a259374 Wet Tow Evaluation

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AD-A259 374 -iII~llhIIIII~llh~jljll/ll);/iII/IHIt CR 92.014October 1992

An Investigation Conducted byKarl A.StambachContract Report Consulting Naval Architect

DEPLOYABLE WATERFRONTWET TOW EVALUATION

Abstract This report presents the results of a feasibility study of towingpontoon barges on their own buoyancy. A review of the specifications andthe operation requirements of the pontoon barges, a survey of towing assetsand techniques, as well as an evaluation of the critical environmental parame-ters are conducted to identify the requirements for wet tow operation. Hydro-dynamic and seakeeping characteristics of the hull form are evaluated toassess the suitability of the pontoon barges for ocean towing. A parametricanalysis is presented of alternatives and modifications required to achieve theoperational requirements where deficiencies exist. Design criteria required toimplement the modifications are recommended.

DTIC* ~ ~LEECTEDEC17 1992

92-31514 ENAVAL CIVIL ENGINEERING LABORATORY PORT HUENEME CALIFORNIA 93043-4328

Approved for public release; distribution isunlimited.

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Publc wo ng burdien kv this collection of kIbrmaton is esthitaed to aveaugehour pe epone Incigthe ttne Smuvmn Iweuialn.sinhn xsin t ogathering and mnaintaining the data ne e d and c~ondeng anvWd rsvtgthecoflectionat inbfnatlon Sendo~wnewif oegaing Othi osdn@tnaeor any athif spect of thiscollection Itnbetion. includIng suggesftons for @Micl this burtion, to Washington lHesdoorienp ServliceII",Okectorst Inmmnbon end Reports. 1215 Jelefison Davis HigthesV.Suite 1204. Arlington. VA 22202-432. and to the Offioe Managemlent andl Budget. Papework Redction P ~cl070440168). Wasfuingon. DC 20503.1. AGENCY USE ONLY (Leave tianic) L. MIGHT DATE 3. REOR TYPE AM DAM3 COVERED

IOctober 1992 Final; 1January 1992 -20 March 19924. T1712 AND Suummts &. FUNDIUONGR

DEPLOYABLE WATERFRONT WET TOW PE - 62233N________________________________________ C - N61533-90-D-0027AUYNOR"WU - DN669041

Karl A.Stamnbaugh/7. PERRNPOINI OPGAIUZA11OU HAWN AND AOOUE11IM& L.PERFOR11111111RGAIUZA11OU1Consulting Naval Architect ~NME794 Creek View Road CR 92.014Severna Park, MD 21146a.SPONWRINO.UOU0111TORING AGENCY NANIEI AND ADOMMES8E 10. SPONUORNGINUON1TORINO

AGENCY WE~fMKiSERChief of Naval Research /Naval Civil Engineering LaboratoryOffice of Naval Technology Amphibious Systems Division800 No. Quincy Street Code L65Arlington. VA 22217-5000 Port Huenemne, CA 93043-4328

11. 9UPPLEMEWARY lE

12.. 0111RNSUITIOWAVASLUUT STATEMENT ia* ND1TMUUIS1 CODE

Approved for public release; distribution isunlimited.I13. A11111TRACTUaxbnma,00Wa

This report presents the results of a feasibility study of towing pontoon barges on their own buoyancy. A review ofthe specifications and the operation requirements of the pontoon barges, a survey of towing assets and techniques, aswell as an evaluation of the critical environmental parameters are conducted to identify the requirements for wet towoperation. Hydrodynamic and seakeeping characteristics of the hull form are evaluated to assess the suitability of thepontoon barges for ocean towing. A parametric analysis is presented of alternatives and modifications required toachieve the operational requirements where deficiencies exist. Design criteria required to implement the modificationsare recommended.

14. 1111AMET wing11111 IL NUMER OF PAGESPontoon barges, wet tow feasibility, operational requirement, environmental parameters 80

I& UC CODE17. SECURITY CL.A8WIACAiIM 11IL ECILHI CLAGNPICA1IO I&ISECURITY CLAGINACATSOO 20LUNPTAT11OU1F ASIRACOF FREPORT Or TIESPAG OF A1118UACT

Unclassified Unclassified Unclassified ULNSN 7540401-2804560 Stiandar Formuf6 (Reav4-WPvuabed by ANSI Ste& 239-1

20111-102


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Table of Contents

1.0 INTRODUCTION .................. ..................... 1-i1.1 Background ............. ................... .. 1-11.2 Sunmary .................... ..................... 1-22.0 WET TOW OPERATIONAL REQUIREMENTS .... ........... 2-1

2.1 Tow Speed .............. .................... 2-12.2 Environmental Conditions ....... ............ 2-23.0 TOW ASSETS AND TECHNIQUES ......... .............. 3-13.1 Towing Assets .......... .................. .. 3-13.2 Towing Techniques ........ ................ .. 3-44.0 DW F DESIGN EVALUATION ......... ................ 4-14.1 Hull Proportions ......... ................ 4-14.2 Arrangement . ............. ........... ..... 4-34.3 Hydrodynamics .......... ................ . . 4-34.4 Structural Considerations .... ............ .. 4-6

4.5 Seakeeping ............... ................... 4-65.0 CONCLUSIONS AND RECOMMENDATIONS ..... ........... 5-1

REFERENCESAPPENDIX A DWF HYDRODYNAMIC CALCULATIONSAPPENDIX B DWF STRUCTURAL CALCULATIONSAPPENDIX C DWF SEAKEEPING CALCULATIONS

Accesion ForNTIS CRA&IDTIC TA BUnannounced 0JustificationBy ...............Distribution I

Availability CodesAvail a;,dIorDist Special

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List of Figures

Figure 3-1 Barge Deck Hardware Required fo r Towing ........ 3-6Figure 3-2 Christmas Tree Towing Rig ..... ............ .. 3-7Figure 3-3 Tandem Towing Rig ......... ................ .. 3-8Figure 3-4 Deck Layout for an Ocean Going Barge ........ .. 3-9

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Table of Tables

Table 2-1 Environmental Conditions for Offshore PlatformTransports ............. .................... .. 2-3Table 3-1 Navy Towing Ship Characteristics ............ ... 3-2Table 3-1 Commercial Tugboat Characteristics ........... .. 3-3Table 4-1 Characteristics of Ocean Going Barges ...... 4-Table 4-2 Relative Resistance of Barge Hull Forms ....... .. 4-4Table 4-3 DWF Tow Route Analysis Results .... .......... .. 4-7Table 4-4 Parameters Used in Seakeeping Analysis ......... ..4-9Table 4-5 Results of DW F Seakeeping Analysis ......... .. 4-10

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1.0 INTRODUCTIONThe Navy is engaged in a program to define and demonstrateDeployable Waterfronts (DWF) that will provide world widelogistics support fo r our forces in the Continental UnitedStates (CONUS) and overseas. The DW F concept consists ofrapidly deployed, floating modules to provide pier andlogistics facilities. The DW F must be transported to the siteof operation and disassembled and moved to other sites ifrequired. Towing the Deployable Waterfronts to the site ofoperation has been proposed; however, the wet tow option hasnot been evaluated and the impact on the DW F design is notknown. The objectives of this evaluation are to review thewet tow operational requirements and assess their impact onthe DW F design.

1.1 BackgroundThe five specified scenarios for utilizing the DWF , takenfrom References 1, 2 and 3 are:

"* U.S. Navy port"* Developed overseas port"* Advanced logistics support base"* Advanced Base"* Pre-positioned material base

In all scenarios, the port must be prepared for rapiddeployment to the site of operation.The modules required to construct a required 1200 ftwaterfront consists of 4-300 ft or 3-400 ft modules.Nominal characteristics are:

* Length - 300 ft Beam - i00ft Draft - 7 ft

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Displacement - 5000 LTGeneral design criteria fo r the DW F are presented inReferences 1, 2, and 3. These references provide designrequirements fo r D W F operation after installation.Environmental conditions are presented for survival ofthe DWF design after it is installed:

* Wave height - 5 ft* Wave period - 6 sec* Wind - 85 knots Current - 4 knots

A test plan has been developed (4) to demonstrate the DWFconcept. The modules chosen are 2-400 ft deck cargobarges, available commercially. The modules are to betowed to the site using a 9000 hp tugboat. A coastal towroute is planned from the U.S. west coast to Alaska or toBaha, Mexico, for set up and demonstration.

