Report No.

TECHNICAL EVALUATION OF U.S. COAST GUARD180', 157' AND 133' BUOY TENDERS

00O JAMES BELLEMARE

U.S. COAST GUARDRESEARCH AND DEVELOPMENT CENTER

AVERY POINTGROTON, CONNECTICUT 06340-6096

OFINAL REPORTJANUARY 1988

t DtISIBJTION STATEMENT A' pC" releasel

*- , .:: n ll.n ! ited

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

' TCELECTE

Prprdfor: AuG 3 0 1988

U.S. Department Of Transportation EUnited States Coast GuardOffice of Engineering and DevelopmentWashington, DC 20593

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NOTICE

This document is disseminated under the sponsorship of theDepartment of Transportation in the interest of Informationexchange. The United States Government assumes noliability for 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 CoastGuard Research and Development Center, which isresponsible for the facts and accuracy of data presented.This report does not constitute a standard, specification, orregulation.

SAMUEL F. POWEL, III0 L Technical Director

U.S. Coast Guard Research and Development CenterAvery Point, Groton, Connecticut 06340-6096

A.

Technical Report Documentation Page1. Report No. 2. Government Accession No. 3. Recipients Catalog No.

CG-D-15-88

4. The and Subtitle S. Report DateTECHNICAL EVALUATION OF U.S. COAST GUARD JANUARY 1988180', 157' AND 133- BUOY TENDERS 6. Performing Organization Code

8. Performing Organization Report No.7. Author(s)JAMES BELLEMARE -4 R#DC 05/88

9. Performing Organization Name and Address I0. Work Unit No. (TRAIS)U.S. Coast GuardResearch and Development Center 11. Contract or Grant No.Avery PointGroton, Connecticut 06340-6096Groton, __Connecticut_06340_6096_13. Type of Report and Period Covered12. Sponsoring Agency Name and Address

Department of Transportation FINALU.S. Coast GuardOffice of Engineering and Development 14. Sponsoring Agency CodeWashington, D.C. 20593

15. Supplementary Notes

16. Abstract

\4h ree U.S. Coast Guard buoy tenders, BITTERSWEET (WLB 396), RED WOOD (WLM685) and WHITE SAGE (WLM 544) were tested to obtain baseline characteristics forthe 180', 157' and 133' class of tenders, respectively. These three ships were tested incalm water to obtain speed-power, fuel consumption, noise level and maneuveringdata. Rough water seakeeping testing was accomplished on the CGC BITTERSWEETand on the CGC WHITE SAGE during mid-January 1987 in sea state 4 as twosuccessive winter storms passed the Block Island Sound - Woods Hole, Massachusettsarea. The CGC RED WOOD was rough water tested in a late spring storm in sea state3 just north of Montauk Point, Long Island, New York.

17.-ey Words 18. Distribution Statement

Coast Guard/ Buoy Tenders. Document is available to the U.S. public throughW8 / 180' the National Technical Information Service,WLM-- 157' Springfield, Virginia 22161Technical Evaluation/ 133'

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

UNCLASSIFIED UNCLASSIFIED I IForm DOT F 1700.7 (8/72) Reproduction of form and completed page Is authorized

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ACKNOWLEDGMENTS

Thanks to Robert Desruisseau for supplying the details forthe description of the data acquisition system, theaccelerometer characteristics, and other instrumentation used inthe testing. He is also responsible for having processed thedigital data for the seakeeping and maneuvering tests andgenerating most of the figures depicting that information.

Thanks to Robert Gibbons and again to Robert Desruisseaufor their efforts in this testing effort; the tests could nothave been accomplished without them.

Acoesslon For

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TABLE OF CONTENTS

Page

I NTRODUCT'ION .............. ............. ......... 1TEST OB.JECT'IVE . o..... o... o........ .. o.o......... 1VESSEL DESCRIPTIIONS. o....................................INSTRUMENTATION.....................ooso~oooeosooooo, 1TEST DESCRIPTION . ... o..... .. o .......... o........ 7DATA REDUCTrION........... ......... .... oo...... 10ANALYSIS AND RESULTS............... o...........e eo eo *111

ROUGH WATER .................................... - 11CALMI WATER .o..... o .o... o........ o... o.....................21TATIA DATA .o........o.o........... .. o... 26POWERING o. ....... o..o......o... o.o...... 31FUEL CONSUMI'PTION............ ............ o..............42NOISE L~EVELS............... o.oo-. . . ............ 43

SLTJ!O4ARY . .............. 48REFERENCES.............................. .....-sooooos-......51

APPENDIX A -EQUIPMENT DESCRIPTION................. .... A-1APPENDIX B-BUOY TENDING QUESTIONNAIRE ..... .......... B-1APPENDIX C -DATA TABLES.... ooo.oooe .... ooooooo.ooo.oe...C-1

LIST OF ILLUSTRATIONS

Figrure Page

1B USCGC BITTERSWEET (180' WLB3 389) o.oo.oo.........41R USCGC RED WOOD (157' WU( 685) o............oo 51W USCGC WHITE SAGE (133' WIM 544) o.o..o............ 6

2B SEA SIGNATURE -BITTERSWEET SEAKEEPING........... .... 82W SEA SIGNATURE - WHITE SAGE SEAKEEPING,.......... 9

3B ROLL AMPLITUDE POLAR PLOT, BITTERSWEET, 9.5 Kt. oo. 123R ",RED WOOD, 12 Ktoo......133W ",WHITE SAGE, 8 Kt......o...14

4B PITCH AMPLITUDE POLAR PLOT, BITTERSWEET, 9.*5 Kt ... 154R of ", RED WOOD, 12 Kt.......... 164W o I@, WHITE SAGE, 8 Kt.......17

5B HEAVE ACCELERATION AT CG, POLAR PLOT,BITTERSWEET, 9. 5 Kt . o . o ... o... o-oos...........18

5R HEAVE ACCELERATION AT CG, POLAR PLOT,RED WOOD, 12 Kt.... .. ..... . . . . .19

5W HEAVE ACCELERATION AT CG, POLAR PLOT,WHITE SAGE, 8 Kt o . o ..... o ....... oooo.......o20

vii

LIST OF ILLUSTRATIONS (cont'd)

Figure Page

6B SPIRAL TEST, BITTERSWEET, 12 Kt...................... 226R it t , RED WOOD, 12 Kt......................... 236W to o , WHITE SAGE, 8 Kt........................ 24

7B ZIG-ZAG MANEUVER, BITTERSWEET, 8 Kt & 11.8 Kt.. ..... 277R, RED WOOD, 9 Kt & 12 Kt............ 287W, WHITE SAGE, 6 Kt & 10 Kt.......... 29

8B SPEED VS POWER, BITTERSWEET.......................... 328R it" , RED WOOD............................. 338W of" , WHITE SAGE........................... 34

9B FUEL CONS. & EFFICIENCY VS SPEED, BITTERSWEET.... ..... 369W to it & of I f, WHITE SAGE..........37

lOB SPEED VS RANGE, BITTERSWEET ..... ...... ... o.......38low it of i , WHITE SAGE.............. o............39

11B SPEED VS ENDURANCE, BITTERSWEET. ..... ....... ......... 401W , WHITE SAGE ..o..............o...41

12B SPEED VS SHAFT RPM, BITTERSWEET............ 4412R 01 of RED WOOD......o.o........ ... 4512W It if WHITE SAGE ..... .............o...46

13 FUEL CONSUMPTION VS SPEED COMPARISON...... ...... ... 50

A-i BLOCK DIAGRAM OF DATA ACQUISITION SYSTEM...........A-3

A-2 PROPULSION-SHAFT POWER MEASUREMENT...............A-5

LIST OF TABLES

Table Page

1 List of Particulars ...oo .oooo............. o.............22 Summary of Tactical Data. ............ _....30

A-i Table of Accelerometer Characteristics.. ..... ...... A-7A-2 Descriptionof nstrumentation .. ... o...........A-9

