 nbound * 98* ,0 20,93 5,799 2,03 7,07 4,87 0,847 5, CRound trp Mleage 26,000 Outbound nbound * ,672 6,686 6,60 2,68 99** * ndcates full weght cargo ** ndcates full cubc cargo

36 Table Tme at Sea Factors Factor % Dstance C 2 C 3 C 4 5,000 6,000 8,000 9,000 20,000 25,000 27,000 30,

37 Table Average Cost Data Dollars per Day Shp Speed K Dwt Tons C2SAJ 5 0,822 C3SA2 65 2,258 Marner 20 3, 409 Shp Expense* Sea Port Sea Port Sea Port ul Wages, Taxes & Frnge Benefts Subsstence Stores, Supples & Equpment Fuel (Rated Speed 00% load)** Mantenance & Repar P & nsurance H & M nsurance (Assumed) Msc Shp Expense , , Sub Total Cost Per Day ** Fuel Cost $220 per barrel * C2 and C3 Shp Expense reference (e Marner Shp Expense reference (f

38 Table (Contnued) Average Cost Data Dollars per Day Shp Speed K Dwt Tons C2SAJ 5 0,822 C3SA2 65 2,258 Marner 20 3,4+09 Fxed Charges (New Shp) w Port Sea Port Sea Port W 0, nterest on Mortgage Deprecaton Overhead Sub total cost per Day Total Shp Expense and Fxed Charges Per Day

39 Table V Cost per year comparsons wth a C2 Vessel (Shp and Fxed Charge Expenses) At Varous Tme at Sea Factors Tme at C2 Shp 3 Shp Marner Sea Factor $y$yr nc $yr nc N 80% 955,200,068,00 9,478, % 94,300,048,900 4,439, % 927,400,030,000,40, % 93,600,0,000 09,362, % 899,700 99,900 05,324,

40 Table V Cost per year Mles 5,000 0,000 20,000 30,000 comparsons wth a C2 Vessel (Shp and Fxed Charge Expense) (00% Cargo Capacty) At Varous Dstances Maxmum Sea Tme Factors C2 Shp Tme at $/yr Tme at $/yr nc Tme at $/yr nc Sea Factor* Sea Factor % Sea Factor , , ,297, , ,0, ,363, , ,044, ,430, , ,06, ,463, waa:0 * All tme at sea factors taken from maxmum avalable sea tme factor at 00% cargo capacty for each shp (Curve 0)

41 LST OF CURVE SHEETS Curve Sheet Ttle A Shp Expense per Mle vs Voyage Dstance Actual and Theoretcal B Shp Expenge per Ton vs Voyage Dstance Actual Deadweght Tons, Theoretcal Deadweght, Tons and Theoretcal Revenue, Tons C Total Shp Operatve Cost per ton vs Voyage Dstance Actual Deadweght Tons, Theoretcal Deadweght Tons and Theoretcal Revenue Tons D Total Shp Operatng Cost per Mles vs Voyage Dstance Actual based on Deadweght Tons and Theoretcal based on Revenue tons E Shp Expense plus Fxed Charges per year vs Voyage Dstance C2 Shp F Fuel Ol Cost per Year vs Voyage Dstance C2 Shp at 00% cargo capacty G Fuel Ol Cost per year vs Voyage Dstance at 60% Cargo Capacty C3 Shp H Shp Expense Plus Fxed Charges per year vs Voyage Dstance 03 Shp J Fuel Ol Cost per Year vs Voyage Dstance at 00% Cargo Capacty C3 Shp K Fuel Ol Cost per Year vs Voyage Dstance at 60% Cargo Capacty C3 Shp L Shp Expense Plus Fxed Charges per year vs Voyage Dstance Marner Shp M Fuel Ol Cost per year vs Voyage Dstance Marner Shp at 00% Cargo Capacty N Fuel Ol Cost per year vs Voyage Dstance Shp at 60% Cargo Capacty Mrner 0 Maxmum Avalable Sea Tme Factor vs Voyage Dstance 00% Cargo Capacty and 60%' Cargo Capacty P Revenue Tons per year vs Voyage Dstance Q Cost per Revenue Ton vs Voyage Dstance R Cost per Ton vs Voyage Dstance at Maxmum Avalablty Factor Actual, Theoretcal Revenue Tons and Theoretcal Deadweght Tons S Cost per Ton Mle vs Voyage Dstance at Maxmum Avalablty Factor Actual, Theoretcal Revenue Tons and Theoretcal Deadweght Tons 3940

