SAWE Technical Papers

@inproceedings{3253,

title = {3253. Intumescent Coatings: a Lighter Weight Way to Improve the Fire Resistance of 'FIBROUS' Structural Bulkhead Insulation},

author = {Chandler and Gottfried},

url = {https://www.sawe.org/product/paper-3253},

year  = {2002},

date = {2002-05-01},

booktitle = {61st Annual Conference, Virginia Beach, Virginia, May 18-22},

pages = {11},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Virginia Beach, Virginia},

abstract = {Structural insulations are used on marine bulkheads and decks to keep the fire in one compartment from spreading to an adjacent space. An intumescent coating placed on the outside of fibrous insulation will significantly reduce the quantity and weight of insulation required when compared to uncoated insulation. The coating is effective when the fire exposure is the standard time-temperature curve and the more severe hydrocarbon time-temperature curve.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3000,

title = {3000. Weight Estimating and Reporting for Major Ship Conversions},

author = {W A Fox and J J McMullen and C J Gelfenbaum},

url = {https://www.sawe.org/product/paper-3000},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {15},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {St. Louis, Missouri},

abstract = {There have been several major conversions conducted in the United States during the last decade to increase the Military Sealift Command fleet. Weight estimating and reporting for major ship conversions presents a significant challenge to the weight engineer. A major conversion is usually defined as one that changes a ship's principal dimensions, type of service, or light ship weight by 10% or more. As-built weight data and drawings are sometimes unavailable and often the ship has already undergone many other alterations since its construction that may significantly affect weights and centers of gravity. The accurate prediction of light ship weight and centers is critical to the success of a major ship conversion since the principal characteristics (length, beam, depth, draft, speed, etc.) usually cannot be easily changed, as they can in preliminary design for new construction. This paper describes the process of preparing and maintaining weight estimates and reports throughout a major ship conversion project. Definitions and reasons for major conversions are discussed in the introduction and then the process of establishing a preconversion baseline is described. The preliminary and contract design weight estimates are described and removals, installations, vendor data, margins, level of detail, and other aspects of them are discussed. The process is then followed through the detail design and completion phases, and concluded at the post-conversion inclining. Several recent examples from the authors' experience are described in detail, and lessons learned are shared with the reader. The result is a comprehensive guide to the subject that should be useful to anyone involved in ship conversion weight work.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3015,

title = {3015. A Methodology for Selecting Naval Ship Acquisition Margins},

author = {Mark Redmond},

url = {https://www.sawe.org/product/paper-3015},

year  = {2000},

date = {2000-06-01},

booktitle = {59th Annual Conference, St. Louis, Missouri, June 5-7},

pages = {13},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {St. Louis, Missouri},

abstract = {Acquisition margins are included in a weight estimate to account for unknown or unanticipated growth in weight or KG which occur in future design phases. Weight and KG growth occurs for a variety of reasons during the course of a design. Some of these reasons are the following: 

1. Errors carried over from previous design phases; 

2. Requirement changes which result in equipment/system changes; 

3. Ship arrangement/configuration changes; 

4. Increased detail in design definition and weight calculations; 

5. Material/equipment model changes during detail design and construction; 

6. Deviation from construction drawings; 

7. Shipyard unique design and construction techniques; 

8. Increases in developmental systems? components. 

Because it is a fact that weight and KG increases will happen, it is important to account for them from the beginning of the design. This is done by adding margins to the weight estimate at the start of the design that are equal to the anticipated growth. Once these margins are established and there is a single design concept, the margins are then depleted to offset the growth in weight and KG as it occurs. This allows the design to remain at a constant displacement and KG that facilitates the overall design effort. For example, without margins any growth in KG could jeopardize stability and could require a major configuration change in a later design phase that is disruptive and costly. With margins, the stability can be validated early in the design and as long as the growth does not exceed the margins, the stability will remain satisfactory throughout the course of design and construction. Ideally, the ship will be delivered at the original estimated displacement and KG with no margins remaining.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2466,

