Académique Documents
Professionnel Documents
Culture Documents
Cl
or
ACHIEVEHi;liTS Al'Il
DgVELOF~Et-rrS
CCTOBSR - 1970
by
Edwin H. Fletcher
ARTIJOt-1-(
F" A R
P. 0. Ou>: 1 201l
EAST
Co., L TO.
J.Otli ~ I.\ N A
. VERMONT
'.
Ed\.r.l..n li. fl etcher & Assoc., 218 H. Church Street 1 Jacksonville , Flo..
-2
!t
C ncl 8 C all
v~rsions
."3_..?_?-6-2 C, 3....Q.s,
Hell,
t~=:cJ:'::!d re~!'.~l~r-..bJ.v
ckt.rj.~-':'.5.oJJ S
,.:cr.:! ch3qke:d.
~asilv , 11
S!Ui'nY:
One of the
in secor..Qs
have to '00
do.ngercus,
tension on
C'
v8SSlOn:
Paper No. 2
/ =-/<:;. J'
l l ldfO!..LJ.L
fllllttl
- -- --- -
Sill!
c uo rs
t I I I u
-.. _
llltf
IIIII
IISIIJIJII
11 l
fA'\
J:t!s:j.-:.i?I<J/t;?_C.pN~/...~7.: ~
TU tj - - - 1 Jo'
BR.fc.=;E- 32o'
...
. t I I Cl
N ! lr I
C Ml I S I I 1 I NII
-- ---------- - - -t II
Cf
-.
UllfSI II IH II
--
-N~!--'l'-'1_,_1___;1~1 ! II I I r II
_jJ
-----------
r========[::::;;;~~.. - _ - - _ - : - - - - -- -.-___
__.,_
---G-_--~--
J . ~~~-~~~~~~~~~--~
UJ.\....
-J-
1. Construction cost
2.
4. Shorter
~~Tml~ as a tug ~_rge combination has not only the above advantages
1..
J. Discormect
4. Connect up with
5.
6.
ARTUB.~..R
~ a~d
MC
C
C
C
4C
1968
E.H.P.
2MB Skeg
2 B Skeg
3 B Skeg
4 Skcg
Speed Knots
2 MC
2C
3C
646
721
605
571
766
1300
866
888
954
1135
939
887
1217
2004
1334
1367
1386
1644
1383
1328
1801
2885
1965
1992
1954
2326
1942
1908
2531
3977
2809
2821
10
2683
3217
2668
2661
3446
5448
3864
3859
10
11
3636
4359
3625
3635
4584
7248
5160
5154
11
12
4945
5863
4832
4938
5951
9409
6652
6761
12
13
6626
7711
6353
6600
7739
11852
8384
8670
13
14
8658
10164
8309
8750
10212
14831
10488
10952
14
Speed Knots
2
2
3
4
Std. barge bow and modified stern with Fletcher's wing-wall skegs
modified barge bow and original stern with Fletcher's wmg-wall skegs
modified spoon bow and modified stern with Fletcher's wing-wall skegs-raised forecastle
Fletcher's lull ship's bow and mod1fied stern with Fletcher's wing-wall skegs-This bow form was designed for 12 knots-(Heav~
seas-entrance very fuii)-Heavy bow flare 10cluded to keep water off container deck.
2MB Skcg}
Same bows as above but with modified stern and conventional skegs set to minimum resistance for towing and proper tracking
2 B Skeg
3 B Skeg
Displacement 3 C - 35.800 tons
NOTE: Just barge resistance in above tabulated results.
F.d\rin H. Flc tchcr & Asooc., 218 H. Church St., Jacksonville, Fla.
TEST I
COURSE
DRAFT
TESTS
S Tt,BILI TY
31 1 -0 ''
TRIMMABIE SECTIONS OF SKEGS SET J,T 27 OUTWARD AFT
MAX + :: )2 M
MA.X - :: )6 M
SPEED
0
.500 M
= 8 o .5 KNCY.rs
1000 M
1.500
lt\
'
2000 M
2.50
TEST IT
!RAFT JlY-011
}!AJ.
-----------c::
SPEED
,500 M
... .
=8 . 0
1000
+ :: .5
~ ... ::r
-=
*==-
M
10 M
- - - - - - - -3- - -=r
Kriots
M.
. 1.500 M.
...