1.2 Summary

The DW F wet tow evaluation included a review ofoperational requirements, survey of towing assets andtechniques and evaluation of the DW F designconfiguration.

A review of the current DW F operational requirements fordeployment is presented to characterize the criticalparameters of the tow environment and duration requiredto conduct a concept level evaluation of the DW F design.Government and commercial requirements used for similarwet tows are identified.Military and commercial assets available fo r the wet to ware presented to highlight the limitations, availabilityand arrangements required to make these assets available

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to the government. This includes a summary of assetcapabilities and limitations relative to the wet towrequirements. Approaches and techniques used for wettows of similar requirements are presented and theirimpact on the DW F design is considered. Design criteriaresulting from the applicable towing techniques areidentified.

A concept level evaluation of the baseline configurationis presented to assess performance in light of theoperational requirements and assets identified.Hydrodynamic and seakeeping characteristics of thebaseline configuration are evaluated. A parametricanalyses is presented of alternatives and modificationsrequired to achieve the operational requirements wheredeficiencies exist. Design criteria required toimplement the modifications are recommended. Criteriaa-Mresses arrangement, hydrodynamic, seakeeping andstructural implications of the wet tow.The following report presents the results of the DWFevaluation followed by conclusions and reccrnrendations todevelop technologies required to support continueddevelopment and design of the DWF.

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2.0 WET TO W OPERATIONAL REQUIREMENTSThe transport time frame (speed) and environmental conditionsexpected along the route are critical parameters required toassess the DWF design requirements. The DWF requirementsdocuments were reviewed to identify the critical parameters.2.1 Tow Speed

Review of the requirements documents (References 1, 2 and3) do not specify a transport time frame; therefore, nospeed requirements fo r the tow can be inferred. A reviewof Navy and commercial practice does indicate the towingspeeds attainable. Also, the DW F heavy lift transportprovides a speed for comparative purposes.The Navy towing ships (described later) routinely towbarges of similar dimensions to the DW F at 6 to 10 knots.Reference 5 provides an example of a 300 ft x 80 ft x 10ft housing barge tow at 10 knots using a TATF.Commercial towing speeds range from 6 to 8 knots.References 6 and 7 provide examples of drilling jacketsbeing transported on offshore barges as deck cargo. TheDW F heavy lift transport is capable of 12 knots averagespeed as described in Reference 8.Tow speed potential depends on barge characteristics, tugpower, size of tow hawser, tow winch, tow gear, andweather expected along the route. These factors areexamined below to determine the feasibility of towing theDWF at speeds comparable to Navy or commercial practice.

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2.2 Environmental Conditions

The expected environmental conditions influence the sizeof tug required, tow speed and DW F design. Navy practicerelies on the Fleet Numerical Weather Center fo r routehistorical data and forecasts prior to the tow. Point-to-point towing of ocean going barges is routine incommercial practice and environmental criteria arepresented by Det Norske Veritas (9) and Noble Denton (10)for maintaining headway during bad weather encounteredduring ocean towing. Sophisticated route analysis isrequired for special non-routine transports where cargois carried on transport barges and ships. Tow routeanalyses are performed fo r towing offshore drillingjackets to the site of installation as done in the recentexample presented by Exxon (11). Wijsmuller (8)performed a route analysis fo r the DW F heavy lifttransport. Wet tows of deck cargo barges are routineand, if designed as ocean going barges, the commercialcriteria provide adequate levels of safety fo r wet tows.

The environmental criteria and route analysis used forDW F transport study are summarized in Table 2-1. Theenvironmental criteria presented in Table 2-1 fo r oceantowing are more severe than the design re4uirements forsurvival when deployed on site as presented above fromReferences 1,2 and 3. The DW F will not be suitable forocean towing if designed according to the on sitesurvival requirements. Design requirements presented inReferences 1,2 and 3 should include requirements for wettow and heavy lift transports. The transportrequirements fo r deployment, redeployment and survival onsite are not mutually exclusive. If the design

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Table 2-1Environmental Conditionsfor Offshore Platform Transports

DNV Noble Exxon_ __ Denton Transpac sHeightod 16.4 116.9 16.0 40.0WavetPeriod 1. .. 9.2 - 11.4

Wind Speed 38.8 40 50 72.7kts _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Current 'Speed 1.94 1kts I _*Heavy lift ship t ransport listed for comparison.

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requirements fo r deployment (e.g. transport and operationin coastal and ocean environments) are consideredrealistically, the DW F design will be transport modeindependent and more functional. Environmental criteriafo r wet towing are route specific; however, the DNVcriteria presented in Table 2-1 is recommended fo r DWFdesign development.

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3.0 TO W ASSETS AND TECHNIQUESCandidate towing assets and techniques used to tow th e DWF arepresented. The assets include Navy towing ships (fleet tugs)and commercial tugs available for charter to th e Navy.

3.1 Towing AssetsThe Navy and MSC operate a number of ocean going tugboatsthat are used fo r salvage and ocean towing. Navy tugs(ships) perform multi-scenario towing and specialprojects. Fleet or Task Force standby duty and rescuetowing services as well as point-to-point tows aregenerally assigned to the Fleet Tug (ATF) and the RescueSalvage Ship (ARS) and the Salvage Tug (ATS) classes.The MSC-operates Fleet Tugs (T-ATF) that also performthese tasks. These Navy tugs are designed for salvageand ocean towing missions. They have towing winches andmachines specifically designed fo r ocean tows.Characteristics of these tugs are shown in Table 3-1.Tow line pull characteristics for Navy tugs are shown inAppendix A.The Navy routinely engages in charter of commercialtugboats fo r point-to-point ocean towing. There areliterally hundreds of tugs available for hire throughoutthe world. Examples of those used by the Navy for towingare summarized in Table 3-2. The commercial tugboatsare optimized beautifully fo r point-to-point towing. Towline pull characteristics fo r commercial tugs arepresented in Appendix A.

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Table 3-1Navy Towing Ship Characteristics

Characteristics Navy US 7 Navy ATF 76 Navy ATS 1 Navy IRS 6Length (ft) 251.5 20 5 282.7 213.5Beam (ft) 43 38.5 30 39Draft (ft) 19.5 15.5 18.0 13Displacement (Full-Load LT) 2400 1675 3117 1750Cruising Range (am @kts) 8400/10.0 10000/15.0 10000/13.0 9400/12.5Speed. Mat Sustained (kts) 14.9 15.5 16.0 14.8Shaft Horsepower 3000 3000 6000 3000Propuision, Main Diesel-elec Diesel-elec j 4 Diesel 4 Dieseiand Screws 1 crew 1 crew 1 screw 2 screwsFuel Consumption (gal/day) 2 engines - 2 engines - 2 engines - 2 engines -at Normal Cruising Speed 2100 GPD (est) 2000 GPD 3000 GPD 2300 GPDFuel Consumption (gal/day) 4 engines - 3 engines - 4 engines - 4 engines -with all Engines 4100 (est) 3400 GPD 4200 CPD 3500 - 4000

4 engines - GP D4100 GPDComplement 95 85 102 + 20 tran. B5Bow Thruster? No No Yes No