title = {2466. Total Ship Weight Management Computer Program - For Today's and Tomorrow's Applications},

author = {D Ray and C Filiopoulos},

url = {https://www.sawe.org/product/paper-2466},

year  = {1999},

date = {1999-05-01},

booktitle = {58th Annual Conference, San Jose, California, May 24-26},

pages = {35},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Jose, California},

abstract = {Real-Time Ship Design Weight Estimate (RTSDWE99) is a comprehensive mass properties application that provides a sophisticated user interface along with the latest database technology to aid the mass properties engineer in preparing, monitoring, and predicting mass properties data as required by the Society of Allied Weight Engineers (SAWE) Recommended Practice No. 12, rev B. The software is based on established weight estimating methodologies built-into older software versions and expands those concepts along other newer ones by taking advantage of the capabilities and flexibility offered by the latest technologies in Graphical User Interfaces (GUIs), relational database functionality, and connectivity. With the addition of a new module for tracking engineering change proposals, and work-in-progress on the feasibility weight estimate module, RTSDWE99 has been transformed into an integrated system that can support mass properties operations from cradle-to-grave. RTSDWE99 calculates weights, moments, ship?s center-of-gravity, hydrostatics, moments-of-inertia, engineering changes, twenty station longitudinal weight distribution, and also facilitates external ad-hoc queries to the mass properties database The application was developed using MS Visual C++ and C, and is intended primarily for PC operation with Windows 95/98 or NT operating systems. The application has the capability to communicate with various Database Management Systems (DBMS) such as ACCESS, ORACLE, and INFORMIX by the use of Open Database Connectivity (ODBC) interface. The application software is comprised of dialog panels and child panels that help the user in preparing weight estimates. The dialog panels are tied to several database tables, and each panel has a fixed set of database functions. Functions are provided either by pull-down menus or standard and familiar database icons. These panels along with the standard database capabilities of search, add, modify, and delete, provide other advanced capabilities such as, modify-by- group, Query-by-Example, and others. The software has the capability to track several variants of a specific design within the same database. Also, an open dictionary capability is provided to track the engineering change proposals (ECPs) process, since this process is customized for each procurement program. ECPs are tracked from the proposal stage to the final adjudication and incorporation into the weight estimate. The program gathers mass properties information according to the requirements of the Society of Allied Weight Engineers (SAWE) Recommended Practice No. 12, rev B, through the use of interface panels by manual input, existing data - master files input, and properly structured output from computer aided design (CAD) systems. The software has extensive reporting capabilities. Output may be reported in several formats, such as customized text output, MS Word, MS Excel, and several other formats. The software provides for a full range of weight report options such as one, two, three digit and full or partial details, and various ECP reports.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2467,

title = {2467. MAAST: A Distributed Agile Enterprise Approach to Ship Design},

author = {Gerald Tschabold and J C Filling},

url = {https://www.sawe.org/product/paper-2467},

year  = {1999},

date = {1999-05-01},

booktitle = {58th Annual Conference, San Jose, California, May 24-26},

pages = {29},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Jose, California},

abstract = {The U.S. shipbuilding industry needs a new way to compete in the global marketplace. Continued dependency on traditional ways of designing and building ships has resulted in forfeiture of a dominant position in commercial ship construction, which is an imperative for a great power. Surrendering to foreign competition will doom the U.S. maritime fleet to second- rate status in the next Century. One solution to this dilemma is creation of an enterprise to foster a collaborative engineering environment that could capitalize on the strengths of its members. In 1996, such an enterprise was formed in response to a government initiative. The enterprise employed a collaborative engineering environment and performed a pilot project as a proof of concept. This paper describes the process by which the enterprise developed the MAAST Program and performed the Pilot. The results of the Pilot are shown and lessons learned are provided to assist future enterprises.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2415,

