Static structural calibration of ship response instrumentation system aboard the Sea-Land McLean

SSC-263

t SI-7-7)

STATIC STRUCTURAL CALIBRATION

OF SHIP RESPONSE INSTRUMENTATION SYSTEM

ABOARD THE SEA-LAND McLEAN

This document has been approved

for public release and sale;

its

distribution is unlimited.

SHIP STRUCTURE COMMITTEE

1976

SHIP STRUCTURE COMMITTEE

AN INTERAGENCY ADVISORY

COMMITTEE DEDICATED TO IMPROVING THE STRUCTURE OF SHIPS

MEMBER AGENCIES: ADDRESS CORRESPONDENCE TO:

United Stoles Cost Guard Secretory

Naval Sea Systems Comrnond Ship Structure Cemnt:ttee

Military Seohft Command US. Coast Guard Headqucrtern

Maritime Administration Washington, DC. 20590

American Bureau of Shipping

_SR-211

n w

This report is one of a group of Ship Structure Committee Reports

which describes the SL-7 Instrumentation Program. This program, a jointly

funded undertaking of Sea-Land Service, Inc., the American Bureau of Shipping and the Ship Structure Committee, represents an excellent example of

coop-eration between private industry, regulatory authority and government. The

goal of the program is to advance understanding of the performance of ships' hull structures and the effectiveness of the analytical and experimental

methods used in their design. While the experiments and analyses of the

program are keyed to the SL-7 Containership and a considerable body of data will be developed relating specifically to that ship, the conclusions of the

program will be completely general, and thus applicable to any surface. ship

structure.

The program includes measurement of hull stresses, accelerations and environmental and operating data on the S.S. Sea-Land McLean, development

and installation of a microwave radar wavemeter for measuring the seaway encountered by the vessel, a wave tank model study and a theoretical hydro-dynamic analysis which relate to the wave induced loads, a structural model study and a finite element structural analysis which relate to the structural response, and installation of long term stress recorders on each of the eight

vessels of the class. In addition, work is underway to develop the initial

correlations of the results of the several program elements.

Results of each of the program elements will be published as Ship Structure Committee Reports and each of the reports relating to this program will be identified by an SL- designation along with the usual SSC- number. A list of all of the SL- reports published to date is included on the back cover of this report.

This report contains the results and a discussion of the

calibration of the full-scale instrumentation and compares the results with calculated predictions.

B1L

Rear Admiral, U. S. Coast Guard Chairman, Ship Structure Committee

SSC-263

(SL-7-7)

Technical Report on

Project SR-211, "SL-7 Data Collection"

STATIC STRUCTURAL CALIBRATION OF SHIP RESPONSE INSTRUMENTATION SYSTEM

ABOARD THE SEA-LAND McLEAN

by

R. R. Boentgen and J. W. Wheaton

Teledyne Materials Research

under

Department of the Navy Naval Ship Engineering Center

Contract No. N00024-75-C-4354

This document has been approved for public release

and sale; its distribution is unlimited.

U. S. Coast Guard Headquarters Washington, D.C.

1976

Lx:.:

ABSTRACT

This document reports the results of the calibration of the strain gage portion of the ship response instrumen-tation installed on the SEA-LAND McLEAN SL-7 class

contain-ership. The calibration consisted of a succession of loading

conditions achieved by selectively removing container cargo,

and was performed on April 9-10, 1973 in Rotterdam. The

measured stress changes are compared with calculated predi

c-tions, and the results are discussed. In general, the

meas-urements and calculations agree substantially within toler-ances assignable to physical conditions.

-n-INTRODUCTION OBJECTIVE CONCLUSIONS INSTRUMENTATION General System 2 Scratch Gages 2 Additional Gages 3 Gage Locations 3

THE CALIBRATION EXPERIMENT 3

RESULTS 4

DISCUSSION 4

Rectangular Rosette Gages 5

Additional Gages 5

Transverse Girder 5

Forward Longitudinal Strain 6

Calculated Data 6

Longitudinal Vertical Bending 7

Scratch Gages 8

Torsional Shear Midship 8

Forward and Aft Sideshell Shear 9

GENERAL CONSIDERATIONS 9 REFERENCES 10

TABLESI-X

11-47

FIGURES 1 - 16 48 - 67 TABLE OF CONTENTS -111-Pa ge i 2

LIST OF TABLES

PAG E

SENSOR LIST -- 72/73 SEASON AND CALIBRATION 11

SENSOR AND SIGNAL NOMENCLATURE 16

SIGNAL DESCRIPTION AND RATIONALE 18

ENVIRONMENTAL CONDITIONS AT CALIBRATION 22

OBSERVED DRAFTS 22

CALIBRATION UNLOADING PLAN 23

SUMMARY OF REDUCED STRAIN DATA 38

HATCH MEASUREMENTS 45

CALCULATED BENDING MOMENTS, SHEAR FORCES, AND NORMAL STRESSES 46

ABS TORSIONAL MOMENTS FOR EACH HATCH AT EACH LOAD CONDITION 47

LIST OF FIGURES

INSTRUMENTATION FLOW DIAGRAM 48

GENERAL SENSOR LAYOUT 49

DETAILS OF STRAIN GAGE LAYOUT 50

4a-4d. CONTAINER LOADINGS, CONDITIONS 3, 4, 5, 6 51

5a-5f. CALCULATED LOADS VS. STATION, CONDITIONS 1, 3, 4, 5, 6, 7 55-56

STRESS VS. LOAD CONDITION, ROSETTES ARi AND AR2 57

STRESS VS. LOAD CONDITION, ROSETTES Rl AND R2 58

REPRESENTATION OF STRAIN GAGE DATA, MIDSHIP TRANSVERSE GIRDER 59

LONGITUDINAL VERTICAL BENDING MIDSHIP (LVB) CHANGE IN MEASURED AND

AND CALCULATED STRESS VS. LOAD CONDITION 60

LONGITUDINAL VERTICAL BENDING MIDSHIP (LVB) MEASURED STRESS 61

VS. CALCULATED STRESS

ii. LONGITUDINAL STRESSES (MIDSHIP) CALCULATED AND MEASURED DATA 62

VS. LOAD CONDITION

COMPARISON OF DATA FROM SCRATCH GAGES AND LST GAGES 63

MEASURED TORSIONAL SHEAR MIDSHIP (TSM) AND LONGITUDINAL HORIZONTAL BENDING (LHB) AND CALCULATED TORSIONAL MOMENT VS. LOAD

LIST OF FIGURES (Concluded)

PAG E

STARBOARD BOXGIRDER SHEAR (MIDSHIP) CALCULATED AND MEASURED 65

DATA VS. LOAD CONDITION

FORWARD SHEAR STRESS (SEP AND SES) CALCULATED AND MEASURED 66

DATA VS. LOAD CONDITION

AFT SHEAR STRESS (SAP AND SAS) CALCULATED AND MEASURED DATA 67

VS. LOAD CONDITION

-V-The SHIP STRUCTURE COMMITTEE is constituted to prosecute a research program to imorove the hull structures of ships by an extension of knowledge

pertaining to design, materials and methods of fabrication. RADM W. M. Benkert, IJSCG

Chief, Office of Merchant Marine Safety

U.S. Coast Guard Headquarters Mr. P. M. Palermo

Asst. for Structures

Naval Ship Engineering Center Naval Ship Systems Command

Mr. K. Morland Vice President

American Bureau of Shipping

SHIP STRUCTURE COMMITTEE

SHIP STRUCTURE SUBCOMMITTEE

The SHIP STRUCTURE SUBCOMMITTEE acts for the Ship Structure Committee on technical matters by providing technical coordination for the determination of goals and objectives of the program, and by evaluating and interpreting the results in terms of ship structural design, construction and operation.

NAVAL SEA SYSTEMS COMMAND AMERICAN BUREAU OF SHIPPING

Mr. C. Pohier - Member Mr. S. G. Stiansen - Chairman

Mr. J. B. O'Brien - Contract Administrator Mr. I. L. Stern - Member

Mr. G. Sorkin - Member Dr. H. Y. Jan - Member

U.S. COAST GUARD SOCIETY OF NAVAL ARCHITECTS & MARINE

ENGINEERS

LCDR E. A. Chazal - Secretary

CAPT C. B. Glass -

Member

Mr. A. B. Stavovy - Liaison

LCDR S. H. Davis - Member

LCDR J. N. Naegle - Member WELDING RESEARCH COUNCIL

MARITIME ADMINISTRATION Mr. K. H. Koopman - Liaison

Mr. N. Hamer - Member INTERNATIONAL SHIP STRUCTURES CONGRESS

Mr. F. Dashnaw - Member

Mr. F. Seibold - Member Prof. J. H. Evans - Liaison

Mr. R. K. Kiss - Member

U.S. COAST GUARD ACADEMY MILITARY SEALIFT COMMAND

CAPT W. C. Nolan - Liaison

Mr. D. Stein - Member

Mr. T. W. Chapman - Member STATE UNIV. OF N.Y. MARITIME COLLEGE

Mr. A. B. Stavovy - Member

CDR J. L. Simons - Member Dr. W. R. Porter - Liaison

NATIONAL ACADEMY OF SCIENCES AMERICAN IRON & STEEL INSTITUTE

SHIP RESEARCH COMMITTEE

Mr. R. H. Sterne - Liaison

Mr. R. W. Rumke - Liaison

Prof. J. E. Goldberg - Liaison U.S. NAVAL ACADEMY

Dr. R. Bhattacharyya - Liaison vi

Mr. M. Pitkin

Asst. Administrator for Commercial Development Maritime Administration Mr. C. J. Whitestone

Maintenance & Repair Officer Military Sealift Command

INTRODUCTION

The SEA-LAND McLEAN is the first in a class of eight high-speed (33 knot)

containerships. Each carries 200 forty-foot and 896 thirty-five-foot containers.

In order to insure a rapid turnaround, the ships were designed with virtually un-obstructed hatches running over 80% of the ship's length for loading of

below-decks cargo. Such an arrangement, however, greatly reduces torsional stiffness

and necessitates a revised structural layout.

Instrumentation of the ''essel and collection of seaway response data by Tele-dyne Materials Research is part of a larger SL-7 program of model testing,

struc-tural analysis and data correlation between various tasks. Calibration of the

strain gage sensors forms an integral part of the data collection and correlation tasks.

OBJECTIVE

The calibration event supplies two important factors necessary to the evalu-ation of seaway data.

