Stern Flap Powering Performance Prediction for the Coast Guard 110-Foot WPB Island Class Patrol Boat

2000 ◽  
Vol 37 (02) ◽  
pp. 100-110
Author(s):  
Michael R. Cocklin ◽  
Michael G. Parsons ◽  
Armin W. Troesch
Keyword(s):  
Performance Prediction ◽  
Energy Savings ◽  
Operating Cost ◽  
The United States ◽  
Payback Period ◽  
Coast Guard ◽  
United States Coast Guard ◽  
Internal Conflicts ◽  
Recent Developments ◽  
One Year

The United States Coast Guard, in supporting and executing its growing list of missions, employs the 110 ft WPB Coastal Patrol Board as a multipurpose platform. Recently, the internal conflicts in Haiti which resulted in the mass exodus of people required extensive use of 110 ft WPBs. These Coastal Patrol Boats are being deployed for longer periods of time with longer on-scene time than before. But with this growing list of missions and recent developments, the Coast Guard's budget has not increased. The Coast Guard has had to do more with less. In order to do this, one must look at ways of reducing the operating cost of the cutters. Analytical analysis of a 110 ft WPB Coastal Patrol Boat is used to show that retrofitting these vessels with a stern flap will lead to an effective energy enhancement with application to the entire 110 ft WPB Coastal Patrol Boat Fleet. The projected energy savings per cutter per year is over $5165. With a fleet of 49, the projected fleet savings per year is $253 085. The payback period for the installation costs would be just over one year.

American Bureau of Shipping Activities on Behalf of the United States Coast Guard

1984 ◽  
Vol 21 (03) ◽  
pp. 262-269
Author(s):  
John W. Reiter
Keyword(s):  
United States ◽  
The United States ◽  
Coast Guard ◽  
Working Relationship ◽  
United States Coast Guard ◽  
Long Period ◽  
The Past ◽  
The U.S

The American Bureau of Shipping and the U.S. Coast Guard have enjoyed an excellent working relationship for a long period of time. This paper gives a brief description of both organizations, describes some of the past cooperative arrangements, and details the latest agreement concerning commercial vessel plan review and inspection.

United States Coast Guard (USCG) C-130 Air Dispersant Delivery System (ADDS) capability history, deployment in remote areas, and associated challenges

2017 ◽  
Vol 2017 (1) ◽  
pp. 2017027
Author(s):  
Tim Gunter
Keyword(s):  
United States ◽  
Delivery System ◽  
Oil Spill ◽  
The United States ◽  
Coast Guard ◽  
Federal State ◽  
United States Coast Guard ◽  
Remote Areas ◽  
Oil Spill Response ◽  
State And Local

Among the variety of oil spill response countermeasures, including mechanical, chemical, in-situ burning and bioremediation, deployment of chemical dispersants has been successfully utilized in numerous oil spills. This paper will review the history of the United States Coast Guard (USCG) C-130 Air Dispersant Delivery System (ADDS) capability, deployment in remote areas, and associated challenges. ADDS consists of a large tank with dispersant(e.g., 51,000 pounds), owned and operated by an industry partner, used aboard USCG C-130 aircraft designed to be ADDS capable as specified in various agreements for marine environmental protection missions. ADDS is a highly complex tool to utilize, requiring extensive training by air crews and industry equipment technicians to safely and properly deploy during an oil spill response. In 2011, the Commandant of the USCG, Admiral Papp reaffirmed the USCG's C-130 ADDS capability during a hearing before the Senate Committee on Commerce, Science, and Transportation, Subcommittee on Oceans, Atmosphere, Fisheries and the Coast Guard. The use of ADDS in remote areas creates unique challenges, such as logistical coordination between the USCG and spill response industry partners and maintaining proficiency with personnel. It is critical for federal, state, and local agencies, industry, and academia to understand the history and challenges of ADDS to ensure the successful utilization of this response tool in an actual oil spill incident.