2000 M
25(
-6-
Ph-3.se II Tests
Ths Dreyfus tests vrere conducted from the Phase I lines usine a
tug and barge to deter~e both forces in reavy sea states and
operational characteristics iJ:l extremely heavy seas.
.0 .A .
lU.d Beam
Hld. Depth
Draft
Displace~nt
Propellers to be:
= 126 -1
= 31'-10"
20 -5n (Sta..
=
16
-6
=
1
11
Uo. 5)
11
= SlQ ST
-7- .
12 .ooo nmll'.
B,;trr.re
L.O.A.
1-fi.d. Bee.t1
la.C. Depth
Drnft
Displacetr.ent
16,000 DDH'l'.
.J95'-0"
70'-011
35 '-O"
= 25
= 1!; .610 ST
1
B~rge
L.O.A.
l~d.
Beam
Hl.d. Depth
Draf't
Displacement
68'-9"
= .470
-0
= 35 -0
=
= 25 '
11
11
l9~200ST
Ed.Yin ~lo Fletcher & Assoc., 218 H. Church St., Jucksonvill3, Fla.
-8-
A.
B.
C.
D.
E.
Have forces
Pitch and Roll forces
Baree & Tug Resis~~nce forces
Rudder forces
P:-opeller thrust forces
--
Ed"rin 1I. Fletcher & Assoc., 218 H. Church street, Jacksonville, Flo..
..1)-
FORCE*
DIHECTION
.390 Kips
Verticl
Transverse
Longitudinal
650 Rips
780 Kips
HULL STRESS
FR.
128
FR.
112
226
1390
PSI
PSI
PSI
1100
1100
PSI
PSI
PSI
765
765
2H~
a standard
the si:'.all
\!hc.t \ie
of the tvro
-10-
,.
pins '\orhich are each 5 ft. 1-onl7 in a bearing uith projected bearing
of four by five feet, for n t~t~l contact st~face of (40) sq. ft~,
all mou."ltcd in rubber, totally flexible and self-centering. '!hen
we consider a tug pushing in the notch, and putting tho rudder
ha.rdovor, the structurd of the tug, norlil!llly, comes up against
the structure of the barge. These for9es, l.fhich 1Jould be encountered,
would be several tilr.es that which lle mve proven here by calcula-tions.
The structural analysis of the pin '\.Te have indica ted belm-r. This is
a simple single shear calculated evaluation, as the pin itself is
so rigid, it will not be put in a. bending posture. You can see the
strength of one pin in itself is 5420 tons '\.ti th a. factor of safety
of 28 times the total peak force ever recorded on this unit under
analysis.
t\n Data
49 in.
2 Stiffereners . - 1~' X 1011
ID
45.75 inc.
Sa - 40,000 PSI .
Force - 390 Ydps - From ~bdel Test Data
J.~tal Area - 274 sq. in.
S : ~90,000 = 1440 PSI
274
Factor of Safety ~ AO,OOO ~ 28
Pmax : AO.OOO x 274 : 5480 tons
2000
1440
<D
Here again,
1.... streg3 l:eccnes infinitesim.lly snnll. '~e have avoided including a:ny
repetitious analysis, as vTe have done for the other ARTUB:m
connections, but have shown the tug connection in its designed state
of compression.
You must reo.lize that -due to the limited ciearance betvTeen the tug
and the baree - we have a limited roll differential of the tug-barge
combination usually less than a i of a degree, but this differs
with each design. This produces a couple on the ~eting surfaces
of the tug and barge. These are self-aligning due to a n ex...:bearing
plate on the ba.rge. For evaluation purposes, '-re actually transmit
the forces of the couple throueh the col\.lliJl structure of the ...'>.P..TUBAR
pin structure connection in the tug. These are tabulated balm::
BARGE TUBS
CD - 57.333 in.
lD - 54.188 in.
Ed'rtin H. FletchfJr &. Ar.soc., 218 \.J. Chtuch St., Jacksonville , Flo..
-11-
.. .
. --
~----
BARGE
~ Ii~G
VIEH
,-
\.fALL
- !r----et
n
11
--- ~
PIN
, _ _ _ _ S'!'3EL PlATE
\'------RUBBEH
--
21B H Church
0
st. I
Jacksonville' Fla 0
-12-
As3uminJ b~rge tube to be a beam fixed both ends (16 ft. long)
and the pin inserted 5 ft. acting as a lever to transnut the load
(780 YJ.ps).