Characteristics Navy AIS 38 Navy WIR 0 (166 Class)Length (ft) 213.5 255.0 225Beam (ft) 43 52 42Draft (ft) 16 17.5 15Displacement (Full-Load LT) 1900 3282 2260Cruising Range (nm @kts) 9400/12.5 8000/8.0 10000/13.0Speed, Ma x Sustained (kts) 14.5 15.0 15.0Shaft Horsepower 3000 4200 7200Propulsion, Main 4 Diesel-elec 4 Diesel 2 Dieseland Screws 2 screws 2 screws 2 screwsFuel Consumption (gal/day) 2 engines - 2 engines - I engine

at Normal Cruising Speed 2300 GP D 2100 GPD (est) 4149 (est)Fuel Consumption (gal/day) 4 engines - 4 engines - 2 engines -with all Engines 3500 - 4000 GPD 4100 GP D (est) 8300 (est)Complement 94 + 16 tran. 20 + 20 tran.Bow Thruster? Yes Yes

(from reference 5)

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Table 3-2Commercial Tugboat Characteristics

Zarte Atlatic Sait heptue Otto Invaderane Zee 1975 Singapore Suca Candies1988163 1951914 1975 1996

Toning/ Towing/ Salage/ TowingToinType Sal vage Salvage Salvage Salvrageocehor luldlinq

FT ) 254'3, 255, 246'6S 208' 140' 150'Beam (FT) 40-6'" 43'T" 51'5" 47'03* 42' 44'

I Draft (FT) 18'10" 20 1 21, 21, 18, i5'Displacement (LT) 2619 4833Ihne (11) 14,000 14,000 10,000lorsepower I" 9,000 IlP 16,000 IM P 22,000 IK P 23,000 INPup Est. 6,000 BI P Est. 10,000 BPI Est. 18,000 IBP Est. 20,000 BD P 5850 BIP 9000 liPDollard P11l 135 189 16 0 150(TOE)Kai. Speed (K"S) 17 16Propellers 2 CP P 2 CUP 2 CUP 1 2v/nonzles v/nozzles v/nozzle v/nazzlesIork Boats 1 2 2 2 0 1Accomodatins 26 38 14 16

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Discussions with commercial towing companies confirm theavailability of tugboats on quick response and long termcharter arrangements.Normally, to obtain a commercial tow, the tow plannerwill request the tow from the appropriate NavyOperational Surface Force Commander who will arrange fora U.S. Navy or MSC tow. If neither is available, the towshould be arranged through the local supply agent.The Navy has harbor tugs, commonly referred to as yardtugs (YTB), used for berthing ships. The YTBs are usedat major naval bases, overseas operating bases andshipyards. The YTBs would be useful in setting up theDW F modules where DW F facilities are deployed in CONUSand where existing pier facilities are damaged. However,transporting the YTBs to the site of DW F operation is alogistics effort in itself. Preliminary work has beenconducted to solve this logistics effort fo r the heavylift ship transport option (Reference 12).The towing tugs described earlier, while not designed forharbor work, are capable of maneuvering the DW F modulesinto position. Most towing tugs have twin screws and bow"thrusters that will provide sufficient maneuverabilitywhen DW F modules are towed close in or in breasted tows.

3.2 Towing TechniquesSelection of the tow rig is best if based on similar towoperations and needs of the particular tow. Towingtechniques fo r barges similar to the DW F are wellestablished as indicated in References 5, 13 and 14.

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Example tow rigs are shown in Figures 3-1, 3-2 and 3-3from Reference 5. Generally, the Christmas tree,Honolulu and Tandem rigs are used fo r Navy and commercialtows of multiple barges.Hardware required fo r towing DW F modules includes padeyesat both forward corners and bitts in the center fo r aretrieving line. Additional bitts and chocks must belocated along the sides and stern of the DW F fortransiting the Panama Canal and towing and maneuveringclose in. Panama chock requirements for barges between300 ft and 400 ft include fairleads and bitts that mustbe located between 40 ft and 100 ft from the bow andbetween 50 ft and 110 ft from the stern. Typical decklayout for an ocean going barge is shown in Figure 3-4.Ocean going barges must also have navigational lights andbatteries; however, these items do not have a significantimpact on DW F design. The presence of a riding crewincreases the requirements for safety considerations suchas fire fighting and lifesaving equipment in addition toriding crew accommodations. Generally, riding crews arenot required fo r the DWF tow nor are they desirablebecause the additional requirements and unnecessary cost.

After the tow plan is completed with all hardwareidentified, the barge is thoroughly surveyed forsuitability of towing prior to acceptance of the tow bythe towing master.

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TOW WIRETOW SHACKLEPLATE OR SAFETY SHACKLE

FLOUNDER PLATE- TOW PENDANT:PLAN U. DETAIL U 1 5/8' 0. X 75' LEGo ~PLATE SHACKLE-PLAN

PLATE SHACKLE-.......... 0 PLATE SHACKLE-':LAN 10PLAN 0

TOW PENOANT:l 6/8' X 75'LEG.UNDERRIDER: STUD-LINK CHAIN1 5/8' 0. X 600' LE G -

FLOUNDER PLATE- PLATE SHACKLES-PLAN 10PLAN 8. DETAILS

1-0. RETRIEVING WIRE 0 NOTESIZE AN D LENGTH OF CHAIN TO9E DETERMINED IN EACH CASE BY :

0 SIZE AN D WIEIGHT OF TOW0 EAM OF TOW*01STANCE TO BE TOWEDOrYPE OF WEATHER EXPECTED0EXTEN4T Of CHAFING

PLATE SHACKLE PORTAN D STARBOARD PLAN 10ABU 0

Figure 3-1 Barge Deck Hardware Required for Towing(from reference 5)

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TOW SHACKLETOW WIRE- -PLATE OR SAFETY SHACKLE

.1418 CHAIN PENDANT. 46 LEG. (OPTIONAL)FLOUNDER PLATE-PLAN a. DETAIL 3

PLATE SHACKLES-PLAN 10 1 618" CHAIN PENDANT. 45 LEG.

FLOUNDER PLATE 1 518' CHAIN PENDANT. 458 LEG. (OPTIONAL)-PLAN 5.ETAIL 8

2PLATE SHACKLESPLAN 1 0

CHAIN BRIDLE -PLANENDANT LI1I

m "" ' e .UNDERRIDER: 1 58"6 SO0" LEG

PLATE SHACKLE FLOUNDER PLATE-LN Ii -P1AN U. DETAILSB

2 PLATE SHACKLES -PLAN 1 0 5/8' CHAIN PENDANT. 48 " LEG. (OPTIONAL)

I

YC OR YC V

Figure 3-2 Christmas Tree Towing Rig(from reference 5)

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JAUXILIARY TOW WIRE

PLATE SHACKLE-PLAN 1 1PLAT SHAKLELANTOW PENDANT: 1 5/8'0. a75S LEG.S x 37. WIRE ROPE.

PLATE SHACKLE -PLAN 10FLOUNDER PLATE-PLAN S. DETAIL 8CHAIN BRIDLE -PLAN I

YC

TOW WIRETOW SHACKLE -PLATE SHACKLEOR S A F E T Y S H C LOftSAFETYHACKLE ' ,TOW PENDANT: I S/8D. x 75' LEG

6 x 37. WIRE ROPE

PLATE SHACKLE -PLAN 11 FLOUNDER PLATE-PLAN 8. DETAIL A

PLATE SHACKLE -PLAN 10 CHAIN BRIDLE -PLAN I

Figure 3-3 Tandem Towing Rig(from reference 5)

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4.0 DW F DESIGN EVALUATIONThe nominal DWF design configuration described above is inearly stages of development. The basic configuration has notbeen evaluated for suitability for ocean towing in light ofthe tow requirements, assets and techniques identified above.The evaluation presented here includes a review of hullproportions, arrangement, hydrodynamics, structure andseakeeping considerations.

4.1 Hull ProportionsThe DW F configuration is within range of hull parameterstypical ocean going barges. Table 4-1 presents charac-teristics of ocean going barges published in the openliterature (References 6, 15 and 16). The length to beamratio for the 300 ft DW F is 3: however, 4 or more is morecommon. DW F beam should be no greater than 106 ft topermit use of the Panama Canal. Draft of 7 ft is light;however, seakeeping analysis is presented to evaluate theseakeeping and slamming characteristics of this hullform. The DW F freeboard is 18ft, more than adequate tokeep cargo and deck structure dry. Skegs are often addedto barges to improve the directional stability duringtowing. Generally, deck cargo barges used fo r offshoretransports have a single skeg or none at all.Directional stability of barges without skegs is achievedby trimming the barge by the stern approximately onepercent.

