(BUSL) (49403 Underway Testing) - DTIC · bollard pull, noise and vibration survey, endurance test,...

Report No. CG-D-27-97

49-FT Boat Utility Stern Loading (BUSL)(49403 Underway Testing)

Bert Maceskerand

Robert Desruisseau

U.S. Coast GuardResearch and Development Center

1082 Shennecossett RoadGroton, CT 06340-6096

Davis Kong

U.S. Coast Guard Yard2401 Hawkins Point RoadBaltimore, MD 21226-1797

Final Report .•M,.,•...jp:.j••, .• :

October 1997 f'-p tOed Mt• Y . -

This document is available to the U.S. public through theNational Technical Information Service, Springfield, Virginia 22161

Prepared for:

U.S. Department of Transportation 19971230 102United States Coast Guard Yard 10Baltimore, MD 21226-1797

NOTICE

This document is disseminated under the sponsorship of theDepartment of Transportation in the interest of informationexchange. The United States Government assumes no liabilityfor its contents or use thereof.

The United States Government does not endorse products ormanufacturers. Trade or manufacturers' names appear hereinsolely because they are considered essential to the object ofthis report.

The contents of this report reflect the views of the Coast GuardResearch & Development Center. This report does not consti-tute a standard, specification, or regulation.

Marc B. MandlerTechnical DirectorUnited States Coast GuardResearch & Development Center1082 Shennecossett Road

SCGroton, CT 06340-6096

ii

Technical Report Documentation Page1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.CG-D-27-97

4. Title and Subtitle 5. Report DateOctober 1997

49-FT Boat Utility Stern Loading (BUSL) 6. Performing Organization Code(49403 Underway Testing) Project No. 9219.3.1

7. Author(s) 8. Performing Organization Report No.

Bert Macesker, Robert Desruisseau R&DC 24/97

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)U.S. Coast GuardResearch and Development Center 11. Contract or Grant No.1082 Shennecossett RoadGroton, CT 06340-6096

12. Sponsoring Agency Name and Address 13. Type of Report and Period CoveredFinal Report

U.S. Department of TransportationUnited States Coast Guard Yard 14. Sponsoring Agency CodeBaltimore, MD 21226-1797 U.S. Department of Transportation

United States Coast Guard YardBaltimore, MD 21226-1797

15. Supplementary Notes

The R&D Center's technical point of contact is Bert Macesker, 860-441-2726.

16. Abstract

Sea trials were conducted on the first production 49-FT BUSL (49403) in August and September of 1997.The trials consisted of speed/power, tactical measurements, spiral maneuver, zig zag maneuvers,bollard pull, noise and vibration survey, endurance test, emergency stop, scale weighing, and an initialcorrosion survey. The BUSL met all of its on-board noise requirements. The steering trials demonstratedthat the 49403 had very good directional stability and good rudder responsiveness. It was determinedthat little additional speed was gained for the fuel expended when running at engine rpms above 2300rpm. Derating the engine from 2500 to 2300 rpm will save fuel costs while retaining a top speed of 10knots. The 49403 achieved a bollard pull of 11,000 lbs. and 8,300 lbs. when pulling from the aft and thebow, respectively.

17. Key Words 18. Distribution Statement

BUSL This document is available to the U.S. public throughbuoy tender the National Technical Information Service,sea trials Springfield, VA 22161.

19. Security Classif. (of this report) 20. SECURITY CLASSIF. (of this page) 21. No. of Pages 22. Price

UNCLASSIFIED UNCLASSIFIED

Form DOT F 1700.7 (8/72) Reproduction of form and completed page is authorizediii

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TABLE OF CONTENTS

Section Page

1 INTRODUCTION ............................................................................................................... 1

1.1 49-FT BUSL Overview ....................................................................................... 11.2 49403 Testing Requirements ............................................................................... 31.3 49403 Trial Conditions ...................................................................................... 31.4 Overview of Test Equipment ............................................................................. 4

2 TRIAL AGENDA ....................................................................................................... 5

2.1 Boat W eighing .................................................................................................... 52.2 Speed/Power Trial ............................................................................................... 72.3 Endurance Trial .................................................................................................. 92.4 Steering Trials .................................................................................................... 9

2.4.1 Zig Zag Test ............................................................................................... 92.4.2 Dieudonne Spiral Test .................................................................................... 112.4.3 Turning Performance .................................................................................. 12

2.5 Emergency Stop Trial ........................................................................................ 142.6 Bollard Pull ........................................................................................................ 142.7 Noise/Vibration Survey ................................................................................... 152.8 Corrosion Survey ............................................................................................... 17

3 TEST SUM M ARY/RECOM M ENDATIONS ............................................................. 17

Appendix A - Speed/Power Trials Data A-1Appendix B - Endurance Trial Data B-1Appendix C - Steering Trials Data C-1Appendix D - Acceleration/Crash Stop Trials Data D-1Appendix E - Bollard Pull Data E-1Appendix F - Noise Data F-iAppendix G - Corrosion Survey G-1

v

LIST OF FIGURES

1 BUSL Characteristics ...................................................................................................... 22 BUSL Scale W eighing Test ............................................................................................. 63 Speed/Power Results ...................................................................................................... 84 Zig Zag M aneuvers ........................................................................................................ 105 Spiral M aneuver ................................................................................................................. 116 Tactical Turning M aneuver ........................................................................................... 127 Exam ple of Test Run (10 deg rudder at 2500 ERPM ) ................................................. 13

LIST OF TABLES

1 W eight Test Summ ary ................................................................................................... 62 Zig Zag Results .................................................................................................................. 113 49403 Turning Perform ance Summ ary ........................................................................ 144 Stem Bollard Pull ............................................................................................................... 155 Bow Bollard Pull ............................................................................................................... 156 'A ' W eighted Noise Results .......................................................................................... 167 Summ ary of Results ...................................................................................................... 18

ACKNOWLEDGMENTS

Appreciation is expressed to CWO Hummer from G-AWL for providing on-site adviceand guidance to the team conducting the underway trials

vi

EXECUTIVE SUMMARY

The Coast Guard Yard has been awarded the construction of ten 49-foot Boat UtilityStem Loading (BUSL) boats by Commandant, US Coast Guard (G-AWL). The BUSL isa stem loading buoy tender that is replacing the aging 46-foot BUSLs. The Coast GuardYard conducted underway trials in August and September 1997 on its first production49403 BUSL to demonstrate that it met the requirements of the BUSL productionspecification. The R&D Center provided ship Test & Evaluation (T&E) support in anumber of areas. The trials consisted of the following: speed/power, tacticalmeasurements, spiral maneuver, zig zag maneuver, bollard pull, noise and vibrationmeasurements, endurance test, emergency stop, scale weighing, and an initial corrosionsurvey.

The BUSL met all of its on-board noise requirements. Its far field noise Sound PressureLevel (SPL) was measured as 72 dBA +/- 1 dBA. The far field distance was estimatedvisually. Stiffeners were added to the 49403 hull plating above the propellers during thesea trials to reduce observed vibration levels. Subsequent vibration measurementsindicate that the blade frequency is the dominant excitation source for most of the enginespeeds tested.

The 49403 achieved 10 knots at both full load at 2200 rpm and full load plus 16,000 lbsof deck cargo at 2300 rpm. The 49403 is powered by two Cummins engines de-rated to305 BHP at 2500 rpm. Little additional speed was achieved for the additional fuelexpended when running at rpms above 2300. It is recommended, based on the assumptionthat a maximum speed of 10 knots is required for the BUSL under full load conditionswith deck cargo, that the engines be governed to 2300 rpm. This will reduce fuel burnrate by over 30% compared to when running the engines at 2500 rpm. A 300 nmendurance can be achieved at 2300 rpm but not at 2500 rpm. In this engine configuration,it is recommended that operational guidelines limit extreme towing evolutions, e.g.,pulling a vessel from aground, to 2200 rpm which was the maximum rpm achievableduring the bollard pull.