C-lB Seakeeping Data, BITTERSWEET .... o- -o...............C-3C-1R Of RED WOOD .. .... ......... ... C-4C-lW it WHITE SAGE........... ..... o ..... C-5

C-2B Speed vs Horsepower, BITTERSWEET..... o..........C-6C-2R Ofo RED WOOD .............. C-7C-2W " " WHITE SAGE.................... C-8

viii

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LIST OF TABLES (cont'd)

Table Page

C-3B Speed vs Fuel Consumption, BITTERSWEET............ C-9C-3R of of , RED WOOD................ C-10C-3W to to , WHITE SAGE.............. C-11

C-4B Sound Survey, BITTERSWEET, 12 Kt.................. C-12C-4R Sound Survey, RED WOOD, 11 Kt..................... C-14C-4W Sound Survey, WHITE SAGE, 10 Kt................... C-15

C-5R Buoy Tending Motion, REDWOOD..................... C-16

ix

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INTRODUCTION

In order to improve upon our existing buoy tender fleet, theengineering and operational characteristics of our present shipsare evaluated using standardized, full scale ship tests. To doso requires testing in calm water to obtain powering andmaneuvering data, and in rough water to obtain seakeeping andhuman response information. The data is collected at sea andthen analyzed to obtain the engineering and operationalcharacteristics. This data is then incorporated into the VesselData Base System for subsequent analyses and comparisons withother vessels. Full-scale trials offer the opportunity to seefirst hand the advantages of such operational characteristics asdecreased ships motions or increased speed in a seaway. Trialsalso allow experienced personnel to recognize vessel shortcomingssuch as reduced range or increased difficulty of maintenance. Byperforming the same tests on Coast Guard cutters and candidatecraft, data is available to make realistic comparisons ofengineering and operational performance.

TEST OBJECTIVEI

The objective of these tests was to obtain base lineinformation to characterize the existing 180'(seagoing) "BALSAM"Class and 157'(coastal) "RED" Class and 133'(coastal) "WHITESUMAC" Class buoy tenders in order to support the next generationbuoy tender acquisition process. The standard calm water andrough water tests were run on all three ship classes.

VESSEL DESCRIPTIONS

Description and comparison of the vessels are greatly aidedby use of a composite List of Particulars for the three classesof buoy tenders (See Table 1). The 180 and 133' tenders werebuilt in WWII (1943). The 133' tenders were former Navy lightersadapted to Coast Guard buoy tending needs. The five "Red" classtenders were all built by the CG Yard between 1965 and 1972.Views of the vessels are shown in Figures 1B, 1R and 1W.

These vessels were originally used for buoy tending and forservicing manned lighthouses. Now, with few manned lighthouses,their large fuel capacity allows them to go for weeks on endwithout refueling, although for logistics purposes, the coastaltenders commonly return to their home port daily. These shipsseldom tow another vessel, and in fact, the "WHITE SAGE" class

* does not have a towing bit.

INSTRUMENTATION

14 The heart of the shipboard instrumentation system is a14 channel analog tape recorder. The output signals from theship motion package, horsepower meters, accelerometers and other

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TABLE 1LIST OF PARTICULARS

USCGC USCGC USCCBITTERSWEET RED WOOD UNITE SAGE

NULL SHAPE icebreaking Icebreaking Round Bilge

Round Bitge Ftat Bottom

LOA 180' 157' 133'

BEAN 37' 33' 31,

DRAFT 121601 7' 8'

CREW OFFICER 6 4 1

CREW ENLISTED 47 27 20

D ISPLACENEUT

LIGHT 935 471 435

HEAVY 1025 572 550

PROPUJLSION (MDE) Diesel-etect. 2 Caterpillar 398 2 Caterpillar 353Cooper-Besaimer 798 HP ea. (rated) 425 HP ea. (rated)

2 700 HP Gen.1 1200 HP motor

GEAR RED. None, 2.9 3.41

MAX SPEED (K) 12 12.5 10

PROPELLER Single Two 40"1 dia. Two 560 din.

816H dia. 4 blades 52"1 pitch

84"1 pitch var. pitch

2

TABLE ILIST OF PARTICULARS

USCGC USCGC USCGCBITTERSWEET RED WOO0 WNuTE SAGE

RANGE (n.m.)OPT. SPEED 7200 (6K) 2450 (00) 4200 (SK)

MlAX SPEED 5200 (12K) 2100 (12.50) 2500 (10K)

BOW THUSTER 40005 Est. from Detroit Diesel None42N dia. prop 2 6061-A 155 HP2100 engine rpm 2 1800 rpm,208 HP ModeL 100 Gen.(mech. drive) 125 KVA

(etec. drive)

AUX. GEN. 50 KW 125 KVA 605 KW3 Phase 3 Phase 3 Phase208 v 208 V 208 V

.8 PowerFactor

FUEL CAP.(Gal. Usable) 28,000 17,620 10,900

PAYLOAD (S.TOUS)

BUOYS 50 20 50

WATER 75 75 50

FUEL 80 59 38*205 154 138

OSSER. ROLL 8.5 6 5Period (sec.)

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instruments are routed to the recorder for continuous tapingduring tests. A block diagram of the data reduction system is inAppendix A, page A-2.

The instrumentation system includes a directional ENDECO 956Wave Track buoy deployed for seakeeping tests so that actual seaconditions can be measured. The ENDECO receiver converts waveheight and buoy tilt signals into an 8-bit binary code which istransmitted to the vessel where it is processed by an OtronaAttache microcomputer. Significant wave height and a wave energydirection vs frequency plot (See Figures 2) are produced onboard. The wave data is also presented with sufficientstatistical data to effectively characterize the sea stateexisting as having its own unique "signature".

Other instruments are read and recorded manually duringtesting; they include a sound level meter, fuel flow meters, anda human response meter. A description of transducers available,their associated instruments and characteristics is also listedin Appendix A.

TEST DESCRIPTION

The intent of this technical evaluation was to quantify theengineering and operational characteristics of the 180', 157' and133' Coast Guard buoy tenders; accordingly, information wasrequired in the following areas:

- Seakeeping Ability - Ship motion in waves and the rangesof seasickness and fatigue for crew members in response toheave.

- Maneuverability - Turning rate (spiral test) and rudderresponse (zig-zag maneuver).

- Speed, Power, and Fuel Consumption.

- Noise levels in living and machinery spaces.

To obtain this information a standard set of tests, shownbelow, were scheduled. These tests are described in detail inthe General Test Plan (GTP) (Reference 1).

Description GTP NUMBER

Principal Characteristics ........................ 1Speed vs Power ................................... 3Fuel Consumption and Endurance ................... 4Maneuverability - Spiral Test .................... 8Maneuverability - Zig Zag Maneuver ............... 9Motion in Waves ....................... ........... 13Noise Level .............................. ........ 24Seakeeping Ability - Physiological ............... 37

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The calm water tests were accomplished in early December,1986 for the RED WOOD, just South of Groton, and shortlythereafter near Woods Hole, MA. for the BITTERSWEET and WHITESAGE.

DATA REDUCTION

The raw data was collected at sea for motion in waves from acalibrated ship motion package. Data reduction back in the labwas required to convert the voltage readings recorded on ananalog tape recorder to engineering units. Applicable statisticswere computed with the use of a computer and analog to digitalconverter.

Some data, such as shaft rpm, horsepower and fuel flow wererecorded by hand (directly from the instruments at the time ofthe tests). Ship speed was measured directly from theinstruments at the time of the tests. Ship speed was determined

* by shaft rpm conversion and checked against Loran C. Noise levelswere read with a sound level recorder at various locations inthe the ship at specified power levels.

The seaway data was transmit.ed from the ENDECO buoydeployed and received on board the vessels. It was then reducedusing ENDECO software on the Otrona computer to produce the waveenergy, frequency-direction distribution and significant waveheight, Figure 2B and Figure 2W. ENDECO wave data were notcollected in conjunction with the RED WOOD seakeeping tests. Themajority of the ship motion raw data, however, was reduced andprocessed at the Research and Development Center after thecompletion of the trial.

