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naval SHIP DESIGN - EVOLUTION OR REVOLUTION

naval ENGINEERS JOURNAL 1988年第3期100卷 40-52页

作者： TIBBITTS, BF KEANE, RG RIGGINS, RJ Captain Barry Tibbitts USN: was graduated from the U.S. Naval Academy in 1956 and subsequently served as a gunnery division officer in an attack aircraft carrier and as gunnery officer operations officer and chief engineer in two diesel submarines. He attended MIT from 1962–1965 earning a master of science in mechanical engineering and a naval engineers degree. Early assignments as an engineering duty officer included SRF Yokosuka CINCPACFLT staff and SupShip Pascagoula. From 1976 to 1987 he served in a variety of senior ship design assignments: CVV ship design manager director NAVSEC Hull and Ship Design Divisions director NavSea Ship Design Management and Integration Office commander David Taylor Naval Ship R&D Center and director NavSea Ship Design Group. Recently retired but recalled to active duty he is the professor of naval construction and engineering at MIT. He has received seven personal decorations including two Legion of Merit awards. Robert G. Keane Jr.:is currently the deputy director of the NavSea Ship Design Group. He has been employed by NavSea and its predecessor organizations for over twenty years. He is a graduate of The Johns Hopkins University from which he received his B.E.S. degree in mechanical engineering in 1962. He received his M.E. degree in mechanical engineering in 1967 from Stevens Institute of Technology and in 1970 his M.S.E. degree in naval architecture and marine engineering from the University of Michigan. Mr. Keane held increasingly responsible design positions involving ship arrangements hull equipment hull form and hydrodynamic performance before being selected in 1981 for the Senior Executive Service to be director of the Naval Architecture Subgroup. Following an assignment at the David Taylor Research Center as assistant for transition of ship engineering technology he served as director of the Ship Survivability Subgroup until assuming his current position in 1985. He is an active member of ASNE SNAME and ASE. Robert Riggins:received a B.S. in mechanical

Some fairly radical changes to the naval ship design process occurred during the 1970s. The decade of the 80s has also witnessed a steady stream of changes. One of the most significant was the establishment of the Ship Characteristics Improvement Board (SCIB) in the Office of the Chief of naval Operations (OpNav), and the resulting influence on the dialog between the military requirements decision makers and the Navy's ship designers. Other changes have occurred for which the impacts are less clear. These include establishment of the chief engineer of the Navy (ChEng) position, creation of the Space and naval Warfare Systems Command (SpaWar) and OpNav's “Revolution at Sea” initiative. This paper will describe and discuss these and other changes, and comment on the resultant impact. The authors will attempt to present a global view of the total pattern of changes and try to discern if we are on a path of revolution, or merely normal evolution.

关键词： naval VESSELS

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SIMPLIFICATION OF GAS-TURBINE INTAKE ANTI-ICE SYSTEMS

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naval ENGINEERS JOURNAL 1988年第1期100卷 45-52页

作者： EXELL, JR KILLINGER, A LCdr. John R. Excell: USN received a bachelor of architecture from the University of Michigan and a master of science degree in mechanical engineering from the U. S. Navy Postgraduate School. He was commissioned in 1973 serving first as damage control assistant aboard USSGuadalcanal(LPH-7) and later as commissioning main propulsion assistant on USSMerrill(DD-976). He became an engineering duty officer in 1979 and served at Norfolk Naval Shipyard as senior ship superintendent for six ships and later within the shipyard Design Department. In May 1984 LCdr. Exell was assigned to the DD-963 Class Special Projects Office as program manager for air system improvements including the bleed air and anti-ice systems. He recently completed the Defense Systems Management College Ft. Belvoir VA and returned to NavSea PMS 377 as deputy for strategic sealift programs. Arthur Killinger:graduated from the University of Maryland in 1968 with a bachelor of science degree in mechanical engineering. He joined MPR Associates Inc. working on submarine safety design reviews following the loss of USSScorpion(SSN 589). After two years in the U.S. Army Nuclear Reactor Program and a year as U.S. Army engineer maintenance advisor in the Republic of Vietnam he returned to MPR Associates Inc. in 1972. Since then he has worked on nuclear power plant projects for several electric utilities as well as submarine and surface ship overhaul and maintenance improvement programs for the U.S. Navy. Mr. Killinger is a member of the American Society of Naval Engineers and the American Society of Mechanical Engineers.

