GRAPHICAL ANALYSIS OF VOYAGE-RESULTS WITH REGARD
Introduction:
The analysis of voyage-results of sea-going vessels is one of the most intricate and also one
of the most disputable problems for the
tech-nical department of a shipping-company.
For many years large shipping companies have been paying much attention to collecting and
analysing the data obtained. It goes without saying that a correct interpretation of these
data may enable the owner to gain a clear
in-sight into the trading accounts of his ships. The
captain's logbook as well as the engineer's engine-room reports should be filled up with
an accuracy which will enable the person ashore who is in charge of analysing these reports to rely on the correctness of the figures
observed. If this should not be the case it would be no use analysing these reports, since
then faulty conclusions might be drawn from the calculations carried out, not to mentioned
the loss of valuable time that would result from the analysis.
Attempts have been made by various
autho-rities in levelling the registration of ships'
achievements at sea.
A method of registration very generally
used has been extensively described by Profes-sor Bonebakker in an article «Over reisrap por-ten van zeeschepen en hun analyse». (Reports on voyages made be sea-going ships and their
analysis), published in the Dutch periodical
«Schip en Werfx', Vol. 1952, No. 22, page 497. Favoured by particular circumstances we
have been able to lay hands on a number of
ships' reports concerning a steamer trading on
the route Amsterdarn-Bahrein and return. The variation in displacement in full-load
condition amounted to 8 per cent, that in power, with a few exceptions to 2 per cent.
The reliability with which wind force and
direction had been recorded enabled us to compose a circle diagram (see fig. 1), showing
some outstanding features which we are going to discuss here. In this connection we shall deal with the relation between the ship's speed, the
TO SEA-GOING CARGO SHIPS
by J. A. van Aken, Drunen, Holland.
fuel consumption and the admiralty coefficient,
this coefficient based on the indicated horse power. The results obtained, likewise plotted
diagrammatically (see fig. 2), also give rise to some interesting observations.
Finally, the apparent slip will be discussed. The author proposes to replace the formula for this apparent slip as defined in its present form, to which too high a value is still being
attached by many marine engineers and super-intendents, by a more useful ship formula
con-taining not only the pitch of the propeller but the sum of pitch and diameter. With the aid of two diagrams (see figs. 3 and 4) it will be
shown that the variation in «slip value»
calcu-lated with the new formula is lower than that
obtained with the old formula.
I. Relation between ship's speed, wind force
and wind direction with constant engine power.
The core of the diagram no i is formed by the wind force on the Beaufort scale (maxi-mum 7).
The outer circles represent the ship's speed in knots according to the log.
This circle diagram has the advantage that
not only the wind force but also the wind
direction is represented. The direction of the waves has not been indicated as it did not differ from the wind direction during 39 of the 43 travelling days.
The number of sailing days for which all data had been noted down amounted to 21
dur-ing the out bound trip (nos 1-19 b) and to 22
on the homeward trip (nos 20-41). The number
of harbour days at Bahrein was 46. From the circle diagram composed with regard to this
voyage the following conclusions may now be
drawn.
1) Wind direction with wind dead ahead (3 6-00).
The maximum speed (spots 19 a and 19 b)
amounted to 11 kn, the wind force being O (and
The minimum speed, spot 21, amounted to 9
kn, the wind force being 7 (and the height of
the waves 12 ft). With equal engine power the
decrease of speed will be approximately 18 percent.
2) Wind direction from 32 to 36 and from 00
to 04.
In general it may be stated that with a wind
force of between 3 and 4 the speed varies be-tween 10 and 10.75 kn, the average speed of
the ship during the whole trip amounted to 10,75 kn, when the wind force was 3.66.
Fig. 1.
Direction of Sailing
There are a few exceptions, e.g. spot 20,
where a speed of as many as 10.7 knots was attained with wind force 7. In this case,
how-ever, the waves had a height of 8 ft, in contrast with the spots 21 and 22, where this height was
12 ft.
