DOCSLIB.ORG

David Taylor Model Basin

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
David Taylor Model Basin 4 4 £ &l. A & HYDROMECHANICS NEW RESEARCH RESOURCES ATTHE DAVID TAYLOR MODEL BASIN o by AERODYNAMICS Captain E.A. Wright, USN o STRUCTURAL MECHAN ICS o RESEARCH AND DEVELOPMENT REPORT APPLIED MATHEMATICS January 1959 Report 1292 NEW RESEARCH RESOURCES AT THE DAVID TAYLOR MODEL BASIN by Captain E.A. Wright, USN Reprint of paper presented at Spring Meeting of The Society of Naval Architects and Marine Engineers Old Point Comfort, Virginia, June 2-3 1958 January 1959 Report 1292 New Research Resources at the David Taylor Model Basin By Capt. E. A. Wright, USN,'Member This paper describes briefly many of the new laboratory facilities and instruments in the field of ship model research.A planar-motion mechanism now provides hydrodynamic coefficients for the differential equations of motion, a heaving tow- point simulates ship pitching for bodies towed over the stern, a boundary-layer research tunnel reveals the effects of pressure gradients, differential transformers permit miniaturized transducers and remote digital recording, a pneumatic wave- maker generates a programmed frequency spectrum, a large transonic tunnel provides high Reynolds numbers in air, a submarine test tank extends the scope of structural research, a flutter dynamometer explores the phenomenon on control surfaces in water, a large variable-pressure water tunnel provides for testing con- tra-rotating propellers, and seakeeping and rotating-arm basins add new dimen- sions to research in naval architecture at the David Taylor Model Basin.The gamut in size runs from a 6-knot towing carriage for a 57-ft model basin to a 60-knot towing carriage for a 2968-ft basin, and from a transient-thrust dynamometer that serves as the strut barrel of a ship model to a 40,000-lb vibration generator that excites full-scale ship structures.Developments like these suggest to the author several trends in ship research. Nw frontiers of research in naval architecturethat higher speeds and higher performance control are often inaccessible without inspired develop-surfaces are already touching the fringes of this ments in laboratory instruments and facilities.phenomenon, for long well known and explored in Because technical knowledge is exploding radially,aeronautics. laboratories are in contact with these frontiers on The considerable body of research in air is not a rapidly increasing perimeter.The purposes offully applicable to naval design because of differ- of this paper are (a) to describe briefly recent andences in the Strouhal number, Mach number, forthcoming resources for research at the Davidviscosity effects, cavitation, virtual mass, and Taylor Model Basin, and (b) to indicate therebystructuraldamping.Hence a comprehensive some of the current pressure points on the un-study is being made theoretically and experi- known. mentally [1].2 Apparatus has been developed for exploratory Rudder Flutter rudder flutter investigations under the 60-knot Except for singing propellers, hydrodynam- towing carriage.A spade rudder supported by a ically-excited flutter has fortunately been rare instiff shaft, Fig. 1, is free to rotateina cage, in naval architecture.Indicationsare,however,which torsion springs determine the natural fre- quency in rotation.The cage is supported by I Commanding Officer and Director, David Taylor Model Basin, Washington, D. C. horizontal flexures from a frame bolted directly For presentation at the Spring Meeting, Old Point Com- fort, Va., June 2-3, 1958, of THE SOCIETY OF NAVAL I Numbers in brackets designate the References at the ARCHITECTS AND MARINE ENGINEERS. end of the paper. Positioning is accomplished through a range of ± 45 deg at preselected rates from 8 to 16 deg per sec.The rudder may be positioned either as a direct continuous control by the operator, by steps in increments of 5 deg, or by homing to a preselected fixed position. Lift, drag, and torque on each rudder are measured through strain-gaged flexures in the rud- der stock, constituting a 3-component balance. Present capacities are 60 lb lift, 10 lb drag, and 40 in-lb torque. This equipment has direct wire connections, via a fish-pole to avoid forces on the model, to a con- trol console on the towing carriage.Signals for rudder position and forces, as well as heading, heel, and trim from gyros mounted in the model, are brought up to strip-chart recorders on the