This paper describes the steps taken to simplify the gas turbine intake anti-ice systems on DD-963 and DDG-993 class ships. The anti-ice system was designed and built as fully-automatic protection against intake duct icing on main propulsion turbines and electric generator turbines. Operating experience with the system indicated that it was nonfunctional more than 60% of the time. The system's poor availability was caused by its complexity, lack of use, lack of spare parts, poor training and documentation, and design and material problems. A Navy Independent Design Review Team (IDRT) reexamined the technical bases for installing an automatic anti-ice system and demonstrated that automatic control was not necessary for gas turbine intake duct anti-icing. A series of design review calculations and shipboard tests confirmed that anti-icing protection could be provided by manual control of installed butterfly valves feeding hot air to each turbine intake. The time from the IDRT design simplification recommendations to the first modification of the anti-ice system was less than one year. To date, half of the 30 of the 35 ships in the two classes have been modified. This system simplification will result in life cycle maintenance cost savings in excess of 13 million dollars. Future CG-47 class and DDG-51 class ships will include this simplified approach to anti-ice system design for gas turbine intakes.

关键词： GAS TURBINES

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A PREDICTION OF STRUCTURAL LOAD AND RESPONSE OF A SWATH SHIP IN WAVES

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naval ENGINEERS JOURNAL 1988年第3期100卷 251-264页

作者： REILLY, ET SHIN, YS KOTTE, EH Edward T. Reilly:is an assistant vice president at the American Bureau of Shipping (ABS) and general manager of the Government Services Business Unit. Mr. Reilly is responsible for all work done by the ABS group of companies for worldwide governmental agencies. His primary expertise is in marine survey and engineering services. He graduated from Maine Maritime Academy with a B.S. in marine engineering (1968) and a Naval Reserve commission and subsequently sailed for various American Flag shipping companies as an engineering officer. He holds a federal license as a chief engineer - unlimited size and horsepower. In 1974 he joined the operations staff of the American Bureau of Shipping and during the next ten years held various field engineering and managerial positions in New York Curacao Japan the Philippines Guam South Korea and Singapore as surveyor senior surveyor and principal surveyor. In 1984 he was transferred to ABS Worldwide Technical Services Inc. (ABSTECH) a wholly-owned subsidiary of ABS as manager of marine operations for the worldwide marine consultancy firm. He assumed his present position in 1986 where he supervises management of all government projects including structural and mechanical analysis survey and inspection and marine consultancy. He is an active member of ASNE SNAME AWS and SMPE. Dr. Yung S. Shin:is presently the principal engineer in charge of the Hydrodynamic Section in the Research and Development Division of the American Bureau of Shipping (ABS). He received a B.S. degree in naval architecture and marine engineering from the Seoul National University Korea in 1969 a master of engineering degree in ocean engineering from the University of Hawaii in 1974 and a Ph.D. degree in marine hydrodynamics from the University of Michigan in 1979. He joined ABS in 1979. Prior to his job at ABS he worked as research assistant and research associate from 1972 to 1979 at the University of Hawaii and the University of Michigan. Since joining ABS Dr. Shin has been working

The small-waterplane-area-twin-hull (SWATH) ship has long been recognized as a promising high performance ship because of its superior seakeeping characteristics as compared to the conventional monohull or the catamaran ship. Over the years, many advancements in prediction methods for motions and wave loads of the SWATH ship have been published. Using this knowledge, a computational procedure for predicting structural load and response of the SWATH ship was developed and is presented here. The analytical method for wave load determination is based on a linear seakeeping theory where hydrodynamic interaction between the twin hulls has been included. The structural response of a SWATH ship can be calculated by using finite element models and hydrodynamic pressure distributions along the ship hulls. A correlation study has shown good agreement between calculated results and model test data of a 3,000-ton SWATH ship in motions and loads, indicating that the analytical approaches could be used in assessing the seaworthiness and structural adequacy of SWATH designs. To demonstrate the computational procedure, a case study of a T-AGOS 19 SWATH ship in sea state 7 was carried out. The calculated results of motions, loads, deflections, and stresses are presented and discussed. However, the fatigue life of the vessel has not been investigated in this paper.