title = {2415. Generalized Mass Properties Formula Development for Submarine Analysis},

author = {R W Voran},

url = {https://www.sawe.org/product/paper-2415},

year  = {1998},

date = {1998-05-01},

booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20},

pages = {49},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Wichita, Kansas},

abstract = {Throughout the normal process of analyzing mass properties data, it becomes apparent that the ordinary geometric shapes and their corresponding mass properties formulas normally published in textbooks and handbooks do not always adequately describe the component you are analyzing. This will present a problem if you are attempting, for instance, to determine the moments of inertia of a shell segment of a spheroid, cylinder, cone, etc. The geometric shapes that are analyzed in this paper are segments of some of the solids shown in the SAWE Weight Engineers Handbook under Section 4.2, Section Properties - Solids. The mathematical methods of determining the generalized formulas for volume, mass, moment as referenced from the axial planes through the object's origin, centroid, and moment of inertia as referenced about axes through the object's geometrical principle origin and centroid are described. The resulting derived formulas are somewhat long and complex. Therefore, to utilize them effectively and easily, they were incorporated into a spreadsheet format where only a few easily obtainable parameters are required for input. These formulas and samples of the spreadsheet format for each geometric shape are included as an appendix. This paper will also demonstrate that these sets of generalized formulas are able to effectively replace many of the formulas of solid shapes depicted in the Handbook, depending on the parameters which are chosen. This paper also recommends enhancements to the geometric shape codes and ''second-line'' input data used for item moment of inertia calculation, as described in the SAWE Recommended Practice Number 12.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2416,

title = {2416. Initial Applications of the Product Model in Developing Weight Estimates},

author = {C Filiopoulos and J Marcavage and D Ray and Gerald Tschabold},

url = {https://www.sawe.org/product/paper-2416},

year  = {1998},

date = {1998-05-01},

booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20},

pages = {31},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Wichita, Kansas},

abstract = {Traditional weight engineering skills and approaches, such as having in-depth knowledge of ship systems, historical data, and adequate manpower for drawing calculations may not be sufficient to produce quick and accurate weight estimates in today's acquisition reform-minded environment. As demand for technological and business innovation is increasing for upcoming designs, 3D-product modeling is expected to become a standard tool for design, manufacturing, and logistical support. Each CAD system offers certain inherent advantages and disadvantages. Therefore, weight engineers must make up for CAD system deficiencies or customize and expand CAD capabilities. They must have a working knowledge of relational databases and information extractions from design files to produce accurate results faster than the traditional labor-intensive approaches. However, since weight control is a time-based projection, starting from feasibility studies till the end of construction, traditional weight estimating methods must be maintained and integrated with product model data to project the mass properties of the ship, as required. The LPD 17 design has been the test case of the implementation of the Navy's CAD system for preliminary and contract designs. This paper describes our initial experiences in the mass properties area and the lessons learned.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2417,

title = {2417. SWATH Weight Engineering - A Case Study},

author = {M Redmond},

url = {https://www.sawe.org/product/paper-2417},

year  = {1998},

date = {1998-05-01},

booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20},

pages = {17},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Wichita, Kansas},

abstract = {Small Waterplane Area Twin Hull (SWATH) ships present a unique challenge to naval architects and weight engineers. While SWATHs are surface ships, from a weight engineering standpoint they are different from conventional surface ships and actually have some features in common with submarines such as the necessity to operate at a constant displacement and the sensitivity to trim. This paper provides insight into the unique aspects of weight engineering on SWATH ships through an example case study. The T-AGOS 23 is the largest SWATH designed and constructed for the U.S. Navy and the experiences of this program will illustrate the unique aspects of a SWATH from the standpoint of weight engineering.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2441,