The vessel's low speed at spot 23 (viz. 8.6 kn), the wind force being 5, cannot be accounted for in the report and in the author's opinion,
has to be attributed to an error in the calcu-lation, the speed attained having been
measur-ed in respect of the water with the aid of the log instead of with regard to the sea bottom.
5000 4000 3000 V. 2000 1000 X
- Cb Fuelcon.urnption per Day In Barrels D Displacement In rr V5 = Shipapeed in kn. I Berrel 155,4 kg z, z (HP - Ll1P Indicated Horsepower 0 7 3 ..00 350 300 250 o 200 ¡ 150 100
Relation between Shipspeed, Fuelconsumption and Admiralty coefficient
+ Risulta Outbound Reiults Homeward e Average Resulta ¡ Diagram 2 5 6 8 Shipspeed (log in kn. 10
Wind direction from 25 to 32 and from 12 to 06.
The wind for amounted to 3 till 4, with a ship's speed of 10.7 to 11 kn. We remark here that a direction of wind across starboard or
port has a very small influence on the ship's speed.
Wind direction from 14 to 22.
Here the direction of the wind is that of the ship's course. The general state of things is
that with a wind force between 3 and 4 the ship's speed is 11 kn, i.e. 0.5 higher than with the same wind force but with wind direction 32
to 04. If, however, the wind force increases,
say to 7 (see spot 40) the ship's speed appears to fall off considerably (to 9.9 kn). The height of the waves was 11 ft.
It is a well-known fact that with following sea in this condition a great deal of steering
has to be done to maintain a fairly good speed for the ship.
By way of summary it may be stated that in plotting the ship's speed, wind force and wind direction by means of a circle diagram a num-ber of explanatory factors have come up which
are overlooked when the ordinary method of
statistical plotting is employed.
Fig. 2.
12
II. Relation between ship's speed, fuel
con-sumption and adrn.iralty coefficient. For the same ship analyses were carried out
with regard to 43 sailing days, 21 of them on the outward and 22 on the home voyage,the aim of these analyses being to determine the
re-lation between the ship's speed (calculated by
means of the log), the fuel consumption, and
the generally known admiralty coefficient, here based on the indicated engine power.
The formula for the engine power, expressed
in the number of revolutions per minute and the apparent slip of the propeller, calculated by means of Professor Bonebakker's method
(see the publications in «Schip en Werf», Vol. 1952, No. 22, pp 485-497, and the
«Transac-tions of the North-East Coast Institution of Engineers and Shipbuilders», vol. 67, Part 6, page 277 runs as follows
IHP = (0.1 N)3 (0.006935 SA + 6.21728), where:
IHP is the indicated horse power of the
steam engine,
N, the number of revolutions of the propeller
per minute and
SA the apparent slip in percentages.
The pitch of the propeller (H) amounted to 5.029 mm.
10
09
¡07
0-6
The fuel consumption has been stated in
bar-rels (1 barrel - 155.4 kg).
In diagram No. 2 the fuel coefficient (Cb) and the admiralty coefficient C1 have been
plotted on the basis of the ship's speed in knots (as indicated by the log).
The fuel coefficient Cb is as follows D21s X V
Cb =
fuel consumption in barrels during 24 hours
where
D = the displacement in cu.m, = the ship's speed in knots, and 1 barrel = 155.4 kg.
CI =
IHP
The observations made are plotted in two types of spots, viz. (+) for those made during the outward voyage (nos 1-19 b) and (.) for those made during the home voyage (nos
20-41).
The number of harbour days at Bahrein was
46.
The calculations with regard to the spots nos 19b, 20, 21, 22, 23, 24 and 25 have been tabu-lated below.
From this table it is evident that no. 19 b, the
last day on the outward voyage, shows C b to
The admiralty coefficient is
D /a X V
Table I. Some main Data of Ship's Speed, Fuel Consumption and Admiralty Coefficient.
