Engineerlng LbrarY AN ANALYSIS OF U S FISHfIG BQOATS Mikios Ko sa' o l? Dept. of Naval Architecture and Marine Engineering - University of Mic higan Ann Arbor, Michigan, U.S.Ao Paper for Presentation Before The Second World Fishing'Boat Congress April: 5-10, 199 Food and Agriculture Organization of the United Natwions

~4~ITY~)~ ~ <11Aor 8 P this; rC

ABSTRACT i~e autll-'hors have contiole.r in4orrnmtion on the:" l~Srnsi. ons 718; zhts arn eenta na +< nrcbogtns1 nf' ra or Pre 3 Dui't9 srteel-$,}!l e a te sinP vele. mk,~,,'-t'; have been analvze wn t~= rse.(rt - re nr.Ven1-er J;.Pnhi~.ly in the form or i..r'veso &tvthod(s ot Csst MhI}tnry i eelhtts -nf ecotc' nre.v7 ~i~f~~st an l lnlle inenr-o of oveorla adS t9rt9 7?:,''Oi:it. al0t' 7n~eellaneo.ls eost.t nre ri.-~u. ea. The:,;,c-;,oei~c eost,ttn'tits'r e asst'm itte7 Ptfnt.o a -einal seit or etarves showlin? the ttrenO.s. n tdtp1,oCt -"or ie, rr. lls, Or qr.iP01'.1, $Ze9 8s.n narprs: S':ince t-here i:. an anparent-'need f'or sluch a thl;Rg {t.h!e ~peiel con. c]lrdei ~ 4rth a nrono.r~. eoqt and,re Ot

.4f, A CIV)

INTRODUCTION Aim Naval architects are becoming increastinRly aware Qo the importance of economcl considerations in,makine technical decisions. More and more they are comine to realize that the best measwure of engRteering!success is commercial success. The prospect1re fshinhn boat owner may be imnressed.,rith the naval arclhitect's calculations of stability, strength and fuel rate; but rwhat be is really interested in kn1owing is, first of all how much the boat, w.ill cost and secons, how s oon he can expect the Inrof its to repay his investment. It is the primary intent of thils paner to su,.esrt means by which the naval arch itect can show the nprospective owner how variations in PoSsible size or Roower will inftlb.eance building costs. Since any cost analysis involves n3rior dimension and weight studies, the Daner deals not only in cost estimatina, but in weeight and dimoenston anrroxwna-Ctions as well. As the title indicates, this study is confined to American type fishing boats, principally trawlers, tuna clippers, seiners and combination csraft9 Unless otherwise stated, all figures are based on steelS hull constructilon although deckhouses may be either steel or

wood~ Vessel sizes range up to 200 feet (60 m) in length0 Propulsion is by single screw diesel engines in powers up' to 27000 BP1P With a little care and. judgment, the results of the study can be applied to fishing vessels falling outside the above mentioned scope. D ifficultie s Encountered In gathering the informa.tion for this study, the' authors were impressed by two thin~gs: l) alm-ost without exception, administrators and technical reople are extremely willing to cooners.te in furnishino cost and weiht figures, but: 23) the very comnon fa.ilure to keen any sort of systematic record of costs and weights meant that, for the most part these peo ple were simply unable to contribute. In other instances, their recording systems were so confused as to preclude any usteful ness to an outsider~ While one does not expnect to f ind much factual cost information in the nublished literature, it is really cause for dismay to comb every available techni.cal writin3g on fishing boat design only to find n.ext to nothing pub. lished on weights, (Reference 6 is a notable excention)o Let this be a plea, then, to future writers: publtish your weight breakdown, or if you have none, at least state the deadweight and displacement at some speci.fied waterline a

.While th.e dearth' of cost and w.eight f: ifures a as extremely. d-iscoura.ging..'it,;. was..nevert-heless decided to'embark on, tbhe study and to publish the findings, This would at -least nresent a..target for the d'iscus sors to pelt, and it is the authorst hope that the accumulated missiles will at least double -the paper' S value, Finally, since there i's an aprarent need for such a thing, the paper closes with a proposed cost and weight recording system which the authors feel would be suitable..or most' small-craft yards, PROPORTIOVTS Figures 1, 2 and 3 show the princi.pal d.imensions of the major types of U, S. built fishing. cra.ft, while Figur. es *, 5 and 6 show the approximate rel'ationship between length and disulacement, These figurex s were developed as part of the weight study but should also prove useful in preliminary design, The-mean lines drawn on the charts represent good average practice but are not intended as the final word. In many tnstances, special operating conditions will dictate' departures from these mean- values An attempt was made to utilize Posduimine's formula relating length, displacement and speed (Reference 5)_

________ ________~~~~~~~~~~~" __ __ _ L.3a tA ~~~~~~~~~Io....,:,,......... l_____ i_____ ______ I. ___________ d'r (AsT JL/L L&AD,, A'V~ua arJ~cs L.3B'. Pt;' 1s, ~ S o t~S' 80 Iro 14o Zio - I t RIENCIPAL D1~fN~lYN41 0H F ___ _ _. o. 5' o - e _ 1.-L, LN.''P..~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. u. S.'2~v ~L.'r "T' R4cG,&,,,L.Ir(L'..........''~~1.................

If j~ 4 r It yr o~~~~~~~~~~~~~~~~~~ \3~~ ~ ~ ~~~~~~~~~~~~~~~~~~~~ Cr (6 t I Ii,, i.j~~~~~~~~j ~ii / i~'1 _ _ _ _ _' ti Irl u~~~~~~~~~~~~~~~...9 0 I- ~ r 1-__'d 4 C r"

U~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ I I \ ti PD~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0 ~ ~ ~ ~ C 0!~~~~~~~~~~ I r 0~~~~~~~~:~~ ~ ~ ~~ ~ ~... I EZ_ rt.'C.r 11................. i......,4....

