Rail Straightness Metrology at the

David W. Taylor Model Basin

W. Tyler Estler

Bruce R. Borchardt

Charles J. Fronczek

Ralph C. Veale

A 11 10 3 3Tbl75

NBSIR 86-3443

U.S. DEPARTMENT OF COMMERCE

National Bureau of Standards

National Engineering Laboratory

Center for Manufacturing Engineering

Precision Engineering Division

Gaithersburg, MD 20899

October 1986

Work Performed for: QC ^artment of the Navy

100

U 5 6

86-3443

1986

id W. Taylor Naval Ship R & D Center

hesda, MD 20084
NATIONAL INSTITUTE OF STANDARDS &

TECHNOLOGY

Research Information Center

Gaithersburg, MD 20899
NBSIR 86-3443

RAIL STRAIGHTNESS METROLOGY AT THE

DAVID W. TAYLOR MODEL BASIS

W. Tyler Estler

Bruce R. Borchardt

Charles J. Fronczek

Ralph C. Veale

U.S. DEPARTMENT OF COMMERCE

National Bureau of Standards

National Engineering Laboratory

Center for Manufacturing Engineering

Precision Engineering Division

Gaithersburg, MD 20899

October 1986

Work Performed for: Department of the Navy

David W. Taylor Naval Ship R & D Center

Bethesda, MD 20084

U.S. DEPARTMENT OF COMMERCE. Malcolm Baldrige, Secretary

NATIONAL BUREAU OF STANDARDS, Ernest Ambler, Director

ABSTRACT

We present results of field measurements of the horizontal and

vertical straightness errors of three drive rails at the David

Taylor Naval Ship Research and Development Center. The three

measured rails are the main rails of Basin No. 1 (1008 feet) and

Basin No. 2 (1296 feet), and the South rail of the High-Speed

Basin (2640 feet). In addition to the straightness measurements,

we also conducted a brief series of local flatness measurements

near the scarf joints on Basins 1 and 2. These joints show a

very systematic pattern of wear.

INTRODUCTION

The David W. Taylor Naval Ship Research and Development Center

( DTNSRDC ) contains the primary U.S. Navy facilities for the

testing of model hulls as well as nautical propulsion and

steering components. These facilities include three towing

basins together with associated towing carriages. The design,

construction, and early trials in one of the basins are

described in great detail in a series of papers by Cpt. H. E.

Saunders [ 1 ] .

In this report we present the results of field measurements of

the horizontal and vertical straightness errors of the main

rails * of the two low-speed basins and of the South rail of

the high-speed basin. These measurements were made during

December 1985 through March 1986 by a team from the Precision

Engineering Division of the National Bureau of Standards

(NBS). In addition to the straightness errors we also

conducted a brief series of measurements to examine the nature

of the systematic pattern of wear which has occurred at the

45-degree scarf joints between rail sections on the low-speed

basins. These measurements are discussed in the last section

of this report.

DESIGN SPECIFICATIONS

The specifications for the shape and alignment of the towing

basin rails are given by Saunders. Following the convention

used at NBS we refer to transverse deviations in the rails

from an ideal line in space as straightness errors. In

particular, we are concerned with horizontal straightness

errors, which are errors perpendicular to a vertical plane

through the center of the basins, and vertical straightness

errors which are parallel to this vertical plane at right

angles to the horizontal errors.

In most applications, such as straightness measurements on

precision machines, the ideal line with respect to which

straightness errors are measured is a straight line in space.

At DTNSRDC the vertical alignment of the rails was accomplished using the water surface in the basins as a datum

surface while a long stretched wire served as the horizontal

reference. Thus the top surface of the rails is designed to

be level rather than flat and the ideal line is an arc of a circle with a radius equal to the radius of the Earth. It is

not clear from Saunders' descriptions whether the design

specifications for the main rail alignments apply to the

combined length of the two low-speed basins (Carriages Nos. 1

and 2) or to each basin individually. Since in practice the

shallow-and deep-water basins are used individually, each with

* The main rails serve the dual purpose of guiding the

carriages and providing bearing surfaces for the drive wheels.
its own carriage, we have treated the rail straightness

measurements as separate problems with the same alignment

tolerances. According to Saunders, these tolerances are:

(a) Horizontal Straightness. "The sides of the main

rail heads shall be parallel to each other and shall

lie parallel to a straight vertical plane through

the center of the basin, with a maximum variation of

not more that 0.005 inch in either direction

throughout their length. This maximum variation

shall not occur within any one length of 50

feet." [2].

(b) VERTICAL STRAIGHTNESS. "The tops of the finished rails

shall lie concentric with the still-water surface in the

adjacent basins, with a maximum variation of plus and minus

0.005 inch throughout their length. This maximum variation

shall not occur within any one length of 50 feet." [2].

Saunders makes no reference to the rails on the high-speed

basin, which was not in use at the time of his papers.

III. NBS STRAIGHTNESS MEASUREMENT SYSTEM

Rather than attempt to duplicate the rather elaborate alignment techniques used during the basin construction, we

employed an alignment laser and solid-state optical position

detector. A schematic diagram of the setup is shown in Fig.

(1). The reference line for the measurement of straightness

errors was the output beam of a low-power (lmW) Helium-Neon

laser fitted with a beam expanding collimator. Beam diameter

at the collimator was approximately 0.25 inches (6mm) with a beam divergence of 0.1 milliradians . The laser was mounted to

the rail to be measured with a specially-designed fixture

which included micrometer adjustments for transverse position

and beam direction (tilt). For each straightness setup the

beam was adjusted to be roughly collinear with the rail using

a small alignment target constructed for the purpose. Because

such an adjustment is never perfect, each set of straightness

data was least-squares fit to a straight line in order to

remove the linear component in both horizontal and vertical

directions

At each measured position on the rail, the position of the

centroid of the laser beam was measured with a commercial 2-

axis lateral effect photodiode position detector and associated electronics. When placed normal to a collimated beam of

light, changes in the two outputs of this device correspond to

changes in the position of the centroid of the incident beam

along two perpendicular axes in the plane of the detector.