title = {2441. Shipweight: A Windows Program for Estimation of Ship Weights},

author = {Runar Aasen},

url = {https://www.sawe.org/product/paper-2441},

year  = {1998},

date = {1998-05-01},

urldate = {1998-05-01},

booktitle = {57th Annual Conference, Wichita, Kansas, May 18-20},

pages = {24},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Wichita, Kansas},

abstract = {ShipWeight is a suite of computer programs for estimating and following up the weight and center of gravity of a vessel. When the programs are utilized in the course of systematically following up weight during the building phase, weights, centers of gravity, and other parameters are recorded and structured in such a way as to provide an optimal basis of empirical experience for estimating weights and centers of gravity in subsequent projects. In addition to presenting the methodology and computer technology utilized by ShipWeight, this paper also discusses a number of problems associated with vessel weight estimation and follow-up. The ''Introduction'' section of the paper goes through the background for the project, while the most central requirements and wishes that were specified before and during the project are discussed in the ''Weight System Requirements'' section. The systems and methodology that are behind ShipWeight are discussed in the ''ShipWeight Solutions'' section, while the computing solutions involved are described in the ''Experience in Use'' section. Since ShipWeight has only been in use for just over two years, our experience of using the system is still limited. Such experience as has been gained is discussed in the ''Experience in Use'' section.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2356,

title = {2356. Weight and KG Margin Analysis of Naval Surface Ships},

author = {Dominick Cimino and C Filiopoulos},

url = {https://www.sawe.org/product/paper-2356},

year  = {1997},

date = {1997-05-01},

booktitle = {56th Annual Conference, Bellevue, Washington, May 19-21},

pages = {40},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Bellevue, Washington},

abstract = {Effective weight and KG (height of vertical center of gravity above the keel acquisition margins are an essential element of the US Navy Weight Control Program. Acquisition margins are not only an engineering tool for making technical predictions, but impact the fiscal process as well. The need for continued improvement in margin determination was recognized when the weight control program was formulated in 1961. The first improvement came with the establishment of a formal margin policy in 1963. The values, restricted to weight at that time, reflected the best corporate engineering judgment based on scattered and, in many cases, unverified weight growths. Because the shipbuilding process is relatively long (compared to aircraft, land vehicle and missile production), it took fifteen years to accumulate a data base large enough to be considered reasonable for a statistical study of margins. In 1978 this data base was used to update the Weight Margin Policy for Surface Ships and expand it to include a KG margin policy, as well. In 1992, a study was undertaken to update the data base and find an appropriate statistical basis for margins prediction with an associated risk management approach to margin selection. This study verified the results of the 1978 study and supplemented the 1978 study by expanding and updating the Design & Build (D&B), Contract Modification (Con Mod), and Government Furnished Material (GFM) data sets. This paper discusses the statistical results of the data, and includes recommendations for updating the current NAVSEA Weight and KG Margin Policy. In addition, a formal margin selection method is presented which produces margins for each design phase and an associated quantifiable risk of exceeding them. Using this method, a Ship Design Manager working with the weight engineer (mass properties) can select a level of risk appropriate for his (her) design and determine weight and KG margin values associated with this risk.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2301,

title = {2301. Docking Support for Lift Transfer of USS Osprey (MHC-51)},

author = {A Lester},

url = {https://www.sawe.org/product/paper-2301},

year  = {1996},

date = {1996-06-01},

booktitle = {55th Annual Conference, Atlanta, Georgia, June 3-5},

pages = {10},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Atlanta, Georgia},