Relation between Apparent Slip (Sa) and Number of Revolutions per Minute for Single-screw Seagoing Cargo-and Passenger ships and Coasters
_____r . * : --- + * _________ * *
-
---diaaram nr3 No N/mm V in kn SA in o IHP formula D n cu.m Fuel con-SumptiOn in barrels p. day Cb C1 Beaufort scale 19b I 67.8 11.0 0.5 1,940 12,938 156 4,700 378 0 20 67.6 10.7 3.0 1,925 11,668 168.5 3,740 328 7 21 65.4 9.1 14.6 1,770 11,671 164.0 2,360 219 7 22 64.5 9.1 13.5 1,695 11,617 164.0 2,360 228 7 23 66.1 8.6 20.3 1,840 11,570 166.0 1,960 177 5 24 67.6 9.9 10.4 1,942 11,524 163.0 3,040 254 4 25 67.8 10.6 4.2 1,940 11,477 160.0 3,800 T 313 5 50 lOO 150 N/mm. 200 250 Fig. 3.lo
09
0.6
be 4,700 (Beaufort scale 0), C1 being 378. After 46 harbour days, during which fouling of the ship's skin took place, the Cb coefficient was 3,740 (which shows a decrease of 20.4 per-cent) and the C1 coefficient 328 (having
de-creased by 13.2 percent) on the first day of the
home voyage (no 20) at practically the same
engine power and number of revolutions of the
propeller, but with Beaufort scale 7 and wind
direction 01. These decreases are, therefore, due to the fouling of the ship's skin and the
wind force.
During the next three days (nos 21, 22 and 23) the ship was running at a reduced number of
revolutions, when Cb decreased to 2,360, 2,360
and 1,960 and Cj to 219,228 and 177 respectively
which, therefore, affected the ship's speed and the fuel consumption unfavourably.
When next the number of revolutions of the
propeller was increased to 67 or 68, through which 1,940 111F on an average was developed,
Cb rose to 4,000 on an average and C1to 320. It should be borne in mind that after the first few days on the home voyage the fouling of the ship's skin was partly decreased, owing
to the fact that as a result of the ship's speed the roughest parts of this fouling in the boun-dary layer were worn off.
per day Cb 157.5 4,200 C1 341 Beaufort-scale . . 3.66
SA = apparent slip in percentages 2.7
III. Relation between the ship's speed, number of revolutions per minute of the propeller and
pitch of the propeller.
One of the most frequent estimates of the
propeller efficiency is based on the calculation of the apparent slip of the propeller (SA).
During the last four days on the home voy-age (nos 38, 39, 40 and 41) the wind forces were 6, 4, 7 and 3 by the Beaufort-scale
re-spectively, through which the ship's speed was reduced to 10 kn on an average with a
corres-ponding decrease of Cb and Cj.
The mean achievements attained at sea dur-ing the outward and homeward voyages were
as follows
vs 10.75 kn.
111F 1,939
N/mm 67.7
Displacement in cu.m. 12,296 Fuel consumption in barrels
Relation between
for
1Y
= Vx60
the Slipcoefficient '("arid Number of Revolutions per Minute Single-screw Seagoing Cargo-and Passenger ships and Coasters
j Curve I Y O023X - 019X..t Curve Y = O023X1- 019X.105 Curve Y = 0023x'- O19X .095 N(h.d)
x_N
-*4'+
.. + "-=_ 4 : . . p f * .--_--_._-_-+ _____ + * +4. -+ 4 diagram nr4 50 100 N/mi n. 150 200 250 300 350 Fig. 4. 0 Y 07This apparent slip is formulated as follows: V >( 0.5144 >< 60
NXH
where
SA = the apparent slip in hundredths,
V = the ship's speed in knots,
N the number of revolutions of the pro-peller per minute,
H = the nominal pitch of the propeller in m,
0.5144 = the constant for the conversion of
the ship's speed in m per second, and
60 = the constant for the conversion of the
number of revolutions of the propeller
per second.