The ultimate resolution of this device is approximately 10

microinches (0.25 micrometers) which is much higher than

-2

-
necessary for the rail straightness measurements. At DTNSRDC

we used a less sensitive scale which yielded an effective

position resolution of 0.0001 inches (2.5 micrometers).

For large (>0.05 inches) beam excursions away from the center

of the detector the outputs become non-linear. For this

reason the detector was calibrated at NBS using a precision

coordinate measuring machine. This procedure yielded an error

map of the detector which was subsequently used to correct the

straightness data in the analysis software. During the

calibration the angular position of the detector around its

roll axis was also adjusted so as to align the two measurement

axes with the mounting fixture and eliminate axis crosstalk.

The position detector was mounted on the rails using a kinematically-designed fixture. The fixture contacted the top

rail surface at three points consisting of a triangular

pattern of 1/4-inch diameter tungsten carbide ball bearings

epoxied into conical seats. An additional two ball bearings

on one side of the fixture provided lateral contact with the

South side of the rail approximately 0.25 inches (6mm) below

the top surface in an area free of wear. Tests with this

fixture demonstrated that it could be repeatedly positioned on

the rail to within 0.0002 inches in both axes. It should be

noted that because of the design of this fixture all horizontal straightness errors refer to the location of points on

the South side of the basin rails.

The straightness measuring instrumentation was integrated with

a small computer system to provide automated data collection

and storage. All components except the laser and the detector

head were mounted on a cart which was rolled along beside the

rail as the measured points were sampled.

Because of laser beam divergence, atmospheric refraction, and

air turbulence it is not possible with this technique to

measure a single line along a rail 1000 feet (300 meters) or

more in length. Turbulence noise is particularly troublesome

for large path lengths and since it is essentially random it

can only be reduced by repeated sampling and data averaging.

After a period of experimentation along the main rail of the

Carriage No. 2 basin we judged that a maximum line length of

96 feet (29m) provided an acceptable compromise between

turbulence noise and sampling rate.

The three basin rails were thus measured in sections 96 feet

in length. Each section was measured at 8 foot intervals,

with each point sampled twice. After a particular section was

measured, the laser source was moved 48 feet in the direction

of travel, re-mounted on the rail, and a new 96 foot section

measured. In this way we stepped our way along the entire

measured length of each rail, working always from East to

West. Because of the overlap of sequential measured rail

sections, adjoining laser lines shared a common section of

-3 -
straightness data 48 feet in length. These sets of common

data were used in mathematical algorithm to tie sequentially

measured lines together. In this way we synthesized a laser

line with length equal to the entire measured rail. Of course

there is the possibility of an accumulation of error in this

process; we shall return to this point in the next Section.

The mathematical joining of measured line segments is illustrated by Figs. (2-4). Figure (2) shows the measured horizontal straightness along a 96-foot section of the main rail of

the Carriage No. 1 basin, beginning at the 96-foot mark.* The

solid line connects points sampled with the detector stepped

away from the laser and the dashed line connects points

sampled on the return. The lack of exact bi-directional

repeatability is due to air turbulence and this data is fairly

representative of the noise on the horizontal data along the

main rails in the two low-speed basins. Figure (3) shows that

next section, measured after the laser was moved to the 48-

foot mark. A comparison with Figure (2) reveals the distinctive feature near the 32-foot position which is common to the

two sets of data. The analysis then proceeds by first

averaging the data for both lines. Then, the differences

between the seven data points in the overlap region of each

line were fit to a straight line using a 2-parameter leastsquares routine and the straight line subtracted from the data

of the line being joined - in this case, the line starting at

48 feet. The composite line is then adjusted so that the end

points lie at zero. The results of this process are shown in

Fig. (4) where the common region of the two lines is clearly

seen. The joining procedure is completed by averaging the

straightness data in the region of overlap. As each new

section of rail is measured it is then added to the composite

line, extending the latter by 48 feet.

IV. HORIZONTAL STRAIGHTNESS RESULTS

In this Section we present the results of our measurements of

the horizontal straightness errors on the three measured basin

rails. Horizontal misalignment is probably the most important

error because of the way in which the carriages are guided

during towing experiments. We chose to report the results in

144-foot pieces, as well as the complete shape of the measured

rail. This enables the staff of DTNSRDC to see in sufficient

detail the local shape of rails and the nature of the fit of

adjacent 96-foot sections indicates the quality of the data.

In all cases a positive error denotes rail displacement

towards the respective basin-i.e towards the NORTH.

IV. 1. HORIZONTAL STRAIGHTNESS - CARRIAGE No. 2 BASIN

The main rail of the Carriage No. 2 basin was measured over

1296 feet of its length, from the 2280 foot mark to the 984

* Position marks in this report refer to numbered light

markers on the walls adjacent to the basins.

-4 -
foot mark. The results are shown in Figs. (5-17). Because

the two sets of guide wheels on Carriage No. 2 are about 60

feet apart, the primary concern is with sizable deviations

from straightness which occur over distances of 60 feet or

less. There are several such regions along the Carriage No. 2

main rail - for example, near 2232 feet, 2040 feet, 1944 feet,

and 1576 feet. In general our measured errors far exceed the

design tolerance stated by Saunders (see Sec. II), although

there are a few sections (e.g. 1416-1262 feet) which are

remarkably straight.

The overall shape of the Carriage No. 2 main rail, obtained

after mathematically joining the 26 measured sections, is

shown in Fig. (18). The most obvious feature is the systematic bow or curvature toward the basin of more than 0.3 inches.

IV. 2. HORIZONTAL STRAIGHTNESS - CARRIAGE No.l BASIN

The main rail of the Carriage No. 1 basin was measured over

1008 feet of its length, from the 720 foot mark to the -288

foot mark. The results are shown, in 144-foot pieces, in

Figs. (19-28). A particulary large horizontal alignment error

is evident near 624 feet. The overall shape is shown in Fig.

(29) and displays a systematic curvature away from the basin

of approximately 0.2 inches.