carriage. Radio-Controlled Models In the new 240-ft by 360-ft maneuvering basin, it is planned to self-propel battery-operated ship models up to 30 ft or more in length.A system is being provided for complete remote control of shaft speeds and rudder angles.This control will be of the continuous-function type rather than in steps, and will be exercised from a console ashore, Fig. 3. Fig. IControl-surface flutter apparatus.3 Command signals from the console are trans- mitted to the model as subcarriers modulating a very high-frequency(vhf)radio carrier.Cir- cuitry in the model demodulates the vhf carrier, to the structure of the towing carriage.Notseparates the various command signals, and dis- shown in the figure is a large surface plate whichtributes them to the proper propulsion and rud- simulates the ship hull over the rudder. der channels.Simultaneously,atelemetering As an essential condition for flutter is that thetransmitter in the model is sending back data energy dissipated by the system must be equal towhich are displayed at the console as dial readings. or less than the energy extracted from the flow,Thus the operator has continuous direct indica- the former has been kept low in the design of thistions before him of the actual values of the quan- apparatus.The mass balance of the rotatabletities he is controlling by the radio link, and the system can be shifted relative to the rudder axis.feel of the over-all system is the same as though he A controllable eddy-current damper is providedwere controlling through direct wire connections. for both translational and rotational motion. The propulsion system in the model will con- Metalectric strain gages transmit amplitude sig-sist of 1 to 4 series d-c propulsion motors, powered nals to recorders on the carriage.This equipmentby I or 2 variable-voltage d-c generators in motor- was designed by Reed Research, Incorporatedgenerator sets, the m-g sets in turn being driven [2], to DTMB basic specifications and built in theby high-capacity nickel-cadmium batteries.Such Model Basin shops. a system, though seemingly elaborate, is necessary to obtain the required fineness of speed control Rudder-Measuring System and constancy of speed during a run, both to A twin-rudder positioning control and force-better than i per cent. measuring system is now in use for maneuvering The rudder control and force-measuring dy- tests of surface ship models, Fig. 2. namometer will be used in the model.Addi- tional radio control and data-handling channels from model to shore are provided for tailoring to All photographs are Official, U.S. Navy, unless other- wise credited. the particular experiment. 2 Fig. 2Rudder dynamometer for positioning and force measurements Free-Running Submarine Models tion will be 12 ft diam, more than 30 ft long, and Turning and maneuvering tests employing free-capable of applying pressures of over 1500 psi [3]. running dynamically-scaled models have becomeThe new facility will be the largest tank in the an essential part of the procedure for predictingUnited States for liquid pressure tests of this the handling qualities of new submarines duringmagnitude. the early design stages.This is especially true Submarine structural models weighing up to for submerged maneuvers in the horizontal plane25 tons are secured vertically in the tank to avoid where, because of coupled motions and other corn-gravity bending forces, and hydrostatic pressure plex effects, it may be difficult or cumbersome tois applied to the exterior of the model, Fig. 5. evaluate performance by analytical methods. Actually, oil is used as the pressure medium to The model isequipped for remote controleliminate the need for waterproofing the 250 to through drop cords extending from the carriage300 wire resistance strain gages used in each test. boom down through a tube into the model, Fig. 4.The deflections of the model as the pressure is The cable tube also carries lights which are pho- increased are scanned by a probe, amplified me- tographed to record the model path.The modelchanically, and plotted automatically on a turn- is run in a flooded condition and carries a pro-table.The deflector neter is removed prior to pulsion motor, rudder-actuator mechanism, stern-collapse of the cylinder. plane control mechanism, vertical gyro, horizontal The 12-ft pressure tank was fabricated by the and rate gyros, and ballast and trim tanks.AllNorfolk Naval Shipyard of steel with a yield recording is done on the towing carriage. strength of 100,000 psi.The main tank body and The helmsman and stern-plane operators findlower ellipsoidal head weigh 56 tons and there- they must be highly alert and practiced, becausemovable head 16 tons.The site for the Sub- the time scale is compressed by the square root ofmarine Structures Facilityis adjacent to the the linear ratio of ship to model.Good correla-Underwater Explosions Test Pond and Air Blast tions have been obtained between predictions byPits for dynamic investigations of hull structures, this technique and full-scale behavior. Fig. 6. 