Processing of the wave buoy signal allows determination ofthe maximum wave energy direction so that the seakeeping tests onboard the ships were run at ship headings related to the majorswells, as determined by the sea signature (See VarianceSpectrum). For each of the five legs (head, bow, beam,quartering and following seas) of the seakeeping runs, shipmotion (roll, pitch and heave) were analyzed. The average of thehighest one third (H(1/3)) and the average of the highest onetenth(H(1/10)) single amplitude motions were computed by the R&D

*Center software program GENPEAK.

The GENSES program runs on a Hewlett Packard (HP) 2000Series computer and is responsible for converting analoguerecorded signals to digital data in applicable engineering units.Up to 20 channels of analog data recorded on the Racal taperecorder(s) are digitized with the HP data acquisition controlunit and HP digital voltmeter. The GENPEAK program then searches

10Ii

the digital file for peaks, records all peaks exceeding a definedlimit (e.g., one degree of roll above or below the mean signallevel) and then sorts these peaks from high to low.Subsequently, the H(1/10) and H(1/3) values are computed.

ANALYSIS AND RESULTS

ROUGH WATER

Motions

Seakeeping tests aboard the BITTERSWEET, WHITE SAGE, and REDWOOD were conducted in 4.5', 4.2' and 2.5' significant seas,respectively. The actual displacement at time of testing the180', 157' and 133' buoy tenders was 1000, 498 and 476 LT,respectively.

Figure 2B gives the sea signature (frequency, directionspectrum and relative wave energy) for the sea state experiencedby the BITTERSWEET resulting from a sudden encounter from a fogbank/squall line preceding a swiftly approaching Northeasterwhich would later that night bring 55 knot winds to the area (aconfused sea state is shown). Figure 2W giv.js the sea signaturedata for the WHITE SAGE.

There was no sea signature collected for the seakeeping testrun for the RED WOOD; a wave rider buoy was deployed but problemswere encountered which prevented processing the signal whichwould have given marginal statistical data due to the low level(below 3 foot) sea state. Visual observation determined the waveheight to be 2.5 ft (Marx Tables).

Polar plots of significant H(1/3) roll, pitch and heave dataare presented in Figures 3-5. Tabular data is presented inAppendix C Tables C-IB, C-1R and C-lW, and includes the highestvalue, average of the 1/10 highest, average of the 1/3 highest,RMS and mean of the ship motion data. These plots show singleamplitude excursions of roll, pitch and heave as a result of theexisting sea state. The BITTERSWEET was tested at 9.5 knots, theRED WOOD at 12 knots and the WHITE SAGE at 8 knots. The RED WOODwas also tested at zero speed, similar to a buoy tendingoperation while recovering the wave rider buoy; this informationis given in Table C-SR.

As shown in Figures 3B and 3R, the BITTERSWEET and RED WOODare dramatically worse in rolling in beam and bow seas than inany other sea condition. The WHITE SAGE is slightly lesssusceptible to rolling in beam and following seas. The observedroll period for the BITTERSWEET, RED WOOD, and WHITE SAGE wasdetermined by stopwatch to be 8.5, 6.0 and 5.0 seconds,respectively. This was accomplished after dropping large buoysor sinkers which resulted in large rolling motions and allowedmeasuring the roll period. These periods agree with the measuredroll data obtained in following and head seas by the threegimbled gyro in the Humphries Motion Package.

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Figure 4W shows the WHITE SAGE capable of pitching in almostthe same degree regardless of sea direction. The combinedpitching and rolling are apparently interacting (because of thehull configuration) to produce nearly isotropic motion . Theflat bottomed RED WOOD also has a capability of pitching inalmost any sea but responds in maximum pitching in bow seas(See Figure 4R). The BITTERSWEET has attenuated pitching motionwith following and quartering seas as seen in Figure 4B.

Heave at the center of gravity (CG) for the BITTERSWEET andWHITE SAGE is quite uniform regardless of sea direction.Normally the WHITE SAGE cannot continue buoy tending when windsexceed 28 knots because it does not have the power to maintainits buoy tending station and must break away long before anysignificant sea develops. Similarly, the BITTERSWEET must breakoff its buoy tending operation somewhere in the vicinity of 35knot wind even if operating in protected water because its largesail area develops a wind load which overwhelms the propulsionsystem at that point. Additional roll and pitch data collectedon the 180' CGC MALLOW with no bilge keels is available for 10.4and 4.3 ft significant seas as reported in Reference 3.

Figure 5R shows affinity for increased ship motion in bowseas for the RED WOOD. During the seakeeping tests and at othertimes aboard the RED WOOD, the observed seas were not above threefeet. The crew of this ship had many stories concerning theships poor roll motion characteristics in seas above 3 feetwhich are attributed its flat bottom design and highsuperstructure. Rolling was its worst attribute and 12-15degrees rolls were experienced while maneuvering for the test in2 1/2 to 3 foot seas.

CALM WATER

Maneuverability - Spiral

The Spiral Test Maneuver is designed to measure the basicsteering ability of the ship. This is accomplished by turning theship's rudder from 20 degrees right to 20 degrees left (and backto 20 degrees right) in small, successive rudder angle changes,each held long enough to determine the steady turning rates ofeach rudder angle. Good stability is present when there is alack of hysteresis (open loop) on the curve of rudder angle andyaw rate. An open loop would indicate different turning rates atthe same rudder angle attributed to the momentum of the shipturning left or right.

The spiral test for the BITTERSWEET and the WHITE SAGEshould be singled out (See Figures 6B & 6W) as an example ofexcellent rudder action. Both have large rudders which allowsalmost instant response to the helmsman and are almost identicalon Port and Starboard side. In addition, the BITTERSWEET with

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its diesel-electric drive can control shaft rotation down toapproximately 1 rpm; this coupled with excellent rudder actionand a 42"o diameter bow thruster gives outstanding buoy tendingcapability under most conditions of wind and current.

The spiral test for the RED WOOD is considerably lessimpressive (See Figure 6R) and conjecture would say that itsflat bottom hull and rudder combination is considerably less thanideal for a buoy tender. There is significant hysteresis between10 and 25 degrees right rudder and at 0 to left 5 degrees rudder.A note copied from the Chart Table in the Wheel house addressesmaneuvering with sternway:

"There is absolutely no control of the vessel whenbacking down on both screws. Rudder has no effect.Stern swings rapidly and radically at full speed (toS'tbd). At slow speeds to 6 knots, it is possible tosubdue swing by full use of bow thruster; at less than6 knots astern, judicious intermittent use assists inre-establishing a backing line."

Maneuverability Zig-Zag

The results of the zig-zag maneuver are indicators of theability of a ship's rudder(s) to quickly control the vesselheading. Factors such as speed of the rudder control system andrudder effectiveness, as well as stability of the ship come intoplay. All three classes of buoy tender tested exhibited a rudderturning time of approximately a seconds when turned from stop tostop (port to starboard and/or starboard to port).

The standard procedure for zig-zag is as follows:

a. The ship is steadied on a straight course at apreselected speed for about one minute. Once a speedis established, the power plant controls are notchanged throughout the maneuver.

b. Rudder angle is deflected at a maximum rate to theleft 20 degrees and held until the ship responds 20degrees to the left of the base course.

c. At this point, the rudder is shifted 40 degrees, toright 20 degrees rudder and held until the shipresponds in heading 20 degrees to the right of basecourse. This completes the overshoot test.

d. If a zig-zag test is to be completed, the rudder isagain shifted 40 degrees to left 20 degrees rudder.This cycle is repeated once more.