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Table 4-1Characteristics of Ocean Going Barges

P A 0 Ta O1pS. OWT L/68 ST BID T/DumE I. .L 1L L. M.. . _ -Ft Ft Ft Ft LTaos tl'a7Internec 198.12 51.82 12.19650 650.0 170.0 40.0 3.82 4.25

M1copr i 190.0 50.0 11.4M44 623.0 164.0 37.4 3.8 4.4H109 183.0 47.2 11.6 9.4 75920 57300600.0 155.0 38.0 30.8 74700 56398 3.9 5.0 4.6 .81MIN376 176.8 48.8 11.0 8.06 84226 66680580.0 160.0 36.0 26.42 82900 65630 3.6 6.06 4.4 .73Hilo 160.0 42.1 107 7.5 49570 39550525.0 138.0 35.1 24.6 48790 39320 3.8 5.6 39 .70i tevmc 152.4 36.58 10.06 7.66 41790 31730400 50.0 120.0 33.4 25.13 41130 31230 4.2 4.8 3.6 .75eftl"Ic 93 137.16 31.70 9.14450.0 104.0 30.0 43 2 3.5

MR 398 121.9 31.94 7.62 8.87 2760S IS281400.0 104.8 25.0 29.1 27170 15040 3.8 5.5 4.2 .76

0dM 10 121.92 30.48 9.14 7.27 24600 20400400.0 100.0 30.0 23.85 24212 20079 4.0 4.2 3.3 .80

WI 267 115.82 30.48 7.62 5.29 17607 12456380.0 100.0 25.0 17.36 17330 12260 3.8 5.8 4.0 .69

Isturmc 500 106.68 24.38 7.62 5.12 12294 9449-350.0 80.0 25.0 16.79 12100 9300 4.4 4.76 3.2 .69

US 319 101.19 27.43 6.10 5.18 13930 11308332.0 90.0 20.0 17.01 13711 11130 3.7 5.3 4.S .85

Godiat 6 100.0 27.0 7.0 5.55 13868 13868328.0 88.6 23.0 18.25 13650 13650 3.7 4.85 3.85 .79BAS 362 91.44 27.43 6.10 4.66 11176 8636

300.0 90.0 20.0 15.29 11000 8500 3.3 5.9 4.5 .77AgwnO 89.92 29.87 7.01 4.Ml

29S.0 98.0 23.0 16.0 3.01 6.13 4.26 .70MI 396 92.35 27.43 6.70 5.42 12635 10626

303.0 90.0 22.0 17.8 12436 10459 3.4 5.1 4.1 .81Inutunc 400 91.44 27.43 6.55 4.82 10818 8941300.0 90.0 21.5 15.8 10648 8800 3.33 5.7 4.19 .74GONI 3 77.42 24.0 6.19 5.0 9754 8230254.0 78.8 20.3 16.3 9600 8100 3.22 4.83 3.88 .80MR 271 76.2 21.9S 4.88 3.63 6195 S15250.0 72.0 16.0 11.92 6095 5075 3.5 6.04 4.5 .75Internc 250 73.15 21.95 5.23 4.21 6248 5263

240.0 72.0 17.16 13.82 6150 5180 3.3 5.2 4.3 .805L-Length 3-Dsam D-Depth T-Draf tDisp-Displacement DWT-Deadweight

(from reference 7)4-2


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4.2 Arrangement

Arrangement of the deck and interior structure andmachinery on DWF must be centered about the bargemidships fo r proper trim. Space is required for towinghardware shown in Figures 3-1 and 3-4. Deck space mustbe allocated fo r chocks, tow pads and fairleads. Thehardware does not require a significant amount of deckarea; however, deck area should be provided for handlinglines and tow gear.

4.3 HydrodynamicsDW F hulls are currently configured as box shaped moduleswith square bow, sides and stern. This shape will beunsuitable fo r long distance wet towing because thehydrodynamic resistance is significant. The tow speedwill be less than four knots and fuel consumption will beunnecessarily high. Shallow draft barges have been builtwith raked bows and square sterns but they are used forshort distance tows. Generally, ocean going barges haveraked ends at the bow and stern, as shown in Figure 3-4,if they are used for distance towing. This configurationhas 20% less resistance than the square stern barges.Table 4-2 presents the relative resistance of differentbarge hull forms. As indicated above, the mostsignificant reduction in resistance is achieved usingraked ends. Minor adjustments are possible withrelatively little reduction in resistance. Ship shapehulls were used many years ago when tugboat engine powerwas relatively low and hull resistance even morecrit ical; however, with newer, higher powered tugboatsavailable, barges with raked ends provide the requiredresistance characteristics as described next.

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Table 4-2Relative Resistance of Barge Hull Forms

Vh/- BARGE SHAPEAA AB AC AD BA CA CB CC

0.10 1.0 1.00 0.83 1.17 0.83 1.33 1.00 1.170.15 1.0 1.10 0.79 1.00 0.71 1.14 1.00 1.000.20 1.0 1.12 0.83 1.08 0.75 1.08 0.92 0.920.25 1.0 1.14 0.89 1.06 0.83 1.06 0.94 0.940.30 1.0 1.12 0.88 1.08 0.81 1.00 0.96 0.920.35 1.0 1.12 0.91 1.12 0.82 1.00 1.00 0.930.40 1.0 1.10 0.91 1.11 0.82 1.02 1.02 0.930.45 1.0 1.09 0.92 1.22 0.84 1.06 1.04 0.930.50 1.0 1.06 0.91 1.11 0.83 1.06 1.03 0.90

Take AA shape barge as standard barge. V-Speed L-Length

AA__

ACAADS

AC 0

(from reference 18)4-4


27/95

The resistance and towing speed of a typical DW F modulewith raked ends is estimated using an approach forcommercial barges described in References 17 and 18 andthen compared to commercial towing assets. The approachpresented in Reference 5 is used to estimate bargeresistance for comparison to Navy towing assets. The twoapproaches are fundamentally the same and produce similarresults; however, they are not interchangeable. Thecalculations are presented in Appendix A.

The resistance calculations indicate DW F module towspeeds range between 6 and 8.5 knots with 10 knotspossible. Reference 5 presents an example where aberthing barge with dimensions similar to the DW F istowed at 10 knots by a TATF.Two scenarios were developed to illustrate the time framerequired to transport the DW F by wet tow:

1) From Norfolk to Southeast Asia through thePanama Canal,

2) Pre-position the DW F in Diego Garcia and havethe tug transit free route and pick up the DWFfor tow to the mideast.

The calculations for the route analysis are presented inAppendix A. Results of the analysis are shown in Table4-3. The tow duration for each scenario is reasonablegiven the assets identified above.To i l lustrate the difference on stern shape fo r thescenarios above, a 20% increase in resistance will slowthe tow to 5 knots and require 14 more days and 166,000more gallons of fuel. This increase is significantgiven the modest cost required to provide raked ends.

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A 400ft long by 100ft wide DWF module with a 7ft draftwas analyzed as part of the hydrodynamic evaluation.With all else equal, no increase in resistance resulted.The effects of reducing wave making and increasingfrictional resistance offset each other.The hydrodynamic evaluation and results presented inTable 4-3 indicates that up to three DWF modules withraked ends can be towed at reasonable speeds. If four ormore modules are to be towed, multiple tows will berequired. Alternatively, barge train ocean towingtechnology should be reviewed for applicability to theDWF wet tow.