S - J.'~x. lnr-~nt
5. 9 x 105 1 iiL: 26. PSI
Sect 1:.00.
= 2.2 x 10'+
S (compression) - For~o - ?SO.OCO # m 2EOO PSI
2
1-et.?.l Area - .300 in
The above do not t~~e into consideration and strensth obtained
!'rom franing and plating uhich secures the AR'l'UBAR pin tube to
the tug.
The structure in the tug has been hiehlY reinforced to account
for any possible eventualities, and allows a tremendous factor
of safety. Yet the forces to be experienoed \doth the ARTUBAR
connection \d.ll be fzuo less than existing forces no\1 being
experienced uith present tug e-lld bo.rge operations.. The reason
is si.Ir.ply the tu3 is being basically held in the proper relationship to the bearing surfaces - theoretically floating in rubber coming up against a parallel contact surface, with the barge, 'Hi th
considerable energy beine absorbed in the rubber bearings and
Uexiblo be~ing plates.
All of these contact surfaces e.re lubricated \l ith Hater and/or
grease, thus providing dissip.l.i:.ion of forGes over R le..1ee designed
urea. Under present conditions of pushing in the notch, the forces
nre highly concentrated, and no provision h..as been Iil!lde on existing
tug designs for properly absor!:>ing this ene;gy, although this, no
doubt, is probably due to the fact that th3 structure of tugs in
general ia extren:ely heavy in regard to actual required norrr.al
structural strength.
The subject tug has been heavily constructed - not because it is
necessary for the AF.TUTh\R conn0ction - but so this tuf, muy operate
as an independent so.lvc.:~-e tug, or for ha'trser tm./ine of deep sea
barges, or us a eencral all-around serv:i.co tug. \-!e ho.ve, ther e fore,
incltrled additional f actors of safety far beyond anything !Eaeinable,
designe~ t o date.
One . of the points of consideration that should 1~ kept in mind to
a misconception of the mo.gnittrle of forc e is t o note the
tug has a displacor.cnt of approY~r.~t e ly l/20th of the loo.ded barse.
In past discussion!:>, I h3.va had considerable coii:lr.ent on th9 distribution of generated forces, e.nd ~ost people have considered this
'b-J comparinG it to vc.rious studies made on ships Hhich 'trere hineed
in the middle. For CX!'~le, here \re have n to'.o:bo<!.t of approxiJr..ately
allevia..t~
-13-
Here, you are hinging tocether tva areas tot.a.line 20,0CO tons, each
unit displacing 10,000 tons each. You initially started off with
a tremendous variance due to the difference in flotation, either
light or loe.ded. You then encounter t:::-emendous forces due to the
len{;th and displacement potentin.l of the ::r.nsses. You Hould have
each unit approxirlately (240) ft. long being encotmtered by dif'ferent Have for::t::!.tions, different periods of roll, different loading,
etc., resulting L~ trcreendous bearing pr~ssures - nod, of course,
could only be harnessed b; massive ruu'Cl\~are, the cost and \!eight of
same impractical.
llot too long arro on a hineed Unker study, shoHed a connection
utilizine t\o~o (2) 20 ft. die.Ireter pins,
each pin transmitting
shearing forces of apr..roxi.lr.ately 26,000 tons. This Has 1L"1der
moderate asstmptions. The hinge i tseJ.f . . rould \r eigh appro:ciJr..3. tely
1500 to 2000 tons or nearly double the weight of the tue, giving
resultant design with a questionable facto:::- of safety, based on
all conditions.
.,,.,,'l +'ho
P'h .... o TT
_.,.-,, ---- .6----
Pn.R
__ c:
_A
_ T.. +. <?c:_+_._<> f't.~a..,.
10'7n'
-.,~
-
1968),
,rY"'"''
disclosed the design predictability for ARTUBAR units of ~ying
si:zeo
,.
+v_...,...,...,
..... ... + ... tv
... ~
,,....,..J,
..J-,/IVJ,
that the relative pin forces and tug barge motions r ecorded as
afford~ conservative 1C~l5 to 1 f actor .of
safety in the design.
Jc.cJ~sonville,
Flo..
-14""
TESTS Til Ifi.REGULAR SF.AS
Tug lhlel is
Calibrated forces und moti ons vmr e tabulated llt the approxilr..:1te rate
of 1 r e::>.ding per socond on tape.. Detailed anal ysis of al l readings
were checked and computed by the rr~st advanced State-of-the-t~t
procedures.