12-Ft Submarine Pressure Tank 40,000-Pound Vibration Generator The increase in size, structural complexity, and Through yearsof development and appli-
Load more

Recommended publications
  • Performance Prediction Program for Wind-Assisted Cargo Ships Prestandaprognosprogram För Fraktfartyg Med Vindassisterad Framdrivning
    DEGREE PROJECT IN MECHANICAL ENGINEERING, SECOND CYCLE, 30 CREDITS STOCKHOLM, SWEDEN 2020 Performance Prediction Program for Wind-Assisted Cargo Ships Prestandaprognosprogram för fraktfartyg med vindassisterad framdrivning MARTINA RECHE VILANOVA KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF ENGINEERING SCIENCES Performance Prediction Program for Wind-Assisted Cargo Ships MARTINA RECHE VILANOVA TRITA-SCI-GRU 2020:288 Degree Project in Mechanical Engineering, Second Cycle, 30 Credits Course SD271X, Degree Project in Naval Architecture Stockholm, Sweden 2020 School of Engineering Sciences KTH Royal Institute of Technology SE-100 44, Stockholm Sweden Telephone: +46 8 790 60 00 Per tu, Papi. Et trobem a faltar. Acknowledgements I wish to express my sincere appreciation to my supervisor from the Fluid Engineering Department of DNV GL, Heikki Hansen, for his wonderful support, guidance and honesty. I would also like to pay my special regards to Hasso Hoffmeister for his constant dedication and help and to everyone from DNV GL whose assistance was a milestone in the completion of this project: Uwe Hollenbach, Ole Hympendahl and Karsten Hochkirch. It was a pleasure to work with all of you. Furthermore, I wish to express my deepest gratitude to my supervisor Prof. Harry B. Bingham from the section of Fluid Mechanics, Coastal and Maritime Engineering at DTU, who always sup- ported, guided and steered me in the right direction. My thanks also go to my other supervisor, Hans Liwång from the Centre for Naval Architecture at KTH, who have always had an open ear for me since the first day we met. The contribution of Ville Paakkari from Norsepower Oy Ltd, who provided the Maersk Pelican data for the validation of this Performance Prediction Program, is truly appreciated.
    [Show full text]
  • Peer Review of the Turkish Shipbuilding Industry 2 | Peer Review of the Turkish Shipbuilding Industry
    PEER REVIEW OF THE TURKISH SHIPBUILDING INDUSTRY 2 | PEER REVIEW OF THE TURKISH SHIPBUILDING INDUSTRY Foreword This report was prepared under the Council Working Party on Shipbuilding (WP6) peer review process. The opinions expressed and the arguments employed herein do not necessarily reflect the official views of OECD member countries. The report will be made available on the WP6 website: http://www.oecd.org/sti/ind/shipbuilding.htm. This document, as well as any data and any map included herein, are without prejudice to the status of or sovereignty over any territory, to the delimitation of international frontiers and boundaries and to the name of any territory, city or area. © OECD (2021) The use of this work, whether digital or print, is governed by the Terms and Conditions to be found at http://www.oecd.org/termsandconditions/ PEER REVIEW OF THE TURKISH SHIPBUILDING INDUSTRY | 3 Table of contents 1. Executive summary 5 2. Introduction 6 3. Global perspective 7 4. Structure and characteristics of the Turkish shipbuilding industry 9 4.1. The Turkish shipbuilding industry 9 4.2. Maritime equipment industry 17 4.3. Repair and recycling activities 18 4.4. Competitiveness of the Turkish shipbuilding industry 22 5. Government policies affecting the shipbuilding industry 24 5.1. Government policy 24 5.2. Support measures 27 5.3. Policy assessment 31 References 37 ANNEX I: SELECTED INFORMATION ON THE TURKISH SHIPYARDS 38 ANNEX 2: INSTITUTIONAL CHARACTERISTICS OF THE SHIPBUILDING SECTOR 41 Tables Table 1. Completions of seagoing vessels by builder country and by ship type 8 Table 2. Building docks in Turkish shipyards 11 Table 3.