4.4 Structural ConsiderationsThe DW F modules must be designed to withstand the rigorsof ocean towing. Generally, ocean going barges are builtto commercial standards such as ABS rules fo r offshorebarges (19). ABS rules require .Sin bottom plating on a300ft barge. For comparison, ABS rules fo r inland barges(20) require .475in bottom plating fo r barges 300ft inlength. Navy standards (Ref. 5) recommend .475in bottomplating. As can be seen from the examples given, littleis saved by designing the DW F with reduced scantlingsbecause it is intended to operate in a limited survivalcondition. The supporting structural calculations arepresented in Appendix B.

4.5 SeakeepingSeakeeping characteristics of the DWF are reviewed wherethey influence DWF design.

4-6


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Table 4-3DW F Tow Route Analysis Results

Norfolk to Southeast AsiaTow Asset No. Barges Speed DurationTowAsset_ No._ arges_ (kts) (days)

ARS-50 3 6 783 7 67TPITF

(8000 hp 2 8.5 55Com. Tug) [ 1 10 47Diego Garcia to Mid-East

3 7 _ _ _ _ _ _TATF(8000 hp 2 8.5 13Com. Tug) 1 10 10West Pac to Diego Garcia

TATF 0 13.5 178000 hp 0 15 15

Com. Tug

4-7


30/95

Sophisticated seakeeping analyses are often performed fortowing large cargo (e.g., offshore drilling jackets) asdescribed in References 21 and 22 and in Reference 8 whenthe DW F is transported as deck cargo. Using the routedata from these sources (presented in Table 2-1), apreliminary seakeeping analysis was performed todetermine suitability of the platform motions and datafo r designing the DWF . Seakeeping calculations wereperformed using SHIPMO-PC seakeeping program described inReference 23. SHIPMO-PC is comparable to the Navy's ShipMotions Program (SMP). Although the DW F proportionsfall outside of the parameters considered in thedevelopment of strip theory programs, they have been usedwith success by others for predicting barge motions foroffshore rig t ransports . The parametersinvestigated are presented in Table 4-4.Results of the seakeeping analysis is presented inAppendix C. The seakeeping results are summarized inTable 4-5. Data fo r motion predictions and model testsof barges fromReference 24 indicates the results of theseakeeping calculations presented here are reasonable.However, a validation effort would be useful fo r futureDW F design efforts. The results are within acceptableranges of requirements for wet tows provided in Reference7 with the possible exception of slamming character-istics. Shallow draft barges have a tendency to slam athigher speeds; however, if considered in DW F design, noadverse affects result. A ballasting capability (e.g.tanks that are filled prior to departure and pumped uponarrival using pumps on the tug or portable pumps) may beworth consideration to increase draft and reduceslamming.

4-8


31/95

Table 4-4Parameters Used in DW F

Seakeeping Analysis

DWFLength 300 ftBeam 100 ftDraft 7 ft, 15 ftTrim 3 ft aftSpeed 6, 8, 10 ktsHeadings 1800, 1350, 900

WaveHeights 5.0 ft, 16.9 ftPeriods 5.0 sec, 10.2 sec

4-9


32/95

Table 4-5Results of DWF

Seakeeping AnalysisSignificant Single Amplitude

Speed 8 knots, Heading 900, Wave ht. 16.9 ft.Predicted Model Tests CriteriaPredited_(ref. 24) (ref. 7)

Roll 6.4 deg. 8.5 deg. 20 - 25 deg.Heave .196 g - 2g

Speed 8 knots, Heading 1800, Wave ht. 16.9 ft.Model Test CriteriaPredicted (ref. 24) (ref. 7)

Pitch 14.8 deg. 3.46 deg. 12.5 - 15 deg.Heave .96 g -_2 gSlams/hr 927 - -

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33/95

5.0 CONCLUSIONS AND RECOMMENDATIONSEnvironmental design criteria presented in the DWFrequirements (References 1,2 and 3) do not address the wettow. The DW F will be unsuitable for ocean towing if designedusing the environmental conditions fo r on s.ite operation.Accordingly, the DW F design requirements should be reviewedand modified if the DW F wet tow option is to be pursued.Towing assets are available to tow the DW F modules. The DWFmodules should have raked ends to achieve reasonable towingspeeds of 8-10 knots with one to three modules in one tow.Wet tows of four DW F modules will require special hullmodifications to reduce resistance. Alternatively, bargetrain towing techniques should be investigated if it isdesirable to tow four modules using one tugboat.

DW F hull parameters of 300ft in length by 100ft wide aresuitable for ocean towing; however, a ballasting capability isrecommended to increase draft and reduce bottom slamming. Theuse of strip theory motion programs should be validated forDW F proportion modules.Commercial structural design criteria for ocean going bargesor the Navy equivalent should be used if the DW F is to operateat sites other than inland waterways.

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References

1. Unidentified, "System Requirements and Design Criteria forFloating Deployable Waterfront Facilities on ExposedCoastlines," December 1988.

2. MAR, Inc., "Deployable Waterfront Transportability Study UsingLift Submersible Ships," Final Report NCEL CR 88.004.3. Giannotti & Associates, Inc., "Mission Requirements AnalysisReport Deployable Waterfront Facilities," fo r NCEL, June 1987.4. Giannotti & Associates, Inc., "DWF Demonstration Plan," forNCEL, August 1991.5. NAVSEA, "U.S. Navy Towing Manual," SL740-AA-MAN-010, 1988.6. Hofferber, J.E., "Loadout, Transportation and Installation ofthe Harmony and Heritage Jackets," OTC 6688, 1991.7. Szajberg, R., Greiner, W., Chen, H., Rawstrom, P., "PracticalDesign Approaches fo r the Analysis of Barge Performance inOffshore Transportation and Launching Operations," SNAMETrans., 1980.8. Van Horn, P., "Transport Manual fo r Deployable Water FrontModules," fo r NCEL, Report CR90.012, July 1990.9. Det Norske Veritas, "Towing Operations Guidelines andRecommendations fo r Barge Transportation," Ship Division,Maritime Advisory Services, 1978.

10 . Noble Denton, "General Guidelines for Transport of Modules onBarges in Northern European Waters," Noble Denton ReportL6410/NDA/SPK.11 . Vermersh, J.A., "Transpacific Tow Oceanographic Criteria," OTC6684, 1991.12. Stambaugh, K., Edinberg, D., "Concept Definition of a BuoyantLoad Out Cradle (BLOC)," fo r DTRC, Report SD-CR-09/90.13 . NSTM Chapter 9250, "Towing Gear," NAVSHIPS 0901-250-0001,19C7.14. Brady, "Tugs, Towboats and Towing," Cornell Maritime Press,1979.15 . Cohen, S., "Tables of Residuary Resistance Coefficient forBarges With and Without Notches," SNAME T9R 1-42, 1983.

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16. Latorre, R. ; Ashcroft , F. , "Recent Developments in BargeDesign, Towing, and Pushing," Maritime Technology, Vol. 18,January 1981.

17 Blight, G.J., Dai, Y.T., "Resistance of Offshore Barges WithRequired Tug Horse Power," OTC 3320, 1978.

18. Dai, Y.T., Chen, Y.N., Hwang, J.L., "Offshore constructionBarge Performance in Towage Operations," OTC 4164, 1981.

19. American Bureau of Shipping, "ABS Rules fo r Building andClassing Steel Barges for offshore Service," 1973.

20. American Bureau of Shipping, "ABS Rules fo r Service on Riversand Intra-Coastal Waterways," 1980.

21. Hutchison, B.L., "Risk and Operability Analysis in th e MarineEnvironment," SNAME Transactions, 1981.22. Pajouhi, K., "Reliability Analysis of Offshore Structures in

Towing Operations," OTC 4162, 1981.23. Sable Maritime LTD, "Shipmo-PC, Software for Seakeeping

Predictions," User Manual, Version 1.02, October 1981.24. Kinra, R., "Seakeeping Model Tests of a Platform Jacket Tow,"

OTC 3840, 1980.

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Appendix ADWF

Hydrodynami c Calculations


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63/95

Appendix BDWF

Structural Calculations


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SL740-AA-MAN-010

--0 (o

TABLE 4-1. Minimum Plate Thickness for Forward One-Fifth of Barge Bottom.