IR~GULAR
Significa..nt
Have !f,')~L crht
HAVE PARTICUL.t\RS
Avg. Period
in Seconds
5.4 I
6.9
5. 7'
7.2
7.2
5:~ I
s.o
10.4'
Peak Have
Hei rrht in Feet
12.0 1
12.4'
f.. ..(,
1.2.7'
17.8 1
s.s
23.1 1
-15~.
/
WAVE DIRECTION
SPEED
ooooq
~DIRECTION
Mean=Mean value of Motions and Forces
a~MJ =Significant Value of Motions (double ampliture, crest to trough)
~Y~+ :-Significan t Value of Motions (amplitude, crest to mean value)
~ YA- .= Si~nifir.an r Value of Motion s (amplitude, tough to mean value)
max =Maximum Value of Moti ons (double amplitude, crest to t rough)
Max+ = Maximum Value of Corces (amplitude, crest to starting value)
max-=Maximum Value of Forces (amplitude, trough to starting value
M =Motion Pictures Records Are Made Of The Test Involved
't'~= Positive
'f>=
s=
"
'f =
"
fa=
F'4 =
"
f t=
"
F~
"
,.
Bow Down
Roll to Starboard
Bow In
Bow Down
When Force 2 Pushes The Barge Forward
When Force 4 pu shes The Barge Forward
When Force 1 Moves Stern Of Bargo Upward
When Force 3 Moves Stern Of Barge Upward
\!o.ve Ch.o.racteristics
Loneitudina1 Force
on Starbno.ro Pin
( r-)
Lonffitudina1 Force
on Port Sido Pin
Verticc.l Force
on -Port Side Pin
Body
Knots
Vertica.l Force
on Starboard Pin
Fl in Short Tone
F2 :l n Short Tons
F1 in Short
Ton ~
..c
tl)
.....~
(b
c+
;:r
Ill
G)
ti
Q)
Q)
..... ~Cl
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a>
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al
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fb::t<.
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<
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C4
t-ax
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t-nx
t-ax lhx
t-~an
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lll..
(\)
::::
8838
10.2H
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180
5.4
6.9
12.0
.32 104
154 85
17 38 44
22
28
28 53 2
11
8!347
7.0
10.11'-!
13 . 2
1V
180
5.4
6.9
12.0
22
39
58
9.3
88
56
12.3 8.~
128 4;
136 21)
12
24
.37
91 130 !37
82 119 54
46 105 38
13 38 51
20 34 54
37 .37 64
32
10
...3
12
1R
.30
29 42 15
J1 49 10
.30 6?. ~2
10
10 . 5
10
26 138
43 145
66 S9
19.3 14'7
189 lJ)
185 .3:)
15 69 76
23 57 78
35 52 79
51
35
13
15
26
.32
41.
41, 63 15
1.4 71 4
20
19
22
].7 329
43 .354
60 .36.3
.358 26:'
370 266
.393 25,i
2 70 66
1? 72 76
.32 76 89
64
51
35
1P.
32
48
47 72 19
54 79 8
54 97 0
9
12
16
19 301,
.34 .317
57 314
285 25:i
.3.35 250
.370 23!i
ll
85 89
21 74 98
36 ?1 1CY7
41
19
6
10
22
34
12
14.5
760
14
71 113 60
25 . 5
5 39 57
16 37 62
27 36 75
30
19
6
12
26
44
37 51 19
38 63 2
32 68+10
6
8
9
50 57
51 7.3
32
16
6
12
20
3.3
37 1.5 38
6
7
6.5
32
27
24
120 53
e1 113 38
8848
1V
7.0
10. 4}-! lV
u.a
88).3
8845
8853
8835
8844
6.9l'
10.0 .
13.1
II
lll
7 .2!!
II
It
180
180
8.0
R.O
7.2
7.2
II
II
II
225
5.7
7.2
II
II
II
II
225
5.7
7.2
II
II
II
II
II
7.1 . 1V
10.1M II
13 . 0
"
1V
225
7 oH 1ll
10:1~! II
n
13 .1
270
7.1 1V
10:1M II
270
13.1
8836
8246
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10.1 }~ 111
10.41-! lV
17oS
It
12.7
II
II
..