3000 __ _ _ _....._ _ 2000,...... 1000 ST% | 87% Of KNOWN P INTS 1000i... c l | FALL WI HIN RAN E SHOWN, I/ 800 _ __ _ _ _ _ _.I 600 IMP____ _ i'______ 00Q 400 300 aI __ __ I_ _ I I. U) OZ _.,/ 30OO~~~ i. $ |./ / | i L.B.P. FEET 40 60 0 100 120 140 160 180 200 220 C-7,,....

(!5) 5000 I-.'3 000 2000 20 80% 0O KNOWN POINTS FALL ITHIN THE RANGE 0 SHOWN z I-'~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0.00 000,. 800 j O —~ "' L Z'J I'I.~ 600 400 Z 300 S oo 0 200 1001 i I I I I I ~I L.B.p. IN FEE. TO 0 o' 9 0 160:. Ito Ito 13 140 1500 i ID' ez> N3 T F-, uk L- T u V,-A~

600 ___.___ W 400 80 % OF KN WN POINTIS FALL 300 __ _ WI HIN THE R NGE SHOWN <F. E'.0.. 1'0:200 oO. I' 0 0 100 o 0 Q.~-,.. " 60 L - - 30/20 IL I IB 1 -ET 30 40.00 -70 - "'90 too F v-t. G *. t;S>PcEV15:AE G J eSL~ FWa.S$;-0~,5,jJ LT SflNJ~25 U MlS\ELN so44N N&7 O:~4AFT.

It was not found to be particularly applicable, however, except for trawlers in the range of length between 110 feet (334 m) and 170 feet (52 m). The formula then is as follows: LoB..C -- - a/3 VK 2 where C = 18o$ based on existing data VK = normal sea speed in knots /A, displacement in long tons, salt water (If using metric tons, a value of C 5f58 will give LoB oP. in meters).. WEIGHTS General Naval architects have an acute need in knowing how to estimate weights on a proposed vessel. First, and. most obvious, such knowledge is essential as a means of guaranteeing sufficient payload capacity, stability, trim and similar technical considerations. Second, itfurnishes a rational method for estimating most of the components of building cost,

6 This section is devoted to the problem of estimateing weights in the early stages of design and presupposes the dimensions and power have been tentatively set. The proposed cost and weight breakdown presented at the end of the paper does not in every instance agree with the one used in this study, The authors were forced to depart from what they considered best because of the manner in which their available weight data were broken down. Strucrural Hull Weigh This category includes the main hull structure, superstructure deckhouse bulkheads, bulwarks decks, foundations, etc. In general, welded steel construction is assumed although the deck houses wirll usually be of wood except in the larger trawlers, Figure 7 may be used to estimate the net weight of steel in any normal tyne of fishing vessel with wood deckhouse. When the deckhouse is of steel., Its weight in tons can be estimated (Refefrence 6) as COO8+ times.the product of the structure's length, width and height, In metric units, the constant would- become oo144Z These figures appear to be on the safe side. The same reference states that wood deckhouses will weigh the same as steelo

.38.34 IO Y_ I ET STEEL WEIGHT T X.32 L= L. B. IN FT..530 Br.SEAM IN-FT. D DEPTH AMIDSH PS IN FT..21a.26 1 _.....2 22.22....II.20:.:o. LBD 0 -:100 200 300 400 500 600 700 00 00 900 OO et N ET STEEL. vIEC w. COtEFICF V YTe f Ss 5 I C.L\ -T* U' C.\'L"E C t9e'hi FeoM c0v E)

7 ir Mne dimensions of -the deckhouse are unknown, the following approximations may be used for either wood or steel: 1 Seiners: deckhouse weight LO- x 0 o025 Tuna Clippers: deckhouse weight LR x 0,01O1 100 Figure 7 shows the influence of size (as measured by the cubic number: LBD in cubic feet) on the weight characteristics. This parameter -is commonly used in big ship analysis and seems quite in order for srmall craift as well, Above a cubic number of 300, the unit weights decrease as size increases, This is quite in keeping with similar plots on large ships and agrees with common sense, In the smaller sizes, hriever, the trend is reversed, This can be explained by the fact that the raised superstructures which are standard on the larger craft usually disappear as size lessens and finally, in the smallest craft. the deck will be partially.or completely eliminated. Considerable deviation from normal weights can be expected.. xtent of superstructure, block coefficient and arbitrary. choice of plating thickness will all influence the final figure. It is surprising, then., to find that Figure 7.seems to be generally correct

within 10 percent in the range of sizes above a cubic number of 100* Fixed tBalla t There is considerable variation in the amount of fixed ballast carried in different craft and in many instances it is omitted altogether,?No correlation seems to exist between ballast weight and vessel size. Its weight cannot be fixed in the preliminary design stage but is generally introduced only as found necessary for stability after the design is fairly well advancedo While ballast must not be overlooked in the weight analysis, it is of only minor importance in figuring costs, Outfitt and Hull E Snee... Wieieh This category includes such items as the rudder, propeller and shafting, bait boxes, hull Diping, joiner work, wiring, refrigeration equipment, ventilation, heating, hatches and rigging. Figure 8 can be used to estimate the weight of outfitting and hull engineering, The figure shoaws the influence of size on this weight category and it is found that the unit weight definitely increases with vessel size. While this is quite the opposite of the ease in

.30.25 Co.15 -__l -_ i -.10 LBD OUTFIT+HULL ENG. WT. Cx;100.05 LBD. 0 100 400 400 600 00. I000 Fo;.e: ouTrT- NS \AJEkAti4T COE rSFF vs c u5C NuE 1ERb