关键词： naval vessels

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AIR-CUSHION VEHICLES FOR ARCTIC OPERATION

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naval ENGINEERS JOURNAL 1988年第6期100卷 59-71页

作者： KOLESER, J LAVIS, DR Jeffrey Koleser:was educated at the University of Michigan where in 1980 he earned his BSE in naval architecture and marine engineering. His professional career began with Gibbs & Cox Inc. New York City where he worked on the FFG-7 class ships for the U.S. Royal Australian and Spanish navies. In 1982 Mr. Koleser joined the Naval Sea Systems Command in the Preliminary Design Section (SEA-501) where he works today. Since then he has worked on the contract design of the DDG-51 the NFR-90 the Warfighting Improvement Program for the BB-61 class the FFG-7 class and the FF-1052 class ships. He has also worked on several CONFORM projects including the Arctic ACV. In addition to Mr. Koleser's formal education at the University of Michigan he is presently finishing up his studies at the off campus seminar of the Naval War College. David Lavis:was educated in Exmouth and Exeter Devon England. He began his professional career in air cushion vehicles with Saunders-Roe on the Isle of Wight in 1959. Initially as a student apprentice Mr. Lavis worked on many aspects of air cushion vehicle research design and construction. In 1966 he received a master of science degree from Cranfield Institute of Technology. A year later he joined Bell Aerosystems Buffalo New York and was engaged in the early design work for the SES-100B and the AALC Jeff(B). Mr. Lavis then joined the Aerojet General Corporation (AGC) in Sacramento and in 1972 he was appointed manager of technology for the AGC SES Division who were at that time testing the SES-100A and conducting the early design work for the 2KSES and AALC Jeff(A). Mr. Lavis has continued to support the U.S. Navy advanced ship programs. In 1977 together with Mr. E. G. U. Band he formed Band Lavis & Associates Inc. of Severna Park Maryland a company specializing in advanced marine technology.

The paper presents the results of the NavSea FY8S Surface Ship CONFORM Design Study for an initial operational capability (IOC) year-2000 air cushion vehicle (ACV) suitable for logistics and for general search and rescue duties in the Arctic. The study is one of several design studies produced each year by the CONFORM program to provide OpNav with alternative feasible ship concepts for varying IOC dates and to provide R&D planners with feedback regarding R&D alternatives. Two complete feasibility designs were developed. The first design was developed with the aid of an ACV design synthesis math model. The second design evolved as a derivative of an existing U.S. production craft and, as such, offered a lower risk approach. The results of performance and cost trade-off studies are presented from which it is concluded that gas turbines are the preferred choice of power plants and aluminum alloy is the preferred choice of hull structural material. The most suitable skirt height was found to be approximately 12 ft.

关键词： Air Cushion Vehicles

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U. S. naval ACADEMY'S NEW YARD PATROL CRAFT: FROM CONCEPT TO DELIVERY.

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naval Engineers Journal 1987年第1期99卷 37-58页

作者： Compton, Roger H. Chatterton, Howard A. Hatchell, Gordon McGrath, Frank K. Roger H:. Compton is a Webb graduate who since 1966 has been a part of the naval architecture faculty at the U.S. Naval Academy. Since accepting the appointment to the Academy he has been instrumental in establishing the ABET accredited major program in naval architecture in the conceptual design and operation of the Naval Academy Hydromechanics Laboratory and in the conceptual design of the 108-ft yard patrol craft. Besides his Naval Academy involvement he serves as an adjunct professor with Virginia Polytechnic Institute in its NAVSEA Institute graduate program at Crystal City. He is an active member of both ASNE and SNAME and has published technical papers with both societies. Howard A. Chatterton:began his career as a Navy coop student at the Boston Naval Shipyard in 1960. He received his bachelor's degree in naval architecture and marine engineering from Massachusetts Institute of Technology in 1966 and his master's degree in 1968. He was employed by the Preliminary Design Division of BuShips in the submarine design and hydrofoil design groups until 1972 when he joined the Coast Guard's Naval Engineering Division. He remained with the Design Branch until 1981 when he accepted a faculty position at the U.S. Naval Academy as the research director for the Academy's hydromechanics laboratory. He has recently returned to Coast Guard Headquarters as the assistant chief Naval Architecture Branch Office of Merchant Marine Safety. Gordon Hatchell:is a naval architect at the Naval Sea Combat Systems Engineering Station Norfolk Virginia in the Combatant Craft Engineering Department. He served as lead-ship YP project engineer from its inception to delivery and continues to serve as project coordinator on follow-up ship procurements. He has worked on other boat procurements as well as serving as weight and stability coordinator. Mr. Hatchell began his engineering career in the Design Division at the Norfolk Naval Shipyard in Portsmouth Virginia after receiving a BS in civil engineering from Virginia Polytec