Barge Frame Spacing Frame SpacingLength24 in. 27 in. 30 in. 24 in. 27 in. 30 in.

100 ft. 0.340 0.361 0.382 0.361 0.382 0.403

120 ft. 0.359 0.380 0.401 0.380 0.401 0.422

140 ft. 0.378 0.399 0.420 0.400 0.421 0.442

160 ft. 0.398 0.419 0.440 0.419 0.440 0.461

180 ft. 0.417 0.438 0.459 0.438 0.459 0.480

200 ft. 0.437 0.458 0.479 0.457 0.478 0.499

220 ft. 0.456 0.477 0.498 0.477 0.498 0.519

240 ft. 0.475 0.496 0.517 0.496 0.517 0.538

NOTEIntermediate values may be obtained by interpolation. Abovethicknesses are fo r new plates as shown on plans. Shoring isneeded when plates are 25% thinner than those listed above.

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KARL A STAMBAUGH ProjectConsulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst 14 -(301) 544-9553 Sheet ..tLof If

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S..... ... . ........

PI:. .. . . . . . ......... ......


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Appendix CDW F

Seakeeping Calculations


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KARL A STAMBAUGH Project-"JJConsulting Naval Archi tects794 Creek View RdSeverna Park MD 21146 Analyst __---_(301) 544-9553 Sheet 4..of

WAVE DATA

PROCESSING INFORMATIONTime : 21:29:41Date 1991/11/ 1Title: DWF 300x1OOx7

SEAWAY SPECTRAL PARAMETERSWave Frequency (rad/sec):Minimum : .200Maximum : 2.000

Increment: .200Seaway Spectrum : BRETSCHNEIDER

SEA DIRECTIONS (degrees)- - - - - - -- - - - - - - - . .... : .. . ....... :.......... ..... .90.0 135.0 180.0 .............

CORRECTION PARAMETERS ... .. .. :.:..Dynamic Swell-up: NOwave Profile : NO

OUTPUT CONTROL PARAMETERS ...........Regular Response Print-out : NORoll Damping Print-out : NO

FILE STORAGE PARAMETERSFreq. Response an d RM S Motions Stored: YE SFile Name:dwf

GENERAL PARAMETERSMotions Computed for: SALT WATERMethod . CLOSE-FIT


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KARL A STAMBAUGN Project ,----Consulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst(301) 544-9553 Sheet . of

RM S MOTIONS IN UNIDIRECTIONAL SEAS'PEED = 6.0 KNOTSFROUDE NO = .103sEA STATE = 4SIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SEC

HEADING SURGE SWAY ACC HEAVE HEAVE ACCDEG FT G FT G90.0 .010 .03 1.099 .057135.0 .070 .004 1.361 .158180.0 .112 .000 3.501 .604

HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DEG DEG DEG DEG DEG90.0 1.184 .428 .109 .000 .000

135.0 .301 2.374 .101 .000 .000180.0 .000 .980 .000 .000 .000. . . . . . . .. . . . . . ..

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = b.O KNOTSFROUDE NO = .103SEA STATE = 6SIG WAVE HT = 16.9000 FTWAVE PERIOD = 10.2000 SEC

HEADING SURGE SWAY AC C HEAVE HEAVE AC CDEG FT G FT G90.0 .038 .157 4.060 .110

135.0 2.886 .041 3.913 .196180.0 3.178 .000 11.518 .707

HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DEG DG DEG DE G DEG90.0 3.231 1.346 2.707 .000 .000

135.0 1.939 3.242 1.921 .000 .000i80.0 .000 5.240 .000 .000 .000


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KARL A STAMBAUGH ProjectConsulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst(301) 544-9553 Sheet 5 of

RMS MOTIONS IN UNIDIRECTIONAL SEASSPEED = 8.0 KNOTSFROUDE NO = .138SEA STATE = 4SIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SEC

HEADING SURGE SWAY AC C HEAVE HEAVE ACCDEG FT G FT G90.0 .010 .02 .995 .057

135.0 .062 .004 .860 .128180.0 .095 .000 2.687 .308

HEADING ROLL PITCH YAW RUDDER FIN/TANKDE G DEG DEG DEG DEG DE G90.0 1.183 .394 .119 .000 .000

135.0 .453 .394 .118 .000 .000180.0 .000 3.877 .000 .000 .000

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = 8.0 KNOTSFROUDE NO = .138SEA STATE = 6SIG WAVE HT = 16.9000 FTWAVE PERIOD = 10.2000 SEC

HEADING SURGE SWAY AC C HEAVE HEAVE ACCDEG FT G FT G90.0 .038 .152 3.756 .098

135.0 2.665 .037 5.202 .197180.0 2.865 .000 6.324 .480

HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DEG DEG DE G DEG DE G90.0 3.208 .981 3.016 .000 .000

135.0 1.978 1.422 1.696 .000 .000180.0 .000 7.498 .000 .000 .000


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KARL A STAMBAUGH Project -Consulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst -(301) 544-9553 Sheet __ of _

RM S MOTIONS IN UNIDIRECTIONAL SEAS5PEED = 10.0 KNOTS1ROUDE NO = .172',EA STATE = 4SIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SEC

HEADING SURGE SWAY ACC HEAVE HEAVE AC CDE G FT G FT G90.0 .010 .023 .941 .057

135.0 .056 .004 .(89 .086180.0 .081 .000 6.285 1.013

HEADING ROLL PITCH YAW RUDDER FIN/TANKDE G DEG DE G DEG DEG DEG90.0 1.182 .420 .128 .000 .000

135.0 .303 .537 .087 .000 .000180.0 .000 1.511 .000 .000 .000


HEADING SURGE SWAY AC C HEAVE HEAVE ACCDE G FT G FT G90.0 .038 .144 3.604 .092135.0 2.469 .041 9.150 .312

180.0 2.596 .000 9.615 1.323

HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DEG DE G DEG DEG DEG90.0 3.179 .790 3.273 .000 .000

135.0 1.415 3.690 1.478 .000 .000180.0 .000 :.709 .000 .000 .000


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KARL A STAMBAUGH Project-ThIConsulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst -(301) 544-9553 Sheet _o

"'MS MOTIONS IN UNIDIRECTIONAL SEAS2,DPEED= 10.0 KNOTS:ROUDE NO = .172$EA STATE = 6:IG WAVE HT = 16.9000 FTWAVE PERIOD = 10.2000 SECSTATION = 1.00Z = 1.24 FTHEADING HEAVE VRQI SWAYMOT VEL ACC REL MOT REL VEL ACC

DE G FT FT/SEC G FT FT/SEC G90.0 3.410 3.226 .126 3.121 3.934 .141 .231135.0 6.004 6.150 .259 6.896 8.040 .285 .104180.0 10.405 18.813 1.275 8.431 17.343 1.334 .000

HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROB PER MOSTPROB EXTREME MOSTPROB EXTREMEDEG PSI PSI90.0 .1744 126.0 .0 .0 .0 .0

135.0 .6993 467.1 .0 .0 .0 .0180.0 .7871 927.7 .0 .0 .0 .0

RM S MOTIONS IN UNIDIRECTIONAL SEAS-PEED = 10.0 KNOTSFROUDE NO = .172SEA STATE = 4SIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SECSTATION = 1.00Z = 1.24 FTiEADING HEAVE VRQI SWAYMOT VEL AC C REL MOT REL VEL ACC

DEG FT FT/SEC G FT FT/SEC G90.0 1.419 2.163 .108 2.123 3.043 .120 .023135.0 1.112 2.449 .178 1.581 3.787 .185 .018

180.0 5.890 13.526 .998 5.573 12.863 1.036 .000;iEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCE

PROB PER MOSTPROB EXTREME MOSTPROB EXTREMEDEG PSI PSI90.0 .0230 18.9 .0 .0 .0 .0J35.0 .0011 1.5 .0 .0 .0 .0

1,3 .0 .5782 764.7 .0 .0 .0


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KARL A STAMBAUGH Project /J -Consulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst --(301) 544-9553 Sheet _._of