    [Show full text]
  • 380 FT Towing Tank Justification
    UNITED STATES NAVAL ACADEMY Annapolis, Maryland-21402 IN REPLY REFER TO: '7-2-69. From: Superintendent, U. S. Naval Academy To: Chief of Naval Personnel Subj: High Performance Towing Tank Ref: (a) NavPe~s ltr Pers-C322-jk of $ Octo~~r 196$ (b) COMNAVFACENGCOM memo of 1$ September 196$ (c) ENGR DEPT (USNA) INST 11000.2 of 30 June 196$ (d) ENGR DEPT (USNA) Rep'ort E-6$-5 "The Conceptual Design of a High Performance Towing Tank for the U. S ·i Na val Academy," 25 June 196$ . ( e ) "Just!ification for a Hydrodynamics Laboratory at the u. S. Naval Academy," 9 September 1968 I Encl: (1) Speci'fic Justification of a High Performance Towing Tank for the U. S. Naval Academy (2) Procurement of Equipment for a High Performance Towin;g Tank for th.e U. S. Naval Academy ( 3 ) Abst~act of Reference ( d) . 1. References (~) and (b) request further and specific justification fo,r construction of a high performance towing tank in the proposed new Engineering Department building. This justification is found in Enclosure (1). References (c) and (d) desdribe the proposed laboratory, and the required deve·lopment and design work. Enclosure ( 2) outlines possible means of reducing initial development . costs and procur,ing the required equipment. · Enclosure (3) abstracts refere,nce ( d) describing the tank and its equipm~nt. I . I . 2. Although cle~rly recognizing a critical need to save funds, it is my !conviction .that the proposed high perform­ ance towing tank is justified and must be included _in the proposed. new building.
    [Show full text]
  • Tradepoint Atlantic Welcomes BAE Systems “Titan” Dry Dock to Baltimore Ushers in New Era of Ship Maintenance and Repair at Sparrows Point
    Tradepoint Atlantic Welcomes BAE Systems “Titan” Dry Dock to Baltimore Ushers in New Era of Ship Maintenance and Repair at Sparrows Point BALTIMORE, MD (June 3, 2020) ​– Tradepoint Atlantic, a 3,300-acre multimodal global logistics center in Baltimore, Maryland, featuring an unmatched combination of access to deep-water berths, rail and highway, today announced that BAE Systems’ “Titan” dry dock will be arriving and docking at the onsite dry dock to undergo a five-month-long repair and maintenance program starting on June 4. This announcement and project ushers in a new era of ship maintenance and repair at Tradepoint Atlantic, and represents a year of work and planning to reopen this legacy industry in Baltimore. The Titan docking process is expected to take nearly 20 hours. BAE Systems' massive Titan dry dock has a 52,534-ton lifting capacity and is one of the world’s largest and most modern floating steel dry docks. It measures 950-feet long, 192-feet wide, and 82-feet tall at the highest point. The Titan is used to service ships as long as 1,000 feet. “The shipyard at Sparrows Point has a rich and important history and it is amazing to see industry returning to it after too many dormant years,” said Governor Larry Hogan. “The growth at Tradepoint Atlantic and the opportunities being provided to the local communities is nothing short of incredible and our administration looks forward to partnering with them for years to come. The dry dock is open for business and that is great news.” The dry dock at Sparrows Point began construction in 1969, and was completed in 1971.
    [Show full text]
  • Shipbuilding
    Shipbuilding A promising rst half, an uncertain second one 2018 started briskly in the wake of 2017. In the rst half of the year, newbuilding orders were placed at a rate of about 10m dwt per month. However the pace dropped in the second half, as owners grappled with a rise in newbuilding prices and growing uncertainty over the IMO 2020 deadline. Regardless, newbuilding orders rose to 95.5m dwt in 2018 versus 83.1m dwt in 2017. Demand for bulkers, container carriers and specialised ships increased, while for tankers it receded, re ecting low freight rates and poor sentiment. Thanks to this additional demand, shipbuilders succeeded in raising newbuilding prices by about 10%. This enabled them to pass on some of the additional building costs resulting from higher steel prices, new regulations and increased pressure from marine suppliers, who have also been struggling since 2008. VIIKKI LNG-fuelled forest product carrier, 25,600 dwt (B.Delta 25), built in 2018 by China’s Jinling for Finland’s ESL Shipping. 5 Orders Million dwt 300 250 200 150 100 50 SHIPBUILDING SHIPBUILDING KEY POINTS OF 2018 KEY POINTS OF 2018 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Deliveries vs demolitions Fleet evolution Deliveries Demolitions Fleet KEY POINTS OF 2018 Summary 2017 2018 Million dwt Million dwt Million dwt Million dwt Ships 1,000 1,245 Orders 200 2,000 m dwt 83.1 95.5 180 The three Asian shipbuilding giants, representing almost 95% of the global 1,800 orderbook by deadweight, continued to ght ercely for market share.