abstract = {History was made during the summer of 1995. For the first time, a commissioned Naval Ship was moved on a barge and across land into an inland body of water. Several military activities worked together to accomplish this feat. Factors for selecting Norfolk Naval Shipyard as the docking facility included dry dock depth and availability of a dry dock in relation to the Lift Transfer time table. This paper discusses the role that Norfolk Naval Shipyard (NNSY) performed in this evolution. NNSY dry-docked the USS OSPREY (MHC-51) on a barge in preparation for towing to Maryland. The ship was then transported using a rail system to its fresh water destination for testing. Upon completion of testing, the USS OSPREY returned to the barge for its journey back to NNSY. After undocking from the barge, the USS OSPREY left the Chesapeake Bay and returned to the Atlantic Ocean. Completion of the lift transfer required ten (10) docking/undocking evolutions; Six (6) of these evolutions took place at NNSY. At NNSY the barge was dry-docked and flooded to sit on the bottom of the dry dock. The ship floated in over the barge and landed in a cradle on the barge. The docking crew utilized extreme precision and patience to accurately place the USS OSPREY (MHC-51) on the cradle. The process was reversed when the ship was returned to the Atlantic Ocean. In addition to standard docking/undocking calculations, constant pumping calculations and monitoring of the tank levels was required to support flooding/dewatering of the dry dock and barge. The entire Lift-Transfer Evolution was completed on time and under budget. The success of the lift transfer was possible due to the cooperative work of several government facilities along with the support of private corporations.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2013,

title = {2013. Naval Ships Weight Moment of Inertia},

author = {Dominick Cimino and M Redmond},

url = {https://www.sawe.org/product/paper-2013},

year  = {1991},

date = {1991-05-01},

booktitle = {50th Annual Conference, San Diego, California, May 20-22},

pages = {24},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {This paper discusses the results of an overall effort to enhance mass properties capabilities by the development of a computer tool to calculate weight moment of inertia/gyradius values for naval ships. This capability was incorporated into the Navy's ship design weight estimating family of computer programs (SDWE/UPDAT). This paper provides the documentation necessary to produce weight moment of inertia/gyradius data and provides guidance in estimating as well as calculating inertia values.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1920,

title = {1920. Modification of the SDWE System to Calculate Gyradius},

author = {Dominick Cimino and K N Huang and M Redmond and D Vasquez},

url = {https://www.sawe.org/product/paper-1920},

year  = {1990},

date = {1990-05-01},

booktitle = {49th Annual Conference, Chandler, Arizona, May 14-16},

pages = {26},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Chandler, Arizona},

abstract = {The ability to predict ship motions has become increasingly important over the last several years. This is especially true when considering the number of recent ship designs with unconventional hull forms (i.e., Small WAterplane Twin Hull (SWATH), Surface Effect Ship (SES), etc.). Consequently, the necessity to predict ship motions by calculating the gyradius of the ship in the early stages of a ship design has become essential. The once valid method of using ''rules of thumb'' based on historical data has come into question and is considered unreliable for unconventional hull forms. Instead, the ability to calculate gyradius using the weight estimate is considered an effective and efficient way to accomplish this. Therefore, a Plan of Action and Milestones (POA&M) to develop the design tool to calculate gyradius was initiated. The focus of this effort was to modify the Ship Design Weight Estimating (SDWE) family of programs. The modifications to the computer programs result in the ability to calculate weight moments of inertia for roll, pitch, and yaw (in air) and ultimately in the calculation of the gyradius of the ship in air.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1805,

title = {1805. Austerity Vs Enhancement - The Challenge of the AO-177 Jumbo Contract Design},

author = {Gerald Tschabold},

url = {https://www.sawe.org/product/paper-1805},

year  = {1988},

date = {1988-05-01},

booktitle = {47th Annual Conference, Plymouth, Michigan, May 23-25},

pages = {33},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Plymouth, Michigan},

abstract = {This paper describes the contract design weight estimate process for jumboizing the AO 177 Class Fleet Oiler. It began with a statement of the Navy's design goals and culminated in the issuance of three complete weight estimates reflecting three different versions of a jumboized oiler: the enhanced oil-only, the austere oil-only, and the oil-munitions version. The success of the weight estimate effort is largely due to organization of the weight data base and careful attention to detail while ensuring the continuity, integrity, and timeliness of the weight estimating process. This allowed a flexible response to changing requirements and early forecast of weight and moment trends.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1806,

