@article {Surko:2005:0028-1425:79,
title = "Operating Speed Profles and the Ship Design Cycle",
journal = "Naval Engineers Journal",
parent_itemid = "infobike://asne/nej",
publishercode ="asne",
year = "2005",
volume = "117",
number = "3",
publication date ="2005-07-01T00:00:00",
pages = "79-85",
itemtype = "ARTICLE",
issn = "0028-1425",
eissn = "1559-3584",
url = "https://www.ingentaconnect.com/content/asne/nej/2005/00000117/00000003/art00023",
doi = "doi:10.1111/j.1559-3584.2005.tb00364.x",
author = "Surko, Steve and Osborne, Michael",
abstract = "One key, but little documented and empirically supported, input in the ship design cycle is the expected operating speed profile. This realworld constraint affects many decisions regarding hull form and power systems, from fuel tanks to main propulsion and ship's service
machinery selection and operation. These decisions, in turn, ripple through the design of a ship in ways that are often hard to discern, but clearly impact acquisition and life cycle costs. Recent studies of DDG 51 operating speed profiles demonstrate that the Navy regularly operates with
speed profiles considerably different than used to design the ship. In general, warships operate in standard engine order telegraph increments (e.g., Ahead 2/3) and at lower speeds than designed for.",
}