12.7
II
It
8.~
23.1
.38 505
51,()
5.6 6.6
12.4
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185 1 8~;
13 117 . 200 18~ ;
.39 127 210 17C
5 146
18 140
43 150
178 17~.
190 160
201 l?C
7
17
32
56
L.6 270
337 18!
247 21t.
14
26
54 105
60 82
10.4
II
II
II
II
It
II
II
II
II
45
45
6.6
5.6
II
II
II
II
5.7 7.2
5.7 7.2
12.4
II
II
12 .7
12.7
54 255
f)f?.
1-
25
5(, 26
1.1 53 20
42 u 5
c
I
!:evic
1 c~
'!~sts
1he
~!ve t::h:-.r~ctr,d~tt~~
Test '>reed
r;o.
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0.02 0,4; 0.~5 0.22 1.1 o.c~ 0.59 0.32 0,33 1.2 I.,()(, lJ,(, 7 .~ 6.<? 21 ~ 0.2( 2,70 l.JI 1.1.5 !.,4
0.04 0.36 0.2~ 0.15 1.0 o.o.!, o.P-7 0,46 o.u. 1.5 ~.26 13.2 7.0 7.2 ?.1 0 0.1.3 - .,, ,..'-. 1.17 1.2( 3.~
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0.07 0.50 0.30 0.21 0.9 0,2:> 0,76 0.46 0.36 1.- 1,.70 14.1. 7 .1, 7.) 22.0 0.2) J. ':15
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0,01 O.ll. 0.1C 0.06 0 , 1, o.~?. 5.41 2 ,77 2.75 '3,2 1.1:0 8.(- 4.1. 1+.3 13.0 C'. 30 ).5~ 1. 7<) l.f5 5.3
o.c~. 0.32 0.21 0.13 0.5 0,1 q 5.Jfi 2. 68 2.75 ~.2 7.56 8.7 1,.'2 4. 5 13 .0 0,51 ),)l ].(<? 1.7) 5.1
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0.04 0,1,6 0.27 0,21 1.0 0.17 0.61 0,39 0,30 1.6 7.~3 11,.2 7.(1 7 .I. 22.0 0.5!. ).5? 1..130 1.91 5.4
12.4
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11
11
0.02 0 !'1- 0.1.1 0.41 1.6 O.l:' o.E-6 0,1,8 0.37 1.5 2 ,.(R lH,9 10.] Q...n 35."0 0.2( /, .(-G 2.41. 2.1.1
0.01 o.~4 0,45 o.u 1.6 0.13 0.71 0 .(0 0,33 1.1. 5.63 i9.7 10.7 1C.5 35 .0 0 . ~1. ,] ( ' 2.11 ?. .1 :~
0.02 0.67 o.:n 0.32 1.5 o. 0(, 0.51. 0.26 0,31 1.4 7.f:o 19 .l 10,2 10.2 31.0 0.51 J, 71, l.?J 2.02
II
II
1.~
")
17.S
II
Ieru.-
~.
.ii'!..J.'~Ct
lJ,O
~
p
12.0
12.~
~833
Per~'
~I'J.8
~ :J.n De rr.rec
cJ
lhtion of'
~
~,
::::
i'.o1~t.ive
.s::t :
~1]
:': ::, ;l J:
S:~3S
(t.mro r.ll
0.02 0,26 0,]2 0.17 0.5 0,15 6,30 3.12 J,2R f',8 2.40 7.1 3.~ ).5 13 .(1 0,1( I. ,0!. 1.97 2.1(:O,O(, 0,23 o.IJ 0,10 0.45 !>.35 6.f-o J."J7 3,)2 9.2 4.74 7.7 3.9 3.9 13.0 0, 25 3.52 1.79 1,7$
0.('9 0.23 0.1~ 0,09 0.45 0.4~ 6.94 3,1,$ 3.53 C) .I; 7.89 7.9 4.1 1..2 13.5 0.}~ 3.11 l.H 1.55
o.oJ 0. 50 0.2<:'1 0 ~ 25 1.2 0.14 4e '54 2 . 27 2 &33 6.1.; /.o.JO 7.2, 3.7 3.7 14.0 o.J4 I..Y 2.23 2 .J')
o.o1 o. 5J o.29 jo.2s j l~C' 0.2? 4.~ 5} 2"l9j 2. 37 7.3 4.~ ?.f ~ .9 4oOt J.J.5 0.21 4.ll. 2..15 2cl 5
6.0
5.6
1 ~
C.. . P.