Checkout of the Instrumentation System. The calibration was the first

op-portunity to check out the sense and magnitude of the installed gaging

system against a deterministically varying load. Due to the complexity of

the structure it is not always possible to make successful a priori

deci-sions regarding gage locations. Unusual load paths, stress

concentra-tions, interactions of applied loads, thermal environments, service condi-tions, modeling approximacondi-tions, construction techniques, and other unpre-dictable conditions all may act to invalidate or reduce the desired

ef-fectiveness of applied instrumentation. Calibration, therefore, makes

possible an overall check of the data system under a rational applied load.

2. Determination of Constants. The second and perhaps more important aspect

of the calibration is that it provides data for the development of propor-tionality constants or influence coefficients between the applied load

and the measured response. These factors can then be used to generate

applied loads from the recorded seaway stresses.

Ideally, a calibration procedure seeks to apply sequentially a series of pure (single-component) loads while the specimen is at a uniform and constant

tempera-ture and free from other influencing factors or loads. These conditions were not

fulfilled in the present calibration experiment due to various practical

limita-tions. The limitations will be noted and the deviations from ideal conditions

described in the appropriate succeeding sections. CONCLUSIONS

The following general conclusions can be drawn based on the data gathered during the calibration experiment:

1. Measured changes in midship vertical longitudinal bending stress were

consistently 80 percent of the calculated changes. Because of possible

(minimum-

-2-scantling) section modulus upon which the calculations were based, this correlation is reasonable and indicates further that the load/response characteristic is linear and that data acquisition and reduction tech-niques do not contain any significant systematic errors.

Data have been reported relating response to applied loads, making possible the development of proportionality constants.

Stress levels achieved during the calibration are in most cases small relative to maximum measured seaway stress variations, and thermal

condi-tions were not constant over the duration of the experiment.

Extrapola-tions of loads by proportionality, therefore, should be undertaken with caution.

The maximum observed stress change for the calibrations loadings (10,200 psi, Sensor SYA, during the torsion loading, Condition 4 to Condition 6) occurred at the starboard aft corner of Hatch No. 9, just forward of the

Aft House. Other hatch corners at stations where hatch width changes are

encountered exhibited high shear stresses near the stress relief cutouts. The hatch corners, therefore, are probably the most highly stressed parts

of the structure.

IV. INSTRUMENTATION

General System. The sensors used in the calibration experiment were the

identical ones used in the Fall/Winter 1972-73 seaway data collection program. A

total of 105 discrete instrumentation channels are installed and were available for

monitoring. Of these, 97 were strain gage sensors (including some multiple active

element bridges designed to be sensitive to only specific types of loading), six were ship's motion (four linear acceleration and two rotational displacements), one was a multiplexed combination of ship operating parameters and one was assigned to

a wave height radar. Only the strain gage sensors saw useful input levels during

the calibration experiment. Table I contains a listing of all instrumentation

sen-sors. It should be noted that the vertical bending stress is repeated on both

re-corders for matching purposes. For record keeping convenience, however, each of

the five repeated monitorings (on Recorder No. 1 and on Recorder No. 2 in Modes A,

B, C, and D) is assigned a separate sensor number. Table II lists abbreviations

used for sensor nomenclature.

Figure 1 presents the overall instrumentation layout and signal flow as

in-stalled on the SEA-LAND McLEAN. All strain gages and ship motion sensors are first

terminated in Intermediate Junction Boxes (IJB) positioned near the sensor location.

All instrumentation is then routed to Junction Boxes (JB) installed by the ships

electrical contractors. Cabling for the data collection system is designated "612"

throughout the ship. The majority of strain gage signals are fed directly from

IJB's to JB's. Sensors Nos. 43 through 84 and 86 through 105 additionally pass

through the Rosette Selection Box (RSB) and Girder Selection Box (GSB),

respec-tively, where signals are selected and patched for recording. During the

cali-bration, all available signals were patched and recorded for each loading

condi-tion. (For a more detailed definition of these gages and selection arrangement

see Reference 1.)

Scratch Gaqes. All ships in the SL-7 series have a "scratch gage" mechanism

installed in the starboard tunnel at midships for long-term monitoring. These

-3

stringer on which they are mounted. In the McLEAN (only) two instruments are

in-stalled, one each port and starboard midships. Both instruments were manually

ad-vanced and recorded the strain at these locations for each calibration condition.

Additional Gages. Three additional gages, not available for analog

monitor-ing durmonitor-ing seaway runs, were installed for future reference. Located at the Aft

House/Hatch 9 starboard cutout, these gages were read manually using a strain indicator during the calibration for Conditions 3 to 7.

Gage Locations. A short reference description of the location of all sensors

is included in Table I. An expanded description and brief rationale for each

sen-sor are presented in Tables II and III. Reflected in the gage layout is the

reali-zation that longitudinal vertical bending is the single most important operating

parameter. Due to the unusually high speed of the ship, extensive ship motion

sen-sors are incorporated to gather data on rigid-body motions. The majority of the

remaining gages are located to ascertain the magnitude and effect of the torsional loading and distributions which are major considerations in the structural design. Such loadings tend to induce a fixed-end-bending type of deformation in the trans-verse girders and develop stress concentrations at hatch corners.

Figure 2 presents an overall plan of gage locations. Figure 3 presents

instal-lation details of the strain gage instrumentation.

V. THE CALIBRATION EXPERIMENT

The dockside calibration experiment was conducted on 9-lo April 1973 in

Rotter-dam, Holland. Originally the plan was to begin from a fully-loaded ship and

selec-tively remove container cargo so as first to produce three increments of change in longitudinal vertical bending moment and then two torsional (twisting about a

long-itudinal axis) moment distribution increments. The initial (dockside) condition

was designated No. 1, the five unloading increments described are Conditions Nos. 2

through 6, and the final (empty) condition is No. 7. Due to schedule constraints

Condition No. 2 was deleted. For similar reasons a full set of zero readings at

dockside (Condition No. 1) using all patching options was not possible. For this

reason a previous condition, coming up the Maas River at slow speed, was defined

as Condition Zero. All other measurements reported are referred to it unless

other-wise noted. (Any other condition may be defined as Zero by algebraically

subtract-ing the readsubtract-ing for that condition from all readsubtract-ings at the other conditions.) Environmental conditions during the calibration are presented in Table IV, and

the observed drafts are in Table V. Figures 4a-4d illustrate the changes in

con-tainer loadings which are presented in Table VI. Figures 5a-5f present the

calcu-lated vertical bending moment, vertical shear force, and torsional moment

distribu-tions for each condition. Container unloading proceeded as described below:

Condition 1

Dockside initial readings were taken, no unloading, all channels and patch op-tions were read by meter, tape recordings made on all modes but opop-tions not patched.

(Note: Cargo holds beneath Hatch 3 and 10 were empty throughout the calibration.) Condition 3 (Figure 4a)

ap-

-4-tions were read from meter and recorded on tape for this and subsequent condi-4-tions. This condition is the maximum decrease in hogging (vertical bending) moment.

Condition 4 (Figure 4b)

Remaining deck containers on Hatches 5 through 11 removed. This midship cargo

removal results in an increase in hogging moment toward arrival level. Condition 5 (Figure 4c)

Containers were removed from starboard side of Hatches i through 7, and the

port side of Hatches 8 through 15, generating a torsional moment. After

approxi-mately one-half of the unloading was complete, Condition 5 was recorded. Hatch

covers were placed asymmetrically to contribute to the torsional moment. Condition 6 (Figure 4d)

Completion of unloading described in Condition 5. This is the maximum

tor-sional load. It should be noted that this also changes the hogging moment component.

Condition 7

Nominally empty ship except for one propeller (47 long tons) loaded into Hatch 3 and one propeller in Hatch 4, all hatch covers on.

RESULTS

As previously noted only strain gage sensors produced useful outputs during

the calibration. A summary of all strain gage outputs, referenced to Condition

Zero, is presented in Table VII. Single gage strains have been converted to

stress by multiplying by Young's Modulus (E). In the case of three-arm rosette

gages, calculated principal maximum (a1) and principal minimum (ai) stresses are also given along with the angular orientation to the principal axis as measured

from the "A' or longitudinal gage. Changes in Hatch 7 dimensions were measured

during the torsional part of the calibration, and are presented in Table VIII. DISCUSSION

The results of the calibration experiment fall into two classes depending upon

whether or not the data can be predicted by theoretical calculations. Calculations

of vertical bending moment, vertical shear force, and torsional moment were pre-pared by the American Bureau of Shipping from the loading information, but only a relatively small number of the sensors were designed to measure the effects of

these basic loadings. The remainder of the strain gages were placed in areas of

interest where calculations are difficult, and there are no specific predicted

values available for comparison. The response of these gages to the applied

load-ings is, therefore, of great interest, and these results will be considered first. Figures have been prepared as noted to illustrate this discussion.

-5-Rectangular Rosette Gages (Mounted Underdeck)

There is a great similarity in recorded strain (converted to stress) be-tween geometrically comparable rosette elements located at Frames 226 and 258;

R5 and RiO; R6 and Rll; R7 and Rl2; R8 and R13; R9 and R14. Although the gages

at the more forward location show approximately 25 percent lower stress, the

general changes with load are similar. This would be expected from the similar

sections as the load decreases forward. Another decrease in stress is exhibited

at the next forward location (Frame 290), but the response is modified due to the

influence of the Forward House, especially in reducing the diagonal stresses. In

this connection, the longitudinal stresses predominate in the tunnel at Frames 258 and 290, whereas the diagonal stresses predominate in the transverse girder near the hatch corners.

Figure 6 shows the output of each element of AR1 and AR2. These are

lo-cated symetrically on the port and starboard sides, respectively, at Frame 143

near the Hatch 9 corners just forward of the After House (see Figure 3). The

opposite action of the torsional loading can be seen clearly here; the longitudi-nal and transverse elements exhibit nearly equal stress changes but in opposite

directions. Similar behavior could not be expected in the case of the diagonal

elements since these are tangent to the hatch corner cutout on the port side, but

radial to the cutout on the starboard side. Note the relatively large tensile

stress on the port (tangential side) diagonal indicating a stress concentration around this detail.

Figure 7 presents a similar representation for the Rl and R2 gages located

port and starboard just aft of the Forward House, near the Hatch 1 corners. Since

all the cargo used to apply the vertical bending and torsional moments was aft of

this section, one might expect negligible stress changes. Relatively significant

longitudinal stress changes are exhibited, however. These are associated more with

the restraint of warping stresses than with the bending moment changes.

