Memorandum

To : CSSB

From : BLW Marine

Date : 6 February 2023

Reference : FSA/NVH21042/2023/DMS_NVH21042-1281924714-1512

Re : CSSB/WAJER YACHTS – Potential Impacts of increased displacement

Displacement of a vessel governs both design and operational aspects. Structural scantlings are impacted directly by
the displacement during design stage, while vessel stability, fuel consumption, deck wetness and seakeeping are
operational parameters that are directly impacted by displacement. We summarise the potential impact of the higher-
than- contracted displacement on the vessel’s design and operational characteristics. It is to be noted that this
assessment is based on limited data available provided to BLW, and a thorough assessment of all data is recommended
for a more accurate picture of the total impact.

In order to undertake a more comprehensive assessment of the impacts of a higher displacement we would need to
be provided the following from the Ship Builder;

• Vessel 3D model used for Stability

• Vessel Structural Drawings
• Scantling Calculations report
• Vessel Resistance Estimate
• Engine detailed specifications
• Inclining Experiment report
• Corrosion protection details

Implications of a higher displacement: A 24% increase in displacement would mean an appreciable increase in draft.
The Owners of the vessel carried out three (3) weight verifications these are set out below to give context to the
potential implications.

The consequence of increased displacement has potential to impact the vessel in the following ways;

• Additional pressure on the hull.

• In case the vessel operates in shallow water, the operating depth will decrease, affecting the functionality of
the boat. As a consequence the operation area in which the vessel can sail will be reduced.

Rivergate Place, Murrarie, QLD +1300 052 081

Hope Harbour Marina, QLD
info@blwmarine.com.au
 • Lower UKC (under keel clearance) because of increased draft, may induce a squat effect when operating in
shallow water, resulting in extra resistance.
• A higher displacement means the lightship weight has increased and to operate at near design displacement,
deadweight has to decrease. Which means compromising on the:

 Crew and passenger weight

 Fuel oil carrying capacity
 Provision
 Any other payload

This means a reduction in the performance capability of the vessel in terms of range and service quality on board.

Load line and Stability: The increased draft due to higher displacement will need to meet the freeboard
requirements due to loadline limitations. The stability of the vessel in the increased draft will need re-evaluation
w.r.t the following:

 Height of down flooding points is reduced – this will have a direct impact on stability of the vessel, and
a potential impact on the structure if it is required to raise the Engine Room intake or any other down
flooding point.

Resistance: Both wave resistance and frictional resistance will increase due to increase in displacement and
consequently the increase in draft. Generally, the impact of displacement on resistance is linear, i.e., around 20%
increase in vessel resistance is expected based on the preliminary weight measurements. This means the vessel will
be consuming more power in the displacement mode, and hence fuel, to operate at the design speed. This will be a
lifelong additional cost for the operation of the vessel and is the most serious factor under consideration.

Fuel consumption impact:

Given the fuel consumption of the vessel is stated as 130 litres/hour at 24 knots, the fuel consumption has gone up
significantly Sea trials have been carried out with the following results.:

Description Actual 3rd Feb 23 Unit

Design Fuel Consumption 130 l/ph

Actual fuel consumption based on sea trial1 206 l/ph
Total actual over contracted fuel burn 76 l/ph
Weekly planned vessel forecast2 24.8 hrs
Total per week 1884.8 litres
Total additional fuel per year 98009.6 litres
Current fuel price basis 4th February 20233 0.71 USD/l
Total additional cost per year $ 69,586.39 USD
Design life of vessel 15 years
Total cost on asset life $ 1,043,795.00 USD

1. Sea trial data was received from the Ship Owner and supplied to BLW, calculation considered on this basis.
Sea state was calm, wind speed <5knots, current <1.0knot. RPM range to achieve 24 knots was 2910 RPM.
2. Hours based on vessels “Actual utilisation” from ships log books and engine hours.
3. Fuel price based on Ship and Bunker – Rotterdam Port 3 February.

Rivergate Place, Murrarie, QLD +1300 052 081

Hope Harbour Marina, QLD
info@blwmarine.com.au
Impact on range: Due to a higher fuel consumption, the current operational range of 450 nm of the vessel will be
impacted. A broad estimate is a reduction by 20% which will lead to a new range of 360 nm. This new range will
need to be taken into consideration in planning all the trips of the vessel. This would also mean more frequent trips
for refuelling. This may have a commercial impact on the vessel’s chartering ability and continuity of charters.

Slamming: Impact pressure due to slamming for non-displacement mode is dependent on displacement of the
vessel. This means the Impact pressure computed with design displacement would be lower than actual needed at
the increased displacement – which in turn means higher scantlings will be needed in the forward bottom (up to
chine), this in our opinion could very well be linked to the current cracking in the longitudinal engine room framing
which is referenced in our condition survey report BLW 21-45-56 issued 25 November 2021.

Structural impact: the scantling draft of the vessel will increase in the displacement mode. The external pressures
are based on scantling draft, and this will require the scantlings of the outer hull to be re-evaluated at the new
pressure values. If the existing scantlings have the requisite margin to accommodate for the increased requirements,
then no impact is required. If the margins fall short, then reinforcements are required, which will potentially add to
the cost of construction and lead to increased accelerated failure.

Deck Immersion: The probability of deck submergence goes up, leading to higher probability of green water on
deck.

If the freeboard reduces by 10% as a result of higher displacement (this value can’t be verified due to lack of
hydrostatic data of vessel), the average time interval between deck immersions will reduce by 20%. This has a
potential impact on passenger comfort and also the assets towing capabilities and exposure to immersion whilst
under tow in heavy weather.

Rivergate Place, Murrarie, QLD +1300 052 081

Hope Harbour Marina, QLD
info@blwmarine.com.au