25

Overshoot yaw angle is an indication of the amount ofanticipation required of a helmsman while operating in restrictedwaters. The helmsman can use this information about overshoot toanticipate a point to ease the rudder when steadying upon a newcourse. The time to second execute is measured from the time therudder is first shifted 20 degrees from amidship and ends withthe ship's yaw angle changing 20 degrees This is an indicator ofrudder effectiveness. A third indicator of rudder effectivenessis the "period." This is the time it takes vessels to cyclethrough two course changes. In these tests, it is the timestarting with the first yaw angle reaching 20 degrees to port ofbase course cycling through 20 degrees to starboard of basecourse and ending when yaw angle again reaches 20 degrees toport, as shown in Figures 7B, 7R and 7W.

The effectiveness of the steering and rudder system inturning is measured by the time to reach second execute, and theovershoot in the zig-zag test. The zig-zag maneuver data ispresented in Figure 7 in two speeds for each ship. The overshootis greater and responsiveness is faster for the higher speeds onthe BITTERSWEET and the RED WOOD.

From an operational point of view, the most importantmeasure of rudder performance is the Time to Second Execute.This is the time, after the rudder has been set to a given angle,for the ship to come to the same yaw angle (20 degrees in thistest). This is important for collision avoidance.

TACTICAL DATA

Table 2 summarizes Tactical Data for the buoy tenders. Thetactical data was run at max speed and (except for theBITTERSWEET) at a lower speed (approx. 2/3 of max speed).

More testing was done on the Redwood because it apparentlydisplayed a wider range of characteristics over its speed rangeand the Zig-Zag maneuver had previously shown less than idealrudder control.

*The data shows that the BITTERSWEET has the largest tacticaldiameter in shallow (10 degrees) turns at max speed(approximately twice as large as the RED WOOD), and almost threeI times as much as the RED WOOD in tight (30 degrees) turns at maxspeed.

*The WHITE SAGE with its excellent maneuvering capability atany speed exhibits the ability to turn around in three times itslength, at its max speed, with a 20 degree rudder.

Similarly, the BITTERSWEET, with 30 degrees rudder, can turnin 2.6 times its length at maximum speed.

26

11 secosho t - January 21. 1987

30 _rv osotWind E 5 knotsI - bc Buzzards Bay, Ma.

- 2* - - - 60' water depth.

20 ~- . --- I

Port II - -

0 I

10

S'tbd

20 -___

30 -1--.-

ao o'hoot _18 sec 82 00 se 200 300 400 - Yaw Angle

period TIME - SECONDS a-----Rudder Angle

USCGC BITTERSWEET, 11.8 KNO0TS

30 - January 21. 19872 __'sho' Wind E 5 knots

- - Loc Buzzards Bay, Ma.20. J -60' water depth

20 .5jh o 'so o

1S sec -....0 128.IO 200 300 400period TIME - SECONDS -r Yaw Agle

6 - - - - Rudder Agle

USCGC BITTERSWEET, 8 KNOTS

FIGURE 7B ZIG-ZAG MANEUVER, 8 A 11.8 KNOTS

27

10 sec (typ)

- 1. -lie_ December 10, 1986IIdSSE 5knots

20 Lo__ c. 7 mi. South

* of New London, Ct.

10

~~O. .0' 'I

-1O 2 0 MO-

Timse period TIME - SECONDS r aw angle

execute USCGC REDWOOD ZIG-ZAG MANEUVER, 12 KNOTS

30. ~ secttypj sot -6 avg., o'sh76

o -. December 10, 1986

20 a- Wind SSE 5 knots

PORT - -Loc. 7mi. SouthPORT, 65' water depth.

10 r

SIT'I20.'

7- ava o-h

20 0 1 1

lIsec 72 ec 000 400Tim period TN-SEOD Yaw Angleto 2nd. TM EODExecute 4-- Rujdder* Angle

USCGC REDWOOD ZIG-ZAG MANEUVER, 9 KNOTS

FIGURE 7R ZIG-ZAG MANEUVER, 9 G 12 KNIOTSI2

30 ~ 10 ec ~ avg. o'shoot

20 ------ Wind SSW 6 knots20 - -Loc. Buzzards Bay, Ma.Port ~ .. I - ______ 50' water depth

20 -

10

30me C- C IO - - Rudrhnl

to 2nd. period 6 Rde nl

execute TIME - SECONDS

USCGC WHITE SAGE, 10 KNOTS

10 sec a.. rag. o'shoot,30 - ±p..

_______ January 7. 1987- -7; Wind SSW 6 knots

20 Loc. Buzzards Bay. Ma.

Por 90' water depth

10

Ch D

10.!

Tim 4-iv

excted - IE-SEOD - - - - - Rde nl

USG WHT _AE NT

3 IUR.7 .-I---- MAEVR 6 -a1 NTo ~ 3 29

10 I Pec-s.1 6

TABLE 2 SUMThMAR.Y OF TACTICAL DATA

USCGC BITTERSWEET (WLB 389)SUMMARY OF TACTICAL DATA (FEET)

SRPI4 SPEED - K TURN TIME TO 360* ADVANCE TRANS TACT CIA TUR11 R AD

189 11.8 10*P 4'24" 786 735 1419 186

189 11.8 IU*S 4-45 015 869 1732 L

189 11.8 30*11 2125" 469 437 843 470189 11.8 30"S 2-45- 494 507 1021 52U

Note: Test was conducted with a 3* list to Port as a result of 20.0004 buoy load on port side.

USCGC HF2JWXOSLIIRY Of TAC~rCAL DATA (E=-T)

SRtPM SPEED - K TUN ~ TUC- 10 360- AOVmcc Tru]S TACT DIA T'rr -1A0

405 12 100 S 2'30" 590 435 760 30012 10" P 2156" 730 470 900 365

12 200 S 1,55" 550 375 630 240

12 200 P 2120" 528 477 510 250

12 30's 1137" 460 320 450 14512 30, P 1,50" 550 160 320 150

350 8 10* P 5130" 1030 720 112056820" P 3145" 460 280 540 270

30, S 2134" 340 320 640 300

30F3 'C0" 440 300 520 260

USCGC WHITE SAGE (WLM 544)SUMMARY OF TACTICAL DATA (FEET)

5RPM SPEED -K TURN TIME TO 360" ADVANCE TRANS TACT CIA TURN -RAD

Clutch 6.2 200S 2'53" 293 290 575 280

Sid 6.2 206P 2'44" 293 283 556 266

350 9.2 200S 2109* 356 331 637 316

350 9.2 20*P 2109" 316 302 589 306

30

6F

Maneuvering in Woods Hole, MA, the homeport of theBITTERSWEET and the WHITE SAGE, demonstrates the excellent lowspeed maneuverability of these two ships. The channel comingthrough the shallows extends almost to the dock, but the WHITESAGE with relative ease (and no bow thruster) negotiates what hasto be considered a tight berthing in good time; the BITTERSWEETrequires more attention to precise detail, and use of the bowthruster, to compensate for its added length and twice the draftof the WHITE SAGE.

POWERING

The Speed vs Power relationship for the buoy tenders ispresented in Figures 8B, 8R, and 8W. Where applicable, the datafor Port and Starboard shafts have been plotted individually toshow the close matching of power on the two shafts over the fullrange of power. The combined power is the sum of the power ontwo shafts. All performance data plotted is available in tabularform in Appendix C, Tables C2 - C3.

The speed-power relationship for the BITTERSWEET wasobtained by reading the electrical panel (volts & amperes) toobtain electrical power going to the DC propulsion motor. Anoverall electrical efficiency of 96% was used to calculate thepower delivered to the shaft (and plotted on the speed-powerFigure 8B). Attempting to strain gauge the 12" diameter solidspool connecting the propulsion motor to the propulsion shaftresulted in only a few micro inches of torsional strain atmaximum power. This was in the same magnitude of variation due totemperature compensation and was considered to be beyond state-of-the-art torque measurement. Consequently, the electricalpower was measured (with recently calibrated ship's meters, +/-1% accuracy). The BITTERSWEET has a nearly linear 100HP/knotpower response over the speed range of 6-12 knots.

The RED WOOD has power take-off units on both its propulsionengines. The port side engine drives a hydraulic pump to powerthe boom, while starboard engine drives another hydraulic pump todrive the bow thruster.

