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CUVX Design – VT Team 2 Page 78Machinery rooms are located on the lowest deck of the ship enclosed by the ADH and sized for the shipsmechanical and electrical systems. Three main machinery rooms and one auxiliary machinery room contain thediesel propulsion engines and ship service generators. Other mechanical and electrical systems including airconditioning, distillers, firemain, etc., are fit in remaining space. These machinery rooms are spaced as evenly aspossible about the LCB to aid in balancing the ship and as far apart as possible for survivability. These rooms arepositioned as low as possible for overall ship stability. The intake and exhaust ducts for each machinery room exitthe side of the ship just below the recovery deck. The intake and exhaust locations are chosen to minimize the arealost to ducting through the ship.CUVX-HI3 has four weapons magazines located on the lowest deck of the ship enclosed by the ADH. Themagazines store the aircraft weapons and ship weapons. Each magazine spans the breadth of the ship within theADH to meet volume requirements. The magazines are separated by the main machinery rooms and are staggeredalong the length of the ship for better ship survivability.Living area requirements are estimated based on crew size using the ship synthesis model. The model estimatesareas for enlisted living, officer living, mess areas, and human support facilities. Living areas are located primarilyin the forward half of the ship and placed in close proximity to messing spaces and other human support spaces tosimplify the flow of day-to-day traffic. Some enlisted and officer berthing is located aft for separation andsurvivability.Ship support spaces are located throughout the ship. Each department requires its own support facilities;therefore support facilities are located close to the individual department location. Ship support looks after the dayto-dayoperations of the ship, such as administration, maintenance, stores handling, damage control, etc.Mission Support areas are primarily in the forward part of the ship where the command and control operationstake place. These areas include the pilothouse, flight operations control, and CIC.All tankage for CUVX-HI3 is located in the ADH. Having the tankage in the ADH puts the weight associatedwith the ships fuel, oil, etc., as low as possible, which helps the stability and seakeeping of the ship. Table 40 liststhe required and actual tankage for CUVX-HI3. Propulsion fuel tanks are located in the ADH sections surroundingthe machinery rooms for easier transfer of fuel to the engines. Ballast tanks are placed in the extreme fore and aft ofthe ship. This requires less volume to correct trim or heel conditions.Main passageways are located against the hull and run longitudinally from the bow of the ship to the hangardecks. This provides a buffer space near the hull to reduce personnel casualties and damage in the event of aweapons strike. Secondary passageways run transversely through the ship and are positioned just behind thewatertight bulkheads. Passageways are only required above the damage control deck. Main Passageways are 2meters wide and secondary passageways are 1.2 meters wide. All main passageways have watertight doors locatedat the watertight bulkheads. Below the damage control deck there is no longitudinal access to compartments.Ladders provide vertical access through watertight hatches to the damage control deck and the main passageways.Main passageways can be seen on the third deck in Figure 71 and Drawing D4.Figure 71. Main and Secondary Passageways on Third Deck4.9.4 External ArrangementsThe most important criteria for external arrangements are Radar Cross Section, aircraft operations and combatsystems effectiveness. All sides of the hull, above the waterline, are angled in at ten degrees from the vertical. Theten-degree angle is also included in the design of the AEM located on the recovery deck.The AEM is positioned at the forward starboard end of the recovery deck. This location was selected to keepthe stern of the ship open for incoming aircraft to land. It is positioned on the starboard edge to allow clearance for
CUVX Design – VT Team 2 Page 79boltering aircraft to continue off the port side. The lower portion of the AEM is angled out at ten degrees tominimize its footprint, saving area on the recovery deck.The VLS tubes are located on the recovery deck with four tubes on the starboard side and four on the port sidefor redundancy. The port side tubes are positioned further aft than the starboard tubes. Refer to Section 4.7 forarrangements of topside sensors and antennas and to Section 4.6.5 for Recovery Deck arrangements.4.10 Weights and Loading4.10.1 WeightsShip weights are grouped by SWBS number. Weights were obtained from manufacturer information, whenpossible, and from ASSET parametrics. Weight values calculated by the ship synthesis model are used when noother values are available. LCGs, TCGs and VCGs for each weight were estimated from machinery and shiparrangements. These centers were used to find moments and the lightship COG. A summary of lightship weightsand centers of gravity by SWBS group is listed in Table 41. Weights grouped by SWBS number with centers ofgravity are listed in Appendix D.4.Table 41. Lightship Weight SummarySWBS Group Weight (MT) VCG (m-BL) LCG (m-FP) TCG (m-CL)100 13445 11.29 115.26 0.02200 2179 4.48 118.02 -0.68300 835 14.24 58.40 0.23400 335 17.47 85.73 4.46500 3433 13.75 99.99 -0.61600 1870 14.14 60.35 1.00700 43 24.19 80.00 -10.00Margin 2252 10.77 105.56 0.00Total 24393 11.41 105.70 0.00Figure 72 shows the lightship weight distribution curve. It is used with the following loading conditions tocalculate still water bending moment.Figure 72. Lightship Weight Distribution for CUVX-HI3 (100MT/m)4.10.2 Loading ConditionsTwo loading conditions are considered for CUVX: Full Load and Minimum Operating (Minop) as defined inDDS 079-1. The centers of gravity for the two loading conditions are calculated using the lightship weight andcenter and loads weights and centers. Weights for the Full Load condition are estimated with all fuel oil and potablewater tanks filled to 95% and full provisions, general stores, and weapons. The Minimum Operating conditionassumes that all fuel, stores, and weapons are at 33% of their full load capacity, and that potable water tanks are66% full. Compensated fuel ballast is included in this condition. The full airwing and the total weight for the creware used in both conditions. A summary of the weights for the Full Load condition is provided in Table 42, and asummary for the Minimum Operating condition is provided in Table 43.4.11 Hydrostatics and StabilityTo assess the hydrostatics, intact stability, and damage stability of CUVX-HI3, ship offsets are imported intoHECSALV. Hydrostatics are calculated using a range of drafts from 0 to 29 meters. From this information, thecurves of form, coefficients of form and cross curves are calculated. Using the data obtained from thesecalculations, intact stability is calculated in the two loading conditions. The ballast tanks are filled for correct trimand heel. With intact load conditions created and balanced, intact stability and damage stability are examined.
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