The BUSL achieved a bollard pull of 11,000 lbs and 8,300 lbs when pulling from aft andfrom the bow, respectively. The steering trials demonstrate that the BUSL has very gooddirectional stability and good rudder responsiveness. The BUSL passed the crash-stop-reversal test which presents the greatest abuse to the engine. It experienced no enginestalls and took only two and on-half boat lengths in 12 seconds to come to Dead-in-the-Water (DIW). Load cells were used to determine the light ship weight of 30.8 LT with anLCG at 18 feet forward of the Aft Perpendicular (AP). The corrosion surveydemonstrated that sufficient sacrificial anodic protection was provided to the boat and itsthrough-fittings although, it was observed that the BUSL's ground was connected to theshore-tie.

vii

It is recommended, after the production run and/or after any significant design changesare made, some standardization trials be performed to verify performance for theoperators. Speed/power, limited maneuvering, and noise and vibration checks should beperformed after engine modifications, i.e., de-rating and after outfitting of the vessel iscompleted.

The Coast Guard Yard delivered the 49403 on 30 September, 1997.

Viii

1 Introduction

1.1 49-FT BUSL Overview

The stern loading buoy boat project at the Coast Guard (CG) Yard was established toprovide up to forty new buoy tending boats as replacements for the Coast Guard's fleet of45 foot Buoy Boats (BU) and 46 foot Stern Loading Buoy Boats (BUSL) which arereaching the end of their service lives. This effort (at the CG) is a follow-on to acommercial contract which delivered two pre-production boats. The pre-production boatsdemonstrated the suitability and effectiveness of the basic design of the BUSL for meetingthe sponsor's operational requirements. The BUSL performance characteristics areillustrated in Figure 1.

The boats under construction at the CG Yard are essentially the same operationally to thepre-production boats but modified in many areas to improve boat performance andcustomer acceptance based on pre-production Operational Testing & Evaluation (OT&E)results.

1.2 49403 Testing Requirements

The CG Yard was required to conduct Builder's Trials and Preliminary Acceptance trialsto ensure that the boat met the requirements of the BUSL Production Specification. Theunderway trials and the 49403 results are the subject of this report. The followingunderway trials were conducted.

Underway Trials

Type StatusEndurance Trial CompletedSpeed/Power Trial CompletedSteering Trial CompletedEmergency Stop CompletedBollard Pull CompletedNoise Survey Partially Complete*Dieudonne Spiral CompletedBuoy Handling CompletedCO2 Test Completed* noise data were not collected at idle with buoyhydraulics in operation

- n

i .

S_ -

BUSL Physical CharacteristicsLength, molded 49 ft 2.5 in

Beam molded (max) 16 ft 10 inDepth at midship 6.9 ft

Range at 10 kts (full load) 300NMEndurance 4 daysHoist Capacity SWL 4500 lbsTowing Capacity (mn bollard pull) 6000 lbs

Deck load 16k lbs

Propellers, fixed pitchAccommodations: 4 crew and 3 spare

Weight (light ship) 31.65 long tonsVCG above baseline (max) 6.2 ftForward most LCG (max) 20 ft

Aft most LCG (mai) 19 ftDraft, appendage (max) 5.6 ft and freeboard

at transom (max) 3.25 ft

Figure 1 - BUSL Physical Characteristics2

The CO 2 and Buoy Handling test results were provided by the CG Yard as separatereports. The noise surveys were planned for underway at full speed and with the mainengine at idle with the trolling gear engaged and the buoy hydraulic equipment atmaximum load. The buoy hydraulics were not operating on 9 September. Therefore, thesedata were not collected.

Additional testing support provided by the R&D Center included.

Scale Weighing CompletedCorrosion Survey Completed

Under Sections 092 and 094 of the 49-foot BUSL Production Specification, there were anumber of tests and trials that the CG Yard was tasked to perform. Additionally, therewere some tests and equipment installations that the CG Yard has not historically donewithout outside assistance. A request for R&D Center support from the CG Yard dated25 June 1997 asked that the R&D Center provide T&E support in a number of theunderway tests of the 49403 BUSL.

1.3 49403 Trial Conditions

Caution was observed to minimize shallow water effects on several of the underway trials.The Society of Naval Architecture and Marine Engineering (SNAME) criterion of,

H > 0.4V2

where H is defined as the water depth (m)where V is defined as speed (m/s).

A minimum depth of 40 feet was required for the speed/power trials, turning maneuvers,spiral maneuver, and zig zag maneuvers.

A depth of five times the draft of the 49-foot BUSL was required to minimize shallowwater and circulation effects for the bollard pull off the CG Yard pier bollard.

Several days of underway trials were conducted. Speed/power trials were conducted on28 August and 9 September 1997. There were 10 persons (1900 lbs) aboard on 28 Augustand 12 persons (2271 lbs) aboard on 9 September. The weight conditions of the BUSL on28 August and 9 September are estimated based on scale test weighing of the BUSL on 10September. The trial weights are summarized as follows:

28 August Full Load (no cargo) 79,683 lbs [+/- 800 lbs]9 September Full Load + 16K lbs cargo 96,150 lbs [+/- 800 lbs]

3

The CG Yard weight manager calculated the displacement based on freeboardmeasurements he made prior to getting underway. The trial displacements which includeall of the personnel aboard are summarized below:

28 August Full Load (no cargo) 82,182 lbs [+/- 0.5 in or +/- 1000 lbs]9 September Full Load + 16Klbs Cargo 95,612 lbs [+/- 0.5 in or +/- 1000 lbs]

Seas were observed to be less than or equal to one foot for all the underway trials.

1.4 Overview of Test Equipment

All of the sensor test data were recorded on a Digital Audio Tape (DAT) Instrumentationrecorder during the underway tests. Some information was manually recorded by CG Yardpersonnel and R&DC Test Team.

A Humphrey motions package was installed near the BUSL's center of gravity in the EngineRoom. A rudder angle indicator was used to measure all of the rudder motion information.Turning circles and position data were collected using an Ashtech DGPS receiver andTacman4l (Tactical Maneuvering) software program on a Gateway 20:00 portable computer.The Tacman4l program recorded the ship position during maneuvering and determined theship speed, advance, transfer, acceleration, deceleration and other characteristics. Sound levelmeasurements were collected using a portable Bruel & Kjaer precision sound level meter.

The following equipment was installed during the underway trials of the 49403 at the CG Yard

in Baltimore, MD.

o BRUEL & KJAER Model BZ100 Precision Sound Level Meter

o WIRELESS DATA CORP., (Formerly ACUREX) Model 1642 Horsepower MeterW/ shaft mounted collars and strain gauges

o HUMPHREY Model H-1 Motion Package, 6 Degrees of Freedom (DOF)

o MAGNETEK Model PSA-40A 5K(A179) Linear Motion Transducer

o ASHTECH Model XII Global Positioning System (GPS) Receiver & STARLINK BeaconReceiver

o TEAC Model RD-200T 16 channel Digital PCM Data Recorder

o Hedland Flow Meters 0.1-1 GPM (Model No. 601-001) and 0.05-0.5 GPM (ModelNo. 201-000) provided by CG Yard

o TACMAN41 GPS Data Acquisition Software

o Boat Weighing System30 k lb BLH Type T3P2-B

4

50 k lb Sensotec Model 41/573Strain Gage Conditioner / Indicator Daytronic Model 3278MICROMEASUREMENTS Type 2310 Signal Conditioning Amplifier

The following additional equipment was used during data reduction.

o TEAC Model RD-101TD Digital PCM Data Recorder

o FLUKE Model 97 Scopemeter

o TEAC Quick VU II Software

o TRIMETRIX Axum Technical Graphics and Data Analysis Software

2 Trial Agenda

2.1 Boat Weighing

On 10 September, the 49403 was weighed using the CG Yard crane No. 1 rated at 38tons. Two load cells were used, a 50k lb and 30k lb load cell. These load cells are accurateto 0.5% of their full scale reading. Therefore, an accuracy of +/- 800 lbs can be expectedfor the load cell arrangement used. Figure 2 illustrates the weight test arrangement for the49403. The boat was lifted three times with the load cells aft and then three times with theload cells moved forward. In both the forward and aft lifts the trim of the boat wasapproximately 1.3 degrees bow down. The geometry of the straps was measured with anelectronic inclinometer held to the straps. There was an approximate one degree angle tothe straps in the fore-to-aft orientation. The fore-to-aft geometry and trim were not usedin determining the scale weight. The athwartship geometry presented the most significantangles.