The design of the new 108-ft yard patrol craft (YPs) for the U. S. naval Academy is described from its beginnings as a senior midshipman design project, through its preliminary and contract design development at the U. S. Navy's small craft design team headquarters, naval Sea Combat Systems engineering Station, Norfolk, Virginia (NAVSEACOMBAT-SYSENGSTA-Norfolk). During preliminary and contract design the naval Academy Hydromechanics Laboratory (NAHL) provided experimental data to support NAVSEA-COMBATSYSENGSTA-Norfolk's design analyses in powering, seakeeping, and maneuvering. Several tradeoff studies of interest to patrol craft designers are presented. Major events in the detail design and construction of the first boat are described from both the designer's and the shipbuilder's points of view. The launching, builder's and sea trials of the first boat are described.

关键词： naval VESSELS

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RACER - A DESIGN FOR MAINTAINABILITY

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naval ENGINEERS JOURNAL 1985年第5期97卷 139-146页

作者： DONOVAN, MR MATTSON, WS Michael R. Donovanis a 1974 graduate of the United States Naval Academy where he received his undergraduate degree in naval architecture. In 1975 he received a master of science degree in naval architecture and marine engineering from the Massachusetts Institute of Technology. After completing the Navy's nuclear power training program he served as machinery division officer in USSBainbridge (CGN-25) and chemistry and radiological controls assistant in USSLong Beach (CGN-9). He successfully completed the Navy's surface warfare officer qualification and passed the nuclear engineer's examination administered by Naval Reactors. He was then assigned to the Ship Design and Engineering Directorate (SEA-05) Naval Sea Systems Command as head systems engineer on the DDG-51 ship design project where he received the Navy Commendation Medal for outstanding performance. He is currently with Solar Turbines Incorporated as manager ship integration and integrated logistic support for the Rankine cycle energy recovery (RACER) system. Mr. Donovan has lectured at Virginia Polytechnic Institute teaching marine engineering and has given presentations on ship design at various symposiums and section meetings for both ASNE and SNAME. He has been a member of ASNE and SNAME since 1972 and is registered as a professional engineer in California and Virginia. Wayne S. Mattsonreceived his B.S. degree in mechanical engineering from Western New England College in 1972. Following graduation he attended Naval Officer Candidate School and was subsequently assigned as a project officer to COMOPTEVFOR where he was responsible for technical and operational test plans their execution and final equipment appraisal. Following a tour as engineering officer aboard the USSNespelen (AOG-55) he was assigned as commissioning MPA aboard the USSElliot (DD-967) the fifthSpruanceclass destroyer. For the past six years he has been employed by Solar Turbines Incorporated in program management within the advanced development department. He is currently

There is a great deal of emphasis currently in the Navy on the issues of reliability and maintainability. If a system or component is out of commission, it obviously cannot perform its mission. Thus, systems and components must be reliable, with low failure rates, and maintainable, with short repair times when the system does become inoperable. To be effective, these attributes must be incorporated into new ship systems early in the design stage. The Rankine cycle energy recovery (RACER) system is a heat recovery steam cycle designed to recover energy from the exhaust of an LM2500 gas turbine for augmentation of a ship's propulsion system. The RACER system provides several advantages to a gas turbine powered ship, one of which is improved fuel efficiency for significant annual fuel savings. This saving does not come free, however, since, in general, any additional system installed in the ship will have some maintenance requirements. In keeping with the Navy's current emphasis, a key philosophy in the design of the RACER system has been to minimize this maintenance burden. After a brief description of the RACER system and its design philosophy, the techniques being used during the design phase to minimize the maintenance burden on the fleet are presented. Trade-off studies concerning acquisition versus life-cycle costs, including fuel and maintenance costs, are discussed. Innovations incorporated into this state-of-the-art system are reviewed with an emphasis on design for affordability.