9 larger ships, it can be explained by the fact that larger fishing craft tend strongly towards a greater use of electronic gear, deck machinery, steering gear and "Ihotel service", systemso In the extremely smsa1ll sizes, weights within this category are almost nonexistent. Actual data points from existing shipns show considerable variation and in some cases depart from the mean line by as much as 30 to 35 percent. While Figure 8 is believed to indicate the general trend, it s.hould. be used with a great deal of caution. Fishin Gear ei This category consists essentially of that portion of the vessel's fishing equipment; such as trawl winche~s gurdies, and seine reels, which are more or less secured in place. It specifically exempts fish nets, fish lines, poles and other loose gear which the fisherman can change at will. Work boats used primarily for fishing are included here whereas life boats Trould be grouped with outfitting. Bait tanks are grouped with hull engineering because of their elaborate piping. It is difficult to generalize about this category. Its weight will depend on the fishing method to be used and normally the owner will dictate the equipment to the navral architect,

10 In seiners, this weight will vary from about 10 percent of the light ship weight in 30 ft. (10 m) boats to about 2 percent in 85 ft, (26 m) boats. For small trawlers, this ratio should be about 5 percent in the smaller sizes and somewthat less in the larger sizes, Perhaps this category should bave been at the top of the list because the fishing method dictates the gear which in turn is the crux of the vessel design, Main EProulsion Machin Weeir This category includes the main propulsion engine together with its lubricating oil, fuel oil and cooling systems, Also included are the gears, starting air system and controlso U, So fishing vessels today are almost 100 percent diesel. powered with single screw pronulsiono As, a general rule, the engines are installed as single rather than multiple units. Direct connected engines are frequently found on the bigger vessels while geared engines are more commonly found in the smaller crsft where weight and speed restrictions are acute, Figure 9 has been prepared as an aid in figuring the weight of the main propulsion machinery. It should be noted that the weights are plotted on a basis of brake horsepower. This is not to be confused with shaft

60 NOTEStI I i RAN E INGLUDES 80% OF I. HEAVY {UTY EN INES A E DIRE T i KNO N WEIGHTS OF HEAVY DUTY CONNE TED, A L OTHRS ARE GEARED DII orT CONNtECGED DIESELS 250-6 0 R.P.M..50.. 2. GE AR WEIGHT INC ILU ED 3. SUPER HARGED ENGINE WOUL BE 30-0 % LI GTER AT / cn I SAME BH.P. 0/ 4 0 -. 0.4. 0. P OPPOSED P STON * z~o 30 7F so 0 L ) | 20 _____I_/B>Y < I I T - r 1 0 I. I//' o0t II.' I ~ 10............... I -UL~PL" I... u ______ ____._ _ _ RATE CGONTI UOUS E.H.R P. 200 400 600 800 000 1200 1000 1200 1400 600 1800 2000 F1 5..: mS wst so 7 o u. S., e s E t -C E VV (1

ll horsepoweIr which will be somewhat smal1,ro Referenc es i and 1+ contain excellent conversion factors for various arrangement s Liquids within the machinery will add a smrall extra weight, perhaps.5o nercenlt to the dry weights shown in Figure 9. The weight of propeller, shafting and shaft bearings, really shotld be included in this cateogry, Hoiowever, the data available to the authors generally grouped these weights with hull engineering so this practice was of necessity followed here. Tihe outf'itting and hull engineering weights of Figurte 8 take tei.s into acc ount, Auxliakr Machiner iR ht This category includes all the engine room items other than those directly concerned wit;h the main engine, The weight of most of the auxiliary maehinery, such as the generators, bilge pnums and refrii.geration macb.hinery, is more a function of vessel size than of the rated horsepower of the main engine, This weig,7.t category is therefore analyzed on a basis of cubic nzmnbers, Figure 10 indicates a rough meth.od for anroximating the weight of the auxiliary machinery. The unit weicghts tend to increase with size because of the inctreasing

.10' I''' CAUX.08'.. l l.....06.04 AUX. ACH'Y. WT. (LONG T 8) * C X O.~, - 100 Z0 4 600 * SQ00O 1S00 1\.:W UXAL\A M1: C COEw%461<- -\ C.UR C T 6c

12 importance of auxiliary mechanisms in the larger craft, Individual deviations from the mean line may be as much as 80 percent so that this plot should be used with care~ Perhaps some of the dscussors can suggest a better method of approacho Ligtht The summation of all of the above weight categories (that is: structural hull, fixed ballast, outfitting and hull engineering, fishing gear, main uropulsion machinery and auxiliary machinery) equals Light Shioo For a specific design, the prudent naval architect wsill also append a designerts margin of from 5 percent to 20 percent depending on his confidence in his estimates, In the case of wood hulls, another 10 Oereent for soakage may be added., Figure 111 shaows the general trenfs of light ship weight versus cubic numntero It is obvious that many factors can throw an actual weightY figure off these mean lines. Trawlers, in particular, seem to be stoutly built and tend towards weights between 15 onercent and 25 percent above the curve values. Deadweht and Dlisplacement The difference between the design dis^olacement and the light ship weight is of course the deadweiht, This

0 0 0 0 0 0 0 0 LIG HT SHIP WEIGHT LONG TONS 0 O _ 0 0 0 0 CID jX 177'- O —'" ri~~~~~~r ~. i- 0r - O ca ~ ~ 00 O Ii m? ti 0O 000 Z~rr 0 IN 0x __ r00 -,. O.O