5

Crane #1 Hook- o

5 Ton25' Long

17'rLong

Strongback

Below Are 2 EachLoad Cells

40' Grey 50,ooo/30,000 Lbs

i- 21' 'Figure 2 - BUSL Scale Weighing Test

Table 1 presents a summary of the weight test.

Table 1 - Weight Test Summary

Aft LiftPort Aft Stbd Aft Port Aft Stbd Aft

(lbs) (lbs) (deg) (deg)18600 17700 9.1 9.718580 17740 8.5 8.418590 17815 -

Average 18590 17752 8.8 9.1Scale 18371 17528WeightForward Lift

Port Stbd Fwd Port Stbd FwdFwd Fwd

(lbs) (Ibs) (deg) (deg)17700 17515 7.9 9.417450 17780 7.9 8.917300 17900 -

Average 17483 17732 7.9 9.2Scale 17317 17504WeightTotal Scale Weight 70720

6

The light ship condition is defined as the boat completely ready for service in every respectless crew and variable loads. The light ship weight was calculated based on the followingsubtractions

- 530 lbs [lifting straps]- 290 lbs [R& D Center test gear]- 428 lbs [2-persons on board during weighing]- 280 lbs [residual fuel remaining in tanks, approx. 40 gallons]69,192 lbs [+/- 800 lbs]

The displacement calculated by the CG Yard BUSL Weight Manager based on recordedfreeboards was 71,746 lbs [+/- 0.5 in. or +/- 1000 lbs]. This is after the same subtractionswere applied as above. The light ship weight determined by the load cells is less than thelight ship performance requirements of 31.65 LT (71,213 lbs). It should be noted that theBUSL was not completely outfitted. The following items were not onboard:

o cable for A frame winches 35 lbso cable for cross deck winches 21 lbso stores 96 lbso personnel effects 200 lbs

The Longitudinal Center of Gravity (LCG) was determined based on the hoisting straplocations relative to Frame No. 4 and by summing the moments about the aftperpendicular. The LCG was determined to be 18.03 feet forward of the aft perpendicular.

The measured LCG is further aft than the 19 ft < LCG < 20 ft performance rangedescribed.

2.2 Speed/Power Trial

Speed/power trials were conducted on two different occasions. On the first occasion the49-foot BUSL was in a full load condition without cargo. The second set of speed/powerdata include the full load condition with an additional 16,000 lbs loaded to the buoy deck.These data are presented in Appendix A. It should be noted that the strain gauge/horsepower meter installation was functioning on the port shaft for the full load test andon the starboard shaft during the full load plus cargo test. The 49-foot BUSL speeds wereobtained from DGPS reciprocal run averages recorded with the TACMAN41 system forone minute time periods. Figure 3 presents speed/power data for both the full load and fullload plus 16k lb cargo displacements.

7

BUSL ERPM vs Speed 1997

Full Lood - 1 6k lb Cargo

No R eciproco l Speed Run ýerform ed .Ia .... ..

9

6 A

e 7

6

5 --- Full Load +r Cargo 9 SeptA Full Load 26 Aug

4 11000 1200 1400 1600 1800 2000 2200 2400 2600

BUSL ERPM

BLJSL ERPM vs SHP 1997Full Load - 16k lb Cargo

.300

275

250 - 1- Fu1 Load A- Cargo 9 Sept225 - Full Load 28 Aug

200

S175o 150m 125

1o0

75 .

25

01000 1200 1400 1600 1800 2000 2200 2400 2600

BUSL ERPM

BUSL ERPM vs Fuel 1 997Full Lood 1 6k b Cargo

20

is16 [ A

SFull Load A- Cargo 9 Sept

14 --A Ful Lood28Aug

2 12

6 . -A

4-

2

1000 12.00 14'00 16'00 1800 2000 22'00 2400 2600

BUSL ERPM

Figure 3 - Speed/Power Result8

There appears to be little difference in shaft horsepower performance between the full loadand full load plus cargo condition. Speed performance is generally better in the full loadcondition, but there is no significant gain in top speed in the lighter condition. Trim wasdetermined from the motions package for the full load plus 16K lb cargo conditon. Trimincreased from 0 to 2 degrees (bow up) as speed increased to full throttle.

Fuel consumption was measured using in-line Hedland fuel flow meters, one attached tothe inlet and one attached to the exit side of the engine fuel system These meters areanalog devices with limited accuracy. The net fuel was determined by subtracting the inletrate from the exit rate with an accuracy of +/- 4.5 GPH. In both speed runs, the fuelmeters on the port engine did not seem to operate properly and were not used in theresults.

2.3 Endurance Trial

At full load plus cargo the BUSL achieves 10 kts at 2300 ERPM with a fuel rate ofapproximately 12 gph. Using a conservative estimate of fuel/oil consumption by the shipservice diesel generator of 1.95 gph at 20 kW the endurance can be estimated as

782gal x 10kts =301nm[(12 gal/hr x 2 engines) +1.95 gph]

At full load the BUSL achieves 10 kts at 2200 ERPM with a fuel rate of approximately 11gph. This translates to an endurance of

782gal x 10kts =326m[(11 gal/hr x 2 engines) +1.95 gph]

At 2500 ERPM (full load plus cargo) the BUSL fuel consumption is approximately 19 gphwhich only translates to an endurance of 196 nm. The endurance trial data, engineparameters, were collected by CG Yard personnel and are presented in Appendix B forinformation.

2.4 Steering Trials

The steering trials consists of a number of tests to measure different aspects of themaneuverability of the BUSL. These data are presented in Appendix C.

2.4.1 Zig Zag Test

The zig zag maneuver is a definitive ship trial for measuring the rudder's ability to controlthe boat in calm water. A string potentiometer was attached to the rudder and was used tosynchronize the execution of rudder maneuvers with the boat's heading. Heading wasrecorded using the yaw gyro of the motions package installed near the BUSL center ofgravity. The BUSL's track was recorded using the DGPS Tacman4l system. Figure 4illustrates the BUSL results for a 35 and 20 degree zig zag at full speed.

9

Zig Zag 35/35 deg 2500 ERPMBUSL 49403 Sept 1997

60

50 Avg. O'Shoot

40 14.6 Deg.

30

20 1 ..

-100o • - -i S

-20

-30 Time to 2nd Exec. ... %...9.1 See. ". ,,

-40 ... RudderAngle

-50 Average Period 39.7 Sec.

0 10 20 30 40 50 60 70 80 90 100 110 120

Time (sec.)

Zig Zag 20/20 Rudder 2500 ERPMBUSL 49403 Sept. 1997

4Rudder Angle (deg)40 • Avg. Period 34.6 Sec.

30 Avg. O'Shoot

12.4 Deg.

20£1o I ,

101I

0 I,I I•

Angle eg)

-10I I

Time to 2nd Exec.

8.5 Sec.

-30

-40 . U * ' .0 10 20 30 40 50 60 70 80 90 100 110 120

Figure 4 - Zig Zag Maneuvers

Table 2 presents a summary of the zig zag results averaged over reciprocal runs.

10

Table 2 - BUSL 49403 Zig Zag Results

Time to Reach Average Overshoot Average Period Overshoot Width

2nd Execute (sec) Yaw Angle (deg) (sec) of Path (ft)20/20 zig zag @ 2500 8 12 34 98ERPM

35/35 zig zag @ 2500 8 15 40 148ERPM

The time to reach second execute is a measure of the ability of the BUSL to rapidlychange course. This is only slightly more than the time it takes a Coast Guard 41-footUtility Boat (approximately six seconds) to reach its second execute. The averageovershoot angle and overshoot width of path are indicative of the amount of anticipationthe coxswain will need to operate in restricted waters.

2.4.2 Dieudonne Spiral Maneuver

The Dieudonne spiral test measures the directional stability, turn rate, and course-keepingability of a boat in calm water. This is an important test that should be performed on thefirst of any new class of vessels. This test was conducted beyond the Annapolis BayBridge in water depths greater than 40 feet. The rudder angle was measured using a stringpotentiometer and the yaw rate was recorded using the motions package yaw rate gyro.The yaw rate information was averaged over a one-minute period of steady turning forincremental rudder commands. Figure 5 demonstrates the results of this test maneuver.