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = 8.0 KNOTSJROUDE NO = .138&EA STATE = 6,,IG WAVE HT = 16.9000 FTWAVE PERIOD = 10.2000 SECSTATION 1.00- = 1.24 FTHEADING HEAVE VRQI SWAYMOT VEL ACC REL MOT REL VEL ACC

DEG FT FT/SEC G FT FT/SEC C)0.0 3.385 3.125 .116 3.240 3.935 .131 .225,35.0 5.865 5.595 .197 4.702 5.348 .2-22 .096180.0 16.380 27.881 1.555 14.861 26.566 1.690 .000HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROB PER MOSTPROB EXTREME MOSTPROB EXTREMEDEG PSI PSI90.0 .1977 137.6 .0 .0 .0 .0135.0 .4632 301.8 .0 .0 .0 .0180.0 .9259 948.3 .0 .0 .0 .0

RM S MOTIONS IN UNIDIRECTIONAL SEAS3.PEED = 8.0 KNOTSFROUDE NO = .138-EA STATE = 4SIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SEC,STATION = 1.00

= 1.24 FTHEADING HEAVE VRQI SWAYMOT VEL AC C REL MOT REL VEL ACCDEG FT FT/SEC G FT FT/SEC G90.0 1.307 1.931 .094 2.050 2.896 .105 .023135.0 .744 1.512 .i10 1.223 2.594 .114 .015180.0 9.167 16.758 .968 8.888 16.280 1.047 .000HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROS PER MOSTPROB EXTREME MOSTPROB EXTREMEDEG PSI PSI90.0 .0175 14.1 .0 .0 .0 .035.0 .0000 .0 .0 .0 .0 .3180.0 .8062 846.1 .0 .u .0


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KARL A STAMBAUGH Project -o-/ --Consulting Naval Architects794 Creek View RdSeverna Park M D 21146 Analyst ->(301) 544-9553 Sheet ... of .. 4

IMS MOTIONS IN UNIDIRECTIONAL SEAS:,PEED = b.0 KNOTSVRO.JDE NO = .103',A STATE = 4SIG WAVE HT - 5.0000 FTWAVE PERIOD = 5.0000 SECSTATION = 1.00

1.24 FTiEADING HEAVE VRQI SWAYMOT VEL AC C REL MOT REL VEL ACCDEG FT FT/SE: 6 FT FT/SEC U-00.0 1.205 1.707 .080 2.047 2.83-3 .090 .02-35.0 5.678 10.441 .598 5.319 9.884 .648 .014180.0 2.713 6.374 .496 2.527 5.951 .510 .000

-iEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROB PER MOSTPROB EXTREME MOSTPRO8 EXTREMEDEG PSI PSI90.0 .0172 13.7 .0 .0 .0 .0135.0 .54E1 583.5 .0 .0 .0 .0180.0 .06 j7 94.0 .0 .0 .0 .0

RMS MOTIONS IN UNIDIRECTIONAL SEAS'..,PEED = 6.0 :\NOTS?ROUDE NO = .103LEA STATE = 6SIG WAVE HT = 16.9000 FTWAVE PERIOD = 10.2000 SECTAYION = 1.00- = 1.24 FTHEADING HEAVE VRQI SWAYMOT VEL AC C REL MOT REL VE L ACCDEG FT FT/SEC G FT FT/SEC G90.0 3.398 3.066 .108 3.729 4.280 .121 .216-15.0 8.756 13.352 .724 7.191 12.120 .786 .091.80.0 6.785 8.751 .530 7.252 9.247 .556 .000

rEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROB PER MOSTPROB EXTREME MOSTPROB EXTREMEDEG PS I PSI?0.0 .2942 193.5 .0 .0 .0 .0.7236 L28.7 .0 .0

II17 3 2' iie i


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KARL A STAMBAUGH ProjectConsulting Naval Architects794 Creek View Rd


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KARL A STAMBAUGH Project ./JConsulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst(301) 544-9553 Sheet of -


HEADING SURGE SWAY AC C HEAVE HEAVE ACCDE G FT G FT G90.0 .003 .019 .650 .040

135.0 .034 .002 1.190 .062180.0 .054 .000 2.125 .563

HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DEG DEG DEG DEG DEG90.0 .510 .206 .114 .000 .000

135.0 .106 .820 .191 .000 .000180.0 .000 2.586 .000 .000 .000


HEADING SURGE SWAY AC C HEAVE HEAVE ACCDE G FT G FT G90.0 .015 .061 2.858 .060135.0 1.631 .024 4.573 .193180.0 1.816 .000 4.546 .543

HEADING ROLL PITCH YAW RUDDER FIN/TANKDE G DEG DEG DEG DEG DEG90.0 1.139 .385 .434 .000 .000

135.0 .622 2.838 .951 .000 .000180.0 .000 3.086 .000 .000 .000


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KARL A STAMBAUGH Project -!/-Consulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst -c(301) 544-9553 Sheet ,_2of i


HEADING SURGE SWAY AC C HEAVE HEAVE AC CDEG FT G FT G90.0 .003 .019 .659 .040135.0 .030 .002 1.169 .081180.0 .045 .000 .776 .162

HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DEG DEG DEG DE G DE G90.0 .511 .212 .129 .000 .000135.0 .111 .930 .183 .000 .000180.0 .000 .880 .000 .000 .000


HEADING SURGE SWAY AC C HEAVE HEAVE AC CDEG FT G FT G90.0 .015 .060 2.877 .061135.0 1.507 .028 4.557 .215180.0 1.638 .000 5.520 .254HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DE G DEG DEG DEG DE G90.0 1.147 .429 .500 .000 .000135.0 .642 3.613 .912 .000 .000180.0 .000 5.804 .000 .000 .000


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KARL A STAMBAUGH Project 7> -Consulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst -(301) 544-9553 Sheet Lof

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = 10.0 KNOTSFROUDE NO = .172SEA STATE = 4.DIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SEC

HEADING SURGE SWAY AC C HEAVE HEAVE AC CDEG FT G FT G90.0 .003 .019 .671 .041135.0 .027 .002 .454 .072

180.0 .039 .000 2.992 ,1.017

HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DEG DE G DEG DE G DE G90.0 .512 .211 .142 .000 .000135.0 .104 .511 .117 .000 .000180.0 .000 3.256 .000 .000 .000


HEADING SURGE SWAY AC C HEAVE HEAVE AC CDEG FT G FT G90.0 .015 .058 2.906 .062135.0 1.397 .033 4.360 .153180.0 1.485 .000 15.377 1.144

HEADING ROLL PITCH YAW RUDDER FIN/TANKDEG DE G DEG DEG DEG DE G,0.0 1.158 .469 .562 .000 .000135.0 .719 3.910 .721 .000 .000180.0 .000 12.977 .000 .000 .000


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KARL A STAMBAUGH Project AJ-Consulting Naval Architects794 Creek View RdSeverna Park M D 21146 Analyst _(301) 544-9553 Sheet __.of J

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = 6.0 KNOTSFROUDE NO = .103SEA STATE = 4SIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SECSTATION = 1.00

= 1.19 FTHEADING HEAVE VRQI SWAYMOT VEL AC C REL MOT REL VEL ACC

DEG FT FT/SEC G FT FT/SEC G90.0 .824 1.085 .045 1.669 2.346 .052 .026135.0 2.461 3.230 .142 2.734 4.133 .161 .020180.0 5.408 17.037 1.701 5.755 18.018 1.696 .000HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROB PER MOSTPROB EXTREME MOSTPROB EXTREMEDEG PSI PSI90.0 .0000 .0 .0 .0 .0 .0135.0 .0000 .0 .0 .0 .0 .0180.0 .0556 99.8 .0 .0 .0 .0

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = 6.0 KNOTSFROUDE NO = .103SEA STATE = 6DIG WAVE HT = 16.9000 FTWAVE PERIOD = 10.2000 SECSTATION = 1.00

