Time filter

Source Type

Newport News Shipbuilding , originally Newport News Shipbuilding and Drydock Company , was the largest privately owned shipyard in the United States prior to being purchased by Northrop Grumman in 2001. Formerly known as Northrop Grumman Newport News , and later Northrop Grumman Shipbuilding Newport News , the company is located in Newport News, Virginia, and often participates in projects with the Norfolk Naval Shipyard in Portsmouth, Virginia, also located adjacent to Hampton Roads. In March 2011 Newport News Shipbuilding, along with the shipbuilding sector of Northrop Grumman spun off to form a new company called Huntington Ingalls Industries.The shipyard is a major employer not only for the lower Virginia Peninsula, but also portions of Hampton Roads south of the James River and the harbor, portions of the Middle Peninsula region, and even some northeastern counties of North Carolina.As of December 2014, the shipyard was building the aircraft carriers USS Gerald R. Ford and the USS John F. Kennedy . Wikipedia.

Barron J.,Newport News Shipbuilding
American Society of Mechanical Engineers, Pressure Vessels and Piping Division (Publication) PVP | Year: 2010

A revised ASME PCC-1 has recently been published and includes several new appendices. Among these is a new Appendix M "Washer Usage Guidance and Purchase Specification for Through-Hardened Washers", which outlines a purchase specification for the manufacture of through-hardened washers for use on pressure boundary bolted flanged connections. This paper outlines the background as to why the new appendix was considered necessary. It also details the logic behind the selected materials and the operational limits placed on those materials. Copyright © 2010 by ASME. Source

Capin J.R.,Newport News Shipbuilding
72nd International Conference on Mass Properties Engineering 2013 | Year: 2013

The offshore wind turbine industry has been moving at a very high pace towards ever deeper waters and larger generators. Foundation and installation costs are a significant portion of total costs. Installation vessel designs have struggled to keep pace with the advance of turbine designs, increasing water depth, and innovative installation concepts. The increasing turbine size and water depth is driving the cost of these vessels ever higher. This is driving wind farm project costs beyond economic viability. Examining the effect of transportation and installation methods, this paper identifies the value in a strong integration between turbine design and installation methods for optimum economic viability. Source

Konkol P.J.,Concurrent Technologies Corporation | Stefanick And K.M.,Concurrent Technologies Corporation | Pike G.S.,Newport News Shipbuilding
Welding Journal (Miami, Fla) | Year: 2011

The performance of HSLA-115, a higher-strength version of HSLA-100 steel, was evaluated through a comprehensive list of task items in the MSI test plan, and it was found to be suitable for critical naval ship structural applications and can be welded using existing consumables and procedures. The test plan included weldment explosion testing, tensile properties of highly constrained undermatched weldments, weld and HAZ notch toughness and microhardness, and verification of welding procedures and preheats approved for HSLA-100 applicable to HSLA-115. The results show that the new steel has the same specified chemical composition and mechanical property requirements as HSLA-100 Comp 3 except that the yield strength range is 115-130 ksi instead of 100-120 ksi for HSLA-100. In undermatched strength welds HSLA-115 the weld metal is found to be softer than the base metal, while the highest hardness is found in the HAZ. Source

Boze W.,Newport News Shipbuilding
70th International Conference on Mass Properties 2011 | Year: 2011

In every ship design weight engineers are challenged with estimating the weight and center of gravity for stowage aides and stowage contents particularly in the pre-contract stage of ship design. Ratiocination techniques using parent hull designs contained in SAWE Weight Engineers Handbook (SAWE, 1986) will suffice at the concept phase of design, but as the design progresses a weight engineer requires higher fidelity information for storeroom location and function, types and number of stowage aids within a storeroom, as well as the number of lockers and special stowage aids scattered throughout the ship. Hull outfitting design and construction products for stowage aids are typically scheduled for issue after primary hull structure and major through services and equipment arrangements have been established. Also, the list of items to stow is not provided until very late in the design. As a result this portion of the reported ship weight and center is usually neglected by the weight engineer due to the perceived lack of information and realization that "stowage" accounts for only approximately one percent of the lightship weight and one percent of the load weight. Yet, most weight engineers are unaware of an abundance of information available mainly due to their lack of knowledge in the ship design and storeroom and stowage aid design process. This paper in meant to enlighten the marine weight engineer in a process used successfully for evolving the estimates and calculations for stowage aid and contents weight and center of gravity from the early to latter phases of ship design. Source

Ziemian C.W.,Bucknell University | Sharma M.M.,Bucknell University | Whaley D.E.,Newport News Shipbuilding
Materials and Design | Year: 2012

In this study, ASTM A529 carbon-manganese steel angle specimens were joined by flash butt welding and the effects of varying process parameter settings were investigated. The resulting weld metal and heat affected zones were examined and further processed using tensile testing, Rockwell hardness testing, ultrasonic scanning, optical microscopy, and scanning electron microscopy with energy dispersive spectroscopy. Test results showed that hardness was increased in the weld zone for all specimens, which can be attributed to the extensive deformation of the upset operation. Statistical analysis of experimental data highlighted the sensitivity of weld strength and the presence of weld zone inclusions and interfacial defects to the process factors of upset current, flashing time duration, and upset dimension. Microstructural analysis revealed various phases within the weld and heat affected zone, including acicular ferrite, Widmanstatten or side-plate ferrite, and grain boundary ferrite. Fractography of tensile specimens indicated brittle cleavage fracture within the weld zone for certain factor combinations. The significance of process factor levels on microstructure, fracture characteristics, and weld zone strength, inclusions, and embrittlement was analyzed. © 2011 Elsevier Ltd. Source

Discover hidden collaborations