Wildlife Response Management during a Federal Incident

2014 ◽  
Vol 2014 (1) ◽  
pp. 299560
Author(s):  
Rhonda Murgatroyd ◽  
Alexis Kott ◽  
Lawrence Malizzi
Keyword(s):  
Disaster Response ◽  
Oil Pollution ◽  
Unknown Origin ◽  
The United States ◽  
Coast Guard ◽  
United States Coast Guard ◽  
The People ◽  
Oil Spill Response ◽  
Set Up ◽  
South Louisiana

The last days of August 2012 brought Hurricane Isaac's wind and water energy to south Louisiana impacting many parishes with destruction of property and leaving behind severe flooding, making response difficult in some locations. After search and rescue efforts ensuring safety of the people in the areas had been completed, surveys by boat and aircraft began to reveal impacts to wildlife from petroleum product of unknown origin. As in past natural disaster response activations, wildlife professionals expected oil impacted animal cases to remain minimal; however, there was confirmation from some response crews on site that there were in fact affected animals. Given that there was no named Responsible Parties, the United States Coast Guard (USCG), as the Federal On-Scene Coordinator (FOSC), took the lead in activation of the Oil Spill Response Organizations (OSROs) and the wildlife personnel to conduct recovery and rehabilitation efforts in coordination with the State of Louisiana. All costs associated with these activities were covered by the National Pollution Funds Center (NPFC), which is managed by the USCG as promulgated under the Oil Pollution Act of 1990 (OPA 90). Wildlife Response Services, Inc. (WRS) supported by Matrix New World Engineering, Inc. (Matrix), was mobilized on September 2, 2012 to set up a Wildlife Rehabilitation Center (Center) in Belle Chase, Louisiana. The Center was set up in the Bricor Trucking Warehouse and the team had the Center operational the morning of September 3, 2013and received its first animal in the afternoon of that same day. During the response the Louisiana Department of Wildlife and Fisheries (LDWF) was responsible for oiled wildlife recovery and transport to the Center. Over the course of the response 7 live animals were cared for, most of which were cleaned and eventually released back into the wild. The Hurricane Isaac response demonstrated the leadership of the USCG in organizing oiled wildlife recovery and rehabilitation jointly with LDWF and WRS, as well as with the OSROs. This is a model for responses to future natural disasters.

Validation of The United States Coast Guard Two-Site Circumference-Based Body Fat Prediction Measurement in Active Duty Males

2008 ◽  
Vol 40 (Supplement) ◽  
pp. S239
Author(s):  
Phillip M. Norrell ◽  
Benjamin J. Berman ◽  
John E. Kovaleski ◽  
Robert J. Heitman ◽  
Botros Rizk ◽  
...  
Keyword(s):  
United States ◽  
Body Fat ◽  
The United States ◽  
Active Duty ◽  
Coast Guard ◽  
United States Coast Guard

US Research into Shiphandling Simulators for Mariner Training and Licensing

1980 ◽  
Vol 33 (1) ◽  
pp. 121-130
Author(s):  
Thomas J. Hammell ◽  
John S. Gardenier
Keyword(s):  
Nuclear Reactor ◽  
The United States ◽  
Coast Guard ◽  
Simulator Training ◽  
United States Coast Guard ◽  
Entry Level ◽  
Training Systems ◽  
The Us ◽  
The Military ◽  
Simulator Technology

Shiphandling training simulators have come into use since 1967. Several such simulators, with differing technical characteristics and training goals, are now in use around the world. They are commonly used to familiarize already competent masters with new vessels, restricted water areas, or some form of standard bridge procedures. Acceptance of these simulators by highly experienced master trainees has been predominantly favourable. Ship radar simulators have been in use for a somewhat longer time. They are typically used for training entry level officers as well as experienced masters.The aviation and nuclear reactor industries, with a greater experience of simulator technology and its training value, use simulators for both training and licensing. The military (e.g. Navy) and other government agencies (e.g. National Aeronautics and Space Administration) have extensively used simulators for training and qualification. It has been suggested (Schumacker, Madsen and Nicastro, 1972; IMCO Standards of Training and Watchkeeping Convention of 1978, Resolution 17) that simulators could be used for proficiency demonstration on the part of mariners. The US Port and Tanker Safety Act of 1978 requires standards for licence qualifications by use of simulators.The United States Coast Guard and Maritime Administration have funded research into the role, technology, and effectiveness of ship-handling simulators. Depending partly on conclusions from this research, the Coast Guard will consider partial credit toward licences for successful completion of approved simulator training. The Maritime Administration may assist maritime training academies to design and procure simulator-based training systems.

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