The RED WOOD also shows a nearly linear 100HP/knot responsefor speed increases. This is not strictly true over the speedrange of 7.5 to 10 knots because as will be explained in thediscussion on Fuel Consumption, there is a discontinuity in thespeed-power and fuel consumption in this speed range. Ships

* -force has experienced what they believed to be a shaft problem at1000 ERPM (350 SRPM) which coincides with the 7.5 knot point ofdiscontinuity.

310

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A dramatic increase in power is required to drive the WHITESAGE beyond 8 knots and persists for the remainder of the speed-power curve. This condition is reflected in Figure 9W, FuelConsumption and Efficiency vs Speed, when fuel consumed doublesfor an increase of speed from 9.2-10.2 knots. The effect of thisis a precipitous decrease of range and endurance as seen inFigures 1OW and 11W.

Another way of observing the marked increase in powerrequired for the WHITE SAGE beyond 8 knots is to observe thatbelow 8 knots approximately 88 HP/knot increase is required, butabove 8 knots this requirement jumps to approximately 300HP/knot, an increase of approximately 3.5 times. Carrying thisfurther, fuel efficiency below 8 knots is at the rate of 2.5gal/knot but increases to approximately 15.4 gal/knot at higherspeeds, increasing fuel consumption by a factor of 6.

The speed-power relationship for the WHITE SAGE needsfurther discussion. The engines for this ship are rated 425 HP @1225 ERPM. The speed-power test on this ship was accomplishedwith great difficulty; the port side engine was observed to havea torsional oscillation (observed with a stroboscope) which wasat the limit of the range capability of the measuring equipment;the starboard engine was also oscillating, but it was withinrange of the torque measuring equipment. This situation resultedin instrumentation derived output HP that was above the ratedvalues. The fuel consumed over this speed power range indicatespower delivered to be less than the rated speed-power output forthis engine (estimated 40-50 HP less). We believe this to be theeffect of propulsion engine and/or system imbalance.

35

0-

FUEL CONSUMPTION VS SPEEDUSCGC BITTERSWEET (WLB 389)FUEL CONSUMPTION - PH

60

55

50

45

40

35

30

25 -'Does5 not include 10.57 Cfor Gen. & Acces.

20

15

10 - -1 1 I5 6 7 8 9 10 11 12 13 14

SPEED (KNOTS)21 JAN 1987

FUEL EFFICIENCY VS SPEED (CAL C)USCGC BITTERSWEET (WFLB 389)

FUEL EFFICIENCY (GAL/NM)4.5

3.5

3

*Does not include 10.57 GPM2.5 for Gen. a Accem.

* 2

1.5

* 15 6 7 8 9 10 11 12 13

SPEED (KNOTS)21 JAN 198

FIGURE 9B FUEL CONSUMPTION and EFFICIENCY VS SPEED

* 36

* FUEL CONSUMPTION VS SPEEDUSCGC WHITE SAGE (WLM 544)

FUEL CONSUMPTION -GPH

40

$35

.30

25

20

15L

f0 D o e s n t I c u e 9 G P M5F0

SPEED - KNOTS20 JAN 1987

FUEL EFFICIENCY VS SPEEDUSCGC WHITE SAGE (Tr117.544)

FUEL. EFFICIENCY (GAL/NU)4.5

3.5

3

2.5

2

0. ~~~~~~1.5 o tt£,l£ Cpf! Gen. 6 Aecls

.3

3 4 5 S 7 S 9 10 11 12SPEED (XI4oTS)20 JAN 1987

FIGURE 9W FUEL CONSUMPTION AND EFFICIENCY vs SPEED

FI 37

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41*

FUEL CONSUMPTION

The data on fuel consumed (measured by in-line fuel meters)is used to generate a wealth of information including fuelefficiency (FE), vessel endurance (E), range (R) and specificfuel consumption (GPH) at specific points on the speed-powercurve:

Units

GPH = Main Engine Fuel consumption at speed V ... Gal/hr

h = Ship Service Gen. & other accessoriescons.(constant) ........................... Gal/hr

GPD = (GPH +h)24 ................................ Gal/day

V = Ship speed (kts) ............................ kts

I.E. = Main engine fuel efficiency (gal/nm) ...... Gal/nm

A = Actual fuel capacity of tanks (gal) ....... Gals

UF = Usable fuel for operations (gals) ......... Gals

U.E. = Utilization efficiency(fuel that is usable) ..................... var. %

E = Vessel endurance at speed V (days) ........ Days

R = Vessel range at speed V (nm) ................ nm

(1) FE = GPH/V

(2) E = A/GPD

(3) R = 24 x E x V

Speed, efficiency, endurance and range are all a function offuel flow. Figures 9, 10 and 11 give respectively FuelEfficiency vs speed, Range vs speed, and Endurance vs speed forthe 180' WLB and 133' WLM. Figures for the 157' WLM (CGC REDWOOD) were not plotted due to the scarcity of repeatable data asdescribed below. The information given in these figures is quiteuseful despite the fact that coastal buoy tenders seldom run forany extended length of time other than traversing to or fromhome port with 6 to 8 hours of buoy ops. in between. Theseagoing 180' WLB does routinely go on long patrols. However,these presentations allow important information such as shown onFigure 1OW, that 8 knots is by far the optimum running speed forthe WHITE SAGE.

42

Needless to say, range is decreased and endurance isincreased when the tenders stop to accomplish boom operations ona daily basis.

With regard to the fuel efficiency, range, and endurancedata for CGC RED WOOD, some explanation is warranted. The REDWOOD does not operate in the speed range 7.5 to 9.5 knots becausethere are long standing problems associated with running in thisspeed range. Consequently, the speed-power-fuel consumption wasaccomplished with great difficulty. Clutch speed for the REDWOOD is 6.6 knots (both engines engaged). Data was firstobtained at 6.6 and 7.5 knots. Attempts to obtain data in therange 7.5 to 10 knots was at first unsuccessful so this range waspassed over and data was obtained at 11.3 and 12.4 knots beforereturning to the troublesome mid-range of speed to conduct moretesting. What was found was that after setting port andstarboard throttles closely to matching ERPM, the engines wouldoperate at first one level and then another (which could bemonitored with difficulty by taking repeated readings on theengine inlet and outlet in-line fuel meters and HP meters foreach engine). The engine tachometers could not maintain a steadyindicated RPM, the HP meters indicated first high then low, withcorresponding increase and decrease in fuel flow to match enginechange. The change in engine output and fuel consumption was attimes long enough to obtain two or three quick readings at athrottle setting before the engine was off running at a differentlevel, but most of the operation can be characterized as beingunstable, and only occasionally repeatable. A stroboscope wasused to monitor engine RPM and indicated only a slightoscillation. For this reason, the data are presented in TableC-3R but were not plotted due to the lack of consistent andrepeatable data in the range 7.5 to 9.5 knots. Pinpointing thecause of this discontinuity was beyond the scope of thistechnical evaluation.

The speed-power test was conducted in 80 to 100 feet ofwater, so that shallow water varying resistance effects arediscounted. Some other hydrodynamic consideration associatedwith the flat bottomed hull shape or some other consideration wasresponsible for the non-repeatability exhibited in the range 7.5to 9.5 knots.

Single engine operation is not normally practiced for theRED WOOD and the WHITE SAGE so no single engine propulsion testswere run on them. The WHITE SAGE had data which was gathered at

*the original sea trials for the WHITE SAGE and it was entered onthe Speed-Power Figure 12W for comparison purposes.

