98 EFFECTIVENESS OF THE COMMITTEE ON OCEANOGRAPHY 



service. A considerable part of the auxiliary machinery will require replacement 

 since it will have reached the end of its normal operating life. While the condition 

 of the main propulsion machinery cannot be evaluated except for particular 

 ships, it would not be realistic to assume that it would not require replacement, 

 if not immediately then within a very few years. 



3. Regardless of the extent of alteration and conversion which may be under- 

 taken, these ships will remain 15-year-old hulls whose remaining service life cannot 

 be substantially extended. In no case can this remaining service life exceed 

 15 years and an average not exceeding 10 years can be expected. A substantial 

 part of the cost of a hydrographic surveying ship is in the provision of its outfit 

 and specialized equipment necessary for performance of its mission. The cost of 

 this equipment approximates 10 percent of the cost of construction. This cost 

 is not reduced for converted ships as against new construction since the equipment 

 to be provided is identical. 



_ 4. On the basis of the elements discussed in 2 and 3 above the following estima- 

 tions have been made: 



(a) MSF type D (class II). 



(1) Increased operating costs based on the 10-percent increase in per- 

 sonnel required: $30,000 per year. 



(2) Increased operating costs due to propulsive inefficiency: $10,000 per 

 year. 



(3) Increased cost of repair and maintenance due to age and obsolescence 

 of hull and machinery: $20,000 per year. 



(4) Loss of productive work due to inefficient operations and additional 

 time required for repair and maintenance: 50 days per year at $1,500 per 

 day, $75,000 per year. 



(6) ATA class (class III). 



(1) Increased operating cost due to propulsive inefficiency: $5,000 per year. 



(2) Increased cost of maintenance due to age and obsolescence of hull and 

 machinery: $10,000 per year. 



(3) Loss of productive work due to inefficient operations and additional 

 time required for repair and maintenance: 15 days per year at $800 per day, 

 $12,000 per vear. 



(c) ATF class "(class II). 



(1) Additional operating cost based^on the] 15-percent increase in personnel 

 required: $50,000 per year. 



(2) Increased operating cost due to excess displacement and propulsive 

 inefficiency: $35,000 per year. 



(3) Increased cost of repair and maintenance due to age and obsolescence 

 of hull and machinery: $30,000 per year. 



(4) Loss of productive work due to inefficient operations and additional 

 time required for repair and maintenance: 15 days per year at $1,600 per 

 day, $24,000 per year. 



(5) Considering the costs of conversion, the increased operating costs, 

 and cost of inefficient operation, the following estimate forms the basis for 

 comparison of the final cost of converted ships and new construction over a 

 10-year period. 



(a) MSF type D (class II) : 



(1) Conversion cost $2,078,000 



(2) Increased operating costs 600,000 



(3) Inefficient operations 750,000 



Total 3,428,000 



(b) ATA class (class III) : 



(1) Conversion cost $1,072,000 



(2) Increased operating cost 150,000 



(3) Inefficient operations 120,000 



Total ----- 1, 342, 000 



(c) ATF class (class II) : 



(1) Conversion cost $1,856,000 



(2) Increased operating cost 1,150,000 



(3) Inefficient operations 240,000 



Total 3, 246,000 