Apparent-ly, both the Forward and Aft Houses restrain the free action of the open cell tor-sional defiections, thus giving rise to significant (in comparison with those

in-duced by vertical bending) longitudinal stress components. These components are

especially important at hatch corners near the house structures because the house structure geometries further increase their magnitudes.

Additional Gages

Three additional gages (sY) were located circumferentially about the hatch corner reinforcement on the starboard side just forward of the Aft House (Hatch 9). The first of these gages, SYA, displayed the highest recorded strain change of any

gage during the calibration. This gage was located 22 1/2 degrees from the

long-itudinal direction around the cutout ring. These gages were installed especially

for the calibration, and were read with a strain indicator. Transverse Girder (Normal Stresses)

Gages TGFS, TGMS, and TGAS were located in forward (Frames 242-244), mid

(Frames 194-196), and aft (Frames 78-80) transverse girders, respectively. Each

bend-

-6-ing stress distribution from vertical to horizontal as the load-6-ing conditions

were varied from Conditions 1 to 6. The mid girder was the most heavily

instru-mented, with three normal stress gages in each side (one each at the corners and midpoint), one each at the top and bottom midpoint, and one shear installation

at each side quarter point. Forward and aft transverse girders were

instrument-ed only with normal strain gages near each side corner. (No readings were

ob-tained from the aft transverse girder forward bottom corner gage, TGAS2, due to

excessive zero offset.) Each gage set was mounted in a vertical plane about

four feet inboard from the starboard tunnel--transverse girder interface. The

change from the slow, steady ahead river condition (Condition Zero) to dockside

(Condition 1) shows as a significant increase in vertical bending. In all cases,

the change in stress distribution from Condition 1 to Condition 6 is

character-ized by a change from vertical to horizontal bending in the gage arrays, as shown

in Figure 8. This is assumed to result from first the decrease in vertical

bend-ing and then the torsional warpbend-ing of the hull cross sections. The former will

result in upper fiber tension and lower fiber compression, since the reference condition is loaded, and unloading is the same as application of an upward load. The latter will result in tension in the aft fibers and compression in the

for-ward fibers. Some of the distortion in the stress plots is probably due to the

influence of the bulkhead on the aft side of each transverse girder section. Shear stresses recorded at the upper section remain fairly constant while those at the lower quarter points tend to become increasingly negative, especi-ally on the bulkhead side where a change in shearing stress of -6450 psi was re-corded.

Forward Longitudinal Strain

Four single-element gages were located 12 inches below each longitudinal tunnel (port and starboard) and 12 inches above each tank top at Frame 290. Three of these gages exhibited fairly low stress (1,000 psi or less) with little

response to bending loads and limited but definite torsional response. The

fourth gage in the group (top, port) showed a large, linear increase in tensile

strain between Conditions Zero and 3. Since there was no static load change

between Conditions Zero and 1, there should have been no significant induced

strain. Similarly, the load change between Conditions 1 and 3 should not cause

the amount of tensile change indicated at this location. Additionally, the

strain remains high through Condition 7. It must be assumed, therefore, that

there was a warm-to-cool (coming up river/dockside shadow) thermal restraint

stress induced at this location. The general response after Condition 4 is

con-sistent with the loading conditions assuming an initial zero offset.

Calculated Data

The longitudinal vertical bending moments and the vertical shear forces were obtained from the ABS "Static Longitudinal Strength Calculation for SL-7 Sea-Land Containership Study" dated February 8, 1974 for the appropriate frame

(see Figures 5a through 5f). The vertical bending moments were divided by the

aporopriate section modulus (top or bottom) taken from the Sea-Land Service, Inc

Containership Construction Center Drawing No. 10-097, "Section Moduli, Bending

-7-data the normal stresses were calculated by the relationship Mb

Sb _{- Z}

where S and Mk are the bending stress and bending moment,

and Z is the section moduus at 'ehe section of interest. The results of the

calculations are shown in Table IX.

The torsional moments at each hatch for each load condition were

ob-tained from ABS calculations titled "SEA-LAND McLEAN Calibration Tests,

Tor-sional Moments (Ton-Feet)", and are also plotted in Figures 5a through 5f.

Sum-ming these torsional moment contributions per hatch for each load condition along the ship length aft to forward, using the appropriate sign convention, produces an accumulative torsional moment per hatch for each load condition. These torsional moments are tabulated in Table X.

Longitudinal Vertical Bending

A comparison of measured and calculated values is presented in Figures 9

and 10. The tracking of the two sets of data against Condition is good in

Fig-ure ., even though the absolute magnitudes are relatively low. Figure 10

demon-strates this relationship more clearly by plotting the measured values against

the calculated ones. All of the points lie on a straight line having a slope

of 0.8.

Figure 11 presents the longitudinal stresses measured top and bottom, port and starboard, at midship with the measured and calculated vertical

bend-ing stresses and the calculated torsional moments. These plots show the ship

bending as the unloading proceeds from the slight hogging sense at Condition 1

to the greatest hogging sense at the unloaded Condition 7. In proceeding from

Condition 1 to Condition 3, it is evident that the ship changes from a hogging

sense toward a sagging sense. This result is reasonable, as in going from

Con-dition 1 to Condition 3 containers are removed from the deck over Hatches l-4

and 12-15, which tends to produce a more concentrated load at midship.

Proceed-ing to Condition 4 shows a moment change back to a hoggProceed-ing sense. The hogging

continues to increase to the unloaded Condition 7. This increase in hogging can

be attributed to the fact that as the ship is unloaded the buoyant forces for-ward and aft decrease at a faster rate than at midship.

Detailed analysis of Figure 11 and the data in Table VII reveals some un-expected results, however, especially from the starboard neutral axis and bottom

gages. Although the extreme fiber (top and bottom) gages respond in the expected

sense for the two vertical bending conditions, the magnitude of change for the port and starboard gages, which should be approximately equal, in fact is

consid-erably different. This indicates a nonuniformity of the bending moment across

the section which is presently unexplained. Further, the relatively high stress

changes indicated at the starboard neutral axis (not plotted) is also unexplained. This gage is located on the neutral axis approximately 24-3/4 feet above the base

line, which, for the calibration, equals the draft shortly after Condition 4. In

other words, this gage is at water temperature under one condition, and at

-8-self-temperature compensation of the strain gages used, thermally-induced

strains will not be indicated. However, restraints of thermal strains are

actual stresses and are indicated by the gage. Three types of

thermally-induced stresses are possible for the calibration conditions: gross horizon-tal bending, gross vertical bending, and local stress changes across thermal

interfaces (i.e., the waterline). Gross horizontal and vertical bending due

to restraint of thermally-induced strains result in compressive stresses in the starboard side and deck, respectively, for the calibration condition of

cool water and warm air/sun on the starboard side and deck. The large stress

exhibited by the starboard neutral axis gage cannot be explained by these

con-siderations. It is also interesting to note that this stress is largely

main-tained at Condition 7 (unloaded). As a result of this unexplained behavior,

a physical check was performed on the installation. All circuits were found

to be operating correctly and were correctly identified. Scratch Gapes

A scratch gage (a timer-advanced, peak-strain-reading, mechanical record-ing strain gage) has been installed in both longitudinal tunnels, midship, at

the half-height side shell longitudinal stringer. (Other vessels in the SL-7

class have been fitted with one such gage each, in the starboard tunnel at a

similar location.) Both recording charts were advanced manually at each

cali-bration condition for recording peak strain. For the calibration experiment

induced strains produced stylus deflections on the order of 0.020 inch, a

quan-tity which is difficult to scale precisely. The plot of these stresses in

Figure 12 also presents the corresponding outputs from the tunnel top stress

gages near the same locations. Agreement between the two types of

instrumenta-tion is generally good, especially for the low stresses involved. Torsional Shear Midship

In the absence of detailed sectional information suitable for calculating shear stresses using the calculated torsional moments, the moments themselves

have been plotted in Figure 13 along with the measured shear data. The

compari-son is generally good. Virtually no output is indicated until the start of the

torsional loading condition. Although there is no change in the horizontal

bending sensor output for Conditions 1 through 4, an increasing output is

indi-cated for Conditions 5 and 6. This corresponds to the torsional stress

distri-bution (restraint of torsional warping resulting in symmetrically opposite normal

stresses about the centerline and torsional neutral axis). It is also possible

that some of this is due to thermally-induced horizontal bendinq which is restrain-ed by the constant-temperature ship bottom.

Low outputs are exhibited by the two boxgirder (longitudinal tunnel) gages

located on the tunnel top (deck) and bottom (see Figure 14). However, the

indi-cation is larger for the shear conditions and of opposite sign on top and bottom

as would be exoected due to the shear flow around the closed box section. The top

gage on the starboard boxgirder appears to track fai ny well with the calculated

torsional moment. The bottom gage appears to be responding to shear associated

with horizontal bending, which tends to reduce its response to the torsional

moment. However, it is very difficult to relate calculated and measured data when

Forward and Aft Sideshell Shear

-9-One vertical shear sensor was installed on each sideshell neutral axis

at Frames 289-290 and Frames 87-88 with each monitored separately. The

for-ward pair (Figure 15) are located at the neutral axis and exhibited similar shear stresses, indicating that their response was associated principally with

vertical bending loads. At the aft location (Figure 16) the gages were located

above the neutral axis and exhibited similar but opposite behavior. A check of

seaway data in head seas revealed that the Shear Aft Port transducer consistently produced data opposite in polarity from the Starboard data, indicating a polarity

error in the bridge circuit. However, if horizontal bending and/or torsional

loads were present, their effects could not he separated from vertical shear with

transducers of this configuration. The shear stresses measured were very low in

absolute magnitude.

VIII. GENERAL CONSIDERATIONS

Various factors present in the calibration experiment militate against

more completely explainable results. Some of these are:

A clear, bright-sun day. Due to the ambient temperatures, the fact

that the sun shone directly on the starboard side, and the almost 24-hour period required for the calibration, thermal effects from port to starboard, deck to waterline, and between day and night loading conditions resulted in appreciable

strains. A determination of the magnitude of these strains is difficult for

several reasons. First, the actual distribution of temperatures through material

thicknesses and along various length and width dimensions is not known. From

the temperature measurements made during the calibration (Table IV) a probable

distribution may be assumed, but this may not be adequate. Second, the induced

apparent strain depends on the degree of restraint of thermal expansion. (As

mentioned previously, no response due to unrestrained thermal expansion is

in-dicated by the gages employed. Evaluation of this problem requires a model

analysis, and the exercise would become circular.