Spiral Rudder Angle (deg) vs Turing Rate (deg/sec)BUSL 49403 Sept. 1997

-0 Stbd to Port turn

Pon to Srbd turn

Port Rudder 2

-4 -30 -20 -170 1 0 2'0 3'0 40

Stbd. Rudder1-2

-4

-5

Rudder Angle (Deg.)

Figure 5 - Spiral Maneuver

There is little hysteresis in the plot which indicates that the BUSL 49403 has gooddirectional stability and will be easy to keep on course. The little hysteresis apparent in theplot is in the noise of the instrumentation. The 49-foot BUSL may be paying the price forthe good directional stability with its maneuverability as demonstrated by the largeovershoot width of path and yaw angles in the zig zag results.

2.4.3 Turning Performance

Almost all ship maneuvers involve some degree of turning. Therefore, quantifying avessel's turning maneuverability is important. The turning path of a vessel is characterizedby four numerical measures: 1) advance, 2) transfer, 3) tactical diameter, and 4) steadyturning diameter. Figure 6 illustrates these measures.

" Transfer

Tactical Diameter -

Start of Rudder Over Execution

Figure 6 - Tactical Turning Maneuver

The advance is the distance from the point of execution when the rudder is quickly placedover to the desired setting to the point when the boat has turned 90 degrees. The transferis the distance from the original approach course to the boat's center when it has turned90 degrees. The tactical diameter is the distance from the original approach course to thepoint where the boat has turned 180 degrees. The steady turning diameter is different fromthe tactical diameter. The tactical diameter includes the initial transient part of themaneuver whereas the steady turning diameter reflects the footprint of the steady-statepart of the maneuver only.

The trials were conducted in a calm area of water in the Patapsco River withapproximately 40 feet of water depth near the CG Yard. Each run was started with theboat on a straight approach with a fixed throttle, i.e., engine RPM held constant. At theturning point, the rudder was rapidly moved to a specified angle and held there until theboat changed a course of 720 degrees. The track of the boat was measured by the

12

Tacman4l software. Corrections were also made for set and drift using the Tacman4lsoftware. Six degrees of freedom of motion measured by the Humphreys motions packagewere recorded to a digital tape recorder. Figure 7 illustrates an example of BUSL 49403tactical data captured by the Tacman41 software.

(P)rint screen

(L) ist stats ---- Full Load + Cargo(U)iew stats 96,150 lbs(R)eturn to nain .... Tactical Dia. = 811 ft rudder over ....(D)isplla labels mark(M)ark displar

(H)elp 0

1036 Rudde tuU

8 Septetber 199710:45:14 -

Port D

Mlaneuver 0 310 Rudder L

at 2500.0 Kts DPosition PitPlot Center:

39 14.1 M

76 32.6W ..

Set 0.0 DegDrift D.3Kts

Horizontal Scale 40.0 Nfl'iv

Figure 7 - Example of Test Run (10 deg rudder at 2500 ERPM)

Table 3 presents a summary of the tactical measurements collected during the underwaytrials of the 49403. It can be observed from Table 3 that there is no consistent bias to portor starboard. This means that there is no misalignment of the rudders or asymmetry in thecontrols fixed appendages. The tactical diameters are only slightly larger than the steadyturn diameters. This indicates that there is little initial sliding of the boat in the transientpart of the turn even at full rudder. An average speed loss in the turn across all themaneuvers is about 15%. Previous BUSL tactical data could not be identified forcomparison to data collected on the 49403 BUSL. Therefore, a comparison was made to a10 knot steady turn radius of a 41-FT UTB and the 10 knot turning radius of the 49 footBUSL normalized to a 41 foot length. The results were comparable which is indicative ofgood turning performance of the BUSL 49403.

13

Table 3 - 49403 Turning Performance Summary

Initial Rudder Eng. Time to Time to Steady Tactical Advance Transfer TurningSpeed (°/dir) RPM Turn 180 Turn 360 Turning Diameter @ 90 deg @ 90 deg Spdavg

(kts) deg (sec) deg (sec) Dia. (ft) (fi) (fi) (fl) at 1800(kts)

6.7 100 Port 1250 127 246 793 813 440 403 5.55.5 100 Stbd 1250 121 235 721 749 321 359 5.56.3 200 Port 1250 68 127 334 307* 176 160 5.56.2 200 Stbd 1250 68 139 400 391* 222 194 5.55.6 350Port 1250 55 107 236 237 122 44 4.0

6.1 350 Stbd 1250 55 100 234 236 162 119 4.510.4 100Port 2500 72 138 708 811 340 155 9.210.1 100 Stbd 2500 64 126 636 642 360 322 10.010.4 200 Port 2500 38 73 341 359 216 186 9.010.4 200 Stbd 2500 41 76 367 373 251 193 9.510.1 350 Port 2500 32 59 230 236 187 120 7.510.2 350 Stbd 2500 29 57 236 239 180 120 8.0

* difficulty in correcting for set & drift resulted in tactical diameter slightly smaller than steady diameter

2.5 Emergency Stop Trial

An acceleration and crash stop test was conducted on 9 September in the Patapsco Rivernear the CG Yard after the speed power trials. Time was only allowed for one directionruns. Standard testing procedures require reciprocal runs to be made to cancel currenteffects. Nevertheless, the results for one direction are as follows:

Crash Stop [12 sec to DIW - stops in 2.5 boat lengths]

Acceleration [17 sec to full speed - achieves full speed in 4.3 boat lengths]

The time for the throttle to move from full ahead to full astern was two seconds. Theengines did not stall during the crash stop and moved no more than 0.2 inches in bothdirections in their mounts.

Appendix D presents the acceleration and crash stop time histories and data collected byCG Yard personnel.

2.6 Bollard Pull

A bollard pull was attempted on 28 August but was aborted because the bridle wasattached to the aft cleats and came to a point at the pier-side bollard. This did not allowfor a pivot point on the BUSL to control the pull against side current. The drifting of theBUSL around the end of the pier on 28 August resulted in a crushed connector on a loadcell. A new bridlc was constructed that attached to deck shackles and came to a 'V' at thestern. A 50K lb load cell was attached to the bridle end point on the BUSL. The bollardpull was performed on 9 September. The stem pull results are presented in Table 4.

14

Table 4 - Stern Bollard Pull

ERPM Pull (bs) Torque Shaft HP1326 3790 580 641631 5740 880 1121943 8120 1250 1882189 10330 1960 2652294 11085 1990 367

The BUSL 49403 could not achieve 2500 ERPM on 28 August. An engine rpm of 2300at about 11K lbs was as high as it could go. It maintained this for three minutes before theturbocharger hose broke free. An additional 4:46 minutes was attempted before the watertemperature became too high. A bow bollard pull was also performed. The BUSL 49403achieved 8320 lbs in this configuration. The bow pull results are presented in Table 5.

Table 5 - BowBollard Pull

ERPM Pull (lbs)1300 24001600 38501900 57002200 75002400 8320

The CG Yard retested the bollard pull on 22 September. The BUSL easily maintained2200 ERPM for the ten minute period required without any problems. The pullingstrength of the 49403 exceeds the minimum required bollard pull of 6000 lbs. Appendix Epresents the bollard pull data results.

2.7 Noise Survey

Noise measurements were made in several locations while the BUSL was underway atmaximum speed. The 'A' weighted results are demonstrated in Table 6.

15

Table 6 - 'A' Weight Noise Results

Location Description Average 'A'Weighted SPLs

Berthing Area Center of Compartment 68.6 dBABerthing Area Average of Head of Each 73.9 dBABerthPilot House (one foot above chart table) 68.0 dBAGalley and Mess (center of passageway) 75.1 dBAWorkshop 73.1 dBAWork Deck (eight feet from stem) 83.3 dBAEngine Room (between engines) 109.8 dBA

Both the 'A' weighted and 1/3 octave band measurement criteria were met in all of thedesignated spaces.