    [Show full text]
  • OUR STORY Brewing from Alan Pugsley
    IN THE BEGINNING Shipyard Signature Nachos … $11 Sesame Seared Tuna ... $12 House made corn tortilla chips loaded with melted Pan seared sesame crusted tuna served rare with Monterey Jack & cheddar cheese, tomatoes, black wakkamme seaweed salad, soy glaze and wasabi aioli SOUTHERN MAINE’S FAVORITE LOCAL PUB olives, jalapeno peppers and our fresh pico de gallo. Served with a side of salsa and sour cream… Pub Crab Dip…. $10 additional toppings of beef or veggie chili or Atlantic Rock crab in a rich cream cheese sauce chicken $3.00. (single portion) $8 We opened the Shipyard Brew Pub here with pita chips in Eliot in 2005. We’re part of Shipyard Fried Pickle Chips … $8 Brewing Company’s family of pubs. We Artichoke Dip … $10 Deep fried and served with chipotle ranch. take pride in our locally brewed beers House made spinach and artichoke dip topped A house special for years. and serving the freshest food. We’re with Havarti cheese, served with happy you’re here and hope you have a Chicken Quesadilla … $10 grilled pita chips. wonderful experience. Grilled flour tortilla packed with melted cheddar Pub Wings ... sm $10 / lg $16 and jack cheese with diced chicken. Served with Shipyard is a family owned brewery Plump tender wings are deep fried, served a side of sour cream and salsa. -- rooted in tradition and brimming with celery and either bleu cheese or ranch with innovation. Located in Portland, Boneless Tenders ... sm $9 / lg $15 dressing. Tossed in your choice of either buffalo, its award-winning beer is carefully Deep fried and served with your choice of Maple Jalapeno BBQ, Maine blueberry BBQ handcrafted by a talented team of dipping sauces or wombat sauce.
    [Show full text]
  • A Study of Korean Shipbuilders' Strategy for Sustainable Growth
    A Study of Korean Shipbuilders' Strategy for Sustainable Growth MASSACHUSETTS INSTITIJTE OF TECHNOLOGY By JUN Duck Hee Won 0 8 2010 B.S., Seoul National University, 2003 LIBRARIES Submitted to the MIT Sloan School of Management In Partial Fulfillment of the Requirements for the Degree of ARCHIVES Master of Science in Management Studies At the Massachusetts Institute of Technology June 2010 @ 2010, Duck Hee Won. All Rights Reserved The author hereby grants MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part. 1121 Signature of Author Duck Hee Won MIT Sloan School of Management May 7, 2010 Certified by I V I Scott Keating Senior Lecturer, MIT Sloan School of Management Thesis Supervisor Accepted by Michael A. Cusumano Faculty Director, M.S. in.Management Studies Program MIT Sloan School of Management A study of Korean Shipbuilders' Strategy for Sustainable Growth By Duck Hee Won Submitted to the MIT Sloan School of Management On May 7, 2010 In Partial Fulfillment of the Requirements for the Degree of Master of Science in Management Studies Abstract This paper aims to develop potential strategies for Korean shipbuilders for sustainable growth by understanding the characteristics of the shipbuilding industry and the current market situation. Before the financial meltdown in 2008, in the five preceding years, the healthy global economy and the rapid growth of the Chinese economy led to 35% compound annual growth rate (CAGR) in shipbuilding orders. Korean shipbuilders' sales and profits increased dramatically and they invested aggressively to meet the global demand.