The value of this apparent slip varíes a great deal and depends on various factors, such as
the weather conditions (fairs, stormy etc.) the number of revolutions of the propeller
per minute,
the coefficient of fineness,
the propeller design, hence the diameter-pitch ratio, the blade area, etc.
The variation of the apparent slip is
conside-rable and ranges between 0.00 and as much as from 0.40 to 0.50. A slip value of frequent
occurrence is 0.10. It sometimes occurs that
there is a negative apparent slip; this may be the case on trial trips made under favourable
weather conditions, when the ship has a smooth skin or is running before the wind, when she is not in full-loaded condition, etc.
In reality a propeller always has slip, which,
however, is expressed in the real or true slip,
formulated as follows
(1E) X 0.5144 X 60
NXH
where S is the true slip in hundredths,
J', the wake value dependent on the hull
form,
V , N and H are as in the SA formula.
It is, in fact, impossible to design a propeller without true slip, as in this case no thrust could
be produced, which is essential for the ship's propulsion.
Returning to the apparent slip we take, as example, the data relating to the steamer
re-ferred to under I and II. Here the propeller had a diameter of 5,639 mm. and a nominal
pitch of 5,029 mm. At a speed of 10.75 kn and 67.7 revolutions per minute the apparent ship will be SA i
St = I
V SA i 10.75 X 0.5144 X 60 67.7 X 5.029i - 0.973 = 0.027 or SA
2.7 %.It is quite possible, however, to design a pro-peller of smaller diameter, say 5,400 mm, which has as high an efficiency as a propeller
of large diameter.
For determining the propeller diameter the
Wageningen B - S diagrams are as a rule
made use of, the so-called optimum diameter being taken as a standard, since it yields the
maximum efficiency in the open condition.
When a similar propeller is being tested in a model experiment tank in behind condition, it will appear, however, that a propeller hav-ing the optimum diameter minus from 4 to 6
per cent, when propelling a single-screw ship,
generally yields a slightly higher efficiency
than a propeller having the optimum diameter.
The inequality of the velocity field in way of the screw disc will play a very important
part, so that the most efficient screw diameter can only be ascertained experimentally.
If as a starting point we take a propeller of 5,400 mm diameter the pitch of this propeller will have to be increased by about 240 mm,
hence to about 5,270 mm for the absorption of the same power at the same number of
revolu-tions (in this case 67.7) as that of a
large-diameter propeller. For determining the new pitch we have made use of the equation H+D
= H + D1, where H and D represent the
values of the old, and H1 and D1 those of the
new propeller. The apparent slip will now be:
10.75 X 0.5144 X 60
SA 1
67.7 X 5.27 1-0.93 = 0.070 or S
A= ' %
Considering this, we should be very careful in judging the efficiency of a marine propeller
when starting from the apparent slip.
This has induced the author to try and com-pose a formula in which both the effect of the
pitch and that of the diameter of the propeller occur.
The author, in collaboration with one of his former assistants, Mr. P. S. Ike, has, after
thoroughly analysing some one hundred and
sixty results obtained with various marine
pro-pellers by means of the conventional method
(see diagram no 3), succeeded in composing a formula in which pitch and diameter occur, so that the variation in slip due to a different dia-meter has been elìminated.
The slip formula runs as follows:
SH+D
1Y,
where
V X 60
Y is the slip coefficient =N (H+D) V is the ship's speed in knots,
N is the number of revolutions of the
pro-peller per minute,
H is the nominal pitch of the propeller in m,
D is the screw diameter in m, and
60 is the constant.
The constant 0.5144 has been omitted from this formula on the following considerations. By starting from a pitch ratio H/D = 1, the following slip formula would actually be ob-tamed: V X 0.5144 X 60s SH
+ D =
IH+D
N12
or, V X 0.5144 X 60 X 2 SH+ D =
N(H+D)
If 0.5144 X 2 1.0288 is equated to 1 we have:V X 60
SH+ D =
1= 1 - Y.