NOISE LEVELS

As shown in APPENDIX Table C4, all of the engine rooms andadjacent machinery spaces exceed the recommended OSHA STD 1910.95

43

01

00

co

0

00

(0

0

00 C

co

w0

C4 .44

CMINIM

0

o

-4.)

o° I

* In 0-r

E45

(n

CLC

SiONI - 33dS

FIGURE 12R SPEED vs SRPM

45

00

00

oxoZF-,

tz

z CN 04

0

0

CL

V) 0(N0 (0 coC1 0

FIGURE 12W SPEED vs SRPM

46

and require ear protection. Most of the other areas of the shipare below the 85 dbA for 16 hour exposure limit. There are twoareas on the BITTERSWEET whic' are extremely noisy when thehydraulic system for the boom is activated. There are peaknoises exceeding 98 dbA in the passage outside the Ship's Officewhich last for approximately 3-4 seconds; the second area withnoises exceeding 100 dbA is the Armory, accessible from Crew'sBerthing, which is extremely noisy (all the time that BoomHydraulics is activated).

li

".!

0

0 47

SUMMARY

The objective of this technical evaluation (Techeval) was toobtain baseline information to characterize the existing 180'"BALSAM" Class seagoing buoy tender, and the 157' "RED" and 133'"WHITE SUMAC" Class coastal buoy tenders in order to support thenext generation buoy tender acquisition process. Standard calmwater and rough water tests were run on all three ship classes tocharacterize seakeeping ability, maneuverability, and speed-powerand fuel consumption efficiency. In addition, noise level datawas collected in the living and machinery spaces; and subjectivedata was collected from buoy tender crews to characterize theoverall operational effectiveness of each class.

Each class was designed and used for a different environmentand aids to navigation servicing capability spanning offshoreopen water conditions to protected coastal conditions. Each classis significantly different in length, displacement, powering andsteering configuration. Although this report is not intended tobe a comparative analysis, general observations can be made fromthe principal characteristics and tactical data as summarized inTables 1 and 2, and the TECHEVAL data as presented throughout thereport.

Polar plots of roll (ship's heading vs. degree of roll) showthat the 157' (CGC RED WOOD) tender is particularly susceptibleto roll in beam seas in only 2.5 foot seas, while the 133' (CGCWHITE SAGE) and 180' (CGC BITTERSWEET) have better roll stabilityin 4.5 foot seas. Pitch characteristics and amplitudes areroughly the same for all three classes. Polar plots of heaveacceleration show that heave at the center of gravity for the180' and 133' tenders is quite uniform regardless of seadirection. Heave acceleration at the center of gravity on 157'tenders is more pronounced with seas off the bow. No directcomparison can be made on overall seakeeping ability due to thedifference in significant wave heights during the various tests.All three buoy tenders have an observed natural roll period inthe range of expected wave encounters during buoy tendingoperations (5 to 8.5 seconds) while all stop which is undesirablefor tending buoys.

The spiral test for maneuverability showed that the 180' and133' tenders exhibit good maneuverability characteristics (lack

of hysteresis) due to their large rudders which enhance steeringresponsiveness. The spiral test for the 157' tender is somewhatless impressive as the flat bottom hull and rudder combinationmay be less than ideal for responsiveness. The zig-zagmaneuverability test showed that overshoot and responsiveness isfaster at higher speeds in the 180' and 157' tenders. Directcomparison of zig-zag test maneuverability characteristics forthe three classes of tenders is difficult due to the differenttest speeds. Tactical data for the three classes indicates thatthe 157' tender has twice the turning rate as the other twotenders at 8-12 knots using rudder control only.

48

The speed vs. power plot for the 133' tender CGC WHITE SAGE(Figure 8W) shows a dramatic increase in power required beyond 8knots which persists for the remainder of the speed-power curve,resulting in decreased range and endurance. The 180' (CGCBITTERSWEET) and 157' (CGC RED WOOD) have a nearly linear 100HP/knot power response over the range 6-12 knots (Figures 8B and8R), except that an unexplained discontinuity was noted at 7.5 to10 knots for the CGC RED WOOD. The 180' CGC BITTERSWEET and 133'CGC WHITE SAGE are relatively fuel efficient as shown in Figure13. Although the data for CGC RED WOOD are not plotted forreasons previously described, the values in Table C-3R indicatethat the 157' WLM has a much higher fuel consumption than theother two classes within its normal operating speed range. Allthree classes are relatively slow with maximum speeds between 10and 12 knots and have the large range and endurance required fortheir mission.

Noise levels on all three classes in engine room spacesexceeded OSHA recommendations and required ear protection. Mostof the other areas of the ship were below the 85 dBA for 16 hourexposure limit, with excessive noise in some locations when the

* hydraulic system for the boom is activated.

49

0

II

LLJ

c,) 'N 0

CIOI

0000 V

0 Li

50 0

REFERENCES

1. Goodwin, M., "General Test Plan for Marine Vehicle Testing",USCG, June 1981.

2. Strickland, A.T., Side-By-Side Buoy Tending Trials of theSwath Ship SSP KAIMALINO and the USCGC CUTTER MALLOW (WLB-396), NOSC Technical Report 963, August 1985 FINAL REPORT.

3. Coe, T.J., Side by Side Buoy Tender Evaluation Seakeepingand Maneuvering Comparison of the USCGC MALLOW (WLB-396) andSSP KAIMALINO (Semi-Submersible Platform), USCG R&D CenterReport No. CG-D-34-84, Government Ascension No. ADA 153 613.

* 51

BLANK 1

52

LI

APPENDIX AEQUIPMENT DESCRIPTION

0..=

A-i

0

,,.-ill

, APPNDIXd

BLANK]

I-

Port StarboardHORSEPOWER HORSEPOWER

METER METERShaft Torque Shaft Torque

RPM RPMHorsepower Horsepower j

Additional instrumentsLockheed manually read and recorded

14 Channel

level meter

* 0 (.1 to 20v)(typical) inputs (8 incr.)I Hdan

Accelerometers. Fuel flow meters

B & KHumanMOTION PACKAGE response meter

Pitch, roll, yaw anglesand rates, surge,sway and heave

accelerations

Priner Transmits wave height,. .............. east/west andnorth/south tilt

OTRONAMicrocomputer ecei W

,. -....~~~~~~~ ~~~~~~~~~~.... ........ .,:..:, ;;,.,,,:..;

flLANK]

A-4

PORT STARBOARDENGINE ROOM

~~Trust Bearings

Strain Gauges Strain Gauges

HP Meers P Metrs YBu Ikhe ad

and Telemetry anid Telemvetry

I IShaft I Shaft

ii ~ BulkheadPlfter Steering

Propeller Propeller

FIGURE A-2 PROPULSION-SHAFT POWER MEASUREMENT

A-5

BLANK

A-6

Jil I c

TABLE A-i

TABLE OF ACCELEROMETER CHARACTERISTICS

CHARGEBRUEL & KJAER SENSITIVITY

TYPE SERIAL NO. (pC/g)

4368 1108856 53.3

1108857 50.7

U 1108858 50.9

1108859 54.0

4384 999340 9.84

" 1042978 98.6

1 1060892 9.88

1051631 9.92

1051741 9.98

1012012 96.5

A-7

BLANK]

A-8

I' l 'I il i l

TABLE A-2

DESCRIPTION OF INSTRUMENTATION

EQUIPMENT DESCRIPTION

SHIP MOTION PACKAGES (2) This unit consists of a vertical gyro, a ver-HUMPHREY, Inc. tically stabilized three-axis accelerometer

assembly, a directional gyroscope, a three-axis rate gyro assembly and all necessarypower supplies and power switching relays.Nine outputs are available at + 1 or + 5volts full scale with or without-a 10 Hz-lowpass filter. Full-scale outputs can bevaried as the table below indicates.

Pitch Angles + 450, 250 or 100Roll Angles 450, 250 or 100Yaw Angles 1750Pitch and Roll Rate 60, 30 or 10 deg/secYaw Rate 30, 10 or 5 deg/secSurge & Sway Acceleration" + 1.0 or 0.5 G'sHeave Acceleration T 2.0 or 0.5 G's

STORE 140 ANALOG TAPE RECORDER This analog tape recorder can record up to 14Lockheed Electronics Company channels including one voice channel which(2) records on channel 14 and overruns data if

recorded on that channel. It has sevenvariable speeds from 15/16 IPS up to 60 IPS.It can attenuate signals from 0.1 to 20 voltspeak to peak normalizing the recorded signalto 1 volt peak to peak output.