IV. 3. HORIZONTAL STRAIGHTNESS - HIGH-SPEED BASIN, SOUTH RAIL

The South rail of the high-speed basin was measured over 2640

feet (0.5 miles) of its length, from the 2676 foot mark to the

36 foot mark. The results, in 144-foot pieces, are shown in

Figs. ( 30-58 ). This rail is locally much straighter than

those in the low-speed basins and most of the data is presented with a finer vertical scale. A few sections with relatively large local straightness errors may be identified, among

them those near 1172, 484, and 260 feet.

The overall shape of the rail is shown in Fig. (59) and

displays an interesting, nearly sinusoidal, systematic

straightness error with an amplitude of approximately 0.25

inches . It should be noted that no measurements of the

straightness errors of the North rail of the high-speed basin

were made by NBS

.

IV. 4. THEODOLITE MEASUREMENTS

As a guard against the accumulation of unknown systematic

errors and to test the line synthesis algorithm, several

sections of the low-speed basins were checked for alignment by

a different technique. The alignment laser was replaced with

a high-precision digital theodolite and the photodiode

detector was replaced with an illuminated target using the

same kinematic fixture. The theodolite, commonly used in

surveying and mapping work, is basically a high-quality
telescope mounted on two orthogonal axes which are fitted with

accurate high-resolution angle encoders. The purpose of the

device is the determination of angular separation between

points in the horizontal (azimuth) and vertical (altitude)

directions. The instrument used for these measurements has an

angular resolution of 0.1 arc-seconds (0.5 microradians).

The setup for theodolite validation is shown schematically in

Fig. (60), which is meant to be a view from above. The

horizontal angle is zeroed with the target at the end of the

measured section. As the target is moved to another location

any lateral deviation X in its position can be calculated from

the measured angle A, according to

X = DtanA (1)

where D is the theodolite - target separation.

Figure (61) shows a 288-foot section of horizontal straightness data from the main rail of the Carriage No. 2 basin,

between the 2280 and 1992 foot marks. The solid line is laser

data derived by joining five consecutive 96-foot sections.

The discrete points are theodolite measurements taken on this

section, with the theodolite station located at the 2290 foot

mark (to the left of the origin). The error bars represent a

1 arc-second one-sigma angular pointing uncertainty, derived

from the measurement data. [ Note: the theodolite errors are

averages of 10 observations per point by a single observer.

When using multiple observers, errors are somewhat larger due

to target bias.] There is a reasonable agreement between the

two straightness measurements and no obvious sign of hidden

systematic errors in the laser metrology.

Figure (62) compares the overall shape of the Carriage No. 2

main rail, as measured with the laser system, with two points

taken by theodolite. Each theodolite data point is averaged

over four observers taking eight repetitive sights and the

error bars reflect a one sigma error of about 1.5 arc-seconds.

The systematic 0.3 inch bow of this rail appears to be a real

feature

V. VERTICAL STRAIGHTNESS RESULTS

High-accuracy measurement of vertical straightness errors

using an alignment laser is generally more difficult than

horizontal measurement due to refractive index gradients along

the beam path. In addition to the systematic errors caused by

such gradients, convective circulation of the air within the

towing basin building caused the turbulence noise in the

vertical direction to be nearly twice as large as in the

horizontal direction. For these reasons, the accuracy of our

results in these measurements is somewhat degraded. On the

other hand, however, all measured rails are noticeably freer

-6 -
of large local straightness errors in the vertical direction

than in the horizontal.

CORRECTION FOR EARTH'S CURVATURE

All vertical straightness data was corrected for the curvature

of the Earth. As the detector moves away from the laser along

an ideal (level) rail surface, the curvature of the rail

causes the detector to fall below the nominally horizontal

laser line by an amount proportional to the square of the

detector position along the rail. This curvature is small but

significant, amounting to about 0.003 inches in 100 feet of

travel. In order to measure the vertical rail deviations from

the ideal circular arc, the curvature error was computed at

each position and added to the measured error.

CORRECTION FOR REFRACTIVE INDEX GRADIENTS

Air near the surface of the Earth generally has a vertical

density variation caused by pressure and temperature

gradients. This causes a light beam to be bent (refracted)

towards regions of greater density and is responsible for the

existence of mirages. Since the refractive index of air is a well-known function of density (determined primarily by

temperature and pressure) [3,4] the effect of density

gradients on alignment metrology can be corrected to the

extent that temperature and pressure gradients can be measured

along the optical path. Such corrections are routinely

applied in surveying and mapping work and in the precision

metrology of large structures [5].

The pressure gradient near the Earth's surface is

approximately 0.03 mm Hg/foot and maybe taken to be sensibly

constant. The effect of this gradient is to cause a horizontal light beam to be refracted downward by an amount

proportional to the square of the horizontal displacement.

The deviation from horizontal is 0.0006 inches in 100 feet of

travel. A vertical temperature gradient presents a bigger

problem since it must be measured, may not be constant, and

can produce large errors. For example, a vertical temperature

gradient of 0.1 deg C/foot will cause an error of nearly 0.006

inches in 100 feet of travel. The direction of the error

depends upon the sign of the temperature gradient - typically

in an indoor environment the temperature increases with height

which results in downward refraction. Like the errors due to

Earth's curvature and atmospheric pressure gradient, this

error is quadratic in distance. Table I summarizes the

vertical straightness systematic errors.

Using a pair of precision calibrated thermistors, the vertical

temperature gradient was measured on several occasions during

the field measurements and was found to vary somewhat

erratically between 0.2 and 0.4 deg C/foot, with the

temperature increasing with vertical position. Because of
this large variation we made no attempt to determine the

overall vertical curvature of the measured rails and present

only the local data, in 144-foot pieces.

V

.

3 . VERTICAL STRAIGHTNESS RESULTS

The vertical straightness errors of the Carriage No. 1 basin

are shown in Figs. (63-71). The results for the Carriage No.

2

basin and the high-speed basin are shown in Figs. (72-83) and

Figs. (84-110), respectively. Because of the increased

turbulence noise, the fits of the adjacent measured lines are

not as good as for the horizontal measurements.

VI. WEAR OF RAIL JOINTS

The main rails of basins No.l and No. 2 are joined by 45-degree

scarf joints. In the course of many years of heavy use, these

joints have developed a systematic pattern of wear which

causes objectionable noise when the joints are traversed by

the steel drive wheels of the carriages. During our field

work, we undertook an examination of this wear. The local

deviation from flatness was measured at each joint using a dial indicator mounted on a flat steel parallel.