A far field noise survey was conducted on 9 September. A 41-FT UTB from StationBaltimore was used as the standoff vessel for conducting the measurements. The 41-FTUTB secured its engines for a background measurement using the B&K 2231 PrecisionSound Level meter. A background sound pressure level of 65.5 dBA was recorded. TheBUSL then proceeded at 2500 ERPM past the bow of the 41-FT UTB four times. Thefirst time was very close, approximated at 50 feet or less while the other passes wereabout 100 ft +/- 10 ft. A measured 100 ft marker was not employed. The consensus of theBUSL test personnel was that the first data point should be discarded because the run wasmuch less than 100 feet away from the 41-FT UTB. The variations noted in the SPLreadings were +/- 1 dBA. The correction for a recorded noise source that is 7.3 dBAabove the background noise is 0.8 dBA. The results are as follows

SPL Direction of Approach78.8 dBA Port (Discarded)71.0 dBA Port77.9 dBA Port69.5 dBA Stbd

Avg. 72.8 dBA

Corr. 72.0 dBA [+/- 1 dBA @ 100 ft +/- 10 ft]

Although this did not meet the 70 dBA far field noise requirement, it should be noted thatmeasurements on the pre-production 49-foot BUSLs resulted in a far field noise level of76 dBA.

During the 28 August speed/power trials significant vibrations were observed around 2300ERPM and greater. The vibration was so severe that the feedback transmitter on thesteering in the Lazarrette vibrated off. The port lube oil reduction gear seal also began to

16

leak around this time. The vibration source was isolated to local hull plating directly abovethe propellers. The CG Yard added several stiffeners which appeared to reduce thevibrations to an acceptable level. An accelerometer was installed on a stiffener adjacent tothe hull plating during the 9 September sea trial. Vibration data were collected duringthese speed/power measurements to serve as a baseline for any future comparisons. Theblade rate frequency is the dominant excitation source for most of the engine speedstested. The vibration levels rapidly increased at 2100 ERPM. At this speed the amplitudeof vibration is the most significant. At 2100 ERPM (actual was 2123 ERPM) the bladerate frequency was estimated as follows:

2123 (ERPM) x 4 (blades) = 56 Hz2.54 (red. gear ratio) x 60 (sec/min)

The acceleration levels at the 2100 ERPM blade rate frequency are in a range wherehuman response increases rapidly in severity based on SNAME guidelines for shipvibration. However, this may not be a reason for concern if these levels are localized tothe lazarrette and not transmitted to a habitable space. It is difficult to determine based onthese limited measurements whether of not the acceleration amplitude at 2100 ERPM is aresonant condition with the hull or non-resonant condition associated with cavitation.Noise and vibration data are presented in Appendix F.

2.8 Corrosion Survey

A corrosion test meter with a silver/silver chloride half cell (Yacht Corrosion Consultants,Inc. Model No. 296584) was used to test for sufficiency of sacrificial anodic protection inthe 49403. The hull and steel through hull fitting readings were approximately 800 mV.Steel freely erodes at 425 mV and is protected at 675 mV. When the shore-tie wasconnected the reading went down to 700 mV. This means that the BUSL 49403's groundwas connected to the shore power and there was no galvanic isolator or isolationtransformer in the system. The BUSL 49403 is loosing zinc to the dock or other boats. AZINC SAVER installed between the A.C. green wire system and D.C. bonding isrecommended.The stainless steel shafts and rudder posts were apparently bonded to the hull andprotected. Bronze freely erodes at 120 mV and is protected at 380 mV. Therefore, thebronze fittings by the grid coolers are isolated from the hull and are protected when theshore tie is disconnected. The pictures of the zincs on the grid cooler recesses in AppendixE demonstrate significant erosion after only two weeks in the water. The tubes arecopper/nickel and a reading was not obtained for the tubing. The results of the corrosionsurvey are presented in Appendix E.

3 Test Summary/Recommendations

Table 7 provides a quick-look summary of the testing conducted on the BUSL 49403. TheCG Yard conducted many other dock-side tests not addressed in this report. This reportaddresses the majority of underway test requirements required by the 49-foot BUSLProduction Specification and Test Memos No. 094-02 and 094-03. Because this was the

17

first production boat built by the CG Yard, it is expected that some changes would willoccur to improve its performance. It is recommended, after the production run, somestandardization trials be performed to verify that changes have not affected performance inany way. Speed/power, limited maneuvering, and noise and vibration checks should beperformed after engine modifications, i.e., de-rating, and after outfitting of the vessel iscompleted.

Table 7 - Summary of Results

Noise ..................................... meets all on-board noise requirements at full speeddoes not meet far-field noise of 70 dBA [72 dBA +/-1 dBA]

Speed/Power .......................... achieves 10 kt design speed full load (@ 2200 ERPM) andfull load + 16,000 lb cargo (@ 2300 ERPM)

Bollard Pull ............................ bollard pull maintained for 10 minutes at 2200 ERPM; farexceeds 6000 lbs of min. bollard pull

Turning Performance ............. large vertical inboard rudders provide good turningperformance

Acceleration .......................... good acceleration performance (17 sec to full speed in 4.3boat lengths)

Crash/Stop ............................ excellent crash stop performance; no engine stalling (12 secto DIW in 2.5 boat lengths)

Corrosion .............................. loosing zinc to dock; otherwise adequate zinc protectionWeight .................................. less than 31.65 LT for light ship; LCG 18 ft fwd AP (30.75

LT but not completely outfitted)Zig zag ................................... good rudder responsivenessSpiral ..................................... excellent directional stabilityVibration ................................ vibration levels should be monitored in follow-on

BUSLsEndurance .............................. (301 nm+ @10 kts @ full load + 16,000 lbs cargo)

18

Appendix ASpeed/Power Trials Data

A-1

~e'J~eI 00 0000DCJ000 (

-E00c 000000 0

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o i C 0 0 0 0 00000fl W SW~0N00t'4N

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to

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0

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A-4

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A-6

AUG. -19' 97(TUE) 09:04 TEL:4106367458 P. 009

TEST MEMORANDUM HULL NO.TEST MEMO NOj 094-02

U.S. COAST GUARD YARD LEAD SHOP X-23J.0. NO. -

PAGE 8_OF 22REV DATE _ /18/97

DATA SHEET 4 L C_S EXPECTED kCTUAL

STEP DATA OR FUNCTION RESULTS kESULTS

SPEED/POWER TRIAL

@ 1000 Engine RPM(a) (2) Starting Direction Time Elapsed Time •AC

Opposite Direction Time Elapsed Time IAAverage Time/Speed Time/Knots I.• •T

(a) (3) Fuel Flow Rate OPH ( 61" -(a) (4) Runnzng.T~rim Deg +aft/-fwd t. -•

@ 1300 Engine RPM(a) (2) Starting Direction Time Elapsed Time 1

Opposite Direction Time Elapsed Time •/Average Time/Speed Time/Knots (.b T•

(a) (3) Fuel Flow Rate GPH o CV•(a) (4) Running Trim Deg +aft/-fwd (.