ENDECO 956 WAVE TRACK BUOY This orbital following wave buoy measureswave height and direction. It transmitsthree digital signals; wave height, buoy tilt(East-West), and buoy tilt (North-South) to aremote receiver usually deployed with thetest vessel. The digital signals arerecorded and analyzed using an Otrona 8:16microcomputer. The data can be analyzedusing either a "LONGUEST-HIGGONS" or "DIGITALBAND PASS FILTERING" method. The outputis Significant Wave Height (H 1/3) andsignificant period as well as a plot of waveenergy vs. frequency and direction. This

* .allows for a determination of the major swelldirection and quantification of the extent ofa undirectional or confused sea state.Directional accuracy is + 100. It can bemoored with an accumulator mooring system forlong-term monitoring situations.

A-9

TABLE A-2 (cont'd)

HUMAN-RESPONSE VIBRATION METER Measures vibration from a tri-axial accelero-Type Zb1Z Bruel A Kjaer (B&K) meter for the evaluation of vibration on theMarion, MA human body: in agreement with current ISO

standards for Hand-Arm and Whole-Body(including motion sickness) measurement. Thecomplex relationship between level, frequencyand time is automatically taken into accountin the compututation of equivalent continuousvibration level and exposure dose. Outputsare printed on thermal paper with the use ofa Alphanumeric Printer type 2312. Outputsare automatically printed at preselectedintervals in the form of: Current Time,Elapsed Time, Peak Acceleration (dB),Equivalent Exposure (dB) and Percent of aparticular ISO standard selected which hasbeen reached at that elapsed time.

TRIAXIAL SEAT ACCELEROMETER This accelerometer is especially designed forType 43ZZ detecting vibration motion in connection with(used with BAK Meter Type 2512) the measurement of whole-body vibration and

can be put under the buttocks of a seatedperson.

Frequency Range: 0.1 Hz tg 2 kHz (+ 5%)Charge Sensitivity: 1 pC/ms- + 2% Il pC/gPiezoelectric Material: PZ27 -

Delta Shear Configuration

ACCELEROMETER CHARGE Various ship vibration measurements are madeAMPLIFIERS Type 2635 using Bruel & Kjaer (B&K) accelerometers andand Zbbl Bruel A Kjaer charge amplifiers. The output of the chargeMarion, MA amplifiers are recorded on magnetic tape.

Two types of B&K accelerometers are used;they are the 4368' and the 4384. Two typesof charge amplifiers are used; they are theModel 2635 and the Model 2651. The 2365 is abattery operated (stand alone) chargeamplifier with transducers sensitivityconditioning from 0.1 to 10.99 pC/ms-2.

Frequency Range:Acceleration .2Hz to lOOkHzVelocity 1Hz to 10kHzDisplacement 1Hz to IkHz

The Model 2651 charge amplifier needs a powersupply (and is packaged in a pack of fouramplifiers with the power supply); transducersensitivity conditioning settings of 0.1, 1,and 10 mV/pC.

A-10

ISr eTABLE A-2 (cont'd)

Frequency Range:Acceleration .003 to 200kHz

General B&K accelerometer information follows:

Charge Frequency TemperatureModel Sensitivity Range Range (deg. C)

4368 4.8 pC/ms-2 .2 to 5000 -74 to 2504384 1 + 2% .2 to 9200 -74 to 250

FUEL FLOW METERS In-line flow meters are direct reading unitsHEDLAND requiring no electrical connections or read-Racine, WI out devices. Scales are based on a specific

gravity of 0.84 for fuel oil. Accuracy iswithin + 5% of full scale.

HORSEPOWER METER 1202A (2) The 1202A measurement system measures shaftACUREX AUTODATA, torque and rpm and calculates horsepower fromMountain View, CA that information (HP = Torque x rpm x

Constant). The shaft is strain gauged for* torque. A transmitter collar and antenna are

bolted to the shaft in order to power andtransmit FM signals from the strain gaugebridge. Three simultaneous analog outputsare provided at the readout box (Torque, HPand rpm). Calibration using a shunt resisteris usually conducted because a known torqueload is difficult to apply to a vessel in thewater. This method simulates a torque loadby shunting a gauge with a known value ofresi stance.

SPECIFICATIONSAccuracy: Torque + 1% of full scale

rpm T 0.25% of full scaleHorsepower ; 1.5% of full scale

SOUND LEVEL METER TYPE 213HBruel and Kjaer This hand-held sound level meter measuresMarlborough, MA levels from 50 to 130 dB with A or C

weighting filters. It can be used with fastor slow response. Calibration is done byusing a Sound Level Calibration unit Type4230. The sound pressure level of the

* calibrator is 93.6 dB.

A-li

0A

BLANK]

A- 12

APPENDIX B

BUOY TENDING QUESTIONNAIRE

B-1

BUOY TENDING QUESTIONNAIRE

The buoy tending questionnaire (pages B-3 through B-7) wasdistributed prior to the ships becoming actively engaged in buoytending operations. This form had been previously utilized in aside-by-side trial of SSP KAIMALINO (SWATH) and the 180' CGCMALLOW (WLB) for comparison purposes in buoy tending operations(See Reference 3). Limited information was obtained from thequestionnaire due to the difficulty of completing four to six ofthem during a very intensive work schedule.

The consensus of the answers received can be succinctlysummarized by saying that the ship must effectively respond byworking into the prevailing force presented by wind and current.When a bow thruster is not available this can present a problemin some wind-current situations.

Some aspects of buoy tending, i.e., bringing the buoy on-board, lashdown of the buoy in rough seas, releasing of thesinker and/or chain and buoy, always present a dangerouscondition. Working with the articulated buoy with its flangedsections beneath the vertical buoy has to be classed as one ofthe more dangerous and thus respected operations of all buoytending operations observed.

The BITTERSWEET and WHITE SAGE testing was accomplishedduring buoy operations in the Newport, RI, to Gloucester, MAarea. On several days the wind chill was 0 and below 0"F, andthe lack of protected space for the helmsman operating on thewings of the bridge (in view of the buoy and sinker) became quiteobvious when exposed parts of face and hands turn first blue andthen black when protracted buoy operations were encountered. Thecrew on the buoy deck during cold weather operation have theluxury of physical exertion and freedom to cover exposed partswhich the helmsman does not. It is recommended that a portable,clear windbreak be made available for severe cold weather days atexposed steering locations.

In addition to the questionnaire, a video camera was used torecord about two hours of buoy tending operations by each ship.The RED WOOD record contains the complete record of assembly andsetting a large articulated buoy at the head of the Thames Riverin New London, Connecticut.

B-24

BUOY TENDING O.1ESTI.ONNAIRE

RUN # N___~AME ______________ RATE/RANK

DATE TIME__ ____ -SHIP_________

BUOY TYPE _____________

PHASE I. MANEUVERING FOR BUOY RECOVERY

a. Describe the degree of difficulty experiencedmaneuvering the ship alongside the buoy.

Very difficult_________Moderately Difficult ________N1ot difficult_________A piece of cake ________

b. Rank tie influence each of the following has or couldhave on the maneuverability of the ship during thisphase of the trials (I 'has greatest influence onmaneuverability. 7 has least influence).

Controlability of screw turns _____Power available at the screw ____Rudder_____

Bow Thruster_____Screw separation 'coupled with

differential thrustingVisibility from the pilot house_____Other (specify)_____

C. Did envir~nmental fictors and their affect on the shipinfluence the maneaverabti.ty of thie ship. Thsfactors inclutde wini, waves, currents, visibility andother weather conditions. It yes, how?

B-3

c. uia any aspelzr cr i-i .- AC2L1 J6 & ,c- =-the ability to pass the line through the bal.e oE thebuoy? Such factors might include height of the deckabove the water and ship motions including roll, pitchor 'heave.