Figures (111) and (112) show the average results of these

measurements for the scarf joints in the Carriage No.l and

Carriage No. 2 basins respectively. The numbers are local

deviations in thousandths of an inch and should be interpreted

as typical data illustrating the general pattern of wear. The

locations of the measured points can be estimated by noting

that the width of the rail head is 3.5 inches.

VII. REFERENCES

1. Saunders, H. E., "The David W. Taylor Model Basin, Parts

1, 2, and 3", SNAME Transactions Vols. 46, 48, and 49

(1938, 1940, and 1941 ) .

2. Ibid., Part 2, p. 176.

3. Edlen, B., "The Refractive Index of Air"

71 (1966).

, Metrologia 2_,

4. Jones, F. , "The Refractivity of Air", J.

(1981) . Res. NBS 8j>, 27

5. Puttick, M. J., "Large-Scale Metrology"

CIRP 21_, 351 (1978 ) .

, Annals of the

-8 -
Vertical Straightness Measuremen

Systematic Errors

Error Source Error at 100 ft. (mils)

Earth's Curvature 2.8

Pressure Gradient 0.6

Temperature Gradient 55*(dT/dZ)

where dT/dZ = T-gradient in deg C/ft.

NOTE: All errors are quadratic in distance

Table I NBS

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Figure 22

NES
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se : CRRRIHGE #1 BRSIN

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STARTING POSITION = 336 FEET

LENGTH = 144 FEET

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2276 2260 2195 2180 2164 2148

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STARTING POSITION = 2292 FEET

LENGTH = 144 FEET

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HORIZONTRL STRAIGHTNESS

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STRRTING POSITION = 1308 FEET

LENGTH = 144 FEET

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Figure 38 NBS

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LENGTH = 144 FEET

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Figure 39 NES
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£fcl HORIZONTRL ST R RIGHT NE S

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0#

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1 STRRTING POSITION = 142S FEET

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Figure 46
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(mile)

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HORIZONTRL STRAIGHTNESS

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STARTING POSITION = 1140 FEET

LENGTH = 144 FEET

NBS

HORIZONTRL STRAIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

STARTING POSITION = 10J2 FEET

LENGTH = 144 FEET Figure 47

NBS
25 r

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HORIZONTAL STRAIGHTNESS

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length = 144 eeet Figure 48

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: HORIZONTAL STRAIGHTNESS

20 1 HIGH-SPEED BASIN — SOUTH RAIL

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25 r

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64 548 532 5 IB POSITION (-feet)

STARTING POSITION = 66Q FEET

LENGTH = 144 FEET

Figure 52 NES

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Figure 54 NBS
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Figure 57 NES
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STRRTING POSITION

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= 824 FEET

i G Uire 63 NBS
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(mile)

100

80 -

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MAIN RAIL VERTICAL STRAIGHTNESS

CARRIAGE #1 BASIN

POSITION (feet)

STARTING POSITION = 57£ FEET

LENGTH = 144 FEET

NBS

100 r

80 t-

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MAIN RAIL VERTICAL STRAIGHTNESS

CARRIAGE #1 BASIN

0 —

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-40

-80 STRRTING POSITION

LENGTH = 144 FEET

= 528 FEET

Figure 64

NBS -100
ERROR

(mils)

ERROR

(mils)

3 08 r MR IN RRIL VERTICAL STRAIGHTNESS

80 h CflRRIRGE #1 BASIN

60 -

40 -

20

0

-20 -

-40 -

-60 -

-00

-]00 L

464 440

4—

1 '

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3 3 E POSITION (-feet)

L STRRTING POSITION = 480 FEET

LENGTH = 144 FEET

NES

3 0© r

80 -

60

40

20

0 f

-20

-40

-60

-80

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MRIN RRIL VERTICAL STRAIGHTNESS

CRRRIAGE #1 BASIN

—4 H 1 1 11 1 h

4 3 6 —k— 3 B 4 368

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1

1 -7*

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:-^TOST T 1 0 N (-Feet)

STRRTING POSITION

LENGTH = 144 FEET

= 432 FEET

Figure 65 NES
ERROR

(mils)

1 00

80

80

40

-40

-60

-80

-]00

MR IN RRIL VERTICRL STRRI GHTNESS

CRRRIRGE #1 BRSIN

288 272 258 240

POSITION (-Feet)

: STARTING POSITION = 384 FEET

LENGTH = 144 FEET

NBS

100 r

80 1

80 \-

40

-40

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-80

-100

MRIN RRIL VERTICRL STRAIGHT NES

CRRRIRGE #1 BRSIN

POSITION (-feet.)

STARTING POSITION

LENGTH = 144 FEET

= 338 FEET

Figure 66

NBS
ERROR

(mi

Is)

ERROR

(mi

Is)
ERROR

(mils)

100 r

30 - MAIN RAIL VERTICAL STRAIGHTNESS

CARRIAGE #1 BASIN

£0 -

40 -

20 \-

0

-20

373 160 144 123 112 SE 30 34 45

POSITION C-Feet)

-40 -

-G0 -

-30

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STARTING POSITION = 192 FEET

LENGTH = 144 FEET

NBS

3 00

80

MAIN RAIL VERTICAL STRAIGHTNESS

CRRRIAGE #1 BASIN

£0 -

w

£

CLO

CL

CLU

40

20

0

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480 64 4B 32

POSITION

4

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(feet)

-40 :

—b 0 -

-00 -

-300 L

STARTING POSITION

LENGTH = 144 FEET

144 FEET

Figure 68

NBS

ERROR
ERROR

(mils)

1 00

80

80

40

20

0

-20

-40

-80

-90

-]00

100

80

MR IN RAIL VERTICRL STRAIGHTNESS

CRRRIRGE #1 BASIN

80

40

« 20

C

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CLI

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Ld -40

-100 -175 —240 -256

POSITION (-feet)

-2 B B

-pg

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STRRTING POSITION

LENGTH = 144 FEET

= -144 FEET

Figure /

1

NES
ERROR

(mils)

ERROR

(mils)
ERROR

(mils)

: MRIN RRIL VERTICRL STRRI GHTNESS

80 : CRRRIRGE #2 BRSIN

£0 1

40 -

-40 -

-G0 -

-80 -

-]00 L

STARTING POSITION =2184 FEET

LENGTH = 144 FEET

NES
ERROR

(mi

100 r

30 -

£0 -

40 -

20 -

0 -

-20 -

-40 -

-G 0

-80

-]00

MRIN RAIL VERTICAL STRAIGHTNESS

CRRRIRGE #2 ERSIN

I "t1 1 1 1 1 1

1 —H 1 1

1 1 1 1 2072 2-CUQ » agp.1^, 2^0

^

3 1 a a 2 Position (-feet.)