13 comprises the variable weig~hts which the fisherman can use in various combinations and over which the naval architect will have no control4 While it is beyond the scope of this paper to provide means of estimating these variable weights, the suggested breakdomwn of cos.t and weight at the end of the paper will serve as a remindler as to *hat should be considered. CONSTRUCTION COSTS General The very nature of boat buillding costs- is such -that it is quite impossible to write a definitive treatise on the subject. Var-iations in design, differing production methods between yards, changing hoully rates, disparity between local taxes and shifting dollar values all place any cost analysis on shatky gouundo This does not rul.e out the usefulness of such studies, however. When engineering economy is used as a tool in design9 it is generally satisfactory to have correct relative values of cost~ Therefore, while the end results of a comprehensive study may not be exact today (and will surely be wrong tomorrow)' they can still serve a very useful oursposeo The remainder of' this section outlines a method for estimating the cost of construction-of a single-contract,

Us S. built, steel fishing vessel, Dollar values are based on mid-1958 cond'itions. The term "material cost" includes not only outside purchasess but services of vendors' engineers and similar expend.itureso Structural Hull.osts These will vary with the steel weieht wshich. cane be estimated from Figure 7, Net steel weight, should be increased by about 15 pereent to arrive at the invoiced weiht. Cuxrrent delivered costs are about $.200 per lone ton from the steel mill or about 52%0 ner long ton from a warehouse. The man-hours of labor involved in the steel hull construction can be, estima'ted from Figure 1?.o These values includ.e mold loft work andA wooden formso Wood deckhouses may be estimated on a basis of tf90, per long ton of material and 100 man-hours per long ton for labor, Both figures are based on the finished weight, Outfitti__n and Hull'En ineeri Costs These will depend on the wei.ht of material involvesrd and. this can be estimated from'Figure 8. The material costs will average about,265 per long ton, based on the net weight, The figure may be considerably higher, hoaerver, if a greater-than-average amount of electronic gear is installed,

220 e sib 200 0 TRA ERSTUNA CLIPPERS BOTHERD CKEDCR FT UINDECK D CRAF 160 z hi I 140 0'120 NET STEEL WT. LONG TONS 100 200500100 1 2 ~~~~~~~10 20 5 0 10020 Q: ~ ~ ~ -E ~kL

The man-hours requirerd to fabricate and install the outfitting and hull engineering items can be approximated by the use of Figure 13. Fishin Gear Costs This particular category is one in twhich the authors could find no exact information, It seems reasonable,to believe, howeverS that. the unit costs for both material and labor should be very nearly the same as for ofltfitting and hull engineering, RecentJ trencds taofards power reels and other labor-saving devices will, of course, tend to increase costs lifthin this category. Main Pro ulsion Ma hiner Costs The material costs for the main engine may be obtained from the various diesel engine manufacturers or, lacking that'source, by reference to FVigure 141 The labor of, installin.g the main engine should vary with the weight of the unitn This may run aroumd 50 man-hours per 1ong ton~ See Figure 9. ~Auxilia.r Machinery Costs These figures may be estimated on a weight basis, Figure 10. Material costs should average about $1200 per long ton. The labor involved in handling and. in. stalling the auxiliary machinery generally retqures about 180) man.4iowrs per long ton.

260 240 120... - _ _.... -......-..... P2 0 Fc, z 200. 0..0 8 0 _ _ 160 OUrFIT WT. LO~G TCNS 90 20 30 o 60801 00 oo 200 oo 500400 o o

9 0 I _ _ _ _ O. rP. OPPOSE Pi STO —' " r'l | z l r I - -,4Vh I I.'' - - 650. 0. c40 -o- ___ _____ t':"'_ LU 20. -. 0 200 400. lo i0O #00' 100920 1200 1400; l 10 0"

HoulThe atv er of bonus and overtime pay comes to about %$2o65 on the East Coast and 2,.75 on the West Coasto Overhead This cost division includes most of the operating expenses which cannot be charged to any particular contract. Executives' salaries, watchmen's wages, property taxes and fuel costs represent a few -typical exampl.es The total cost chargeable to any given bont wi-ll depend on the number of contracts handled during the year and lnumerous other factors. Overhead is generally estimated as a percentage of the direct labor costs and various yards report th.is running from as low as 30 percent to as high as 125' percent. For general purooses, a figtire of 80 percent is appropriate0 Miscellaneous Costs Profit and Insurance_ The sub-total of all material costs listed above, should be increased- by about 5 percent and- labor costs (not overhead) by some 10 percent to cover engineering, launching, material handling, cleaning., trials^ and other neeessary miscellaneous costs.

17 For estimating purposes, a profit of 10 nercent of all of the above costs is frequently assigned. Insurance on the;vessel may add another 1/2 to 1-1/2 nercento Du licat on Building several consecutive boats from the same set of drawings, templates and. forms will, of co1urse effect considerable'savings' in cotS,t In addition to the non-recurring expenses just mentionead, there are reductions due to increased labor efficiency and vendors' savingso The cost of each of two identical vessels may be' only 90 percent of the -cost of a single boat. If the number of repetitions reaches eight or ten-, the unit cost should. level out at about 80 percent of the singlecontract cost, Samlem Estimate The Appendix contains a sample estimate which illustrates the use of the foregoing cost and weilht estimates, The examnple -is based on an actual bid -job and shows satisfactory agreement with the average of the bids submitted.