N(H+D)
In diagram No. 4 the apparent slip values of diagram No. 3 have been converted according to the new formula
SH
+ D =
1 Y.The abscissa again represents N as being the number of revolutions of the propeller per
mi-nute, and the ordinate indicates the slip coef-ficient Y.
The mean curve may be expressed by the
formula:
Y = 0.023 x2 - 0.19 x + 1,
the limit values for the upper and lower curves being: Y = 0.023 x2 - 0.19 x + 1.05 and Y= 0.023 x2 - 0.19 x + 0.95 respectively. In this formula, N
X =
100N being the number of revolutions of the propeller per minute.
The limits of validity of these curves vary between N = 50 and N = 350. These curves
are applicable to single-screw sea-going cargo and passenger ships and coasters.
With regard to the propellers referred to
under I and II.
10.75 X 60 SH
+ D =
1 67.7 (5.029 + 5.639) = 1 - 0.892 = 0.108, or Y 0.892. In accordance with Y = 0.023 X2 - 0.19 x + 1, 67.7 X being = 0.677, 100 Y = 0.023X0.6772 - 0.19X0.677+ 1 =0.882.. Below some 160 results have been tabulated,
obtained by examining the propellers
repre-sented in the diagram Nos. 3 and 4. (See Table II).
Colunu No. 8 contains 1 S A instead of
and column no. 9 the slip coefficient Y.
The engine powers vary from 300 to 9,000 SHP, and the number of revolutions from 60
to 350 per minute.
From Table II and the diagrams nos. 3 and 4 the following facts will be evident.
The apparent slip (SA), according to diagram
no 3, varies by about eight hundredths in re-spect to the full curve.
If N = 50 the mean apparent slip is 0.10; if N = 350, 5A = 0.18.
The full curve applies to a full-load
con-dition under average weather concon-ditions; the upper dotted boundary curve applies to the full-load condition under favourable weather conditions, and the lower dotted curve to the full-load condition under more unfavourable weather conditions.
Days on which stormy weather occurs have been omitted since during that time the engine is running at a reduced as well as a more
vary-ing number of revolutions, so that no correct standard can be applied for the apparent slip, the engine will continually be racing, and
though the counter records the number of
re-volutions, a much reduced amount of thrust is
delivered by the propeller, which results in a lower speed and a high apparent slip.
If we now look at diagram no 4 we shall see that with equal data, the slip coefficient Y
varies by about 5 hundredths relatively to the
full curve (I). The boundary curves are, there-fore, close together. If N = 50, the slip
coeffi-cient Y will be 0.91; hence
H+D =
0.09. If N = 350, Y will be 0.62; hence SH+D 0.38.These curves are subject to the same