STARTING POSITION = £033 FEET

LENGTH = 144 FEET

NES

3 00 r

80 l

£0

40

* 20

i

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£ -?0

Li. ^ ~ Ld -40

-60

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MAIN RAIL VERTICAL STRAIGHTNESS

CRRRIRGE #2 ERSIN

0 —j. H 1 • •- H 1 1 (- 2024^*^0.08 1902 137E 1360 1 94

4 ^ 1958 ^(91^*1895

H

P OS I tT5n (-feet)

STARTING POSITION = £040 FEET

LENGTH = 144 FEET

Figure 74 NES -3 00
ERROR

(mils)

100 r

80

60

40

20 l

0

-20

-40

-G0

-80

-100

MAIN RAIL VERTICAL STRAIGHTNESS

CARRIAGE #2 BASIN

—

4

1 1 1

1 1 1 1 1044 ] 028 1012 1B35 1880 1884 L84S

POSITION (feet)

STARTING POSITION = 1392 FEET

LENGTH = 144 FEET

NBS

100 r

80

60 t40

-40

-80

-00

-100

MAIN RAIL VERTICAL STRAIGHTNESS

CARRIAGE #2 BASIN

1028 1012 L 808 1880 1884 1 B -4 B 1882 1818 1800

POSITION (feet)

STARTING POSITION

LENGTH = 144 FEET

= 1344 FEET

Figure 75

NBS
ERROR

(mils)

ERROR

3 00 r MAIN RAIL VERTICAL STRAIGHTNESS

80 I- CARRIAGE #2 BASIN

£0

40

-20

-40

-60

-90

-100

1080 IB 00 1784^>--4?E.S_^^l75d

POSITION (feet)

STARTING POSITION = 1896 FEET

LENGTH = 144 FEET

NBS

3 00 r

80 \-

£0

40

20

0

-20

-40

-60

-80

-3 00 L

MAIN RAIL VERTICAL STRAIGHTNESS

CARRIAGE #2 BASIN

H 1 1

1

1 1 1

1

1 1 1 (- -I H ^-3-8*95—< ISLE 1800 3784 1768 1 P 5 2 1738 1 7£E!_-'l 704 \ /' ~*r

* I fTttrrt 4 eet)

L STARTING POSITION = 1S4& FEET

LENGTH = 144 FEET

Figure 76

NBS
ERROR

(mile)

3 00 r

80 ;

60 -

40

20 -

MflIN RRIL VERTICAL STRAIGHTNESS

CARRIAGE #2 BASIN

0 ——h—

4^— 1784 LT^eT^T^S lT^-^1720

\

H—V-+- -^7#^ 1-7-

17 04 lteS 1658

-20 POSITION (-Feet)

:

-40 I-

-G0 j-

-00 F-

-100

STARTING POSITION = 1800 FEET

LENGTH = 144 FEET

NBS

3 00 r

80

80

40 -

MR IN RRIL VERTICRL STRRI GHTNESS

CARRIAGE #2 BASIN

-40 -

-G0 -

-80 -

-3 00 L

1

1—

* 1 E 5 B 1640 1624 1601! POSITION (-Feet) •

STARTING POSITION = 1752 FEET

LENGTH = 144 FEET

Figure 77 NBS
ERROR

(mils)

ERROR

(mils)

1 00 r

80 -

GQ -

40 -

20 -

0

-20 -

-40 -

-60 -

-80

-]0C L

MRIN RRIL VERTICRL STRRI GHTNESS

CPRR IRGE #2 BRSIN

1672 L 656 ]640 1624 1600 1592 1576 1560

POSITION (-Feet)

L STARTING POSITION = 1704 PEET

LENGTH = 144 PEET

NBS

106 r

80

60

40

20

0 *

-20

-40

-00

MRIN RRIL VERTICRL STRRI GHTNES:

CRRRIRGE #2 BRSIN

POSITION (-Feet)

STARTING POSITION

LENGTH = 144 PEET

= 1656 PEET

Figure 78

NBS -100
ERROR

(mils)

ERROR

(mils)

: MR IN RRIL VERTICRL STRRI GHTNESS

so : CRRRIRGE #2 BRSIN

60

40 -

20

0

-20 —i —1 * 1532 1576*-*—tSfrO »

H 1 H H 1 h

4A3E „

L 4 E 4

POSITION (feet)

-40 -

-90 -

-80 -

•100 L

STARTING POSITION = 1606 FEET

LENGTH = 144 FEET

NES

100 r

80 - MR IN RRIL VERTICRL STRRI GHTNESS

CRRRIRGE #2 BRSIN

60

40

20

0

-20

1544 1528 15T2

r— 1 1 —±^ T —

1

jfc 4--

1 4 E 4 1448 " 1432

POSITION (-Feet)

14 18

-40 -

-90 -

-00 -

-100 ^

STARTING POSITION = 1560 FEET

LENGTH = 144 FEET

Figure 79

NES
ERROR

(mils)

ERROR

MR IN RRIL VERTICAL STRAIGHTNESS

so : CRRRIRGE #2 BASIN

£0 -

40

20

0

-40

-G0 ;

-90 j

-]00 L

STRRTING POSITION = 1464 FEET

LENGTH = 144 FEET

NBS
ERROR

(mils)