Cost Sununr The preced.ing parts of this section su:gest methods for estimating costs of the major comnonents of fishing boatso The method of present:ftion allows the reader to modify those particular items for wh.ich he has more authentic estimating datao.lere facility is more im-nortant tVhan accracy, howtever, the follotwinc material should prove convenient, The detailed firures of the previous paragraphs have been assi.milated in order to orovide curvw:s of total cost, for fishing craft of various sizes and p.ters, Figure 15 shot-s the general trends in material costs and labor requirements for vessels of difftsrent sizeso The costs associated with buin and installtnp_ the main entne and fishin ea.r are sDeCificall exeluded. The u-:".res are high enoug h> to inelude miscellaneous material and labor costs (engineering, launching, etc ) but no overhead, profit or insurance. Figure 16 shows the general trenrs in thVe cost of furnishing and installing the mnain engineo These curves are quite rough and are inteneled only for quic.. estimateso The values are high enough to include miscellaneous material and labor costs, The total cost curve also includes overhead at 80 percerot of labor, nrofi.t at 10 percent and insurance at I percent, H[ ourly rates are asswtmed to be $2,~.

/ 4 0 ~~~~~~~~0 & 0 0 0 0 0 0 p aD NO @ O o o o o o o \I t l LABOR REQUIREMENTS MAN"HOURS/I -n 0: TOTAL IoSTALLED ICOS /oo1000 -1l - \ \ E"' 4b..... _ WL..................'7'9 iC 1) 1 \1 \ ~'o 0 z o o 1 l 0 l> ^ l j'~ h,~~~~~, l o.......

120,00~ ~ 0 N COOO/ i'OO ~~~~~~~~~~~~~100 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 200~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.01 so 00 I 4 80 r 0 00 oe~~~~~~~~~~~~ zl 0 =E 0 101 J. T-13~~~~~~~~~~ ~ I. 60 040 ~ 4 Nw L3 O~~~~~~~~~~B I I I co. a~~~~~~~~~~~~ ~~~~~~~~~~~J 0 400 6 F 5 N T~ ~ ~ CU'~T~ ~ ~~w /~/\~ 20 1~~~~~~~~~~~~~~~~~~~~~.B I00 o 900~2o 400 6oo 80o tooo r':'-t(, i 5' t~~-ir;~~LA i L.-~.c~: CLc~,Tf~ I'~ciU'~v6 ~~.~,~:-i ~r~6.,~,. f, FS r r:'L.~ (" -,Ta..

19 Figure 17 shows'the' trends in total cost for fishing vessels of various sizes and pDowers. The curve of zero power represents a hull without main enzg-ine and is based on the material and. labor cur'ves of Figure l1! with an hourly rate of $2,75, overrhead at P0 nerc.1rt 10 percent profit and 1 percent Ifnsvraan. ce T, he other contours are taken by combining Figures 15 and 16. It is probable thaet trawlers would tend to cost from 5 to 10 percent more than indicated by the curveso Figure 18 shows the approximate relationship between vessel length and cubic numb er. This allows quick conversion to the size parameter used in the curves when thinking in terms of vessel l'en-th. Obviously, such an approximation causes a further lessening in the accuracy of the estimate, For rule-of-thtumb estimates, the following approximations have been derived from Ficures 16 and 17: a) Total cost, exclusive of main engine and fishingg gear, in thousands of dollars: 0o70 x~ s B when Q is less than 950 l- I09 x 1000 when D is greater than -5~0 100 100 b) Cost of furnishing and installing main engine9 in thousands of dollars:

1200 0 0 0) 20 1000 _ _ _ __ _ _ __ _ 00 6' 00-100~~~~~~~ I...o0; 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~00 I-.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~2 Ar~~~~~~~~~~~~~~~~~~\ 60 0 lb_ _ _ _ _ _ _ _ _ 200 ____0___0__ __ I I~ _ _ _ _ _ _ _ _ I t o 800~~~~~~~~~~~~~~~~0 0 200 400 600 800o00 I -T'sC: rz(u? E cVr$Yis

1200 1000 100 800 r 1 l | - tv/ X,' 800 400 200 ~~ oo. F,,E _____ -'' _ I I | _ L.B.P. FEET.0~ 40 80 120 160 200 FIG6 18: APP9oXIMATE A-ELATIOS.H, P BETW.EEN LEN4TH 4 Cu\,C NUs, _Ee

20 07 xt when BlIP is less than 600 13 x BP - 38, when BHP IS greater than 600 100 PROPOSE.D COQST A". WEIGHT SYSTEM General By way of definition, we are speaking here of the categories into w1hich one myy divide both the eosts and weights involved in building a boat. Each category is given a codified number for ease of identification and the same code numnbers' are used on every bo.att building contract,.After a few boats rhave been built and recorded tunder such a system,.; the yar.d.~ll no.ssess a goidmine. of economic and technical data of great usefulness in subsequent contracts, The following. departnmnnts wtill be particularly benefitted:f 1) Accountants, who must keep a record of how the money is received and disbursed. 2) Cost estimators, who must be able to predict quickly and accurately htow much any proposed vessel should cost even wihen the new design is different than any other nreviously built.

21 3) Naval architects, who must be able to assure the owner of adequate capacity, and proper stability and trim. 1) Production planners, who must have some basis for predicting labor requirements and for gauging progress during construction. The ideal system should be identical for both weight and cost records, When this is so, the estimator can readily establish a large number of exceedingly useful coefficients, such as man-hovrs per ton for steel shell construction~ Thus, as each contract is completed, weights and costs are analyzed and the resulting coefficients plotted or otherwise recorded. Then, when a competitive bid is requested, the estimator can use these tools for predicting the cost of each element of the proposed craft. The new design may at first seem radical, but when broken downf into each of its components, it can be analyzed. writh confidence. This is not to say that any estimating system 1will eliminate the need for judgment and common sense. It is simply that a bid prepared by these means is bound to be better than one arrived at by gazing at the ceiling or by going to the other extreme and estimat;ing the cost of installing each individual plate and angle,