~2 5 k-Q

@ 1600 Engine RPM(a) (2) Starting Direction Time Elapsed Time *IA

Opposite Direction Time Elapsed Time t 1(Average Time/Speed Time/Knots 4.7 v-&

(a) (3) Fuel Flow Rate GPH 5S4 i>4(a) (4) Running Trim Deg +aft/-fwd 0A,16'

@ 1900 Engine RPM(a) (2) Starting Direction Time Elapsed Time rN

Opposite Direction Time Elapsed Time I(-Average Time/Speed Time/Knots 4 :k

(a) (3) Fuel Flow Rate GPH Id°d C?iA(a) (4) Running Trim Deg +aft/-fwd , 1 0

3S-k q.V44-7

@ 2200 Engine RPM(a) (2) Starting Direction Time Elapsed Time

Opposite Direction Time Elapsed Time V|Averagq Time/Speed Time/Knots R1>

(a) (3) Fuel Flow Rate GPH h-.o •T-(a) (4) Running Trim Deg +aft/-fwd • y

"A-7 U-

AUG.-19'97(TUE) 09:04 TEL:4106367458 P.010

TEST MEMORANDUM HULL NO.TEST MEMO NO_ -

U.S. COAST GUARD YARD LEAD SHOP - X-23J.0. NO.PAGE __9__ 01 22REV DATE 0o

DATA SHEET

EXPECTED iCTUALSTEP DATA OR FUNCTION RESULTS ESULTS

SPEED/POWER TRIAL (cont'd)

@ 2500 Engine RPM(a) (2) Starting Direction Time Elapsed Time 11

Opposite Direction Time Elapsed Time V.AAverage Time/Speed Time/Knots 10 l 4

(a) (3) Fuel Flow Rate GPH 0,CO C.(a) (4) Running Trim Deg +aft/-fwd 'L.\ t

NDURANCE TRIALENGINE

15 MINUTES P. T T STBD(2) Engine Speed 2450-2550 RPM

Engine Oil Pressure(SF15 GAUGE) 30-70 psig --ngine Oil Temperature 180-250 deg F 3 _

E ne JW Temp (SR200 GAUGE) 155-185 deg FEngi Exhaust Gas Temperature 650-850 deg F - _

Reduct Gear Oil Temperature 150-210 deg F II

TIENGINE@ 30 MINUTEs PORT STBD

(b) (2) Engine Speed 2450-2550 RPM 31Engine Oil Pressure(SFI AUGE) 30-70 psigEngine Oil Temperature 180-250 deg FEngine JW Temp (SR200 GAUGE) 155-185 deg FEngine Exhaust Gas Temperature 650-850 deg FReduction Gear Oil Temperature -210 deg -F -

i ENGINE@ 45 MINUTES PORT STBD

(b) (2) Engine Speed 2450-2550 RP __

Engine Oil Pressure(SF15 GAUGE) 30-70 psig 3Engine Oil Temperature 180-250 deg FEngine JW Temp (SR200 GAUGE) 155-185 deg F _ _

Engine Exhaust Gas Temperature 650-850 deg FReduction Gear Oil Temperature 150-210 deg F ____

A-8

Appendix BEndurance Trial Data

B-i

TEST MEMORANDUM HULL NO.TEST MEMO NQ4 0940

U.S. COAST GUARD YARD LEAD SHOP X-23J.O. NO.PAGE 10 OF 22REV DATE 08/18/97

DATA SHEET

EXPECTED ACTUALSTEP DATA OR FUNCTION ESULTS RESUL

RESULTS RESULTS

ENDURANCE TRIAL (cont'd)ENGINE

@ 60 MINUTES 1oe' PORT STBD(b) (2) Engine Speed 2450-2550 RPM 7,- i 22 .

Engine Oil Pressure(SF15 GAUGE) 30-70 psigEngine Oil Temperature 180-250 deg F 16o kOEngine JW Temp (SR200 GAUGE) 155-185 deg F A..2 (o0Engine Exhaust Gas Temperature 650-850 deg F .S-7 _Reduction Gear Oil Temperature 150-210 deg F A __ V C14P

FWD PILOTHOUSE CONSOLE READINGS ENGINE@ 60 MINUTES ONLY Qoo PORT STBD

(b) (2) Engine Speed 2450-2550 RPM 2ve' ?-ooEngine Oil Pressure 30-70 psig ;o GoEngine Oil Temperature 180-250 deg F IJo LSo-Engine Jacket Water Temperature 155-185 deg F IQo -ZEngine Exhaust Gas Temperature 650-850 deg F 4o00 MOCReduction Gear Oil Temperature 150-210 deg F /-0 Q-.

ENGINE@ 75 MINUTES 1'7k PORT STBD

(b) (2) Engine Speed 2450-2550 RPM Z!O9 -50 1Engine Oil Pressure(SF15 GAUGE) 30-70 psig (o6Engine Oil Temperature 180-250 deg F V-A -

Engine JW Temp (SR200 GAUGE) 155-185 deg F k70 \00Engine Exhaust Gas Temperature 650-850 deg F •-.• • •Reduction Gear Oil Temperature 150-210 deg F /•o -'U6

ENGINE@ 90 MINUTES \7'2 ,o PORT STBD

(b) (2) Engine Speed 2450-2550 RPM o0-7 ý 5-0Engine Oil Pressure(SF15 GAUGE) 30-70 psig (" (0Engine Oil Temperature 180-250 deg F x vQ \Engine JW Temp (SR200 GAUGE) 155-185 deg F -o0Engine Exhaust Gas Temperature 650-850 deg F S-P S-7'Reduction Gear Oil Temperature 150-210 deg F A'o s .___

B-2

TEST MEMORANDUM HULL NO.TEST MEMO-NO, 094-02

U.S. COAST GUARD YARD LEAD SHOP X-23J.O. NO.PAGE 9 OF -22REV DATE 08/18/97

-• A

DATA SHEET

EXPECTED ACTUALSTEP DATA OR FUNCTION RESTS RESULRESULTS RESULTS

SPEED/POWER TRIAL (cont'd)

@ 2500 Engine RPM(a) (2) Starting Direction Time Elapsed Time

Opposite Direction Time Elapsed TimeAverage Time/Speed Time Knots

(a) (3) Fuel Flow Rate GPH(a) (4) Running Trim Deg ýaft/-fwd

ENDURANCE TRIAL \bOc:OENGINE

@ 15 MINUTES \\o\S PORT STBD(b) (2) Engine Speed 2450-2550 RPM 2rIZ 2SO9

Engine Oil Pressure(SF15 GAUGE) 30-70 psig L_ o ,Engine Oil Temperature 180-250 deg F ______

Engine JW Temp (SR200 GAUGE) 155-185 deg F (i'7 110Engine Exhaust Gas Temperature 650-850 deg F 5; -

_ , vReduction Gear Oil Temperature 150-210 deg F A/ A)/,I

ENGINE@ 30 MINUTES PORT STBD

(b) (2) Engine Speed 2450-2550 RPM 2o% ____

Engine Oil Pressure(SF15 GAUGE) 30-70 psig C (o

Engine Oil Temperature 180-250 deg F kQ kEngine JW Temp (SR200 GAUGE) 155-185 deg F i° 122Engine Exhaust Gas Temperature 650-850 deg F Cc SS__0Reduction Gear Oil Temperature 150-210 deg F "- 4'6-

ENGINE@ 45 MINUTES PORT STBD

(b) (2) Engine Speed 2450-2550 RPM Z5-°& 508 YEngine Oil Pressure(SF15 GAUGE) 30-70 psig 60Engine Oil Temperature 180-250 deg F \1o F0Engine JW Temp (SR200 GAUGE) 155-185 deg F A1k )-71Engine Exhaust Gas Temperature 650-850 deg F !-, .7 $Reduction Gear Oil Temperature 150-210 deg F A.o 0e

B-3

TEST MEMORANDUM HULL NO..'TEST MEMO-NQ., 4-02


DATA SHEET

EXPECTED ACTUALSTEP DATA OR FUNCTION RESULTS RESULTS

ENDURANCE TRIAL (cont'd)ENGINE

@ 105 MINUTES k1NS PORT STBD(b) (2) Engine Speed 2450-2550 RPM ZSL-. 2 --C•

Engine Oil Pressure(SF15 GAUGE) 30-70 psig (I -CEngine Oil Temperature 180-250 deg F Lo iŽoEngine JW Temp (SR200 GAUGE) 155-185 deg F 1-7n 17Engine Exhaust Gas Temperature 650-850 deg F £-L C7-10Reduction Gear Oil Temperature 150-210 deg F X-C' A-4-C

ENGINE

@ 120 MINUTES O3cy PORT STBD(b) (2) Engine Speed 2450-2550 RPM 2-cS 7-o0

Engine Oil Pressure(SF15 GAUGE) 30-70 psig L (oEngine Oil Temperature 180-250 deg F 1,0 i1- 0Engine JW Temp (SR200 GAUGE) 155-185 deg F tJ2 -7cEngine Exhaust Gas Temperature 650-850 deg F ýý[o .5Reduction Gear Oil Temperature 150-210 deg F A0 ___