Table II. «l-SA'> and «Y'>-values plotted in Diagram No. 3 and 4. 1 2 I 3 4 5 6 7 8 9 I No SHP N/mm V in kn D mm H mm H + D 1_ SA Y 1 285 350 8.50 1,600 870 2,470 0.862 0.590 2 300 265 9.50 1,800 1,400 3,200 0.790 0.673 3 300 300 9.75 1,700 1,195 2,895 0.837 0.673 4 350 300 9.75 1.750 1,200 2,950 0.835 0.660 5 371 130 9.00 2,900 2,208 5,108 0.968 0.813 6 395 295 8.90 1.700 1,260 2,960 0.740 0.612 7 400 300 9.00 1,820 1,100 2,920 0.842 0.616 8 450 350 9.00 1.700 1,070 2,770 0.805 0.603 9 480 340 10.00 1,650 1,185 2,835 0.766 0.622 10 480 360 10.25 1,500 1,165 2,665 0.755 0.641 11 500 250 10.50 2,040 1,515 3,555 0.856 0.708 12 500 300 10.00 1,900 1,170 3,070 0.880 0.651 13 500 325 10.00 1.780 1,210 2,990 0.785 0.617 14 500 325 10.00 1,800 1,130 2,930 0.840 0.629 15 500 320 10.00 1,820 1,155 2,975 0.835 0.631 16 500 300 10.00 1,800 1,365 3,165 0.753 0.632 17 533 72 9.20 3,800 4,330 8,130 0.910 0.942 18 530 300 10.30 1,890 1,275 3,165 0.831 0.650 19 540 300 10.25 1,900 1,250 3,150 0.843 0.650 20 540 300 11.00 1,920 1,490 3,410 0.760 0.645 21 530 123 10.50 2,935 3,050 5,985 0.866 0.855 22 531 64 8.50 4,250 4,500 8,750 0.911 0.910 23 550 107 10.50 3,100 3,420 6,520 0.884 0.903 24 575 134 10.50 2,935 2,750 5,685 0.879 0.826 25 575 250 10.75 1,900 1,825 3,725 0.727 0.691 26 550 330 9.80 1,880 1,100 2,980 0.832 0.597 27 605 64 8.50 4,220 4,800 9,020 0.852 0.883 28 645 60 9.00 4,270 5,500 9,770 0.841 0.921 29 645 160 11.00 3,000 2,170 5,170 0.975 0.797 30 636 63 8.00 4,400 4,620 9,020 0.846 0.844 31 623 63.5 9.00 4,500 4,600 9,100 0.950 0.935 32 660 260 10.70 2,200 1,640 3,840 0.774 0.642 33 600 350 10.75 1,800 1,130 2,930 0.840 0.629 34 650 325 10.50 1,950 1,100 3,050 0.905 0.635 35 775 69 8.50 4,260 4,550 8,810 0.835 0.838 36 774 68 8.50 4,360 4,620 8,980 0.833 0.835 37 729 I 300 12.00 2,000 1.450 3,450 0.852 0.696 38 750 260 10.00 2,250 1,350 3,600 0.880 0.640 39 700 240 9.50 2,310 1,500 3,810 0.814 0.624 40 740 68 10.00 3,800 5,800 9,600 0.782 0.919 41 780 275 11.00 2,160 1,440 3,600 0.855 0.666 42 732 60 9.00 4,600 5,220 9,820 0.885 0.917 43 750 325 12.00 2,000 1,184 3,184 0.960 0.695 44 800 300 11.50 2,070 1,460 3,530 0.810 0.652 45 800 300 11.50 2,050 1,370 3,420 0.862 0.672 46 800 300 10.50 2,200 1,255 3,455 0.858 0.607 47 870 250 12.00 2,340 1,690 4,030 0.875 0.714 48 850 250 11.00 2,250 1,600 3,850 0.850 0.686 49 850 300 11.50 2,080 1,415 3,495 0.835 0.658 50 810 250 11.00 2,200 1,680 3,880 0.810 0.681 51 800 340 11.60 1,950 1,260 3,210 0.835 0.638 52 860 74 9.50 4,350 4,400 8,750 0.900 0.881 53 800 250 11.00 2,250 1,620 3,870 0.838 0.682