Schedule and other operational limitations. The original offloading

plan called for an intermediate vertical bending condition (No. 2) which would have added another data point to indicate the linearity and correctness of the

measured strains. Due to schedule considerations, this point was deleted.

Fur-ther, due to the excessive time and labor which would have been required, a

re-verse torsional loading condition was not included in the original plan. This

would have been useful in aiding the elimination of biased or nonsymmetrical load-ing behavior.

Low load level. Due to various logistical and other factors the ship

arrived for the calibration experiment with less than a full cargo load. Most of

the missing containers had been located fore and aft, resulting in _{a decreased}

change in hogging bending moment during the calibration. This situation

con-tributed to the relatively low strain levels recorded. These low strain levels

are, in many cases, of a magnitude similar to the thermal restraint stresses, built-in fabrication stresses, non-linear stresses due to structural

nonuni-formities and irregularities and/or zero offsets and drifts in the instrumentation. In many cases the load-induced stress levels are insufficient to rise above these

-lo-types of noise. However, the linearity of the vertical bending results provides

considerable confidence in this important area.

4. Simultaneous variation in applied load. Ideally, during a calibration

the various loads are varied individually so that the effect of each may be

ascertained easily. During this calibration experiment it was not possible to

achieve this ideal, primarily because the loading changes which induced a torsional

response also caused changes in vertical bending moment. Such a situation makes

it difficult to separate the cause (load) and effect (strain) relationship.

IX. REFERENCES

Fain, R. A. "Design and Installation of a Ship Response Instrumentation

System Aboard the SL-7 Class Containership S.S. SEA-LAND McLEAN," Ship Structure Committee Report SSC-238 1973.

Fain, R. A., Boentgen, R. R., and Wheaton, J. W. "First Season Results

from Ship Response Instrumentation Aboard the SL-7 Class Containership S.S. SEA-LAND McLEAN in North Atlantic Service," Ship Structure Coimiittee

TA:L

SENSOR LISI

72/73 Season and Calibration

'yar ri. F lonsor Soci. Location (2) Config. Orient Sensitive to Recorder Channel Node roil Cal Unite C rejit Frame Position I (ii L'le 1864 TorneI Tops Dyadic Long. V. Bend. 1 1 -821'. PSI 2 3

ISN Wave Ut.

1B6. 330

Stde N/A lud Deckhouse (Stbd) Shear Radar Vert, Angled 8.1. Shear Rnnge(3) 1 1 2 3 - -4991 3.4 PSI Volt 3 I P.oll 178 26" Fd 31' ATT Pend, Trans. Roll 1 4 -20 Deg. -S Fitch 178 26' lud 31' ATT Fend. Loog. Pitch 1 5 -20 Deg. -G StAy 178 23' Sc'l 31' ATT Mass Vert. V. Aceel. 1 6 -i -StAT 138 23' ud 31' ATT Mass Trons. T. Aceel. L 7 i g 8 FAV 290 11" l\.d 59' ATT Mass Vert. V. Accai. 1 8 -i g -S FAT 290 14" Fd 59' ATT Mass Trans. T. Aerei. 1 9 1 g -10 0' Para. -RPN, sud, Mind 540 Multiplex -Transmitters 1 10 3.6 Volt -il LIiB 136 . Side NA Dyadic Long. U. tend 1 11 -8214 PSI 2 12 SFP 265 P Side 32' ATT Shear Vert. Shear 1 12 -5000 l'SI 13 SFS 265 S Side 32 ATT Shear Vert. Shear 1 13 -5000 PSI 16 (1) L'IS 2 1. A 15 L3TS 186 S Tunnel Top Oeadic long. N. Stress 2 2 A 8240 PSI 5 lb LSS 186 S Side N.A. Dyadic Loo. N. SIrena 2 3 A 8240 PSI 5 17 iSIS 186 S Side Bottom Diadic Long. N. Sreso 2 4 A 8210 PS1 5 LS LSTP 186 P Tunnel Top Dyodic Lc.ng. N. Stress 2 ') A 8240 PSI 5 19 LS 186 I' Side NA 0',adlc Long. N. Stress 2 6 A 8240 PSI 5 27 L:7 185 P Side bItan Dyadic Long. N. Stress 2 7 A 8240 PSI 5 SAi' 87 P Side 25' ATT Shear Vert. Shear 2 8 A 500C l'SI 4 72 FAS 87 S SIde 25' AIT Shear Vc:t. Shao 2 9 A 5000 PSI i,

2.

TABLE I(Continued)

SENSOR LIST

72/73 Season and Calibration

S3Or

o. Sensor Non. Location Config. Orient Sensitive to Recorder Channel Siede Full Cal Units Circuit So. Frane Position 23 26 FD21 FlIT Level 04 CL 307 Level 04 CL Mass Mass Vert, Trans. V. Accel. T. Aerei. 2 2 10 11 A A +1 (4) +1 g g - -25 AONL 130 Level 05 1,' P Mass Long. L. Aced. 2 10 (a) A +1 g --26 ADiT 130 Level 05 1" P Nase Trans T. Aced. 2 11 (a) A +1 g .7 BGIT i86 S Tunnel Top Shear Long. Shear 2 12 A 5000 PSI IB BGSE l84 S Tunnel Bot Shear Long. Shear 2 13 A 5000 PSI 4 29(1) LVI 2 1 R 20 Al-lA 143 ç

Port Stde Girder

Single Long. N. Strain 2 2 33 334.6 s",» 6 21 Al-15 143 Nnr Deck Cutout Single Disg. N. Strain 2 3 B 334.6 e"/" 6 32 AN-IC 143 1 Under Deck Single Trans. N. StraIn 2 4 5 334.6 s'i' 33 AR-2A 143 ç5th1 Side Gird. Single Long. IT. Strain 2 5 II 334.6 s'/' 34 AS-21 133

icar Dock Cutout

SIngle Diag. N. Strain 2 6 B 334.6 "/" 6 35 .IA-2Ç 143 L Under Deck Single Trans. N. StraIn 2 7 B 334.6 "/" 6 3f At-3A 143 çStbd Tunnel Single Long. N. Strain 2 8 B 33.6 g"/" 5 37 AR-3B 143-In Board Single Diag. N. Strain 2 9 B 334.6 s'I' 6 38 A3-3C 143 t-Under Deck Single Trans. N. StraIn 2 10 B 334.6

s'I"

6 39 AR-4A 143 rStbd lunnel Single Long. N. Strain 2 11 g 334.6

s'I"

6 40 AR-4L 143 Out Beard Single »lag. N. Strain 2 12 1 334 .6

'I"

6 41 Ag-4C 143 1 Under Deck Single Trans. IT. Strain -2 13 B 334.6 cl 6

TABLE I(Continued)

SEW4OR LIST

72/73 Season and Calibration

S..nsor Sensor Non. Location(,7\ I L Config. Orient Sensitive to Recorder Channel Mode Full Cal Units Circuit Frane Position 42(1) L'.'B 2 1 C 6 '.3 Rti 291

d'art Side Gird

SSrgle long. N. Strain 2 (2-13 C 334.6 e"/" 6 4'. P55 291 Near Dtck Cutout Single Diag. N. Strain 2 ' VIA C 334.6 i"/" 6 15 PC 291 L Ioder Deck Single Treos. N. StraIn 2 RIB C 334.6 e"," 6 46 R2A 291 Stbd SIde Gird Single Long. N. Stratr 2 (2-13 C 33',.i u"," 6 47 P.25 291

Near DecL Cutout

Single D1a9. 1'. Strain 2 VIA C 334.6 c'y" 6 48 R3C 291 (. Coder Deck Single Treos. N. Strain 2 (. RIB C 334.6 a"," 6 R3A 2)1 Stbd Tunnel Single l.ong. N. Strain 2 (2-33 C 336.6 c'y" 6 SO P.35 291 In board Single Diag. N. Strain 2 VIA C 334.6 c'y" 6 31 R3C 291 L lJr,der Deck Single Trans. N. Strain 2 L. RIB C 334.6 e"," 6 52 RIA 291 ('Stbd Tunnel Single Lang. N. Strain 2 ( 2-13 C 334.6 e"," 6 53 RIB 291 Out Board Single Dtag. N. Strain 2 VIA C 334.6 e"," 6 54 g4C 291 tlnder Deck Single Trans. N. Strain 2 L. RIB C 334.6 c'y" G 55 15A .258 çStbd Side Gird Single Long. N. Strain 2 ç2-13 C 334.6 u"/" 6 56 RSB 25 In Corn. flat 2 Single DIn. N. Straii 2 "IA C 334.6 C'I" 6 57 R5C 258 LUnder Deck Single Trans. N. Strain 2 L RSB C 334.6 u"," 6 58 R6A 258 Çstbd Side Gird Single Long. N. Strain 2 ç2-13 C 334.6

c'I"

6 59 518 258

Out Corn. Hat 2

Single Ding. N. Strain 2 ' VIA C 334.6 i"j" 6 60 RGC 258 Lurider Deck Single Trans. N. Strain 2 L RIB C 334.6 e"/" 6 61 R7A 258 çsrbd Side Gird Single Long. N. Strain 2 ç 2-13 C 334.6 ii"," 6 62 R75 258

)19ear Deck Cutout

Single Diag. N. Strain 2 VIA C 334.6 1/" 6 63 R7C 258 L L'ader Duck Single Trans. N. ltrain 2 P.B C 334.6 C"/" 6 54 R3A 258 (Stbd Tunnel Single Long. N. Strain 2 ( 2-13 C 334.6 e,'," 6 'iS RiB 258 Tn Board SIngle Diflg. N. Straifl 2 VIA C 334.6

ci'.