AFT PILOTHOUSE CONSOLE READINGS ENGINE@ 120 MINUTES ONLY \•Cc PORT STBD

(b) (2) Engine Speed 2450-2550 RPM -2Engine Oil Pressure 30-70 psig C (00Engine Oil Temperature 180-250 deg F o t 17Engine Jacket Water Temperature 155-185 deg F z 'Z2' cEngine Exhaust Gas Temperature 650-850 deg F 0'0 %o4oReduction Gear Oil Temperature 150-210 deg F n jA-'j&

MN ENG/RED GEAR PIPING SYSTEMSLEAK/DEFECT INSPECTION ENGINE

Leaks/Defects PORT STBD(b) (3) Mn Eng Sea Water Piping None .f 4A po^.J

Mn Eng Jacket Water Piping None Av. s---,@-"IMn Eng Lube Oil Piping None A0 (U0Red Gear Lube Oil Piping None _o_ I- A-,

B-4

TEST MEMORANDUM HULL NO.TEST MEMO-NO. 024-02

U.S. COAST GUARD YARD LEAD SHOP X-23J.0. NO.PAGE 12 OF 22REV DATE 08/18/97

DATA SHEET

EXPECTED ACTUALSTEP DATA OR FUNCTION ESULTS RESULRESULTS RESULTS

LOAD TEST

@ 30 MINUTES(c) (1) Generator Power Output 20 KW

Generator Voltage 116-126 VACGenerator Frequency 57-62 Hz (Generator Amps N/AEngine Jacket Water Temp 170-210 deg F I7sEngine Lube Oil Pressure 35-60 psig 7S'


Generator Voltage 116-126 VAC 12CGenerator Frequency 57-62 HzGenerator Amps N/AEngine Jacket Water Temp 170-210 deg F IsEngine Lube Oil Pressure 35-60 psig 7-


Generator Voltage 116-126 VAC I2Generator Frequency 57-62 HzGenerator Amps N/AEngine Jacket Water Temp 170-210 deg FEngine Lube Oil Pressure 35-60 psig


Generator Voltage 116-126 VAC rlcGenerator Frequency 57-62 HzGenerator Amps N/AEngine Jacket Water Temp 170-210 deg F r_5Engine Lube Oil Pressure 35-60 psig 75-

B-5

[BLANK]

B-6

Appendix CSteering Trials Data

C-1

--- 0c

00

P-4

000

+t

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C-10

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C-14

00 Nov L

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(09 5e) 945 u!ujni. 5AV

C- 16

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00 0

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C-i17

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-l

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0 0 0 C 0 0Ctt coN (Nl (Y)

(69p) 9i6uv

C-i19

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4j4

w .. m L 13 C -

z q Lw 130 0 qw

C-20

5-

I..

I mI

(U~ -S m- CC

.0 w 1 0 (U

L. D rl -4

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< U)

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I I I I

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C-24

o Turning rate vs Rudder Angle

Average Turning Rates in Degrees per Second for BUSL 49403.Data Taken From Spiral Curve Data, September 1997

Rudder Angle Turn RateDegrees Deg./Sec.

35 4.6120 3.6115 2.8910 2.135 1.153 0.801 0.69

o Average Rudder Time from 35 Degrees Port to 35 Degrees Starboard

Average Rudder Time in seconds, as taken from the 35 deg. Zig Zag maneuver in manualmode 10.4 Sec.

C-25

[BLANK]

C-26

Appendix DAcceleration/Crash Stop Trials Data

D-1

750

I4 Q

C4.rA t

.4-D-2



DATA SHEET

EXPECTED ACTUAL

STEP DATA OR FUNCTION RESTS RESULRESULTS RESULTS

STEERING TRIAL

(d) (3) Contractor to provide report ofrudder angle rate and times.Attach to memo as Attachment D.

(d) (4) Manual Steering Mode Satisfactory 2KN ,

(d) (5) Aft Helm Mode Satisfactory - t

EMERGENCY STOP TRIAL

(e) (1) Time for Throttle Movement < 4 secondsfrom Full Ahead to Full Astern

(e) (2) Movement of Engines Resulting N/A Port •o, ,from Emergency Stop N/A Stbd '

"FOR INFORMATIONAL PURPOSES" .•oo o

(e) (3) Verify the Following: 5 -Engine Mount Adequacy SatisfactoryPropulsion Control Response SatisfactoryStalling of Engines NoLube Oil System Leaks None "CoeFuel Oil System Leaks None

Exhaust System Leaks NoneFoundation Structural Defects None

D-3

[BLANK]

D-4

Appendix EBollard Pull Data

E-I

AUG. -19' 97(TUE) 09:05 TEL:4106367458 P. 015

TEST MEMORANDUM HULL NO.TEST MEMO NO 094-02

U.S. COAST GUARD YARD LEAD SHOP - -23J.O. NO.PAGE 14 (IF 22REV DATE --- 08/18/97

DATA SHEET USTEP DATA OR FUNCTION RECTE SUL

BOLLARD PULL

(fE) (2) Engine Speed < 2500 RPEngine Oil Pressure(SF15 GAUGE) 30-Engine Oil Temperature 80-250 deg FEngine JW T emp (520) 155-185 deg F

(f) (4) Engine Sp 2-0Engne��lPressure (SF15 GAUGE) 30En Oil Temperature 180-250 deg0ngine JW Temp (SR200 GAUGE) 155-185 deg F

STEP (P)(7) FOR HULL 49403 ONLY(f) (7) Load Cell Reading < 1300 RPM _ 12,000 lbs &I% VS

Load Cell Reading @ 1600 RPM • 12,000 lbs FLoad Cell Reading @ 1300 RPM _< 12,000 ibs 10 %bs

Load Cell Reading @ 2200 RPM <_ 12,000 lbs )093 \sLoad Cell Reading 1 2-M500nr .qM .2,000

If Load Cell Reading Reaches < 2500 RPM12,000 lbs Before 2500 RPMRecord Engine RPM

E-2



DATA SHEET

EXPECTED ACTUAL

STEP DATA OR FUNCTION ESULTS RESULRESULTS RESULTS

BOLLARD PULL __-_

(f) (2) Engine Speed < 2500 RPM z!Engine Oil Pressure(SF15 GAUGE) 30-70 psig (-_Engine Oil Temperature 180-250 deg F 'ZQEngine JW Temp (SR200 GAUGE) 155-185 deg F !-' 7

(f) (4) Engine Speed < 2500 RPM Z-3z 27Engine Oil Pressure(SF15 GAUGE) 30-70 psig /0 7Engine Oil Temperature 180-250 deg F c; i

Engine JW Temp (SR200 GAUGE) 155-185 deg F 15-2

STEP .(f)(7) FOR HULL 49403 ONLY

(f) (7) Load Cell Reading @ 1300 RPM < 12,000Load Cell Reading @ 1600 RPM 1 ibsLoad Cell Reading @ 1900 RPM 12,000 lbsLoad Cell Reading @ 2 PM < 12,000 lbsLoad Cell Readi 2500 RPM < 12,000 lbs

If Cell Reading Reaches < 2500 RPM•T,000 ibs Before 2500 RPM

Record Engine RPM

E-3

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E-4

OCT, - O' 97(FRI) 12:21 TEL:410636 7 458 P. 004

ODET. OF fRANSPOrTA1TON IRA-YARD CORRESPONODJCE Ogl•c. X'.23U.S. COAS ouWJo G ,D __

Sshtlof I__ JDI 9-2319COYAMD-91 (ftv.12MhtIof1D

Form mey be prepared W ball point pen or poenc - flWing Is not required

FROM: TO: VIA:DON SIWIELDS X-23 Coam 01110-m. VAg

SUBJECT • ISiwwtMutg v]b m,. wuwRETEST OF BOLLARD cl _m_ _ hew. coItPULL OC 49403 -•',_ _____. . ,_1___ - R _ _.

,hm Chd, DvShpHa" NOW__ __ Sho UeHd - -LkcI](SP09Wv L T URNIMER L~e~v.....1____

ACTION/AlESPONSEON 9-22-97 WE RETESTED THE BOLLARD PULL ON 49403 fITH THEFOLLOWING RESULTS;

PORT STE'ENGINE SPEED 2215 2210ENGIX`E OIL PSI (SF15) 55 5

• • (SF10) 55 5ENGINE L/O TEMP. 130 13ENGINE J/W TEMP. (SR200) 200 20

" w a (SR205) 185 19'TRANS. GEAR OIL PSI 340 32!