title = {1806. Controlling Mill Tolerance on T-Agos 19, Interim Report},

author = {J McMahon and K J Meche},

url = {https://www.sawe.org/product/paper-1806},

year  = {1988},

date = {1988-05-01},

booktitle = {47th Annual Conference, Plymouth, Michigan, May 23-25},

pages = {14},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Plymouth, Michigan},

abstract = {Steel plate constitutes about 50% of the lightship weight on the T-AGOS 19. Mill tolerance would normally add 5% to the actual weight of the plates as rolled. Through the utilization of Controlled Gage Plate on this project, McDermott Marine Construction is experiencing an actual mill tolerance of 0.7%, with 40% of the ship's plates weighed as of march 16, 1988. If this trend continues, a net saving in excess of 1.5% of lightship is projected. This paper outlines standard plate tolerances and McDermott's experience with actual weights using Controlled Gage Plate. Charts and graphs summarizing actual weights and tolerances are included. Controlled Guage Plate is defined. Comparisons with Precise Weight Plate are made. Recommendations regarding the use of these mill services are offered.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1708,

title = {1708. Mass Properties Reporting},

author = {G B Bridges},

url = {https://www.sawe.org/product/paper-1708},

year  = {1986},

date = {1986-05-01},

booktitle = {45th Annual Conference, Williamsburg, Virginia, May 12-14},

pages = {8},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Williamsburg, Virginia},

abstract = {The Equilibrium Maintenance Program was developed for the purpose of tracking the weight and stability conditions of each submarine in a class of ships during its service life. It can be used for any class of submarine for the US Navy. In order for the program to provide reliable information, the personnel in charge must devote full time to its update and constantly pursue the needed data from each activity involved with the ships. Two major benefits resulting from this program are: 1.) Accurate growth margin for future changes 2.) Advance reballasting information before overhaul.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1713,

title = {1713. A Weld-Stud/Stud-Pad Method for Foundationing Lightweight Shipboard Equipment},

author = {L J Beausoleil},

url = {https://www.sawe.org/product/paper-1713},

year  = {1986},

date = {1986-05-01},

booktitle = {45th Annual Conference, Williamsburg, Virginia, May 12-14},

pages = {30},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Williamsburg, Virginia},

abstract = {The introduction of new and advanced equipment, and the growth of supporting systems such as cooling water and ventilation aboard ship, provide today's weight engineer with a constant challenge to develop means to control and reduce ship displacement. The sheer volume of equipment installed on a modern ship dictates that efficient, cost effective means be employed when foundationing this equipment. Standardization of foundations for similar items is not only desirable, but is necessary in order to maintain efficiency and control weight. Standardization of foundations, however, can lead to a situation where the support system is designed to suit a range of equipment sizes and weights. This results in foundations which are adequate at the high end of equipment weight, but overdesigned and excessively heavy at the low end of equipment weight. This paper describes the development of a lightweight foundationing system, developed by Ingalls Shipbuilding, Division of Litton in Pascagoula, which utilizes weld-studs and stud-pads in a wide range of applications for equipment weighing up to l00 pounds. Although weld-studs and stud-pads have been used in the shipbuilding industry for many years, the problem which has existed has been the lack of data providing direction on the load carrying capacity of these systems. Varying conditions caused by equipment stand-off from the mounting surface, equipment weight, center-of-gravity location, fastener size and type of material, have raised many questions as to the adequacy of stud-type foundations aboard ship. 1ack of data has resulted in the ripout of some installations because insufficient information was available to prove the adequacy of the stud/pad foundation. The system developed by Ingalls provides the user with a pre-engineered set of tables which contain load-carrying capacities for a wide variety of equipment in a broad range of mounting conditions.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1650,

title = {1650. CAD/CAM Mass Properties},

author = {J C McNeal},

url = {https://www.sawe.org/product/paper-1650},

year  = {1985},

date = {1985-05-01},

booktitle = {44th Annual Conference, Arlington, Texas, May 20-22},

pages = {20},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Arlington, Texas},