6

Ldr Db

Ti-tpo. N. Strain 2 ( '9 C

-TAIlLE I (C.ontinued)

SENSOR LIST

72/73 Season and Calibration

£en,or N. Sensor Nom. Location (2) Config. Orient Sensitive to Serorder Channel Mode Full Cal Units CSrcuit No. Frame Position 62 R9A 258 (Stbd Tunn'il Single Long. N. Strain 2 (2_13 C 334.6 i/ 6 68 RIS 258 'Out Board Single Slag. N. Strain 2 VIA C 336.6 sI' i ROC 258 (Under Deck Single Trans. N. Strain 2 RSB C 334.6

sI

6 70 RIGA 226 (Stbd Side Gird Single Long. N. Strain 2 Ç 2-13 C 334.6

s'I'

6 71 RiDS 226 In Corn. Hat 4 Single Diag. N. Strain 2 VIA C 334.6

s'I"

6 72 RISC 226 (.Ur.der Deck Single Trans. N. Strain 2 ( PSI C 334.6 s"I" S 73 RLIA 226 Stbd Side Gird Sangle Long. N. Strain 2 (2_13 C 334.6

pI'

6 74 R]LB 226

Out Corn Hat 4

Single Diag. U. Strain 2 VIA C 334.6

s'I"

6 75 RJIC 226 Underdeck Single Trans. N. StraIn 2 (. SSS C 334.6 s'/' 6 76 R12A 226 (Stbd Side Gird Single Long. N. Strain 2 (2_13 C 336.6 u"I" 6 77 R12B 226

Nezir Deck Cutout

Single hag. N. Strain 2 3 VSA C 334,6

s'I"

6 73 RI2C 226 (Underdeck Single Trans. N. Strain 2 ( RiB C 334.6

s'I"

6 79 RS3A 226 Stbd Tunnel Single Long. N. Strain 2 (2_13 C 334.6

s'I"

6 80 R13B 226 In Board Single Diag. N. Strain 2 1 VSA C 334.6 s"!" 6 Bi RI3C 226 tinder Deck Single Trans. H. Strain 2 RSB C 334.6

s'I"

6 82 R14A 226 (Stbd TurneS Single Long. N. Strain 2 (2_13 C 334.6 s'/" 6 83 R148 226 Cut Board SIngle Diag. N. Strain 2 j VIA C 334.6

sI

6 54 RI4C 226 (under Deck Single Trans. N. Strain 2 ( RSB C 334.6 s"/" 6 23 (1) LVI 2 1 D Sí TGFS1 244 l'ad Top Single Trans. N. Stress 2 2 U 10038 ROI 6

TALLt 1 (Contir.ued)

S12!SOR LIST

72/73 Season onì Calibration

sosor a. Sensor Non. LocatiOn (2) Config. Orient Sensitive to Recorder Channel Muds Full Cal Units Circuit

ì.

Fra.e Position 87 'ILSST 289 S Stde i' IT Single Long. N. Stress 2 2 (a) 1 10038 PSi f3 11152 244 I\jd tot. Single Trans, N. Stress 2 3 D 10038 PSI h 89 itLSSS 289 S Side 1' ATT Single L0n4. N. SUmas 2 3 (a) T) 10038 'Sl 6 73 rGFS3 21.2 Aft. Bot Single Troto. N. Stress 2 4 0 10038 PSI I 91 I;LS1'T 299 P Side 1' BT Single Lnp,. 14. Stress 2 4 (a) D 10038

III

6 92 TGFS4 242 Aft Top Singlo Traue. N. StrOss 2 S U 10038 PSI b 93 111578 299 I' SIde 1' ATT Single Loig. N. Stress 2

5 ()

D 10038 751 s 90 T1Sl 196 Fwd Cird. Top Single Trans. N. Stress 2 6 r 1003f l'SI 6 95 I1li2 196 F\d Gird flot. Single Treos. N. Stress 2 7 li 110314

'iI

S

li

TG7S3 191.

Aft Gird Bot.

SIngle Trans. N. Strecs 2 5 0 10038 IST 6 77 TGI'.S4 194

Aft Gird Top

Single Trans. N. Stress 2 9 0 10038 PSI 6 99 TCMSIX £94 Fvd Cird litO Single Trane. N. Stress 2 6 (a) D 10038 PSI

i

99 TGMS2X 195

tot Gird Mid

Single Trans. N. Stress 2 7 (a) D 10038 PSI 6 113 7Ç.S3X 194

Aft Gird Mid

Sin3le Trans. N. Stress 2 8 (a) D 10035 P° 131 195 Top Gird 7118 Single Trans. IT. Stress 2 9 (a) D 71.:3 P17 102 TOISIX 196 Fwd Gir Q Top Shear Trans. SMear 2 6 (a) D 5000 PSI 4 1.03 TGSS2X 196 Fd Oir Q Bot Shear Trans. Shear 2 7 (a) D 5000 PSI 4 104 TSSS3X 194

Aft Oir Q Bot

Shear Trans. Sheer 2 8 (a) D 5000 PSI 4 103 TCSS4X 194

Aft Cir Q Top

Shear Trans. Shear 2 9 (a) D 5000 PSI 4 ICI IGASI 80 Fvd Top Single Trans. N. Stress 2 10 D 10038 PSI 6 107 TGIS2 SO Fud Bot Single Trans. N. Stress 2 11 D 10038 PSI 6 108 T0'.S3 78 Aft Bot Single Trans. N. Stress 2 12 D 10038 PSI 6 L119 TGA94 18 Aft Top Sintle Trans, N. Stresq 2 13 D 10038 PSI 6

-16-TABLE II

SENSOR AND SIGNAL NOMENCLATURE

ADHL After Deck House Longitudinal (Acceleration)

ADHT After Deck House Transverse (Acceleration)

AR14 ()

Aft Rosettes, () denotes gage element:

A is longitudinal orientation

B is diagonal (450) orientation

C is transverse (athwart) to longitudinal

BGSB Box Girder Shear Bottom

BGST Box Girder Shear Top

FAV Forward Acceleration Vertical (Hull)

FAT Forward Acceleration Transverse (Hull)

FDHT Forward Deck House Transverse (Acceleration)

FDHV Forward Deck House Vertical (Acceleration)

HLSPB Hull Longitudinal Strain Port Bottom

HLSPT Hull Longitudinal Strain Port Top

HLSSB Hull Longitudinal Strain Starboard Bottom

HLSST Hull Longitudinal Strain Starboard Top

LHB Longitudinal Horizontal Bending (combination of

LHBP and LRBS)

LHBP Longitudinal Horizontal Bending Port (Stress)

LHBS Longitudinal Horizontal Bending Starboard (Stress)

LSBP Longitudinal Stress Bottom Port

LSBS Longitudinal Stress Bottom Starboard

LSMP Longitudinal Stress Mid Port

LSMS Longitudinal Stress Mid Starboard

LSTP Longitudinal Stress Top Port

-

17-TABLE II (Continued)

SENSOR AND SIGNAL NOMENCLATURE

LVB Longitudinal Vertical Bending (combination of

LVBP and LVBS)

LVBP Longitudinal Vertical Bending Port (Stress)

LVBS Longitudinal Vertical Bending Starboard (Stress)

MAT Midship Acceleration Transverse (Hull)

NAy Midship Acceleration Vertical (Hull)

Rosettes (Forward), () denotes gage element:

A is longitudinal orientation

B is diagonal (450) orientation

C is transverse (athwart) to longitudinal

SAP Shear Aft Port

SAS Shear Aft Starboard

SEP Shear Forward Port

SES Shear Forward Starboard

TGAS14

Transverse Girder Aft Starboard (Strain)

TGFS14

Transverse Girder Forward Starboard (Strain)

TGMS14

Transverse Girder Midship Starboard (Strain)

TGMS1x4x

Transverse Girder Midship Starboard (Strain, midpoints)

TGSS1x4x

Transverse Girder Shear Starboard

(Midships, vertical quarterpoints)

TSM Torsional Shear Midship (combination of TSMP and TSMS)

TSMP Torsional Shear Midship Port

Channel (s)

direction.

11 Horizontal Bending: Longitudinal stress gages, P&S, near midship

(Frame 186 1/4), at neutral axis; wired to provide a longitudinal horizontal bending signal.

12,13 Shear-Forward: Shear rosettes near forward quarter point (Frame

265-266), P&S, on sideshell, at neutral axis. P&S recorded

senarately since shear associated with vertical bending may be of

major interest here; signals can be recombined on playback to

produce shear component associated with vertical bending or torsion.

-18-TABLE III

SIGNAL DESCRIPTION AND RATIONALE

RECORDER NO. 1

Vertical Bending: Longitudinal stress gages, P&S, under deck,

near midship (Frame 186 1/4), in box girder wired to eliminate longitudinal horizontal bending; primary reference stress; provides data comparable to SSC Project SR-153 and ABS 5-Vessel

program. This signal serves as a common reference with each

group of gages.

2 Midship Torsional Shear: Shear rosettes amidship (Frame 186 1/4)

P&S, on sideshell at neutral axis wired into single bridge to

eliminate shear associated with vertical bending. Will show

shear associated with torsion and horizontal bending. Primary

value is in comparison with similar SS BOSTON data.

3 Wave Height: Reserved for output of a wave height sensor.

4,5 Roll and Pitch: Pendulums, roll and pitch angle transducers

located close to vertical and longitudinal vessel CG (Frame

178). Rigid body motions. Similar to BOSTON data; useful in

container load evaluation.

6,7 Hull Accelerations: Vertical and transverse accelerometers

located at vessel CG (Frame 178), similar to array used on BOSTON. Vertical unit required for heave acceleration.

8,9 Hull Accelerations: Vertical and transverse accelerometers located

forward (Frame 290). Rigid body as well as whipping motions.

Use-ful for comparison with WOLVERINE STATE and BOSTON data, and probably indicative of most severe accelerations on vessel.

1 Vertical Bending: Reference signal

2,3,4,5,6,7 Longitudinal Stress Gages: Six stress gages at deck,

neutral axis, and bottom (lower sideshell), P&S,

amid-ship (Frame 186 1/4). Recorded separately, but data

can be combined to provide signals proportional to longitudinal vertical bending, longitudinal horizontal

bending, and warping longitudinal stresses. Neutral

axis gages added to simplify direct evaluation of transverse stresses and subsequent separation of

vertical and warping stresses. First time this array

has been used.

8,9 Shear-Aft: Shear rosettes near after quarter point (Frame

87-88) P&S, on sideshell, 18.2' at above neutral axis

P&S recorded separately. Torsional shear was initial

concern, but present interest is in shear associated with

vertical bending as well. Separate recording permits

re-combination of signals to produce shear component assoc-iated with vertical bending or torsion.

10,11 Deckhouse Accelerations: Vertical and transverse

accelero-meters mounted high near centerline in the forward house, and transverse and longitudinal accelerometers in the after

house. Any two of the four signals may be recorded at one

time. Primary interest is in possible springing or higher

frequency vibratory effects.

12,13 Box Girder Shear: Shear rosettes located on overhead and

deck of starboard box gìrder. Each recorded independently;

a torsional shear in the box gîrder can be reduced from these signals.