Z = 1.19 FTHEADING HEAVE VRQI SWAYMOT VEL AC C REL MOT REL VEL ACCDEG FT FT/SEC G FT FT/SEC G90.0 2.828 2.219 .069 2.941 3.404 .078 .03135.0 8.793 10.398 .398 8.393 10.515 .464 .077180.0 7.133 16.232 1.534 6.314 16.802 1.534 .000HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROB PER MOSTPROB EXTREME MOSTPROB EXTREMEDEG PSI PSI90.0 .0000 .0 .C .0 .0 .0135.0 .2571 184.5 .0 .0 .0 .0180.0 .0907 138.3 .0 .0 .0 .0


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KARL A STAMBAUGH Project ..--Consulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst (301) 544-9553 Sheet 2 of

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = 8 .0 KNOTSFROUDE NO = .138SEA STATE = 4SIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SECSTATION = 1.00Z = 1.19 FTHEADING HEAVE VRQI SWAY

MOT VE L AC C REL MOT REL VEL ACCDE G FT FT/SEC G FT FT/SEC G90.0 .828 1.088 .045 1.652 2.323 .052 .026

135.0 1.222 1.822 .095 1.276 2.629 .1Q4 .022i8O.0 1.972 4.972 .441 2.294 5.423 .445 .000HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCE

PROS PER MOSTPRO8 EXTREME MOSTPROB EXTREMEDE G PSI PSI90.0 .0000 .0 .0 .0 .0 .0135.0 .0000 .0 .0 .0 .0 .0180.0 .0000 .0 .0 .0 .0 .0

VMS MOTIONS IN UNIDIRECTIONAL SEASSPEED = 8.0 KNOTSFROUDE NO = .138SEA STATE = 6SIG WAVE HT = 16.9000 FTWAVE PERIOD = 10.2000 SECSTATION = 1.00Z = 1.19 FTHEADING HEAVE VRQI SWAY

MOT VEL AC C REL MOT REL VEL AC CDE G FT FT/SEC G FT FT/SEC G90.0 2.812 2.218 .069 3.005 3.434 .078 .085

35.0 5.611 6.208 .238 4.273 5.283 .274 .085180.0 13.599 15.200 .649 12.292 14.333 .727 .000

HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROS PER MOSTPROB EXTREME MOSTPROB EXTREMEDE G PSI PSI)0.0 .0000 .0 .0 .0 .0 .0

.0053 3.8 .0 .0 .0 .0L80.0 .5309 -54.7 .0 .0 .0 .0


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KARL A STAMBAUGH Project-VConsulting Naval Architects794 Creek View RdSeverna Park MD 21146 Analyst (301) 544-9553 Sheet f 5

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = 10.0 KNOTSFROUDE NO = .172SEA STATE = 4SIG WAVE HT = 5.0000 FTWAVE PERIOD = 5.0000 SECSTATION = 1.00Z = 1.19 FTHEADING HEAVE VRQI SWAYMOT VEL AC C REL MOT REL VEL ACCDEG FT FT/SEC G FT FT/SEC G90.0 .820 1.076 .045 1.637 2.301 .051 .027i35.0 1.042. 1.809 .131 1.374 3.057 .135 .01.5180.0 6.879 23.321 2.516 6.491 22.108 2.488 .000HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROS PER MOSTPRO8 EXTREME MOSTPROB EXTREMEDEG PSI PSI90.0 .0000 .0 .0 .0 .0 .0135.0 .0000 .0 .0 .0 .0 .0180.0 .1032 201.5 .0 .0 .0 .0

RM S MOTIONS IN UNIDIRECTIONAL SEASSPEED = 10.0 KNOTSFROUDE NO = .172SEA STATE = 6SIG WAVE HT = 16.9000 FTWAVE PERIOD = 10.2000 SECSTATION = 1.007= 1.19 FT

HEADING HEAVE VRQI SWAYMOT VEL ACC REL MOT REL VEL ACCDEG FT FT/SEC G FT FT/SEC G90.0 2.801 2.211 .069 3.080 3.476 .078 .086135.0 9.242 9.832 .352 8.640 9.675 .409 .066180.0 33.388 43.201 2.702 31.983 41.307 2.813 .000HEADING KEEL EMERGENCE SLAMMING PRESSURE SLAMMING FORCEPROS PER MOSTPROB EXTREME MOSTPROB EXTREMEDEG PSI PSI'0 .0 .0000 .0 .0 .0 .0 .0.25.O .C/776 178.1 .0 .0 .0 .0180.u .9107 673.9 .0 .0 .0 .0


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DISTRIBUTION L.IST

ARMY / HQDA (DAEN-ZCM), WASHINGTON, DCCNA / TECH LIB, ALEXANDRIA, VACNO / DCNO, LOGS, OP-0424C, WASHINGTON, M:COMNAVBEACHGRU ONE / CO, SAN DIEGO, CACOMNAVBEACHGRU TW O / CO, NORFOLK, VANAVFACENGCOM / CO, ALEXANDRIA, VANAVFACENGCOK / CODE 03T, ALEXANDRIA, VANAVFACENGCOM / CODE 04A3C, ALEXANDRIA, VANAVFACENGCOM / CODE 06, ALEXANDRIA, VANSWC / CODE 1235, BETHESDA, MDONT / CODE 226, ARLINGTON, VA


92/95

DISTRIBUTION QUESTIONNAIREThe Naval Civil Engineering Laboratory is revising its primary distribution lists.

SUBJECT CATEGORIES1 SHORE FACIUTIES 3D Alternate energy source (geothermal power, photovolta1A Construction methods and materials (including corrosion power systems, solar systems, wind systems, energycontrol, coatings) storage systems)IB Waterfront structures (maintenance/deterioration control) 3E Site data and systems integration (energy resource dat1 Utilities (including power conditioning) Integrating energy systems)1D Explosives safety 3F EMCS design1E Aviation Engineering Test Facilities 4 ENVIRONMENTAL PROTECTIONIF Fire prevention and control 4A Solid waste management1G Antenna technology 4B Hazardouuitoxlc materials management1H Structural analysis and design (including numerical and 4C Waterwaste management and sanitary engineeringcomputer techniques) 40 011 pollution removal and recovery1 Protective construction (including hardened shelters, shock 4E Air pollutionand vibration studies) 4F Noise abatement1K Soil/rock mechanics 5 OCEAN ENGINEERING1L Airfields and pavements SA Seafloor soils and foundations1M Physical security 5B Seafloor construction systems and operations (includin2 ADVANCED BASE AND AMPHIBIOUS FACILITIES diver and manipulator tools)2A Base facilities (including shelters, power generation, water 5C Undersea structures and materials

supplies) 5D Anchors and moorings25 Expedient roads/airfields/bridges SE Undersea power systems, electromechanical cables, an2C Over-the-beach operations (including breakwaters, wave connectorsforces) 5F Pressure vessel facilities2D POL storage, transfer, and distribution 5G Physical environment (including site surveying)2E Polar engineering 5H Ocsan-basod concrete structures3 ENERGY/POWER GENERATION 5J Hyperbaric chambers3A Thermal conservation (thermal engineering of buildings, 5K Undersea cable dynamicsHVAC systems, energy loss measurement, power ARMY FEAPgeneration) BO G Shore Facilities3B Controls and electrical conservation (electrical systems, NRG Energyenergy monitoring and control systems) ENV EnvironmentallNatural Responses3C Fuel flexibility (liquid fuels, coal utilization, energy from solid MGT Managementwaste) PRR Pavements/Rallroads

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93/95

INSTRUCTIONSTh e Naval Civil Engineering Laboratory ha s revised its primary distrlution lists. To help us verifyour records and update our data base, please do the following:

"* Add - crcle number on list"* Remove my name from all your lists - check box on list"* Change my address - line out incorrect line and write incorrection(DO NOT REMOVE LABEL)."* Number of copies should be entered after the title of the subject categories

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94/95

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