ERROR

1 00 r

80 - MAIN RAIL VERTICAL STRAIGHTNESSCRRRIRGE #2 BASIN

£0 -

40 -

« 20 -

-40

;

-60 -

—00 -

-100 L

STARTING POSITION = 13££ FEET

LENGTH = 144 FEET

NES

100 r

80 - CARRIAGE #2 BRSIN

£0

40

-40

-60

-B0

-100

MAIN RAIL VERTICAL STRAI GHTNES

1 2 2 2

P OS I T 1

0

N (-feet)

STRRTING POSITION = 1320 FEET

LENGTH = 144 FEET

Figure 81 NES
ERRO

3 00 r

80 -

60 -

40 -

« 2Q

q:O

g

-20

u

-40 -

-G0

-80

-3 00

MAIN RAIL VERTICAL STRAIGHTNESS

CARRIAGE #2 BRSIN

1256 122

1 Hr * h 1 1

1

1—nr

192 1 1 ? G U.6Q .. 1144 rXll 2

S

POSITION (feet)

STRRTING POSITION = 1272 FEET

LENGTH = 144 FEET

NB$

3 00 r

80

60 -

40

-20

-40

-60

-B0

-3 00

MAIN RAIL VERTICAL STRAIGHT N E

S

CARRIAGE #2 BRSIN

L STRRTING POSITION = 1224 FEET

LENGTH = 144 FEET

Figure 82 NBS
ERROR

3 00 r

80

MAIN RRIL VERTICAL STRAIGHTNESS

CARRIAGE #2 BASIN

£0

40 -

« 20

i

2 —* * q:o

Ct -20

Qi t- u

Ld -40

1112 1098 1080 3084

*t >—-4=— 1 1 1 1 <-

1 1 0O0 9 B 4 POSITION (-Feet)

-GO

-80

-]00

STRRTING POSITION

LENGTH = 144 FEET

= 1128 FEET

Figure 83 NES
ERROR

(mils)

ERRO

3 00 r

30

bU

40

«• 20

i

q: -20

-40

-60

-B0

-]00

VERTICFIL STRRIGHTNESS

HIGH-SPEED BPS IN — SOUTH RAIL

0 =r_t__,-.-- 4=. H 1 t- i/ ~d < a n *- ti c- -i 2660 2644 262^*^2^32 253 G^_2£&£L_^ 2554/ 2546~* 25 ; POSITION (feet)

STRRTING POSITION = 2676 FEET

LENGTH = 144 FEET

NES

3 00 r

80 V

60

40

20

0

-20

-40

-60

-60

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

-—i

1 1

1

1 1 1

1

1

1 1- r

"+--2E1Z 2596 2580 2564 2540 2533 25O&/2500 *A 2484

/ JgjQSf T 1

N (feet)

STRRTING POSITION

LENGTH = 144 FEET

= 2628 FEET

Figure 84

• NBS -3 00
ERROR

(mils)

ERROR

(mils)
ERROR

(mils)

ERROR

(mils)

100 r

80 i-

£0 h

40

20

+

-20

-40

-90

-00

-100

VERTICAL STRAIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

H 1 1 1

1 1 1

1

1 I ^ 24GS 2452 243B 2420 2404 23BB 2372 2350 2340

POSITION (-feet)

STRRTING POSITION = 2484 FEET

LENGTH = 144 FEET

NBS

3 00 r

80 \-

£0

40

20

0

-20

-40

-90

-00

-100

VERTICAL STRAIGHTNESS

HIGH-SPEED BASIN — SOUTH PAIL

H 1 I 1 1 1 H H 1 I H 1 *- ! —T*

2350 2340 2324 230*—*' 223i

J

POSITION (/feet

)

w-g4£0 t 2404 2385 2372

STRRTING POSITION

LENGTH = 144 FEET

= 243£ FEET

Figure 86

NBS
3 00 r

80 f

80 -

40

* 20

i~ 0

clo

CL —?pt

Qi ‘- u U

-40

-G0

-90

-]00

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

£278 2260 2244

POSITION (-Feet)

STRRTING POSITION =2328 FEET

LENGTH = 144 FEET

NES

3 00 r

80 - VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

60 -

-40 -

2 3 £8 2292 2276 2260 2 2-4-4 2228 2212 2196

r POSITION (-Feet.)

-80

-90

-3 00

STRRTING POSITION = 2340 FEET

LENGTH = 144 FEET

Figure 87 NEi
3 00 -

80 -

80 -

40 -

w o 0 -

~ 0

CLO

g

-20

u

-40 -

-G0 -

-80

-3 00 L

VERTICnL STRRIGHTNESS

HIGH-SPEED BRSIN — SOUTH RAIL

A

xH 1 1

1

1 1 h H 1 1- H 1 (-

I -* 2276 2260 2244 2228 2212 2135 2180 2164 2148

POSITION (-feet)

1 STRRTING POSITION = 2292 FEET

LENGTH = 144 FEET

NBS

3 00 r

80

60

40

« 20

i

w 0

CL|

-20

LJ -40

—b0

-00

-3 00 L

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

-t h- »- 2186 2380 2164 2143 2132/2116 2100

POSITION (feet)

STRRTING POSITION = 2244 FEET

LENGTH = 144 FEET

Figure 88

NBS
ERROR

(mils)

ERROR

1 ©0 r

80 |-

60

40 \-

« 20

-20

-40

-60

-80

-100

VERTICAL STRAIGHTNESS

HIGH-SPEED BPS IN — SOUTH RAIL

0 • *. —t 1- H 1 H H 1 pr

2150 2 L 54 2 145 2 132 2 1 15 2 100 205^/ 2055 2052

pestrim (-Feet)

>

STORTING POSITION = 2136 FEET

LENGTH = 144 FEET

NES

100 r

80 P

60

40

20

VERTICAL STRAIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

0 H 1 _ | H 1 H “-4 4 ——4 ~

-20

-40

-60

-50

2 1 32 2 l 1 6“’*—c! 20^5 2^5 2 2035 2020 2004

POSITION (feet)

STORTING POSITION

LENGTH = 144 FEET

=2146 FEET

Figure 89

NES -100
ERROR

(mils)