RECORDER NO. 2, MODE B

-19-TABLE III (Continued)

RECORDER NO. 2, MODE A

Channel(s)

Channel (s)

1 Vertical Bending: Reference signal.

2 thru 13 After Hatch Corner: Four, three-arm strain gage rosettes

will be placed in an athwartship array under the deck between Frame 143-144, just forward of the after house. Of interest here is the transfer of longitudinal stress

(from all sources--torsion, vertical bending, etc.) from the box beam ligament structure in way of the holds to the relatively complete and rigid hull at the house. The gross hatch corner stress concentration will also be

Channel (s)

Channel(s)

i

2,3,4,5

-20-TABLE III (Continued)

evaluated port and starboard. Original suggestion of

ABS, but this and following locations shown to be of concern in California model work and British, German, and Japanese model and full-scale tests.

RECORDER NO. 2, MODE C

This gage group is the same as Cage Group 3, except that the rosettes are located at one of the following positions:

5 Rosettes at Frame 226-227 (hatch transition)

5 Rosettes at Frame 258-260 (hatch transition) and

4 Rosettes at Frame 290-291 (aft of Fwd Deckhouse)

Since Gage Group 4 consists of 14 rosettes with 3 elements per rosette

for a total of 42 separate signals; some means was required to allow for

a selection of inputs into the 12 recorder channels available.

A patching unit designated the "Rosette Selection Box" (RSB) has been installed in the starboard box girder at approximately Frame 272. This unit takes the 14 rosette signals as inputs and by means of patch-ing cable allows the operator to select any 4 rosettes as input to the

recorder. The only restriction is that all elements, i.e., the A, B,

and C arms of any rosette must be recorded together.

RECORDER NO. 2, NODE D

Vertical Bending: Reference signal.

Gages in Transverse Deck Girder: Four single gages mounted

at the corners of a transverse deck girder, Frames 242-244. Double-S bending in girder used as measure of torsional hull

deflection at that frame. Similar to BOSTON arrays. Or, by

P511 selection, four single strain gages around the hull sec-tion at Frame 240 (2 top, 2 bottom) to measure strain dis-tribution at this location.

6,7,8,9 Gages in Transverse Deck Girder: Same as above at Frames

194-196.

In addition to the four corner gages, four additional single

element gages have been placed at the midpoint of each

dimension of the girder. Four 2-element shear gages have

-21-TABLE III (Concluded)

In a manner similar to the rosette selection technique it was again necessary to select four of twelve signals

available for recording. This time a similar Girder

Selection Box (GSB) was installed in the starboard box girder at Frame 194.

The selection was limited to three possible combinations due to wiring and bridge requirements.

The three possible patches are: 4 corner gages 4 midpoint gages

4 shear gages (quarter points)

It is possible to mix signals but additional changes are required at the signal conditioning equipment.

10,11,12,13 Gages in Transverse Deck Girder: Same as above at Frame

Notes:

*

Neamured on hull plating backside

** Pelative to ship

TABLE TV

ENVIRONMENTAL CONDITION AT C/iLl BRATION

TABLE V OBSERVED DRAFTS Coed. Tir-e Air, Dry Air Wet Teniperatures, Water 'F Port Tunnel* Stbd Tcssnel*

Location of Sun, degrees Elevation

Azimuth** Wind Speed, mph Direction 9 Apr'73 0900 49.5 43 43 51 52 45 (Overcast) 50 Stbd 15 60' Port 3 1300 58 50.5 43 49 64 60 (Clear) 100 Stbd 20 60' Port 1725 49 44 43 49 63 30 (Clear) Aft -10 11')' Port 5 2130 38 36 43 52 -8 90' Port

10 ,r'73

6 0105 36.5 35 43 43 '6

-12 60' Port 7 0830 40 -42 40 46 -10 90' Port Conditicn Fizd PORT Miti Aft Fwd STBD Aft Mid 1. 3 1 30' 28' 27' 11" 11" 2" 31' - -0" 31' 2' 28' 1" 1 9" 1/2" 3' 27' -11" 2" 7' 26' 25' -11" 9" 1" 29' 28' - 7 1/2" 9" 5 23' 5" 27' 1" 25' 5" 27' 0" 6 23' 0" -26' 11" 23' 2" 24' 5" 26' 10" Dock-side

'l I//I/I'

/

-Neading 083

Sun Direction with reference

10.5 SL 38479 3.5 SL 95731 0&'S 23.6 SL 05952 LÌ-).OTÌ P35ï tT5R L1rE T33 101.7 .0

11,.)

..E'7 Ç. ,07 b.5 5722 S 10139 0L.-ALi

4 rLL'1.

1 OflO 13i) ELS 7)310 8;V-F L 0101 13.? 3)101 5 7-I4OE R 040-23.3 02C-. 16.,! ELS tc7o'; ELE b770 ELZ-EL ..L-ROT 0205 13.3 ELE

4'.!

EL Z-RU T 0202 19.0 EL-! 5529. Si, L- F L L 0201 21.9 ELE 39120 L AL-L H A 5)04 15.3 .2504 24.5 S 603E) Eu 1473 0E-t-iL SLZ-.«JT 0103 1&.I 000 :i!.94) 0)02 19.'. SLO 5.3'1 _L0-00f C01 20... S 09071 SOL-SOT 19.7 67.2 102.2 116.1 67.8 PCT CENTE4 LINS 515) lF 513

Removed for Cond. 6

TABLE VI

CALIBRATION UNLOADING PLAN

050')

?..

SIS 53939 0500 73.4 SIS 95625 0505! 23.5 ELS 95733 EL Z - ROTIN

Removed for Cond. 3

01FF [1R 11.4 51)0 IO. O ¿0.2 1 36.5 TOTAL 00 31.2 75.8 .Q. ,1 7',. & 36. 't 39.2 _44.7 373.0 _IQTAt 1 ).ST0r .1.T

EA-LA1:D SET'v10E

.ESSL .c 0YAG6 012 o..: SSTINATION ROT DATE 0/Ô!5/73 EINEL 7Lt.J 0005 10.2 F403 19.9 0200 11.5 010.5 13.6 0005 21.6 SLO 55559 5.S 73267 51.5 3749e 331133 EIS ¿u9;9

Li-l0ï

o 4L-:Dr 8AL-0T S ELZ-300 L1--0T 1400 020 14.o 01.25 13.2 0305

hl

351117 SLE 40025 3C7D) 00)209 EL!-SEL E4L-:t0ï UL2-0Ì I?L-i4'Jï G2O 22.1 3)09 20.0 ELE 63887 930113 81-19-EEL EL Z-ûTT1-1 0208 22.0 0103 20.5 LE 60'.29 950112 EhV-FEL ELZ-20T1!4 4',.) 55.4

zA1C)i LIST FO.TC1 0 02 VESSEL SL MCL88 PORT CPARÏU1E BhV F183L 1'1AM 1.0 SiS 45c9, ELL-OT 30.4 50.7 PuRr CENÌEk LINE 89.1 .0 48.6

S0-LAû S03VZC5 INO

viV.'.c.s

012,1 DESTIi5T10: ROT 3208 20.3 (i'03 O..5 ES 3o

JAX-Ll

0203 20.8 0108 8.0 0308 23.3 SLS 95913 SIS 52037 SLS 9,593 J4X-FCLT3 ELL-ltOT G 0N.6 17.1 0406 12.1 0206 18.5 SL:, 59663 SoS 61586 SLS 65575 NE-L3G 6L-LHA NfF-N.&P

u..;

17.4 O''5 17.3 020 18.5 S1. òt.94 S1S 74351 OLS ¿.',95G

{'-Lt0

EL-EEL .-.S1-E7 0'.04 11.s 020'. 18.7 SES 50667 SLS L6OTC JLX-CCZ ;1RF-l4P 0403 2o.0 3223 22.1 SIS 37034 SLS 40037 8AL-01 861-MRS 0422 22.1 0202 20.8 SIS 43915 3ES 37227 ELi-SOT J1.X-CDZ 0201 20.9 SLS 17353 $41-F EL 09.8 133.5 I- I ST t. .6 OATE 04/00/73

TABLE VI (Cont'd)

E605 2) 003 0703 7.9 SIS 01293

Removed for

Cond. 3

106.7

21

61.4 ¿5.3 201.5 110 DFF DIR TOTAL l 112.4 23.3 5150 j 0237 17.7 0007 '.4.3 SL S 67/5'. SES 53469 C1t5-V..L JAX-L.iG 61.3 0106 18.2 0306 14.' 0506 17.3 Removed for SIS 4-9614 SiS 61812 SIS 70053 d 5 :R/-NAP EAL-ROT NIlE-LEG L.Ofl . 97 0103 13., 6305 14.7 0535 11.0 Sis 30451 SiS 561,29 SES 69315 .EF-SP ILl-acT G !RF-LEs 103.4 0104 29.3 0334 16.2 SIS 35533 SLS 69956 NAF-'i$I. 62.2-E0l 0 72.0 0233 19.9 2.03 21.7 SIS 165$ £33 1726 ELZ-\:.L ELZ-ROT 32.5 0102 20.0 0302 23.3 SLS 11218 SLS 21520 ESL-VSL ELZ-EOr 236.4 0131 20.8 ELS '.6943 .IAX-C3i

47

-Removed for Cand. 6

135.2 90.0 49.1 546.'. 0a& 22.4 02e9 17.1 0109 17.7 0339 20.1 0739 11.0 SIS ¿9179 SLS 69621 SES 7398e, 515 9s598 OLS 377d2 3RA-ROT GP.A-)CT ELL-f3QITll 521V-ECl 94.8 06'7 14.3 0267 16.0 SL' 5266 2L3 50tf49 1, F - V AL PO1T CENTER LINE S10 01FF EIS 101.6E WI 272. .0 274.3 2.2 STDD 747.9

.0 POST CENTER LINE STEù DOFF DIR TOT:.L

l

.0 .0 .0 .3 SItIO 24e.? Empty

(All Conditions)

FAICH LLT hATCh hO 03

SIA-LANO SERVICE INC

PÁGS NO 004 VSS1 St. .CL[AN 't3'i'AGE 012N STO R

P)T DAÏU

6HV DESTI1ATIO ROT DArE 04/08113 FIlIAL PLAN

TABLE.VI (Contad)

0309 14.8 0209 5.1 0109 13.1 05Q fli.6 0739 20.0 SIS 26878 SIS 30759 SIS /6400 SIS 20385 SIS 20667 ELZROIX CISR0T 8L1.ROTX , ELZROTX G ZLIIAX : 76.6 0308 19.1 0608 21.5 0403 20.2 0208 21.9 0108 22.6 0308 22.5 0508 21.7 0706 22.6 SIS 26711 SLS 27354 SIS 26586 SIS 29588 ELS 2047ì SIS 21331 SLS 20002 OLS 29322 Et.Z-ROTX F35-FELV ELZ-ROTX G ELZ-LHAX JAX-PrNX CLZ-?ÍNX EAL-ROIX ELL-FELX 172.1

Removed for

Cond. 3

33.9 21.5 -20.2

27.0 --- 40.7

22.5 40.3 42.6 248.7 PORT CENTER LINE STBD 01FF OIR

j

TOTAL WI 102.6 0 146.1 43.5 5T80 F

FAN.- LIST HATCH NO 34 F.5s:L SL tCLEAN PG,T OEPTI[.0 BhV FI'.AL PLAN 1008 17.7 SIS

2890

Us-,T ?.X 0630 19.5 ù40i 19.1 0208 24.5 0106 20.4 0338 22.5 0508 21.0 3730 19.1 0903 21.7 SIS 24062 200152 851030 200249 SLS 2j7ó3 SIS 26373 SIS 20254 SLS 29871 Removed IBC-PTIIX LLZ-ROTX ELZ-LLZX CLZ-FELX ELZ.-PTNX [Li-8818 LEC-i(OTX EIZ-FLLX

for Cond.