42

43 ' e + VN HEET N* N C ' _ff! SP PEN5EAVmlE N ST C ' _ :: _ * * * e : :, 4 _ : r " A T P r U AS DO " r DN R A L B SED ON * PEA fo E G T C F r f L 7,, ' j r, _ l L* O A~ ' 4 A?' y * E * A 4 4 a V, f * : r * ' ' ' + L a, e _, 9 f t, 'ma " : " _, L 4 L L L ) MLES ~~) L o 20 + ROUND TRP X03,, _ F ": " _t ' H,+, E 5 ' \_+* r v r N ** " * P L *, 2 {T" 4 e, a ' t r e 4 ' ' ' ~ ~ tk"+, 2 D lyj

44 {': 4,, Y f r ' r 5,=*e ' T ' + CURVE $NAT' r: 4 j, :,, :, 4, a A L A: :, ( r t 'e a4 + 4 dj7t~~r~ ;: " # ; $L l t s _ y _ a ;, 4, L, a ;!" t t!, 4 ;, {{ f ' l_ ^t ' r4, rvs ' t 7 ; + : _+ tj : 4 4, ' L L _! L"' r a rt aa' } a {4 + T ~ ; L, ' + c " :,,_ : ; Tr J { l ' :4, r l ' * j l 4 4 _ t { L? " 4, T _,, t ' :t,; 4 YT ' " ;y ' 'T }f " _ 't* M 4 '* * " r t f, r: {:4 l X'j jj r {,l7 777 t * * ', L se r 7 T tr: L 4 4t j+ 4 j r «: } L t 'T+ r 4, *,"" 4: 2 h r+ ~rl T~ H L L4 4 t + + t E k [ 4 + e 44 a } f ; 2, +} " r + $ '4 ~j,, t } r{, J

45 rf s t J l [ [ {~ L F~7 [~t< *p* 4 ~ ~~ 4, T T T A_ L T T 4 F t~!~ _T ; re PORT _N ATOM TO EL STL CURVE 5NEcr "C" Th ~77[ T T4 T c *;W N ES S 0 AL snp OOE Tq S/ML ' t' 7R 7r 7' l't'as l QT TLr L $MP 0% E TW d3to :BASED VDYAGE 0 + MAA A ; E(NoRMA ) MS opn T, : 7+, ~ 4 _ b ] ~ L = j~ =! r 4 F 4 4 trt _4 ' : { ' " _ ~fr7 L & R AT r PAR NER E 43

46 YT~TTVT GuV VE HEFT l J " z 'F AL + tr +, ' 0 M~W* t ~ j M rol r _ "le 7T ) NW lt C7T, H Ls P KD 4tTOj 3 VY! ~~Ut* Ou J J 'V 77F77FL eyf R Nth4 SPEUlPNG DRY DOCK C OWERDESG WSQON T POFF k _YA NG:C EF NAEY DSTANCE t777

47 OURVE SSgPE t t K 4 r[t 955,_+ 0 CAR0 me T 4 Ah[ rt _ z *: w 7 e r tl 4 B TRPS YR NGlED ON JRVESoO7 CAPA4lTY l +qyearly' CAWE = ATOMr YS SO 49 M M T OE * "4 * 7T 6 T L E M ' ' : ' r r

48 CURVE E "T F" e :r * 7 _ * ' A fs 5 5POP L0 & DocCo ATo M PbWf R ESUN DVSON> T~L 0EOL CST Y T [AYS NFE FUEL OL G05' A 5 5 S' ME W TH, te 5\ LE N PE4NTASW Y OL EE5/ N 945UUNAA A T L y ~ l P L _ +

49 CRVE SHEET G _ T F ~ ~ F 6 0' t 4 l T ^A j _ ' q 0 ~ 0 7 * 7 7F_ m 7 LL*p' tk' * V TRT3T 5HPC t F' L f Cm UE4 0 COST PER YEAR AT X E * 9 e po :,5 T * j4 t 9N 5 E j { ~ ' f ~ 47