1 00 r

8 © - VERTICAL STRAIGHTNESS

HIGH-SPEED BPSIN — SOUTH RRIL

80 -

40 -

-20

2084 s s i s ? 2

POSITION (-Feet)

1856

-40 -

-60 -

_00 L STRRTING POSITION =2100 PEET

LENGTH = 144 PEET

-100 ^ NBS

100 r

80 - VERTICAL STRAIGHTNESS

HIGH-SPEED BRSIN — SOUTH RAIL

80

40 -

£

20

0

q:o

8

-20

u

-40

=£—* * h y 885 1372 f?40 135E ' >^4~ 1840^ >924 1808

POSITION lie et)

-60

-00 STRRTING POSITION

LENGTH = 144 PEET

= 2052 PEET

Figure 90

NBS -100
ERROR

(mils)

1 00 r

80

80

40

20

0

-20

-40

-SC -

—90 -

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

H 1 h H 1 1- H 1 1- H 1 H H^40 1924 1903 1392 1373 1BE0 1344 1 3 l POSI T 1 ON"’ (feet)

STfiRTING POSITION

LENGTH = 144 FEET

= 1958 FEET

Figure 91

NBS -100
ERROR

(mils)

100 r

8 © - VERTICRL STRRI GHTNESS

HIGH-SPEED BPS IN — SOUTH RAIL

-40 -

-G0 -

-00

;

-100 ^

STRRTING POSITION = 1903 FEET

LENGTH = 144 FEET

NES

100 r

80 -

30 -

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

40 -

£

q:o

a

a:u

POSITION CTeet)

-40 -

-G0 -

-BO STRRTING POSITION = 1330 FEET

LENGTH = 144 FEET

NES -100 Figure 92
J 00

80 |-

60 F40

20 -

i

0

QiO

£

-20 h

u

-40 I-

-G0 -

-80

- 3 G0 L

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

5 1——i- —i 1

1 * 1796 1780 L 784 ]743 168!

POSITION (-Feet)

1 STARTING POSITION = 1812 FEET

LENGTH = 144 FEET

NES

100 r

80

80 \-

40

rs® 20

i

w 0

CLO

£

-20

Ld -40

-00

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VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

H F H 1 1

1 1 t- "1-7*42 . 1732 17 16 ] 700 1684

1 « 1 h

1 E*E a 165 2 1 620

^OSTTION (-feet)

STARTING POSITION

LENGTH = 144 FEET

= 1764 FEET

Figure 93

NBS
ERROR

(mils)

ERROR

(mils)

100 r

80 - VERTICRL STRRIGHTNESS

HIGH-SPEED BRSIN — SOUTH RAIL

-60 -

_0 0 1 STARTING POSITION = 1718 FEET

LENGTH = 144 FEET

-100 L NES

3 00 r

80 r

£0

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

40

20

0

-20

* 1 1852 1838 1620 1604 lsaa^^TaTa TSSe i 54

' 0

_-*" 1524

POSITION (-feet)

-40

-6G

-80 STARTING POSITION = 1668 FEET

LENGTH = 144 FEET

-100 Figure 94

NES
ERROR

i 00

88 - VERTICnL BTRRIGHTNESSHIGH-SPEED BASIN — SOUTH RAIL

60 -

40 -

20 -

0 --

q:o

Q

i

QL

Ld -20

-40

-4-— —

-* H 1 h 1604 1588 1572 ]556 1540 1524 1508 1482 L475

POSITION (-Feet)

-60

-80

-]00

STARTING POSITION = 1620 FEET

LENGTH = 144 FEET

NES

100 r

80

60

VERTICRL BTRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

40

« 20

i

0

-20

«

I —

4

- J -z » 1556 1540 1524 150E 1432 P*P

H 1 > f =*=—

1444 1428

POSITION (-Feet)

-40

-60

-00

-100 L

STARTING POSITION = 1572 FEET

LENGTH = 144 FEET

Figure 95 NES
ERROR

(mi

Is)

ERROR

(mils)
ERROR

(mils)

ERROR

(mils)

10©

80 -

60 -

40 -

20 -

-20 -

—40 -

-G0 -

-B0 -

-100 L

VERTICRL STRRIGHTNESS

HIGH-SPEED BPS IN — SOUTH RAIL

i =* 1412 L 336 1330 3334 1343^' 1332 1313 1300 1234

POSITION (feet)

STARTING POSITION = 1428 FEET

LENGTH = 144 FEET

NBS

1 00 r

80 l

£0

40 |-

20

-20

-40

-90

-80

-3 00

0 1.

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

H (

1 1 V- H 1 h H 1- 1334 ">3*13 1332 3 3 33 1300 12B4 1233

^^sfllON e-feet.)

STARTING POSITION

LENGTH = 144 FEET

= 1380 FEET

Figure 97

NBS
ERROR

(mils)

ERROR

(mils)

100 r

80 \-

£0

40

20

0 f

-20

-40

—b 0

-80

-100

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RRIL

H -1- * 4- i h 1 > 12ES 1252 1 23E 1220^1204 ^m.B 1 172 1 156yll40

POStTWrTTeet )

STRRTIMG POSITION

LENGTH = 144 FEET

= 1284 FEET

Figure 98

NE'
ERROR

(mils)

ERROR

(mils)
ERROR

(mils)

ERROR

(mils)

100 r

80

80

40

-40

-G0

—B0

100

VERTICAL STRAIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

1124 1108 ’6 10E0 1044 1028 1012 99E

POSITION (-Feet)

L STARTING POSITION = 1140 FEET

LENGTH = 144 FEET

NBS

3 00 r

80 -

80

40

-40

-G0

-80

-]00 L

VERTICAL STRAIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

107E 1060 1044 3028 1012 986 980 964 94B

POSITION (feet)

STARTING POSITION = 1092 FEET

LENGTH = 144 FEET

Figure 100

NBS
ERROR

(mils)

ERROR

(mils)

100 r

80

£0 -

40 -

20 -

0 t

-20

-40

-S3

-00

VERTICRL STRAIGHTNESS

HIGH-SPEED BRSIN — SOUTH RAIL

l_— t

—k

" H 1- 98^^ 3G4 948 932 9 1 B 900 884 SB8 B52

POSITION (feet)