31í63

35.4 19.5 40.6

'2.2

38.1 22.5 21.0 19.9 39.4

i

278.6 PURI C0l1Efs LINE 3780 137.7 .0 140.9 0667 13.9 0407 13.9 0207 12.4 SL 48776 SLS 41886 SIS 45236 izLZ-I. SG SLZ-LEG LLZ-LEO OLLU 14.4 0406 14.6 3206 1247 St'-62'73 SLI 65932 SIS 64265 L/-LtG ELE-LEO ELZ-EG Oj05 9.5 04 5

¡7.1 0'05

17.1 0205 12.9 Si 690V 515 12487 SIS 3316 SLS 63811 D-.3-vI.L EI;-; AL GL',-GOA FLZ-LE-G

C34

11.7 084

15.0 0134 15.2 0204 10.5 SiS 54026 SL'; 26102 SIS 73111 SLS 58063 OIL-LEG 012-lOT EL!-L3G OLE-LEG 0433

22.3 C63

72.2 0401 17.6 0203 13.8 901729 SIS 29,71 SIS 64g--70 515 551)7

801-bz

L-8EL 2IE-GOA OIL-LEG

SEA-LA0 SERVICE IC

v0YAE

0128: DESTINATION ROT 0107 2.5 SLS ó.517 E 0106 12.4 SLS 5507, OLE-LOG 0135 12.5 SLS 9l1b EL Z-L 013'. 10.8 ILS 532'.l 012-LIC 0103 ¡3.5 SIS 67533 IL Z- LS S ÀST2S hATO 04/08/73 018F 013 3.2 SToD

Removed for Cond, 6

3»C2 23.5 0432 17.7 0202 15.2 0102 17.1 0302 20.4 0s02 20.6 SL 22889 41.5 70731 SIS 81931 SLS 17033 950023 950)99 ELZ-FEL ELL-LG 012-LEG ELE-hG ELZ-ROTT-4 OLZ-ROTLN 0401 71.5 8201 22.7 5101 14.8 C3GI 23.1 SIS 71720 SIS 611,2 SIS 6072 SIS 50062 805-CDZ 005-COZ 511.-12G OIl-GIl 45.2 112.0 117.6 103.2 81.9 43.5 36.9 28.0 563.3 PORT CENIR LINE 8180 Ù1F 01k T31LL WI 0503 3.8 0703 9.0 SIS 34555 SIS 50676 Ot.L-LHA £ OLE-POT 760E NO GOS

TALE VI (Cont'd)

TOTAL T 42.7 0106 4.7 SIS 34198 EUS-PIN 68.3 0705 5-7 SLS

3';o5

LIE-1-rI 74.8 0504 7.5 6704 8.4 SIS 47336 SLS 65160 LIZ-ROT SAL-LiA S 90.1 N) 370.0

.0

190.3 177.7 8037 346.9 1009 11.7 0409 21.5 0209 17.1 0109 17.7 0909 ¡7.7 SIS 22036 SLS 22648 SIS 28592 SIS 28931 SIS 20376 80 S-3 LX LLZ-FELX 005-P ENX b0S-PTIX 92.3 104.1 111.2 81.8

1Q39 10.4 0009 10.7 0609 21.5 0409 10.8 0239 12.2 0109 12.3 0309 12.1 51.5 43726 SIS 63320 SIS 29104 SLS 26832 SIS 29765 200483 200396 MGF-C)T EIZ-ROT ELZ-LH4X EIZ-ROTX G NRF-ROTX NRF-ROTX IORF-ROTX 3000 16.0 0808 16.2 060e 16.2 0408 3.5 0203 13.9 200550 23060) 200602 SIS 23141 200463 NRF-2OTX NR-RQTX NRF-Rnrx ELZ-SOTX NRF-R0TX 30.7 33.1 44.3 32.4 31.0 29.2 36.3 31.8 41.6 29.0 338.2 PORT CESTOS IJISE 5100 01FF OIR TÛT6L UT 170.3 .0 167.9 2.4 i'CT

-Removed

for

Cond. 5 1007 12.5 313 17.27

rLì-0T

G 1OC 17.9 Q8Oo 13.0 OLS 59ò4 515 45477 l.RF-1.0T ELZ-2CT C 1005 20.0 01(05 18.3 SIS 3'.477 SIS 73215 0104 20.2 SIS 31303 ELZ-T(OT 50.4 9s.9 0601 14.5 SIS 19353 066 16.1 SL'. 59'.O'( UtF-SOT

066 20.3

0I '3826 C5Z', 21.7 SU. 88287 0506 19.6 SIS 44604 0(15-1.82 C'135 20.8 SIS 3903 (i3O4 22.6 SIS e0819 J.X-OT 0601 23.0 3431 23.0 SI% 60230 SiS 47926 ClOS-ROT CIlS-ROT 142.7 145.5 0206 19.6 OLS 47642 CHS-201 0235 21.1 0103 20.0 SIS '.6035 SIS 47749 '.RF-83T F-s3ï 320', 22.3 0304 22.1 SIS 34585 510 34442 CHS-;0T JAX-ROT 8201 23.) OIS 39796 0(1 S-30 T POET CEXTER 1123E -IJ3.4 .0 3308 32.5 0308 35.1 SLO 23035 200082 ELZ-I1OTX CHS-ROJ3. 0107 17.5 SIS 34582 (7,8-Ecl ₀₁₀₆ 19.o SLS 45205 CIlS-ROT ₀₁₀₁ 23.0 SIS 37503 CIlS-201' 143.9 148.3 0509 8.6 203452 0508 14.) OIS 26383 NEF-R Or X 0307 14.6 0537 14.4 OIS 30760 SIS 33696 5R5-ROT C-10--ROT 1)306 19.6 0506 19.5 SIS 45735 SLS 40088 Cl-IS-ROT OHS-ROT 0335 22.6 0505 20.3 SLS 53364 SIS £9533 10E-10f 112-RUT 0304 20.0 0504 21.1 OLO 50139 SIS 33075 RF-EOT JAX-ROT 0301 23.0 SIS 42337 OHS-SOT 14'..9 STBC 584.1 0L33 21.7 0603 22ó 040, 22.0 0203 22.6 0103 22.'? 0303 21.8 0505 22.5 0703 21.7 313 63040 31'. 56933 013 62361 315 39351 SLS ',2723 OIS 3(3'.4 OIS 42101 SLS 52829 J..S-E(.T C(-(';-RIJT 017-207 G JAX-ROT ClOS-ROT 1R-F0T LZ-k0T ILL-ROE G 08)2 22.4 0532 22.5 0402 22.7 0202 22.7 0102 22.6 0302 22.5 0502 22.6 0732 22.3 SIa 54782 SIS 49824 SIS 44235 SIS 469'6 SIS 52644 OIS 59963 SLS 55350 SLS 34360 CIlS-ROI CI-i-P-CT diS-501 ClOS-lOT CIL-ROT CHS-RO1 JAX-RCT CHS-ROT 0501 23.3 SLS 48342 OHS-ROT 144.1 01FF DIR .7 STOI) 0709 21.3 0709 10.7 SIS 20574 SIS 39301 EIZ-IHAX LIZ-ROF G 0103 15.3 0908 13.2 200450 200639 NRr--i.OTX NRF-ROTX 96.1 50.1 0507 13.2 SLO 64603 012-.207 C 070.5 14.0 0536 17.9 SIS 57398 SLS 45652 ELZ-ROT G N1a-,IOT 0705 18.0 0900 19.. SLS 61267 SIS 42731 OHS-ROT ClOS-ROT 0704 20.1 SIS 48254 EA L -ROT Removed

for

Cond.190

119.1 179.4 201.6 '73.5 177.6 160.3 - 330.0 1167.3 TOTAL WE 1.05. T H.,T00 11T HATCH I0 05

SEA-LAND SERVICE INC

PAGE iO 009, VESStI SI TCIEA'( ÓYo1,E 012w lO AS TER P(ii(T O2PARTUE 811V DESTINATION ROÍ DATE 04/03/13 FINAL PIAH

TABLE V-I--

(Conttd)---1010 4.3 01110 4.8 06(3 6.0 0410 5.1 0210 4.9 0110 4.4 0310 9.1 0518 9.1 3110 5.0 0910 3.3 SLS 62651 SIS 52744 SLS 69559 SIS 73960 302069 OLS 11077 SIS 60023 SIS 52757 SIS 41615 SLS 6207'. CHS-:0T ELZ-ROT G 817-GOT CHS-0T ONS-SOl CHS-ilfìT C(IS-wOT N2F-ROT Cl3--0T CS-R0T 0407 14.8 0207 37.6 SLS 32234 SIS 39216 8G F-FUT

0803 20.1 0003 175 0603 17.8 0203 19.9 302ì10 SS 60678 ;LS 40793 SLS I58O

EL-IN

N21-P.Oi SKF-ROT ELL-FTN

037 22.3

SL E 12- PT ! FN 0502 22.1 0602 20.8 0402 22.6 0202 22.3 SIS 9864'. SL 55634 SLO 4615.1 SLS 60610 ELt-PTr:TN ChS-NOï NRF-LIIA ELZ-PTN 36.1 21.4 39.4 38.8 '.2.3