6.,7
'
,~.,
-19-
Hi\.U3UP.G TESTS -
Septemb~r
1970
lle now cor.e to the ultilr.ate tests in 4S f't. seas, the results in
the larger sea keepin[! tank in lhmburg - allo\-red much greater
t.reedolllS in overall seclceep tests.
The. follo\dng do.ta ore laboratory results cor.:pleted in Septcnber 1970
and are direct statem-3nts from the Hrunburg roodel tank, including
pertinent ds.ta, o.s folious:
lo
Particul~rs
of B!U',e s Tu~
length PP (Lp~ )
Brendth mld (B,
Draft .
Forv1ard
l~an
Ai't
Baree
Tug
738 1611
140'0"
40 1011
15 t
17 1
19'
106 1011
15'
15'
15'
2. 1-easuri:g ;technigue
The tug model connected to the barge model Has self-propelled
and equipped with a steering engine.
10.4'
16.5'
21.7 1
25.5'
7.00 s
9.06 D
7.46 s
10.46 s
-20-
12.6'
20.0'
8.29
9 . 75
10.62
11.20
25.9'
31.0'
s
s
s
s
These se~ condition tests were performed in head sea, stern sea
ani beam sea, in HSVA Hamburg, Sept. 1970.
Sea. condit.ion C
l~e.n
Have height
significe.nt l:ave height
~t:.U
..1"11
OJ.
'
\Jflt:l
, ... ""
.J.f.J.V
21.4'
31.8'
Ul.g.tl~::JIJ
\'IQ.V~S
4}..7:
47.8'
10.03
11.75
13.15
13.40
s
s
s
s
These sea condition tests vrere performed in head sea and stern sea.
All tests uith tho tro.velling r:cdel were c:~.rried out at a propellei'
speed cquivalE!nt to that o.t l! hich o. corresponding ship's speed of
11,7 lmots Yas at taincd in srnooth \-to.ter.
-21-
A
be
propelling eng-lne, was not t.:!.ken into accotmt durine; the tests.
4e
~e::rults
The speed of this ship ~as depending upon the speed of the
c~i~ge lrhich was continuously recorded and of the rr:Odel
course.
As propulsion tests lTith unconstrained, i.e. f reely propelled,
models are to be carried out ltd thout friction correction and,
moreover, the c.ddition lrind forces cannot be taken into account,
the speed values c~n only be considered as essential valueso
Beca.us~,
- 2.3 -
These are nmr un.usual. s t 9.t i stics an::l, of com-se, they are based on
European construct;ton. The same relationship holds true for
American construction.
TASIE 1 - - QT.Jar::O FROH PROFESSffi TF..ASDALE
SHIP
Cargo capacity per
component
15,000 tons
2 days
1 day
Loading time
1 day
1 day
~o&Ungtme
lday
l day
.360 days
360 days
Annual
1,.350,000 .
tonnage transported
(1)
tue
1,ooo,ooo
dollars
S, 000,000 dollars
Eduin H., Fletcher & Assoc., 218 Ho Chttrch Street, J~cksonville, FlR..
-24 -
TABlE lJ. - - OUO!t:O FRON PllOFSSS(R '!'EASDAIZ
1TE1~
!31'~~GE
of Components
in sy:::.teli1.9
N~r
1 tug
1 s~tp
1 ship
3,900,000 dollars
1 1 500,000 dollars
'
SHIP
1o,ooo,ooo dollars
1o,ooo,ooo dollars
6,500,000 dollars
3,500,000
doll~s
13,500,000 dollars
.. ...
ARTUR~~
DESIGNS
Barge
O..mer.
Dimen:;tons
12ill1!
IYPE
T'Gc;} DIN,
TarAL IIP
Nassau Towing
Nilo
468x70x35
16,000 Bulk
~x20'-5
4300
Olin l'.athieson
570x80-~ -
47,500 Bulk
J26xJ3x2QY5
5goo
i'-Gul.fcoast
Transit
J$x40x 22 '-5
7200
Undisclosed
J46 x40x22-t611
6200
6000
All tugs have positive riehting arms o.t vrell over 90.
lines appear on the next page.
Typical tug
Edwin II. Fletcher Assoc., 218 \1. Church St., Jacksonville, Fla.