NEJJune 2016 Pedatzur
NEJJune 2016 Pedatzur
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TA B L E O F C O N T E N T S
DEPARTMENTS
5 ASNE Corporate Supporters 18 2016 Annual State of the Society Address
ASNA President Tony Lengerich delivered the annual State
7 President’s Page of the Society address on 6 July, 2016.
8 ASNE Upcoming Events 21 ASNE Day 2016
9 Secretary’s Notes 30 Annual ASNE Awards
10 New & Reinstated Members The Annual ASNE Awards celebrate excellence in the
profession. Find out who won the Society’s most prestigious
12 ASNE Contributors awards.
14 ASNE Section Directory 31 ASNE 50-year Members
15 ASNE Committee Directory 32 The Gold Medal Award
^
New Jersey N
TECHNICAL PAPERS
51 A Next Generation Integrated Power System for Legacy Naval Platforms
This paper describes in detail how an NGIPS can be deployed on legacy platforms within the existing space
limitations, using the Arleigh Burke-class destroyer as an example. In terms of mission and quantity in
the fleet, the Arleigh Burkeclass destroyer is one of the most likely platforms for an NGIPS. By using an
innovative approach and currently available technology, an NGIPS can not only be deployed on this and
other legacy platforms in the next five to seven years, but also without significantly increasing the cost and
weight of the ship.
Lee A. Condor
ON THE COVER
MEDITERRANEAN SEA (July 31, 2016) The
amphibious assault ship USS Wasp (LHD
1) transits the Mediterranean Sea. Wasp is
A Next Generation Integrated Power System
for Legacy Naval Platforms 51 deployed with the Wasp Amphibious Ready
Group to support maritime security operations
Weight Design Margins in Naval Ship Design—
A Rational Approach 57
Distributed Lethality, Command and Control Software and theater security cooperation efforts in the
Engineering, and Navy Laboratories 72
P
ROPER SYSTEM ENGINEERING of a naval vessel leads to optimal ABSTRACT
and safe design parameters; the vessel fulfils all customer require- Optimal design of a ship requires a
ments, abides by all design standards and mandatory regulations, and fine balance between all the classic
includes acceptable margins for future growth over the life expectancy key parameters of naval architecture:
of the vessel. weight, stability, speed, range, etc. The
On the other hand, poorly executed system engineering leads to unbalanced, methodology of the design spiral is well
overweight vessels that don’t meet the customer requirements, don’t follow the established, but many recent projects
applicable standards, have almost zero margins for future growth, and (worst present examples of poor implementation
of all) may present severe safety problems. of the methodology, proving that anything
that can go wrong—and as Murphy
Increase in the vessel’s weight is the biggest enemy of the optimal design
promised, actually will.
spot, because it immediately leads to degradation in stability, speed, range, and
structural integrity. Needless to say, every weight increase during the design This paper reviews a few failures and design
phase or during the construction phase results in smaller margins for future flaws from the last decade, associated with
growth, leaving the new vessel limited for decades to come, sometimes with insufficient weight design margins and
poor weight control. The paper suggests
severe initial problems that will get even worse as years go by.
an easy way to implement weight design
It seems that a significant portion of new vessels suffer from this problem,
margins into naval ship design according to
regardless of size, type of vessel, or designer. Numerous naval projects have
the complexity and risk level of the vessel
made headlines in the last few years because of their weight problems, remind- and its sub-systems.
ing us that there is always room for improvement in the art of design margins
and weight control.
study, and in some cases even the preliminary design, ex- LCS 6b
No—19 tons less than
requirement
clusively in the hands of industry vs. government. aLCS has a service life allowance requirement of 50 metric tons.
This approach has proved to be detrimental to weight Numbers are rounded.
bLCS 1-4 have been delivered, and therefore builder’s remaining margin
control because the ship design spiral was well understood has become part of the service file allowance.
and practiced within the U.S. Navy; designs were conduct-
ed until every functional area was satisfied before exiting Table 2. Status of recent Littoral Combat Ship (LCS) service
life allowances. (UNITED STATES GAO, 2014)
to the next design phase.
This practice has been substituted with other less effec-
tive methods and pseudo-design gate reviews geared only Contractual Issues
to meeting schedule. Successful weight control programs must include Not-to-
The U.S. Navy 1978 Acquisition Margin Policy defined Exceed displacement and KG values in the contract, and
an upper value for the Detail Design and Build (D&B) most importantly, liquidated damages for exceeding these
phase as 5.3% of lightship at contact award. The 1992 up- values. The value of liquidated damages does not consti-
date of the policy increased this value to 9.8%. tute arbitrary penalties, but rather an attempt by the cus-
Nowadays, many ship designs proceed to the D&B phase tomer to recover the partial costs of corrective measures or
with insufficient weight margins, without design closure loss of performance.
and before proper design maturity is accomplished. Insuf- This policy is not uniformly applied to naval ship de-
ficient weight margins in the design phase almost auto- signs, or when applied the liquidated damages amount is
matically lead to overweight and the results are inevitable. farcical and can be easily absorbed as a cost to do business.
The Lost Art of Weight Estimation Reduction Of Acquisition Margins To Meet The
The key weight estimate is the initial development of the Cost Budget
baseline. During this time, ship systems are not fully de- The U.S. Navy 1984 Weight Task Force concluded “pres-
tailed out and this is the time when credible weight esti- sures to underestimate weights during early stage design
mators earn their keep. in response to concern that the ship would be cancelled if
It seems that this art of weight estimation and engineer- it could not be acquired within the allocated budget” is as
ing has been lost or substituted by CAD systems. CAD sys- relevant today, which dictates reduced acquisition margins
tems do not account for weight estimating relationships, as the least resistant approach to meet the cost budget.
distinction of normal growth patterns versus abnormal
growth, and inputs from historical databases. CAD sys- Management Awareness
tems can provide only accurate estimates as final weight Project managers acknowledge weight control but are less
reports. sensitive to adverse weight trends unless they exceed the
A fully modeled compartment will provide the weight applicable naval architecture rules and standards.
of every nut and bolt, however, by the time compartments
reach their 75-90% modeling completion, the design trade Tendency to Consume the Service Life Allowances
space has closed out and only minimal changes can be in- before Launching the Vessel
duced (such as weight reduction). Service life allowance is one of the few areas in a design that
can be reduced or eliminated without compromising the lead a project to a total catastrophe resulting in unaccept-
ship’s present mission. Unfortunately, both the industries and able performance and not meeting the mandatory design
the navies trend to compromise future growth capacity for standards even before the vessel enters active service. The
immediate project-based acquisition concerns (Peer, 2012). vessel can be fixed only at a few points in time, mainly
during the early design phase, when the change is cheap
Summary yet effective, and can be implemented easily while still
This paper focuses mainly on the issue of weight, which maintaining proper systems engineering. During the con-
may be the most harmful effect on the vessel’s performance struction phase and after launching there is often almost
and safety. Good management of design margins requires nothing to be done, forcing designers and customers to ac-
implementing the same methodology to other key param- cept poor performance and limitations, though they were
eters such as speed, drag, range, electric power load, etc. set in motion during the design phase.
Poor management of design and construction weight This paper proposes a methodical design weight margin
margins reduces the margins remaining for future growth. system based on project complexity and in turn has the
This can leave the vessel limited for decades and in the potential to ensure future ship designs have appropriate
worst case, as presented in this paper, poor practice can expected lifetime weight and KG margins at delivery.