3.0

'.0.7 17.5 21.2 36.1 PORT 0611788 LINE SISO 01FF OIR 173.0 .0 154.6 23.5 PURT

-Removed for Cond. 6

0607 10.2 0407 12.7 0207 14.9 0107 19.2 0327 11.9 0507 13.2 715158 SLS 53038 SLS 60668 SIS 67429 SIS 47476 SIS 69897 ELT-ROT G F3F-LHA 18F-02W 617-PIN 1:12-Rol o 812-ROI G 80.1 O61 12.8 0403 11.5 0206 16.1 C106 15.5 0336 12.4 0500 12.7 EIS 53040 OLE 72410 ELE 72912 SLS 59142 SIS 54584 SLS 66511 CN',-.301 ELZ-LH/. ELZ-PTN ELZ-PTN ELZ-ROT IIi-ROT 81.9 06(5 15.7 0405 15.7 0205 17.4 0305 13.5 0335 35.6 OSOS 15.7 517 62827 OLS 52317 SIS 50310 300379 SIS. 59101 SIS 58293 J4X-ROï ,;Ax-aor SRI-Pill 805-PIN TRF-ROT .JAX-P.OT 100.0 004 20.0 0634 16.1 04u4 17.4 5204 18.3 0104 17.3 03-2', 15.8 0504 17.4 SIS 70283 SLE 55347 SIS 62057 SIS 15035 SIS 35163 EIS 30303 SIS 59620 E,L-f FL El/-ROT 52F-ROT ELi-PIN OOS-PTN

rLZ-0Ï

SRI-ROT 133.0 170.7 212.0 0-131 21.3 3631 23.4 0401 22.8 0201 22.6 0)01 22.5 0301 22.4 0501 22.0 0701 22.0 SLS 67069 SLS 72254 SIS 64982 SIS 61994 SLS 50751 ELE 15439 SIS 70418 ELE 66619 BAL-161 M3Y-ROT ELZ-IHA JAX-PTN JAX-PTN EIZ-PT1 812-ROT ELi-ROT G 105.6 113.0 119.7 132.1 127.2--116.5 115.9 69.1 38.9 963.0 PORT 0881ER LINE l81. -01FF Fili TOTAL WI 478.4 .0 407.6 12.2 STBD '275.5 0102 22.2 SIS 95854 L l-ITt-11 I 0)02 Iu.1 03C2 20.8 0602 16.8 0102 22.5 SLS 15153 ILS 35859 SIS 29018 SIS 95882 ELi-P 8 CHE-?) N J AX-ROT ELZ-PTRTS 0506 5.9 ELE 154?9 0903 6.4 SLS 27300 112-ROT G 0904 9.1 300438 Eli-ROT G 0303 21.1 0303 17.6 0503 17.6 0703 22.6 0903 16.9 SLS o2940 SLS 62971 SIS 54176 301187 0103) hiC-0134 1RF-aOi NSF-ROT 612-ROT G 8LZ-Rol G N$TCÌ1 LIST I-181cN 50 06

SEA-LAND SE.V ICE INC

PAGE NO O0 VESSEL SI WCLEPN VSYAGE 032W I A S T E R RT PATU..E GHV DESTINATION ROT DATE 04/08/73 FINAL PLAN

TABLE VI (Cont'd)

1009 15.3 0609 17.7 0409 17.3 0209 19.1 0109 19.5 0309 18.5 0909 16.2 ELS 25273 SIs 22178 SLS 26173 SIS 29399 SLS 2640., SLS 29809 SLS 2ó3,6 LLl-FCTX G Fl1-PTNX flL-FEIX CHS-FELX ELZ-PTNX JAX-FELX 1LZ-PTNX 123.6 Removed lOCO 22.0 0003 21.4 0608 21.7 0403 21.5 0208 23.2 0108 19.5 0-306 22.2 0508 175 0708 21.2 0908 19.9 or Cond 4 LS 2b140 SIS 20499 SLE-2)656 SLE 26199 SIS 26834 SIS 26562 SIS 28619 SLE 21669 ELS 26295 230550 LLZ-IHAX ELZ-FLLX ELZ-FELX EL2-FEIX JAX-ROIX ELZ-Li-AX ,JAX-ROTX ELZ-ROIX ELL-LHAX ELZ-RÛTX 208.9 332.5 TorAL T

10CV 16.5 0609 17.5 6609 18.0 0409 18.8 0209 18.8 0109 13.6 0339 18.6 0509 18.6 0709 11.3 0909 17.1 2005)5 SIS 21431 SLS 21686 200599 SIS 29742 200547 203556 2C0189 200)31 2005',0 55'.P-ROI/ EIZROTX O CHS-RQTX NRF-SQTX ELZ-P.OTX G NRF-PÜTX NRF-ROTX JAX-ROIX ELZ-ROTX G NRF-21;IX 180. S 1033 17.9 0008 19.9 0688 19.8 0408 19.8 0208 18.9 0108 13.9 0303 19.6 0503 19_7 0708 19.4 0908 18.9 SIS 29901 200608 260544 SIS 26500 200488 200606 200543 200664 200047 200623 T F-3CiT4 ELZ-ROTY. G NRF-ROTX ELZ-20TX NRF-ROTX NRF-ROTX RRF-ROIX NRF-ROTX NSF-ROTX Iu3F-Rorx 194.7 Removed 41.3 42.7 43.3 44.2 43.4 46.3 43.9 43.9 42.5 41.2 for1Cond. 433.0 PORT CENTER LINE SThD -01FF DIR ¶ TUTTI W1 2)8.2 .0 217.8 2.6 5160 J

Removed for Cond. 5

130-7 14.7 0507 1h? 0601 14.4 0407 14.) 0207 15.0 0107 14.8 0307 14.6 0507 11.0 0707 13.6 0107 14.3 SIS cÇ 326 SLS 15923 SLO 69765 SIS 65657 SIS 48412 5313S4 SLS 58649 SoS 61894 SIS a322 SIS 54590 C>tO-F0T ELL-SOT O 002-AGI ELL-L:-lA CSSS-FEL ECSF5L 339-f-EL LEG-LI-IA LIZ-ROT COO-ROT 125.7 1CL-A 15.9 0.0-5 li.1 0606 U.9 0403 14.7 0206 19.7 0106 19.3 0306 15.7 0506 14.1 0706 15.9 0906 15.9 SIS 45357 515 55387 300839 SIS 46184 SIS 43343 SLS 54573 SIS 73216 SLS 48625 SUS 65017 515 63159 CHS-.GT R-1F--831 CH3-0T 81.7-LIlA ELL-FEL ELZ-FEL CIlS-FOL E-Li--LIlA COO-ROT CIlS-ROT 1330 11.6 CO5 13.5 0035 20.7 0405 10.7 0205 21.0 0105 22.1 0335 19.8 0505 20.7 0705 16.9 0905 17.2 LS

!004

306310 515 36-176 SoS 34)92 SIS 70821, SIS 61503 302235 SIS 46807 SLS 52297 SIS 42406 C:;s-Our SF-LI->A .>1X-LHA ELZ-FEL J61-F2L ELO-FEL NRF-IJ->A CIlS-ROT HIlF-ROT 100% 1Z.8 004 17.7 065)4 22.1 0404 22.1 0204 22.) 0104 20.5> 03-34 22.1 0504 22.0 0704 17.7 0904 17.6

5s 691 SIS

63934 SL ¿9281 SIS S&226 SLS 55622 SUS 41679 SIS 64603 SUS 51152 SIS 62965 SIS 5636) 0>15-sot --F-R0T jAS-103 JAX-FEL JAX-FEL JAX-FEL JAX-FEL JAX-IHA NRF-ROT NRF-ROT 103) 23.4 C33 22.1 0833 22.7 0403 22.3 0203 22.7 0103 22.5 0333 22.5 0503 22.7 0703 22.4 3903 22.5 603 .312.14 301426 31.5 5.1302 SUC ArJCo2 SIS 54146 SOS 60299 SIS 5)339 SUS 47)08 SIS 61864 OIS 67614 ouiS-1,r Jo>-.ic7 JAR-LIlt. Ji.X-,0L I-Li-FI-I J6X-F0,. JAX-FEL Jf.X-I)-ll. Cl-15-301 CIlS-RUT 1002 23.1 CO2 23.) 031>2 22.7 0'02 23.3 0202 23.3 0102 22.8 .3302 23.3 0500 22.7 »102 22.5 0902 23.0 335612 SIS 7523 SIS 54230 SIS 47503 SIS 39167 .SLS 44712 015 44513 OLS 40332 SIS 60415 SIS 63870 CHS-33T Cu-IS-ROT JAS-Il-64 JAX-F6L JAX-FLI JA/-FOL JAR-FEL JAR-II-56 ELi-ROT CL-IS-ROT 0431 2s.7 02131 23.0 0401 23.3 0201 23.3 0101 23.3 0331 25.3 0501 22.8 0701 22.8 51373101 513 576C& SIS 50491 SIS 50905 SIS 69677 SIS 53539 304739 301237 CIlS-SOT JAR-lIlA JAX-FEL JAR-FOI JAX-FEL JAX-FEL JAR-II-13 CIlS-ROI 111.5 128.9 141.5 136.0 147.1 145.6 141.3-136.0 131.8 111.8 1331.5 PORT dENiER LINE 5100 DIPF OIR TOTAL T 665.6 .0 666.5 1.5 5180 1734.5 451C-:LIST HATCUNO 01

SEA-LAND SERVICEI-NC

P668 NO 006 VESSCL SL RCLEAN VOYAGE 012w FASTER PORT 0E24.NTU5E 0)-IV OESTI.NATION ROT GATE 04/08/73 -F1)AL I'LN

TABLE VI (Cont'd)

10)0 5.2 0-310 5.3 0610 5.5 0'iO 5.6 0210 5.7 OnO 8.9 0310 5.7 051>) 5.6 CiliO 5.3 0910 5.2 SIS 30505 SIS 60235 SLS 36181 SLS 71 365 SLS 62)99 SIS 6322 SUS 55650 SLS 70Th? SLS 66002 SUS 36143 GuS-ROI CIlS-ROT CHS-ROi duS-ROT CHS-ROT ELZ-RO1 G OHS-ROT CIlS-ROT CIlS-ROT OHS-ROT 513.0 162.2 160.8 202.2 225.3- 229.8 164.5