50 _ y,, r'!" w, + l y ' ' t t /a V L M AD 7 T L4"" K r r A T E f C E E CURVE _SHEET th 4 r! T _LLJ7LL_ **,, :, ET P _ t_= _ 7j 4 M' 4 ' co C4 7 t ~* ~~4~~ + ~ ~ 4 KL J Vsmn 4 : oq ;drf L : T ' T,,' _ r :3 7 ' s 4 Mo&0 a 4 K~~4f4 r T w : 7'0 4 joc ; 4 wdq wodr 6L ~ot7' { S } ' : F _ " " "" " :: _ T z :, 4 ' E_ :: 4 VVT7TTT 7777[777 f u 77 : : 4 4 'j: 20 tat( NEWPOR T NEWS SHPBULN 4 DRY 00K CO DO C POKER DE$GN D SON 74 7 A P EXPENSE PLUS FLED HARGE /Yl NT 'XY5 POT Y '5 VTA6 DS AN RPSYRNO M ON CARVES WO /CAPACTY tt Al AVALABLE SEA TE FACTOR AT c!0j C&RG rkcty SVo AG gvsta E 5f 'fyearly SEA T{ME: a DAYS$3,63 UAYAA L T ADED' 4"4 4 4 " 4 r A K L, l _,, fjl =

51 ' w / f " _ t a a _ f L 4 J r ' r" +r 7 4 ' 't'! ; " = 4 4 T ~T 7 rt_ '^ _ jjj 77 "K, ;t j j 0 f "! f 4 T 44" ZOFlL'7 :Pr 6 t P t, 4 t " :!' ~ *' ::~ JL V7T curve SHEET SM KAVA t, L,; t wamolog T ; R : ' : TT ' d :a j T f H 42 L 7~r7Tj #r T E 0 7 r " : " ; " r "" " f KU 74 Vw > ~ '_::: ' T~ f l l ~rt Leo,, z,ol : t = ;, 44ft> > } ft"f= T t C : KT r " K K TOT L FU L styka, 9 5 N F } P T j VtOYA _STAMCE "ffuel OL COST AT304l sea TME,, L P 5 48 CH! 5 W N T 45 ROM 5D _0_ NVA Y_ ' ~~ L t A ZL AWED 'e "9

52 CuvVE SHEET "K e7" : p ; X 0 ' el pp LHtllR PD E 2 : :p_ Y s a ATC eo mu DESGN DVmN T t :TE R S \9E0*T/\, R C W t WT r P l EN T :, a A CGT %ER ( CAPA C TY /L_ r v rl 50,"Y,, ' "L 0

53 CURVE SHEET"L" 74 t DA 5PORT 4 4 'V N EPO~T EWS shp8ul~n6 4 DRf 0QKCQ SA4P PENSEPLU3 FKED dbar&es YR~ 200~:~ At "DA N PQRT/TgW',V VDYAGLE K k A A V A E S EA M E F A C T OF A T ~j QCAR& CAPAGTY V VD AGE 5 M4C~ t ~'7YEARLM SEA Tp E E TOPE'RE~Y 'OPERAVNGC55 \'5 0AN 48AO5AVAL(S LJT Y A D MES R UMD R D ~ v _ /s9 U D' 5_ t 5'

54 ' 4 { t CURVE SHEET 07 T T * ; T T PMl LE 777tL, 4 LME_ 5X6_ A f L b 4 ' t7 bf4 ; 7t~t >* ** : l: : [J 6*;n H f : L7 4 +_F L, 4 _ jqa t L _, K F t y«u q 77 ter 4 c ~~~ 7 /" 2 J _,, _ 44 4 _ : r _ r 20 F ~j 30 X REPORT NV WS :sh UDMG :DRY DOCK ATOMCS POWERt DESGN D O F~MjNERj N MUARGCAPA T W TOTALFUEL COST YR ATV X DAYS N PORT _ + :', ; P FN T R P Q A E D STA N CE : FUE COTA T 807a SEAT4 W LAT EAL ' G cume _, _ Fr EP T 3 lp A A N E 4 f7added'm LYFUELOL K N MR 5 S j T E VEMEA ') TMO OEJ 52

55 CURVE SHET" ' t T h_ m y 7 4 f r'+#* L *L J T 2 '" j ' :: ' t ' l T r t! ( f ~ o ~ F Lr7 7 : NerR'NcwS ff L t NEWPORT N5 SH LDW 4 DR' OK T4 P ET DESM4DNM ; ; MAQE KR GOC RCO CA hy77 ::: FUE OL CST AT )80 SEA ET H : :; _ 558E NVE T ENTA5 OW AT FL S mm 5 ys } 5 JAVrALhl H EtL S VEAL FUL OLCOST TOTAL VELOL COST PREAR AT X DA ; = 4 ' = N 'ER' P O 4 t TA ' 53