TESTING HELD FOR TEN MINUTES.

ALL READINGS TAKEN AT LOCAL GAUGE BOARDS AS THE PA GAUGEBOARDS DO NOT READ PROPERLY,

OFFIMCEO ACTION & DISTRIBUTIONDMSION

- -SOF.I••Orlgirator - Forwavrd o Mginal to address for ac•:wINL" POF~- /•t• (fhrough thechain of co (mmar 1ibt.RSOyf .

muE OFFCERS a dcable. Restin copy for-L-7'-. .j. . Addressee - response on 229 and re um to

originaltor. Remain copy for f.DATE

E-5

[BLANK]

E-6

Appendix FNoise Data

F-i

TEST MEMORANDUM HULL NO.TEST MEMO NO..094-02

U.S. COAST GUARD YARD LEAD SHOP X-23J.O. NO.PAGE 15 OF - 22REV DATE 08/18/97

DATA SHEET COi- a c s i mz-- k

OCTAVE BAND CENTER FREQ.(Hz)

31.5 63 125 250 500 1000 2000 4000 8000 dBA

1 PILOTHOUSE APPROXIMATE CENTER OF COMPARTMENT

MAX 90 84 79 76 N/A N/A N/A N/A N/A 76ALLOWABLE

FULL POWER2(t, o4. 4 • 4Cj K/ _ L. U • U?•RESULTS 4

!q;_- ~f Li Q_ Li i .0-s


y--.psRESY P

LOCATION

FULL POWER MEASUREMENT #1- g- - (95 - C-

FULL POWER MEASUREMENT #2- -

BUOY OPS ýMEASUREM

'F-2o 'v cczco

F-2

TEST MEMORANDUM HULL NO.TEST MEMO NO.. 094-02


DATA SHEET


31.5 63 125 250 500 1000 2000 4000 8000 dBA

2 BERTHING AREA APPROXIMATE CENTER OF COMPARTMENT

MAX 105 100 95 90 N/A N/A N/A N/A N/A 84

ALLOWABLE

FULL POWER -, 23-4.d,

RESULTS


"Qy OPS

LOCATION

FULL POWER MEASUREMENT #1- C4C0 O- Corc-•? T' 1 i• --

FULL POWER MEASUREMENT #2-- ( j.Z.•'•j tQ Ccr\v-"ý? FZ-

BUOMEASUREMENT #1-

BUOY OPS MEASUR #2-

F-3

TEST MEMORANDUM HULL NO.TEST MEMO NQ, 094-02


DATA SHEET Q; \A;


31.5 63 125 250 500 1000 2000 4000 8000 dBA

3 BERTHING AREA HEAD OF EACH BERTH


PC• FULL 10.

POWERFo-A RESULTS 2 e) --s.__

4 -- L~ gv9 c,3ý S-'j LJ '2 Li Li L U 4


B' OPSi1ýRESUýL

2

3

4

~-C} w~-~W 4C~LZ~ C~i~~'~-LOCATION

FULL POWER MEASUREMENT #1- QA; w-c c-f4, CA

FULL POWER MEASUREMENT #2- __•-T_.

BU S MEASUREMENT #1-

BUOY OPS MEAS T #2-

F-4

TEST MEMORANDUM HULL NO.TEST MEMONO-. 094-02


DATA SHEET 9O•L -)o • Tx"E •-- \cv'v,-

OCTAVE BAND CENTER FREQ. (Hz)

31.5 63 125 250 500 1000 2000 4000 8000 dBA

4 GALLEY AND MESS AREA


FULL POWER-ap _ ___ _ _

RESULTS __ L ___ 7,_A


RESUL

b ozs_ C-,,.ýC.ýýC> , k C 0)•i LOCATION

FULL POWER MEASUREMENT #1- _ /v- kc J- -- h-c._ F 0,6

FULL POWER MEASUREMENT #2- Q•-e ve_ L

BUOY MEASUREMENT #1-

BUOY OPS MEAS NT #2-

F-5

TEST MEMORANDUM HULL NO.TEST MEMO NOQ 094-02

U.S. COAST GUARD YARD LEAD SHOP X-23J.O. NO.PAGE 19 OF 22REV DATE 08/18Z97

DATA SHEET s o -- Ž

OCTAVE BAND CENTER FREQ. (Hz)

31.5 63 125 j 250 500 1000 2000 4000 8000 dBA

5 WORKSHOP


FULL POWER .. 0qo. 0. _. • __, . (.k L Li 14.•RESULTS "'ý G " _ _ _ _ -A


DoLo-,L L-c S~-ED" P,7-c Cj ýL LOCATION

FULL POWER MEASUREMENT #1- o=-j- C • _ /V•-•- ,

FULL POWER MEASUREMENT #2- - - -

BU0 MEASUREMENT #1-BUOY OPS MEASURE 2-

F-6

TEST MEMORANDUM HULL NO.TEST MEMO NO. 094-02

U.S. COAST GUARD YARD LEAD SHOP X-23J.o. NO.PAGE 20 OF 22REV DATE 08/18/97

DATA SHEET . .- c• '--,>{. k


31.5 63 125 3 250 1 500 1000 2000 14000 8000 dBA

6 WORK DECK


FULL POWER 0C 2RESULTS ~-- ____ ? ~ ~ (L


LOCATION

FULL POWER MEASUREMENT #1- -@'T . - - ..

FULL POWER MEASUREMENT #2- " --cy\

BUOY -ý EASUREMýENT #1,BUOY OPS MEASUREME -

7 FAR FIELD NOISE

MAX N/A N/A N/A N/A N/A N/A N/A N/A N/A 70ALLOWABLE

FULL POWERRESULTS 12

* N/A - NOT APPLICABLE

F- 7

The following SPLs were collected in the BUSL engine room. These data were notrequired as part of Test Memo No. 094-02.

BUSL 49403 8 September 1997

Engine RoomFull 31.5 63 125 250 500 1000 2000 4000 8000 dBAPwr.Results

91.3 109.4 105.5 104.6 102.1 104.9 103.2 98.5 99.5 108.9 10410&4

91.3 111.7 107.3 105.3 103.1 105.5 104.2 99.2 99.8 110.7 "'0

Centerline of boat 4-ft Aft of engine room door

F-8

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F-i18

Appendix GCorrosion Survey

G-1

CORROSION SURVEY REPORT

Name of Boat . __Registration # *____ ___e__2

Hull Material & E (.

Reason for Survey -tt-,& TA • 1 -- , - •- 7cI•,Nic

Owner •P,-C Phone

Address City/State__

40) LL 0 V AD 0 c.

C)S% Cs" - %

O = Through hull fitting t :ransducer

shaft 07- = sacrificial anodeZ = shaft log = A.C. inlet

= rudder shaft = engine

W = rudder shaft log = strainer

= shaft brush

RESULTS (Z)6C 11110x 4-,= ý-Vox L- /k C) tkýi i-=

A.C. Stray current Present

D.C. Stray current Present

RECOMMENDATIONS YTc, L " -

SignedSurveyor

G-2

CORROSION SURVEY REPORT

Name of BoatA U• .- __Registration #_ __ _

Hull Material___

Reason for Survey

Owner Phone

Address City/State

Q Through hull fitting transducer

shaft . = sacrificial anode

shaft log = A.C. inlet

rudder shaft . engine

W rudder shaft log = : strainer

shaft brush

RESULTS

A.C. Stray current Present

D.C. Stray current Present

RECOMMENDATIONS

Signed

Surveyor

G-3

49403 GRID COOLER EROSION A I k

[BEFORE]

[AFTER] - Approximately 2-weeks in water

G-4

(BUSL) (49403 Underway Testing) - DTIC · bollard pull, noise and vibration survey, endurance test,...

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Transcript of (BUSL) (49403 Underway Testing) - DTIC · bollard pull, noise and vibration survey, endurance test,...