关键词： COGENERATION PLANTS

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MODERNIZATION OF THE BARQUE EAGLE

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naval ENGINEERS JOURNAL 1985年第4期97卷 49-57页

作者： TSAI, NT HACISKI, EC KUCINSKI, JJ Nien-tszr Tsai:is a naval architect with the Hull Section Naval Engineering Division U.S. Coast Guard Headquarters. He received his B.S. and M.S. in mechanical engineering from ChengKung University in Taiwan China and his Ph.D. in mechanical engineering from the University of Rochester in 1969. Prior to joining the Coast Guard in 1982 Mr. Tsai worked at General Dynamics Litton Ship Systems and the David Taylor Naval Ship Research and Development Center in the area of ship dynamics moored and towed ocean systems evaluation and development. He is a member of ASME and ASNE. Eugene C. Haciski:received his B.S. degree in mechanics from the Warsaw University of Technology in 1946 and his M.S. degree in naval architecture from the Polytechnical University of Gdansk Poland in 1950. Prior to joining the U.S. Coast Guard in 1967 he served as a project engineer in the Gdansk Ship Design Center and in the Shipyard Maua in Rio de Janeiro Brazil. After serving 7 years in the U.S. Coast Guard Yard in Curtis Bay Maryland as a supervisory naval architect and 3 years in the Merchant Marine Technical Division USCG he was assigned in 1976 to his current position of chief Hull Section Naval Engineering Division USCG Headquarters. LCDR. Joseph Kucinski:is currently assigned to the Coast Guard Yard as chief quality assurance. He has served in the Yard as ship superintendent and ship superintendent coordinator. Prior to his assignment at the Yard he served as engineer officer aboard USCGC Courageous. He has also served on USCGC Boutwell and as the marine safety officer Duluth Minn. He is a 1973 graduate of Officer Candidate School. LCdr. Kucinski has prior enlisted service in the Navy's nuclear power program.

The U.S. Coast Guard training barque Eagle (WIX-327), former Horst Wessel , was built in 1936, by Blohm & Voss in Germany, for the German Navy and to the rules of Germanischer Lloyd. Since 1946 she has served continuously as the training vessel for the U.S. Coast Guard Academy. To improve safety and performance, an extensive phased modernization was undertaken from 1979 through 1983 at the Coast Guard Yard. Changes in the subdivision, ballast and tankages were made to satisfy the criteria for two-compartment damage stability. Extensive renovation of machinery, structure, navigation components and habitability was also accomplished during the same period. Scheduled summer training cruises were maintainedeach year.

关键词： SAILING VESSELS

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EXTENSION AND APPLICATION OF SHIP DESIGN OPTIMIZATION CODE (SHIPDOC)

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naval ENGINEERS JOURNAL 1984年第3期96卷 177-190页