I 2 3 4 5 6 7 8 9 54 850 300 11.50 2,080 1,415 3,495 0.835 0.658 55 800 250 10.50 2,390 1,480 3,870 0.876 0.651 56 880 76 10.00 4,000 4,780 8,780 0.848 0.900 57 960 110 11.40 3,660 3,350 7,010 0.955 0.888 58 980 66 8.50 4,800 4,650 9,450 0.856 0.850 59 945 103 10.75 3,950 3,220 7,170 1.000 0.872 60 930 280 11.30 2,200 1,550 3,750 0.804 0.645 61 990 120 11.50 3,430 3,170 6,600 0.934 0.870 62 1,085 150 12.00 3,200 2,650 5,850 0.931 0.820 63 1,000 300 11.00 2,180 1,355 3,535 0.835 0.624 64 1,030 110 12.00 3,700 3,550 7,250 Q.947 0.903 65 1,030 90 11.00 3,840 4,360 8,200 0.865 0.895 66 1,030 90 10.00 4,300 3,650 7,950 0.940 0.848 67 1,080 65 10.25 5,100 5,000 10,100 0.973 0.938 68 1,050 275 12.00 2,250 1,600 3,850 0.842 0.680 69 1,075 70 8.50 4,570 4,570 9,140 0.821 0.797 70 1,060 97 10.50 4,040 3,450 7,490 0.968 0.867 71 1,100 275 10.50 2,350 1,475 3,825 0.798 0.600 '72 1,130 270 12.00 2,300 1,700 4,000 0.806 0.667 73 1,100 290 13.50 2,350 1,500 3,850 0.956 0.725 74 1,140 100 12.00 4,000 3,800 7,800 0.975 0.923 75 1,130 270 11.50 2,400 1,565 3,965 0.840 0.645 76 1,250 277 13.50 2,570 1,660 4,230 0.906 0.691 77 1,290 110 12.25 3,900 3,575 7,475 0.961 0.894 78 1,200 120 12.00 3,750 3,180 6,930 0.970 0.865 79 1,200 200 12.00 2,600 2,360 4,960 0.785 0.725 80 1,290 68 9.75 4,725 5,230 9,955 0.847 0.864 81 1,290 60 9.00 5,420 5,380 10,800 0.860 0.833 82 1,200 200 11.50 2,750 2,160 4,910 0.822 0.702 83 1,290 60 10.50 5,250 5,550 10,800 0.973 0.972 84 1,250 125 11.50 3,600 3,080 6,680 0.922 0.826 85 1,200 285 12.00 2,300 1,550 3,850 0.838 0.656 86 1,305 135 12.00 3,250 3,280 6,530 0.837 0.816 87 1,350 84 11.50 4,300 4,660 8,960 0.906 0.916 88 1,325 275 12.00 2,500 1,585 4,085 0.849 0.640 89 1,420 64 9.50 5,200 5,275 10,475 0.869 0.850 90 1,445 64.5 9.90 5,180 5,450 10,630 0.868 0.865 91 1,490 63 10.00 5,000 5,940 10,940 0.825 0.870 92 1,440 62 10.40 5,290 5,500 10,790 0.942 0.932 93 1,400 300 13.50 2,350 1,540 3,890 0.902 0.695 94 1,500 120 10.50 3,760 3,160 6,920 0.855 0.757 95 1,550 90 11.00 4,700 3,960 8,660 0.952 0.845 96 1,530 115 12.00 4,000 3,360 7,360 0.958 0.850 97 1,575 185 12.00 3,050 2,310 5,360 0.865 0.727 98 1,600 82 10.50 4,600 4,740 9,340 0.835 0.822 99 1,600 100 12.00 4,150 4,000 8,150 0.925 0.882 100 1,690 68 10.50 5,500 5,150 10,650 0.925 0.869 101 1,600 230 13.50 2,750 2,040 4,790 0.887 0.735 102 1,650 62 10.40 5,500 5,720 11,220 0.904 0.893 103 1,600 300 13.00 2,400 1,610 4,010 0.831 0.648 104 1,685 78 10.75 4,150 5,550 9,700 0.767 0.851 105 1,680 64 10.50 5,480 5,530 11,010 0.915 0.894 106 1,700 180 11.00 3,350 2,100 5,450 0.897 0.672 107 1,785 120 12.00 4,000 3,340 7,340 0.923 0.817 108 1,720 65 10.50 5,500 5,500 11,000 0.905 0.880 109 1,700 65 10,50 5,500 5,450 10,940 0.915 0.885 110 1,700 200 12.90 2,900 2,280 5,180 0.873 0.745