22 The system should be detailed enough to yield reasonably meaningful coefficients and one should not try to lump ill-assorted items into one category. On the other hand, a certain amount of compromise is necessary here or things will become altogether too -complicated. The yard supervisors, who are responsible for keeping track of t;he man-hours devoted to each type of worT are generally. not too well qualified to memorize a long and;elaborate list of charge numbers and their meanings, Overly~ coemplicated systems defeat their own purpose ~since t.hey. ilead to sloppy reporting, It is stgested. that tAhe best? place~ t'o effects these compromises is in the s;naller less expensive, categories where rather crude aestimates can do little- harm. When installlng a system such as proposed here, it is important to remember that it cannot possibly work rithout the active cooperation of the yard- supervisors. These individuals must be properly indoctrinated and convinced of the importance of reporting time accurately and they must, of course, be furnished copies of the numbering system. The cost numbers should be made an integral part of each drawing number and. all material should be plainly marked with its appropriate number,

23 In studying and comparing various existing systems, four different philosophies seem to have been appliedo Some yards divide the work according to what the object is: bulkheads, foundations, rudders, etc. Others may divide it up according to who does it: sheet iron, plumbing, painting, etc. A variation on this is a division according to what sort of tools are used on the object. Most systems now in use shoiw the combined influence of all these philosophies and most contain rather peculiar oddities having their roots in the history of the yard~ Several years ago the UTSo.N'Tvy considered adopting a system based entirely on function. Thus the charge number for f ropulsion machinerv, as an examnle, would embrace not only the engine and gears but associated foundations, wiring and piping. The proposed system had considerable merit but was too alien to established systems in yards throughout the country. First Prot sa The first proposed method. for breaking down cost and weight has been prepared by the authors and can be recommended for all kinds of small craft construction, It is generally similar to those used in large shipyards. It differs principally in that special categories are established for deckhouses as well1 as for speciTal

equipment —in our case, fishing gear. Deckhouses are set out because of wide differences in configuration between various types of boats. Another point of difference is that hull engineering is lumped witth outfitting because of the difficulty of drawing a line between them in small craft work. Finally, engine room auxiliaries are independent of the main engine since their functions are more akin to the hull than to the hull than to the rime mover. The breakdown is made according to what the object is, rather than who builds it, wzhat tools are used, or what function it fulfills, An outline of the first proposal followas. The list is by no means complete but enough details are given to express the authors' id-eas, Each yard will have its,own special requirements and these may vary somewhat depending on the type of vessel, In any event, every conceivable item of work should be set downn in one category or another. This will prevent vacillation in the case of ill-defined items and insure that nothing is forgotten in a cost estimate. Zero Division (cost items involving no material going into the ship) 01 Engineering and design 02 Specifications and con1tract plans 03 Insurance and miscellaneous fees

25 04 Staging, launching, Cleaning, temnorary lights, inspection and other miscellaneous labor and material 05 Mold loft Uwnork 06 Tests and trials 99 Handling materials involved in the above 100 Division (Hull structure) 100 Shell plating and bulwarks 101 Double bottom framing 102 Other framing 103 Tanktop 104 Decks, hatch coamings and pillars 105 Bulkheads 106 Foundations 107 Castings and forgings 108 Fastenings 199 Structural material handling (no weight) Note: The cost of fitting and welding two items in different categories should be charged to the smaller of the two items. For example, the work of fastening a frame to the shell wTZould be charged to the frame.

26 200 Division (Deckhouse) 200 Deckhouse, wheelhouse, etco 201 Open bridge, wind screens, etco 202 Wood or metal awnings 299 Deckhouse material handling (no weight) =1~0 Divi.ion (Outfitting and Tlull Engineering) 300 Joiner and carpentry work 301 Hatch covers and other closwres 302 Boatswain's and other stores 303 Canvas awnings, hatch covers, etC. 30% Furniture 305 Navigating equipment 306 Masts and rigging (except sailing craft) 307 Electrical wiring, fixtures and appliances 308 Heating, ventilating and air conditioning 309 Refrigeration equipment (outside engine room) 310 Hull insulation 311 Lifeboats and davits 312 Other lifesaving gear, firefiighting equipment 313 Bedding, mattresses, linen 3314 Galley and messroom equipment 315 Sanitary fixtures

27 316 Piping oc1 siae engine room 317 Steering gear and ruddfer 318 Deck machbinery and mooriE equipnment 319 Indepenpendent tanks 399 Outfitting material handling (no rfeigE.t).00 Division (Propulsion Machinery) 4100 Main engine 4101 Reversing ana6 reduction gears 1+02 Propeller, s.hafting and bearings * 03 Cooling, fuel, lubricating and ehiaust systems for main engine 401 Attached auxiliaries 105 Starting eq uitment 406 Governing and control systems +07 Liqu'ids in Drop7ulsion maehinery 1+99 Propulsion machinery material handling (no weight) ~ Q1Division (Engine Room Atxiliarie s) 500 Generators 501 Pumps and omrpressors

28 502 Heat exchangers 503 Refrigeration machinery 504 Auxiliary boilers 505 Swi.tchboard and wiring in engine room 506 Service systems for auxiliary machinery 507 Liquids in auxiliary. machinery 599 Engine room auxiliary material handling (no weight) 00 FDivision (Fixed Ballast) 60o.Fixed ballast 7?OO Division (Vessel Function) This category is reserved. for equipment neculiar to thfe needs of various types of craft, 701 Fishing gear arnd bait tanks on fish boats 702 Towing gear on tugs 703 Cargo gear on coasters 704 Masts, sails and rigging on sailboats 705 Firefighting gear on fireboats 706 Scientific gear on survey vessels _-U