作者： RICHARDSON, WM WHITE, WN William M:. Richardsonhas been employed as a naval architect in the Surface Effect Ship Division of the David Taylor Naval Ship Research and Development Center (DTNSRDC) where he has worked since 1975 in the areas of SES structural loads estimation and optimal ship design. Upon first coming to DTNSRDC he worked in the Ship Dynamics Simulation Branch on ACV submarine and hydrofoil simulations. While at Mare Island Naval Shipyard (MINS) he was a member of the Engineering Computer Applications Branch where he was responsible for the development of algorithms and programs for the solution of naval architectural problems including ship design flooding effects and submarine overhaul scheduling. Before coming to MINS he was employed as a naval architect in the Hull Scientific Branch of the Boston Naval Shipyard's Design Division. He obtained an B.S. degree in Naval Architecture and Marine Engineering from M.I.T. and is a member of SNAME. William N:. Whiteis a senior naval architect in the Advance Vehicles Branch of the Naval Sea Systems Command where he is responsible for the design of all surface effect ships and air cushion vehicles. Previous to his current assignment he was with PMS-304 the Navy's Surface Effect Ship Project Office. There he was the manager for machinery and system integration for the 3000 ton SES acquisition program. His earliest advanced ship experience was acquired while employed by the David Taylor Naval Ship Research and Development Center starting in 1970. Here he worked on the Navy's hydrofoil and air cushion vehicle programs. Mr. White started his career as a student trainee at the Boston Naval Shipyard in 1961 and transferred to Mare Island Naval Shipyard in 1964 where he worked on the Navy's Polaris program. He graduated from the University of Michigan with a Master's Degree in Naval Architecture and is a member of the SNAME and ASNE.

An existing nonlinear ship design optimization program designated SHIPDOC has been extended and a new surface effect ship (SES) description input file is being developed under the sponsorship of the naval Sea Systems Command's surface ship concept formulation (CONFORM) program. SHIPDOC is currently being used in support of several feasibility and preliminary level SES designs. The program has several novel features including an open-ended, user-created ship description and the potential to model all types of ships both enhanced and conventional, surfaced and submerged. This capability has been combined with a nonlinear optimization algorithm that solves for the minimum weight ship subject to user controlled constraints. This paper presents a brief overall description of SHIPDOC and its current capabilities followed by a synopsis of ship types, both surface and submerged, which have been designed with the program in order to illustrate SHIPDOC's practical design capability.

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FUTURE PROPULSION MACHINERY TECHNOLOGY FOR GAS-TURBINE POWERED FRIGATES, DESTROYERS, AND CRUISERS

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naval ENGINEERS JOURNAL 1984年第2期96卷 34-46页

作者： BASKERVILLE, JE QUANDT, ER DONOVAN, MR USN The Authors Commander James E. Baskerville USNis presently assigned to Naval Sea Systems Command (NA VSEA) as the Ship Design Manager for the DDG 51 the Navy's next generation surface combatant. A graduate of the U.S. Naval Academy Class of 1969 he is a qualified Surface Warfare Officer and designated Engineering Duty Officer (ED). He received his M.S. degree in Mechanical Engineering and his professional degree of Ocean Engineer from the Massachusetts Institute of Technology (MIT) and holds a patent right on an Electronic Control and Response System. His naval assignments include tours in USSRamsey (FFG-2) Aide and Flag Lieutenant to the Commander Naval Electronic Systems Command and Ship Superintendent Surface Type Desk Officer and Assistant Design Superintendent at NA VSHIPYD Pearl Harbor. He was awarded the Meritorious Service Medal for distinguished performance at Pearl Harbor Naval Shipyard. As an author he has contributed articles to the ASNEJournaland given presentations at local sections on ship design the use of innovative technology in ship repair and maintenance and the costs and risks associated with engineering progress. Commander Baskerville is a registered Professional Engineer in the State of Virginia an adjunct professor teaching marine engineering at Virginia Tech. and in addition to ASNE which he joined in 1975 is a member of SNAME Tau Beta Pi Sigma Xi ASME and the American Society of Heating Refrigeration and Air Conditioning Engineers (ASHRAE). Dr. Earl R. Quandt:received his degree of Chemical Engineer from the University of Cincinnati in 1956 and his Ph.D. degree in Chemical Engineering from the University of Pittsburgh in 1961. He worked in the naval reactors program at the Bettis Atomic Power Laboratory from 1956 to 1963. Since that time he has been with David Taylor Naval Ship Research and Development Center Annapolis Maryland where he is Head of the Power Systems Division. He contributed to this paper while on a one year assignment to the U.S. Naval Academy as V