    [Show full text]
  • Asian Shipbuilding: a Dynamic Market
    SPONSORED STATEMENT ASIAN SHIPBUILDING: A DYNAMIC MARKET Asia will remain at the heart of the global shipbuilding industry for the foreseeable future, although the relative strength of its key players will alter, writes Sumanta Panigrahi, Managing Director and Head – Asia Pacific, Export & Agency Finance, Treasury and Trade Solutions at Citi. he global shipping and offshore – and therefore the foundations for Asia’s For example, in South Korea energy equipment industry has success – are identical. Each requires shipbuilding is concentrated among shifted unequivocally towards steel: rapid growth in steel production the chaebol (industrial conglomerates), Asia. South Korea, Japan and capacity in Japan, South Korea and such as Samsung Heavy Industries and China now dominate with China facilitated the growth Hyundai Heavy Industries, which receive around 80% of orders: of of shipbuilding in these markets. strong support from policy banks and a the 134 liquefied natural gas Shipbuilding also requires skilled significant proportion of South Korea’s (LNG) tankers built since 2009, 133 were labour: ship manufacturing is both export credit agency (ECA) funding. Tbuilt in Asia: 100 in South Korea, 20 in complex and competitive. Labour Similarly, in Japan, ECAs make buyer China and 13 in Japan, according to costs are a significant component of financing available and facilitate low cost IHS Maritime. vessel costs, and low costs in China – working capital for shipyards (which While domination by Asian estimated to be between a 10th and a is crucial given the three to four-year manufacturers is expected to continue, 15th of OCED countries’ – have helped shipbuilding timeframe). In China, it is important to recognise that each its shipbuilding grow.
    [Show full text]
  • Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress
    Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress September 16, 2021 Congressional Research Service https://crsreports.congress.gov RL32665 Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress Summary The current and planned size and composition of the Navy, the annual rate of Navy ship procurement, the prospective affordability of the Navy’s shipbuilding plans, and the capacity of the U.S. shipbuilding industry to execute the Navy’s shipbuilding plans have been oversight matters for the congressional defense committees for many years. In December 2016, the Navy released a force-structure goal that calls for achieving and maintaining a fleet of 355 ships of certain types and numbers. The 355-ship goal was made U.S. policy by Section 1025 of the FY2018 National Defense Authorization Act (H.R. 2810/P.L. 115- 91 of December 12, 2017). The Navy and the Department of Defense (DOD) have been working since 2019 to develop a successor for the 355-ship force-level goal. The new goal is expected to introduce a new, more distributed fleet architecture featuring a smaller proportion of larger ships, a larger proportion of smaller ships, and a new third tier of large unmanned vehicles (UVs). On June 17, 2021, the Navy released a long-range Navy shipbuilding document that presents the Biden Administration’s emerging successor to the 355-ship force-level goal. The document calls for a Navy with a more distributed fleet architecture, including 321 to 372 manned ships and 77 to 140 large UVs. A September 2021 Congressional Budget Office (CBO) report estimates that the fleet envisioned in the document would cost an average of between $25.3 billion and $32.7 billion per year in constant FY2021 dollars to procure.
    [Show full text]
  • Course Objectives Chapter 2 2. Hull Form and Geometry
    COURSE OBJECTIVES CHAPTER 2 2. HULL FORM AND GEOMETRY 1. Be familiar with ship classifications 2. Explain the difference between aerostatic, hydrostatic, and hydrodynamic support 3. Be familiar with the following types of marine vehicles: displacement ships, catamarans, planing vessels, hydrofoil, hovercraft, SWATH, and submarines 4. Learn Archimedes’ Principle in qualitative and mathematical form 5. Calculate problems using Archimedes’ Principle 6. Read, interpret, and relate the Body Plan, Half-Breadth Plan, and Sheer Plan and identify the lines for each plan 7. Relate the information in a ship's lines plan to a Table of Offsets 8. Be familiar with the following hull form terminology: a. After Perpendicular (AP), Forward Perpendiculars (FP), and midships, b. Length Between Perpendiculars (LPP or LBP) and Length Overall (LOA) c. Keel (K), Depth (D), Draft (T), Mean Draft (Tm), Freeboard and Beam (B) d. Flare, Tumble home and Camber e. Centerline, Baseline and Offset 9. Define and compare the relationship between “centroid” and “center of mass” 10. State the significance and physical location of the center of buoyancy (B) and center of flotation (F); locate these points using LCB, VCB, TCB, TCF, and LCF st 11. Use Simpson’s 1 Rule to calculate the following (given a Table of Offsets): a. Waterplane Area (Awp or WPA) b. Sectional Area (Asect) c. Submerged Volume (∇S) d. Longitudinal Center of Flotation (LCF) 12. Read and use a ship's Curves of Form to find hydrostatic properties and be knowledgeable about each of the properties on the Curves of Form 13. Calculate trim given Taft and Tfwd and understand its physical meaning i 2.1 Introduction to Ships and Naval Engineering Ships are the single most expensive product a nation produces for defense, commerce, research, or nearly any other function.