abstract = {In the shipbuilding industry, it is relatively common knowledge that CAD/CAM (Computer Aided Design/Computer Aided Manufacturing) systems can generate accurate and consistent drawings. These drawings can then be utilized for production support lofting, parts generation, reference material and so forth. However, one of the most significant advantages of utilizing a CAD/CAM system is not so commonly known: the development of a design database. While conventional computer systems generate, store and analyze numerical and/or textual databases, CAD/CAM systems generate, store and analyze databases of graphics. 

This paper illustrates methods which optimize use of a graphic database, focusing on the application of CAD/CAM analytical capabilities to mass properties analyses (as practiced in naval ship design). These methods are results of combining CAD/CAM technology with existing systems and knowledge to achieve cost effective technically superior, more accurate methods of performing engineering tasks. Accordingly, methodology, actual productivity comparisons and other related applications will be presented.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1652,

title = {1652. The Expanded Ship Work Breakdown Structure (ESWBS) - Another Weight Classification System},

author = {J R Kelley},

url = {https://www.sawe.org/product/paper-1652},

year  = {1985},

date = {1985-05-01},

booktitle = {44th Annual Conference, Arlington, Texas, May 20-22},

pages = {42},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Arlington, Texas},

abstract = {This paper examines the application of the Expanded Ship Work Breakdown Structure (ESWBS) level of detail to the task of weight estimating and accounting. The Expanded Ship Work Breakdown Structure Manual expands the currently used Ship Work Breakdown Structure (SWBS) Manual through the addition of two digits to fit maintenance world requirements. The ESWBS is based on the original SWBS concept and the first three digits of ESWBS are identical to SWBS. The advantages for developing the ESWBS manual are a better defined functional configuration definition of the ship for logistic support development and a common reference point for 1inking 1ogistic support data to design. 

The ESWBS manual will now be used for configuration identification and change reporting throughout the ship life cycle. The use of ESWBS establishes the common reference point and interface mechanisms between design, the shipbuilder's contract baseline, the maintenance and logistic support baselines and the ship's configuration baseline resident on the Weapons Systems File (WSF). ESWBS is now the minimum standard level of indenture for developing, identifying, and reporting configuration changes generated by Ship Alterations performed on non-structured or structured ships.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1653,

title = {1653. Marine Applications of Composite Materials},

author = {M A Redmond and C B McKesson},

url = {https://www.sawe.org/product/paper-1653},

year  = {1985},

date = {1985-05-01},

booktitle = {44th Annual Conference, Arlington, Texas, May 20-22},

pages = {56},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Arlington, Texas},

abstract = {Composite materials have been gaining increasing popularity in all fields of engineering design. Although the marine field has been slower in accepting these materials, their use is now becoming more prevalent in this field. The small boat field has seen the greatest use of these materials and now larger vessels are following suit. 

The purpose of this paper is to provide general information about specific materials which have applications in the marine field to naval architects and marine engineers who have had little exposure to these relatively new materials. The properties of the various constituents are described as well as discussions of the various fabrication techniques which can be used. This discussion is limited to those materials used in the marine industry, which are glass, KEVLAR and other aramids, and graphite. An emphasis is placed on the weight savings characteristics of these materials, since the primary reason for their use is to save weight. 

The specific applications of these composite materials in the small boat applications are discussed. Current trends in hull design and construction are discussed as well as other developments in the construction of spars and bulkheads. The discussion of the applications for larger vessels is far ranging, from current proven applications to potential hypothetical applications. These potential applications are discussed only from the standpoint of first principles. There has been little or no hard engineering done in any of these areas. It is intended for these discussions to highlight potential applications which should be examined and developed further.},

keywords = {Marine},

pubstate = {published},

tppubtype = {inproceedings}

}