2 ):_.:.>..of all t of the0 a'ot:t.d,t,,ril.l:.riX. ct~-:?{he i. ~,,.b2t ship i.~tih% anrd cos t a c la/fo:a':, an;i ma::.t';,'~'fl tuo3 th.te shlpys..r6t 7t Xt;Plox 9. il7rS i";:'"t i}):8 a........' i r ts den s,..'L tJ::r;b et. s -Te s' ~': " - s s'.'.: 1s,;, a -tnsions; or t} f.., o! (smo t o'i: * O: r, o c c os'i t o the year~) {:iJ/~[D. sJ. c.:i a raf o e a:::.:i; 900 Ft V q3Oi Fp-?s@ h water (coolin6g boil.sr feled i S.ni ta~ Y )O3 Luai.,.cat:n g cl lJ 90~ PasengersI crw., eff c ts t(5* Stores and proviici, OhS (306 Ba.t vId watar in bait tanks 9(07 NeUts and. other o:.me'is i fuen-ished o.t'f'it,.Secom.nd P'o:oosai Alr ix, hePr o, nPe es.rstematic a$'roacB to iS nb of ia:.i:ir;, %'e viafe.x os teathegorte.. aTofrat i r,.~~ eosirde: ab c.Z f.'.rste iv.i1.'sionc o t he ve sseel's comnonentts. ~ Tt. s m t1.a;

3o involves th!e use of Drimary, secondary and tertiary breakdownms. W,hile boatbuilders may feel that such elaboration is undesirable, there are several advantages to the system. It is so logically arranged that it may be no more difl"ficult to grasp than the simpler appearing first proposal. Further, it would be ideallv suited to Ielectronic data processing., "The authors are indebted to Mr. Geza Magyari'Kossa, former cost estimator of the Danube Shipyard in Vac, Hungary forx permission to publish this system which he developed several years ago. Space limitations preclude the presentation of the system in all its details. The rudiments shown below will illustrate the point and readers wishing the full details may obtain copies from the authors. This is a decimal system. There are ten primary divisions, each of which is divided into ten secondary divisions (or sometimes les ). Each secondary d ivision is in turn divided into ten or less tertiary divisions. Thus, a logical arrangement of up to 1000 categories is generated~ Prmary Divisions 0 Design and engineering 2 Propelling machinery

31 3 Auxiliary machinery 1 Piping systems 5 Steering gear and deck machinery 6 Joiner and carpentry work 7 Electrical 8 Ow~mer's out fit and spares 9 Trials and deli very Tl Seondar 12_vision (Of Primary Division #4+: Piping Systems) 40 Bilge and ballast piping 41- Engine room piping L+2 Fire system piping 43 Sanitary and p-otable.14 Special piping 45 Stacks and uptakes 146 Pumps 47 Compressors 4+8 Tanks.+9 tJnassigned) Typical Tertiary Division (Of Secondary Pivision #11: Engine Room Piping) 410 Steam Piping 411 Boiler Feed Piping 412 Fuel oil piping 413 Cooling wtater piping

32 414 Lubricating oil piping 415 Diesel fuel piping 1+17 Compressed air piping 417 Exhaust piping 418 (TJnassigned.) +19 (Unassigned)

33 CONCLUDING REMARKS It is the' authors~ hope that this, naoer will stimulate fishermen and naval architects to devote more attention to the cost factors in fish boat design, It is their further wish that boatyard managers will install weight and cost accounting systems where they have not already done so, Once this is done it will be up to the naval architects to compile such information in complete, yet concise, form and -to hub'lish it for the benefit of all. Perhaps the Food and Agriculture'Organization of the'United: Nations could provide a standard form for- the recording and dissemination of such data~ As explained in the Introduction, the authors had to develop the suggested weight and cost figures on totally insufficient data,' It will be disappointing indeed if "the paper does not invoke a storm of eriticism in which the various disus di se s Drove their contentions with generous sunplies of factual information, Finally, -the Job is at best only half done, Fishermen and naval architects need a complete kit of economic tools in order to make rational.design decisions. This study has attempted to show what sort of investment will be required in a fishing boat, WThat

is needed next is. a study which will furnish methods for estimating annual profits for craft of various types sizes and speeds. Then design decisions can be based on the attainment of the maximum possible rate of return on investment, rather than on the crystal ballo References 2 and 3 show what can be done along these lines for larger ships, ACKNOWLEDGEME.NTS The authors wish to gratefully acknoaledge the help of the following individuals and their organizations: Robert F. Allen, Ao W. Arderson, R, 0 Anderson, Francis G. Bartlett, Robert Bennett, George Fo Cary TI, Wilton Colberg, Ernest Collins, Stephen P, Dowell, Lauritz Erling, Andreas Paste, Milton Fillius, James Fo Goodrich', 1. C. Hanson, William Hickman, U. Wo fird, Robert Eo Hunter, Wayne A, Johnson, S. WO. ewell, George Wickum, James F. Petrich, Myles Rados, Donald V. Reardon, Peter Go Schmidt, Charles So Sinclair, Gordon Snyder, Leslie Southgate, Philip F, Spaulding, HA~ward Springer, Yoshitane Tanala, Wesley Do Wheeler and Bruce Whittemore

35 1. Argyriadis'Doros A.,"Modern Tug Design 4with Particular Ermphasis on Propeller Design, Maneuverability land Endurance*" Transactions SNAME Vol. 65, 19570. 2. Benford, Harry "Enginmering Economy in Tanker Desigh,/;, Transactions SNAME Vol. 65, l7, 3. Benford, Harry "Ocean Ore-Carrier Economics and Preliminary Design", Transactions SNAME Vol. 66, 1958. 4b; Dervin.. H. "Estimate of Power for Medium an(d Small Vessels", Bulletin Technique 5u Bureau Veritas, 163-170, July, 1950.." 5, Schokker, 5 C. Arkenbout; Neuerbure, E. M. and Vossnack, Eo J. "The Design, of'Merchant Ships", N. V.'de Technische:Uitgeverij H. Stam, Haarlem, Holland. 6; Simpson, Dwight S, "Small Craft Construction and Design", Transactions SI.AME, Vol. 59, 1951,