    [Show full text]
  • Designing and Building Center Console Boats – a Case Study
    Designing and Building Center Console Boats – A Case Study CORY WOOD, VICE PRESIDENT GREG BEERS, P.E., PRESIDENT BRISTOL HARBOR GROUP, INC. THE SHEARER GROUP, INC. SNAME NEW ENGLAND SECTION 29 JANUARY 2020 Bristol Harbor Group, Inc. Started by four friends in 1993 while still in college. Became self sufficient (read self employed) in 1997. Bristol Harbor Group, Inc. cont. Design everything from 18’ fiberglass power boats to 400’ long oil tankers. Currently employ twelve naval architects and support staff. In 2005, partners looked into all manner of business opportunities for diversification from naval architectural services…Bristol Harbor Boats was born. First Decisions What type of boats to build? What style to build? What size to build? How much money are we going to need? Market Analysis Determine total number of boats built in the U.S. Determine breakdown of the above. Determine what size we wanted to start with. Style Options Classic vs. Euro vs. Modern It’s the Supply Chain Stupid The concept for Bristol Harbor Boats was developed around an innovative supply chain. Rhode Island company, but only do in the State that which makes SENSE to do in Little Rhody: Design Market Assemble Rig FRP (fiberglass) work done by a third party. Innovative supply chain, boat parts fit INSIDE standard 53’ trailers (one of which is the hull itself). Parts are offloaded and assembled in our final assembly facility in Bristol, Rhode Island. Initial Dealer Network Sales are the most important task. Maximize regional coverage to provide a running start. Design Elements K.I.S.S.
    [Show full text]
  • Mathieu & Associates, L.L.C
    Mathieu & Associates, L.L.C. A Service-Disabled Veteran-Owned Small Business Telephone: 703.868.0116 www.MathieuLLC.com E-mail: [email protected] SME Program Manager A Bachelor of Science (BS) Degree in Engineering plus twenty (20) years relevant experience; or MS, PE, or PMP plus fifteen (15) years of relevant experience in any of the following disciplines: Mechanical Engineering (Marine), Electrical Engineering (Marine), Structural Analysis (Marine), Naval Architecture, Ship Design and Integration, and Engineering Management. Ten (10) years experience in Engineering Management of naval engineering programs. Senior Naval Architect A Bachelor of Science (BS) Degree in Naval Architecture or PE License in Naval Architecture plus ten (10) years of relevant experience. Five (5) years of progressive experience involving, ship feasibility, concept, preliminary and contract design, design integration, stability analysis, structural analysis, hydrodynamic and sea keeping analysis and vessel arrangements. SME Engineering Manager A Bachelor of Science (BS) Degree in Naval Architecture or PE License in Naval Architecture plus twenty (20) years of relevant experience, including ten (10) years of demonstrated experience supporting a major shipbuilding acquisition program. Ten (10) years of progressive experience involving development of Major Ship System Specifications, CDRLs, SOWs and ship feasibility, concept, preliminary and contract design, and design integration. Five (5) years experience supervising groups of engineers and technical personnel in performing engineering tasks. Senior Marine Engineer (Mechanical) A Bachelor of Science (BS) Degree in Engineering or PE License; plus ten (10) years of relevant experience or HS Diploma plus eighteen (18) years of relevant experience. Five (5) years of progressive experience in one of the following marine fields: Piping and Pressure Vessels; Heating, Ventilation, Air Conditioning and Refrigeration; Hydraulics and Weight Handling Equipment; Propulsion Systems; Auxiliary Systems; or Ship Support Systems.
    [Show full text]