A turning point occurred in naval engineering in 1972 when the U.S. N avy chose to use marine gas turbines for the propulsion of its new SPRUANCE and PERRY Class ships. This paper reviews the more than twenty years of experience with turbine technology and its design integration into combat ships needed to make that decision. It is concluded that the availability of a good second generation aircraft derivative engine with proven reliability and a strong commercial base, i.e., the LM-2500, was as important to the decision as was the predicted improved ship effectiveness and cost benefits. This paper discusses improvements that can be made to the twin engine, single gear, single propeller shaft system. Focusing only on this mechanical transmission concept, it addresses the impact of possible improvements to the engine, gear, and shafting. In particular, the paper discusses current LM-2500 related R&D efforts to: (a) obtain improved part-power fuel rates, (b) integrate with a reversing reduction gear, and (c) add on a waste heat recovery steam cycle. Looking ahead to the year 2000, this paper suggests that a successor to the ubiquitous LM-2500 will appear in the 15 MW power range to provide the next step in the evolution of the twin engine package. This new naval engine will most likely be based on an aircraft core that exists at present, such that it will have demonstrated its reliability and commercial potential through many hours of testing prior to its mid-1990 marine conversion. This new engine is expected to offer improved air flow, an excellent fuel rate (approaching a flat 0.30 LB/HP-HR), and effective maintenance monitoring, all at some expense in size, weight, and cost. The year 2000 engine will burn a liquid hydrocarbon fuel similar to JP-5 because of its aircraft origins. Combined with advances in gear and shafting technology, the full twin engine propulsion system of the year 2000 should be markedly lighter, smaller, and more efficient than today's units.

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RETROFITTING OF BULBOUS BOWS ON UNITED-STATES NAVY AUXILIARY AND AMPHIBIOUS WARSHIPS

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naval ENGINEERS JOURNAL 1984年第6期96卷 40-51页

作者： CHUN, SK HOUGH, JJ ENGLE, AH FUNG, SC Stephen K. Chunis a graduate of the Maritime College of the State University of New York class of 1981 from which he received a B.E. degree in naval architecture and his license as a Third Assistant Engineer from the U.S. Coast Guard. Since graduation he has worked for the U.S. Navy as a naval architect with the Hull Form and Hydrodynamics Performance Division (SEA 55W3) of the Naval Sea Systems Command. Currently he is the task leader for hydrodynamic design for the DDG-51. He is also responsible for bulbous bow and appendage design for surf ace ships. Mr. Chun is a member of ASNE SNAME and ASE. Jeffrey J. Hough:is currently a naval architect with the Hull Form and Hydrodynamic Performance Division (SEA 55VV3) of the Naval Sea Systems Command (NA VSEA). In his current capacity he is a member of the Surface Ship Hydrodynamics Branch and is the divisional coordinator for computer supported design (CSD) technical director for the hull form design system (HFDS) Hull Engineering Group (SEA 55) assistant coordinator for CSD SEA 55 CSD coordinator for the DDG-51 contract design and SEA 55W3 project engineer for aircraft carrier/aviation support ship hydrodynamics. Mr. Hough received his B.S.E. degree in naval architecture and marine engineering in 1978 and his M.S.E. degree in naval architecture and marine engineering in 1979 from the University of Michigan. He began his career with the U.S. Navy in 1979 as an Engineer-in-Training in the Ship Design and Integration Directorate of NAVSEA. Prior to his current assignment Mr. Hough was the technical director responsible for the hull form and hydrodynamics energy conservation program and technical specialist for design practices for resistance and powering margins and hull form geometry. A member of ASNE since 1979 Mr. Hough is also a member of SNAME ASE and the U.S. Naval Institute. Allen H. Engleis a naval architect with the Hull Form Design and Performance Division of the Naval Sea Systems Command. He received his B.S. degree in engineering science from th

To meet energy conservation goals of the U.S. Navy, its attention has been focused on ways to reduce individual ship total resistance and powering requirements. One possible method of improving ship powering characteristics is by modifying existing individual ship hulls with the addition of bulbous bows. This paper will identify the merits of retrofitting bow bulbs on selected U.S. Navy auxiliary and amphibious warfare ships. A procedure for performing a cost-benefit analysis will be shown for candidate ship classes. An example of this technique for an amphibious warfare ship will also be provided. A brief discussion of future methods to be used for bulbous bow design such as application of systematic model test data and numerical hydrodynamic techniques will be given.

关键词： naval VESSELS

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