56 U V SHEET"O " : :, ': : j : : :' 77r7TT:HJ 77T7 odo t L~ * t 7 2r2 H "A 2 /D + AVA ABLE_ $EA twelfa A A L J?~S V~Q * + j ' C R60C4~4CGjTY VS VOYAGE DUPTANCECLUA D ) S E OR T k OrL A N M lo ~~ ~~ 7~~~t) H LP Z t * * TJj7 54 )'4

57 _ f k f } j f j t { _ { _,r _ t " l _ } ' 'r } "" f ~V}/ _, r y } nann t ' _ w r lr M, y y 4 J f " } f _ '' 4 _ J r } _ T T ' ' 4 _ 2 c! _l 5 j T :t CuRE 4HeeT ' T T f t' 'T 4 Y" l4 f : T "P" + * U t c T J:: o _ { t, :A TME R ED9, 80 fr " a 4 Mf%^a 7 J'% frtm LJ$J VWN N MR WE fef &S osrated :!VED 20 K*4ox { MO O f _ RML PX 40 6a 70 FM 3 KcKrs 0, t _ { f _ ' 2 _, \,,t _ ' f k _ ( h f r _ r t ' l s, _ 3d 5 4, ) l f f {, a, W~~ NEWS SHPM 4t { Dr ATOMC POWER ESGN DV50 00 { 4 CARGO; CAPACTY k EVEUVVTN S 'PEAR ' V3 VOYA( E STAN E AT 4O8otSEAME:FACTOR CROStS4ETC AR K RPREJ X F REVEN E TONNAGE UNAVA LALE X XAVALAdLE SEA TME FACtOR 4 4 T S5 LY 2 v : r } 4 E L_ 6 PPR FAR l RF\FN ~ 55

58 4 _ t ' T ' t, } t,, t _, " j t E f " ~ ' ""T "" " ' 4 " f } ; + : ', ' ', + ' _ f ", l ] _, C f, ' ' " # t } ' t,, t E f l r f } ( ' " t L;3 L f " ft, ' Y L_ f, t, + r " ',! J _ : dpf+ wy r b T F + ; l " ", ; } ' ; ', t d j "! = " _ ATE 7_7777 D SPeEE &,, K ME Ll * a r F ED SP ZO 0a ors ; _ CURVE N E * T Y; fn!o Nsa 7 4 L 4 "4r #+ _ ;! ; ; 0EA j9ae 40 : f ' _ ' " ', ' t l _, r + + r + 4L } t A r 4 r a et^ t E t A { ; _ : jt 4 L Vt77 j 4 x, f _, _ f 4 } _ r '+ r } _ t _ t : t 0 J ; _ : F " L _ WMV :, 7 T 4 K T j,, : + r _, f ' ', ' l ' ' ; t _! t F;' H _ 4 ' * ETAMF 40 f,, _' 3 j, E, ; :,! f,, ' r,, llr%%c_ Jf a% Ph 4 ""' _ ' ", ; ; KNO' v F4^h l, _; " = 4 r{ 7 ""' \ L L :, _ S t TRP x 0 AA ' 7 _L!,, _ L _ t nr,_ r t fat L _ t _ F t " + :, _ ' ' 4j }, _ r _ ' _, ' 4 _, t,, r«may " " 4, r_ r A P ER EVENUE AOT All ' ga"t _:_, T t f!' t~ T t*e~4 s O~fC P'OWtR _'6 ' t M r WAG, 4 4 LN: DtY MU DESGN DN4S KCPA FTY TtVS~ \O0(A & v AgS +V fj! _ L T L J l # 4 4 } : ', T: _ * _* T [ TE &TAC o TCED' AREA EPRESENTS 40$T R L ;, j j d [,,, : H 4 77 [P4J t _ ~ T T f AE EP S 0 _ t ~ T f ~'~}

59 LTh 4EP m 0otAt~~ CS /Tomt(T R vm v TOF " AT AxAV LA 6)Y F OR *N Z oltll A z *~ ~ ~ ~ ~ t 4",B ~ 7777t7 7 C TD R a) 2 t r F ~ o Y ~ t * + F V _+_ 9 05 T d ' T lj R M 4 L 7r ~ ~ L J ot o * 7 7 _57 _

60 CURVE SNET CTERTO MLEDWT REVE UE VS VO AGE Dt5TANCE AT M XMUN S A LL!Y AT C3OSpt PER REtaE NBASED r t 77 f T 477n 70e H f4{ _ F * k O~~F 7 ARNE 7~7 7~' >%JyK ~ RNE e ', t;4 t f ) 2: rj %, ULL W ' t 58

61

62