STfiRTING POSITION = 99 £ FEET

LENGTH = 144 FEET

Figure 1 01

NBS -100
ERROR

(mils)

100

80

80

40

20

0

"20

-40

-G0

-80

-100

VERTICAL STRAIGHTNESS

HIGH-SPEED BPS IN — SOUTH RAIL

932 9 1G S3G S20 .j/B 04

POSITION X Tee t

)

STRRTING POSITION = 948 FEET

LENGTH = 144 FEET

NBS
1 00 r

80 l

60

40

20

0

q:o

qlU

-40

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-80

VERTICAL STRAIGHTNESS

HIGH-SPEED BRSIN -- SOUTH RRIL

788 EEC

POSITION (-Feet)

STORTING POSITION = 804 FEET

LENGTH = 144 FEET

-100 Figure 103 NES
ERROR

(mils)

ERROR

(mils)

3 00 r

80 P

60

40

20

0

-20

-40

-60

-80

-100

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

H H H 1—:—t- 644 628 —

564

POSITION (-feet)

STARTING POSITION = 70S FEET

LENGTH = 144 FEET

Figure 104 NES
ERROR

(mils)

ERRO

10© r

8 ©

6© -

40

^ 20

i

-20

-40

-60

-80

-1GE

VERTICAL STRAIGHT N E S

S

HIGH-SPEED BPS IN — SOUTH RAIL

004 548 532 51E

POSITION (-feet)

1 STARTING POSITION = GG0 FEET

LENGTH = 144 EEET

NBS

10© r

80 tG0

40

20

0

-20

-40

-80

-100

VERTICAL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

t ~4- =H H—'t' t—f H h

588 580 5E4 54! 5 16

A 1—=4=

" 500 484 4 E B POSITION (-Feet)

STARTING POSITION = G12 FEET

LENGTH = 144 FEET

Figure 105

NES
EPRO

W

100 r

80

£0 -

40 \-

20

CLO

g

-20

Ld -40 |-

-G 0

-90

-100

VERTICAL STRAIGHTNESS

HIGH-SPEED BRSIN — SOUTH RAIL

-u 0 ~l~ < ~'4- -_4 4

- — h 1 h H 1 1 h H =*

54S 532 5 1 E 500 484 46S 452 43E 420

POSITION (feet)

STARTING POSITION = 564 FEET

LENGTH = 144 FEET

NBS

3 00 r

80 F-

£0

40

« 20

£W

CL -20

-40

-80

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-]00 L

VERTICAL STRAIGHTNESS

HIGH-SPEED BRSIN — SOUTH RAIL

500 404 4EE 452 43E 420 404 388 372

POSITION (feet)

L STARTING POSITION = 51 £ FEET

LENGTH = 144 FEET

Figure 106 NBS
ERROR

(mils)

ERRO

100 r

88 jea

40

20 -

VERTICRL STRRIGHTNESS

HIGH-SPEED BASIN — SOUTH RAIL

L STARTING POSITION = 420 FEET

LENGTH = 144 FEET

-100 Figure 107

NES
3 00 r

80 -

60 -

VERTICRL STRRIGHTNESS

HIGH-SPEED BHSIN — SOUTH RAIL

40

|

-20

u

-40

-60

-B0

POSITION (-feet)

STRRTING POSITION = 324 FEET

LENGTH = 144 FEET

N£' -100 Figure 108
ERRO
ERR

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(

m

i

100 r

8 0 - VERTICAL STRAIGHT N E S

S

HIGH-SPEED BASIN — SOUTH RAIL

60 -

40 -

-40 -

-6 0 -

_gg L STARTING POSITION = 130 FEET

LENGTH = 144 FEET

-100 L NES

Figure 1 1 0
co

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Towing

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towards

top

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figure.
NBS-114A (REV. 2 -80

U.S. DEPT. OF COMM.

BIBLIOGRAPHIC DATA

SHEET (See instructions)

1. PUBLICATION OR

REPORT NO.

NBSIR 86-3443

2. Performing Organ. Report No. 3. Publication Date

SEPTEMBER 1986

4. TITLE AND SUBTITLE

Rail Straightness Metrology at the David W. Taylor Model Basin

5. AUTHOR(S)

W. Tvler Estler. Bruce R. Borchardt . Charles J. Fronczek. Ralph C. Veale

6. PERFORMING ORGANIZATION (If joint or other than NBS. see instructions)

national bureau of standards

DEPARTMENT OF COMMERCE

WASHINGTON, D.C. 20234

7. Contract/Grant No.

8 . Type of Report & Period Covered

Final

9. SPONSORING ORGANIZATION NAME AND COMPLETE ADDRESS (Street, City. State, ZIP)

Department of the Navy

David W. Taylor Naval Ship R & D Center

Bethesda, MD 20084

10. SUPPLEMENTARY NOTES

Document describes a computer program; SF-185, FIPS Software Summary, is attached.

11. ABSTRACT (A 200-word or less factual summary of most significant information. If document includes a significant

bi bl iography or literature survey, mention it here)

We present results of field measurements of the horizontal and vertical straightness

errors of three drive rails at the David Taylor Naval Ship Research and Development

Center. The three measured rails are the main rails of Basin No. 1 (1008 feet) and

Basin No. 2 (1296 feet), and the South rail of the High-Speed Basin (2640 feet). In

addition to the straightness measurements, we also conducted a brief series of local

flatness measurements near the scarf joints on Basins 1 and 2. These joints show a very systematic pattern of wear.

12. KEY WORDS (Six to twelve entries; alphabetical order; capitalize only proper names; and separate key words by semicolon s) alignment, metrology, straightness, towing basins

13. AVAILABILITY

[J£] Uni imited

| | For Official Distribution. Do Not Release to NTIS

Order From Superintendent of Documents, U.S. Government Printing Office, Washington, D.C.

20402.

[Xj Order From National Technical Information Service (NTIS), Springfield, VA. 22161

14. NO. OF

PRINTED PAGES

125

15. Price

$16.95

USCOMM-OC 8043-P80
.