36 APPENDIX A Spl stie iateMO To clarify the suggested methods of estimating weights and costs, the following typical problem has been worked out: Problem:. Estimate the deadweight and cost of a singlecontract steel tuna clivper of 1200 long tons displacement, porered by a 1600 BHP, 1720 rpm onoosed-riston diesel engine. Assume vessel built on the West Coast during 1958, Calculations are done'on a slide rule with weights fi'ured no closer than the nearest ton and- costs to the nearest $100. Each step is numbered for clarity:!) From Figure 5, LBP = 138 fto 2) From Figure 2, Beam a 3306 fto Depth = 16 8 ft. 3) Cubic number, T 1 3 780 10-P0- 100 4) Steel weight coefficient~ (Figure 7) = 0~337 5) Steel weight' 0.337 x 7980 263 L.T. 6) Wood deckhouse weight w 0,015 x 780 = 12 LoT 7) Outfitting weight coefficient (Figure 8) 3 0.267 8) Outfitting weight o,.267 x 780 - 208 LT, 9) Fishing gear weight = nil lO) Main engine weight, wet (Figure 9) 35 LT,

37 11) Alxiliary machinery weight coefficient (Figure 10) = 0.079 12) Auxiliary machinery weight = 0.079 x 780 a 62 L.To 13) Weight summaryt Steel hull 263 L.To Wood deckhouse 12 L.T, Outfitting 208 LT. o Fishing Gear 0 LoTo Main engine (wet) 35 L T. Auxiliary machinery 62 L4T Sub-Total 580 Lo T. Designer's margin and leeway for ballast (7%) 43 LoT. Light ship 623 L,To Displacement 1200 L.To Deadweight 577 L.To 14) Structural hull invoiced weight - 1.15 x 263 = 302 L.T. 15) Structural hull material cost = $200 x 302 = 6o,0oo 16) Structural hull man-ehours per ton of steel (Figure 12) 153 17) Structural hull man-hours = 153 x 263 4 ~0,200 18) Wood deckhouse material cost = $2!50 x 12 - $ 3,2000

38 19) Wood deckhouse man-hours = 100 x 12 - 1200 20) Outfitting material cost = $26.5 x 208 = $ 5,?200 21) Outfitting man-hours per ton'of outfit (Figure 13) = 167 22) Outfitting man-hours = 167 x 208 = 3-,700 23) Fishing gear material costs nil 21+) Fishing gear man-hours = nil 25) Main engine material cost (Figure 14) $1?.I,000 26) Main engine installation man-hours r 50 x 35 - 1,750 27) Auxiliary machinery material costs - $1200 x 62 3 $ 74,4.+00 28) Auxiliary machinery installation man-hours 180 x 62 11,200 29) Total man-hours (sum- of lines 17, 19, 22, 24, 26 and 28) x 1.10 98,000 30) Total labor. cost = $2.75 x 98,000 $269,600 31) Total material cost (sum of lines 15, 18, 20, 23, 25 and 27) x 1.05 ~ $333,000

Soo LABOR,BE AKDOW. S EEL WO K %5.6 % HLL WOR I 1I.4 % Too M kCHINERY 2r 8 o TFITTIN.2% 0 0~~~~~~~~~, 0 0 500.0 0 0.'~'7'~' oo ~~~~~~~~~~~~~-7 Z 0) I~~ 50 foo U) I ~ 400 4o 0 1 i) o — C ~ 0 4j 00 O ~ so.C3..."/,o ~~ O 4 2.00O 40 o / 1~~~ ~~~~. I:g:: 100' ~'_/ 20'~~N~~'v>i> ~ 4 6''< Z - "xE'NT IEIf ~ - 0 0O'2 Ze..j. -- ~ A.O//r~~;~ iii v~~.' ~~~~~~~~"5E ti\/tCi c' i'~rrrC "'o~'"/ 60-2~I~~I b;'`'jl

i 2a a* 3:39a0l Lis:abyor- 2,69,600 Owerhe ad (K 80 ) 21 t 9, 700 ~,,~-~.~a! 8 0t, 300 Profi (It %) 81,80e rnsxarance (1%) 89200 BID PRICB$ (0 300 Th.s conmpares w ith an average bIdA ot about b W2e t::. 2sreent~ly nropose vessel of eomparabl.e size aX. ~;:e?, The T ct al prorosal involve d th s e s of a suPr;js'. zaun. eng!i-.e which -,robably aceeomts for thre ii.s..4..tenee It Is also possi! tht rs t mta atg n'r'*-'e 5s4, 5at;:t 4t'-i ~eAd o, zng, to the rent val ent s. 1p iA sh.boat cons'true-Mon0 The esti.mateid Ceo.!tt base5 on 2F1i,Ut. 17 i's A20C)o9O0 -d'lte tp leb o f thmlb formula haroens to give exactly:..l samne fitgre ($75g,000 for hull Yu.s 4170 000 ror1 ZI g %@) H. Hanson Cuves P'KYf?'qte! 9 s'hsows the r t estlults.ts a at ft~.:y2' i.1 u,J: ie.....t byr V, 2.. son of Seattle, %shi.ni. o9

.~-a.:sl.J~iL as generously permitted these curves to be Cncl rIecd in th:is papero While the quantitative values shoi-n in Wigure 19 are not in agreement with those deveosed by the authors, they nevertheless represent -t.e considered opinion of a fish boat cesi.gner of;r<y yvears experience. and as such warrant serious cons c.d ear at;ion.

UNIVERSITY OF MICHIGAN 3 9015 02229 3149