PHASE 11.* BUOY RECOVERY AND LAST1DOW!N

a. Describe the degree of difficulty experienced liftingthe buoy aboard.

Very difficult_______

Moderately difficult ______Not difficult_______A piece of cake_______

b. If your answer to a. was "very -difficult" or"moderately dificultt, please explain the cause of thedifficulty.

C. Did any aspect of bringing the buoy on boari1 presenit asafety hazard? If yes, please dsscribo.-

B- 4

d. Describe the degree of difficulty experiencedrecovering the chain and sinker.

Very difficult_______

Moderately difficult ______N~ot difficult _______A piece of cake ______

e. It your answer to d. was "very difficult" or"moderately difficult", please explain the cause of thedifficulty.

t. Did any aspect of chain and sinker recovery present asafety hazard? if yes, please describe.

g. Did any aspect of buoy lashdown present a safetyhazard? If yes, please describe.

II. PREPARATION OF THE BUOY FOR SETTWIING

a. Were there any aspects of preparing tlie buoy forsetting that were noticeably difficult? tt yes, pleaseexplain.

b. Were any safety hazards present during preparation forbuoy setting? If yes, please describe.

0 B-5

IV. BUOY SETTING

a. Describe the degree of difficulty experiencedmaneuvering the ship to the drop point.

Very difficultModerately difficultNot difficultA piece of cake

b. To what extent did the method of navigating (horizontalsextant readings) influence the ability of the craft toquickly maneuver to the drop point?

NoneVery LittleSomeLots

C. On the average, how much time delay existed between thetaking of horizontal sextant readings and the deliveryof navigation information to the helmsman?

Sec

4. Back in Phase I, Item b., you ranked the influence ofvarious ship characteristics on the ability to maneuverthe ship. Would you change this ranking for this phaseof the trials? Note changes below

Controlability of screw turnsPower available at the screwRudderBow thrusterScrew separation coupled with

differential thrustingVisibility from the pilot houseOther (specify)

e. Did environmental fact-rs such as wind w. -es orcurrents influence the maneuverability of the shr? If[* yes, in what way?

B-6

f. Did the design or performance of the ship influence theability to take horizontal sextant readings? If yes,please describe this influence.

g. Did any aspect of the release of the. sinker, chain andbuoy present a safety hazard? If yes please describe.

h. Overall, how would you rate this ship in support o.this exercise?

ExcellentGoodFairPoor

i. What were the most attractive features or

characteristics of this ship in the conduct of thisexercise?

j. What were the most undesirable feata:res orcharacteristics of this ship in the conduct of thisexercise?

B-7

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B-8

APPENDIX CDATA TABLES

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C-5

LO0 - 0

TABLE C-2B

USCGC BITTERSWEET

SPEED VS HORSEPOWER (CALC)

SHAFT CURRENTSPEED HP* VOLTAGE (AMPS) SRPM

Close4 100 to 4

zero

5.8 18o.8 290 500 100

7 339.1 320 850 125

9.8 605.9 360 1350 155

11 686.9 380 1450 175

12.2 997.3 500 1600 200

* Overall efficiency of 93% was used to calculate

shaft power from indicated power.

0

C-6

TABLE C-2RUSCGC RED WOOD

SPEED VS HORSEPOWER

HORSEPOWER SRPMSPEED PORT -STBD TOTAL (NOM)

6.6 252 240 492 330

7.5 293 256 549 342

11.0 443 400 843 390

12.4 512 512 1024 420

C-7

9

TABLE C-2WUSCGC WHITE SAGE

SPEED VS HORSEPOWER

HORSEPOWER SRPMSPEED PORT STBD TOTAL (NOM)

4.0 39.2 54.0 93.2 170

8.0 224.7 208.9 433.6 295

8.5 287.4 281.7 569.1 310

9.0 306.0 306.6 612.6 340

9.6 473.,1 407.7 880.8 370

10.2 495.5 487.4 982.9 400

¢-8

0l 15364K 0 51R,1

TABLE C-3BUSCGC BITTERSWEET

SPEED VS FUEL CONSUMPTION (CALC)

SPEED GPH*

6 12.95

7 23.00 *Based upon known 1200GPDusage (Ship's Force) forall engines and acces.

9.8 38.27 for steady 10K steamingfor a 24 hour period.A s.f.c. of .433#/HP-Hr.

10 39.47 was calculated at 10K.

11 41.28

12 53.445

12.2 56.142

C-90e

TABLE C-3RUSCGC RED WOOD

SPEED VS FUEL CONSUMPTION

SPEED GPH

6.6 39.0

7.5 60.0

11.0 72.0

* 12.4 93.0

1

*V~c-lo"0

TABLE C-3W

USCGC WHITE SAGE

SPEED VS FUEL CONSUMPTION

SPEED GPH

4.0 6.0

6.0 8.0

8.0 12.0

8.8 15.0

9.2 18.0

9.8 30.0

10.2 36.0

C-i1

TABLE C-4BUSCGC BITTERSWEET

SOUND SURVEY (12 KNOTS)

SOUND LEVELLOCATION (d b)A (d b)C

Lookout (abv. Bridge) 65 84

Chart Rm. 82 98 01 Deck

Bridge 63 86

Buoy Deck 71 92

P0 Berthing 70 85

P0 Head 75 87

CPO Perthing 72 83

LT's Off. 72 84

Eng. 0ff. 71 89

S.R. (Aft of Eng. Off.) 69 88

Aft Steering 73 92 1st Deck

Ward Rmi. 69 88

S.R. (Fwd of W.R.) 69 89

S.R. (Aft of S.O.) 71 86

Ship's Office 72 94.5

*CPO Mess 74 88

Crew's Mess 79 88

Galley 79 84.5

---------- ------ ------ ------ --------- --

C-12

TABLE C-4B (Continued)

LOCATION SOUND LEVEL

(db)A (db)C

Fwd Deck 64 80

EM Shop 62 78

BCS 62 72

Laundry 65 82

Crew's Berthing 63 78 2nd Deck

Crew's Head 70 78

Crew's Berthing Aft 74 85

Crew's Head Aft 72 84

Upper Eng. Rm. 107 111

Upper Motor Rm. 93 99

MK Shop 88 92 2nd Deck

Lower Motoro Rm. 92.5 104

Lower Eng. Rm. 109 114

Thruster Space 72 83*

S*Note: During Buoy Ops., (zero speed) with Detroit Diesel

@ 190ORPM 109C

@ 90ORPM 102C

C-13

TABLE C 4R

USCGC REDWOOD

SOUND SURVEY (11 KNOTS)

LOCATION SOUND LEVEL

(db)A (db)C

Crew's Mess 75 92

Ward Rm. 67 84

S.R.(Port Side) 62 84

Capt's Qtr. 60 83

Paint Locker 60 85

CPO Qtrs. 66 86

Ship's Off. 72 88

Crew's Qtr. 78 94

P.O. Berthing 72 94

Fantail 83 100

Seamen's Berthing 75 98

Firemen's Berthing 72 89

Ist. Class Berthing 72 89

S.R. 66 86

S.R. (Fwd) 67 84

Mach. Shop 90 105

Eng. Rm. 90 110

IC-14

Ii 4

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NINEU -

TABLE C-4W

USCGC WHITE SAGE

SOUND SURVEY (10 KNOTS)

LOCATION SOUND LEVEL

(db)A (db)C

Lookout 74 95

C.O. Qtr. 70 87

Bridge 68 88

Boat Deck 78 94

Fan Tail 82 102

Berthing Aft 76 93

Berthing 76 90

Ship's Office 71 92

Head 68 84

Hyd. Compt. 74.5 84

Fwd. Locker 66 90

Fwd. Hold 66 82

CPO Berthing 68 86

Mess Deck 69 94

Galley 83* 94*

*Note: 93A & 102C with Gaylord Hood "ON."

Mach. Shop 96 100

Eng. Rm. 104 106

Control Rm. 85 72

C-15

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