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SD5-HIS Joint Meeting, April 1, 2008
Large Trimaran Concepts and Large Trimaran Concepts and Technology ElementsTechnology Elements
By Dr. Igor Mizine, CSC Advanced Marine Center
Presentation at Joint SD-5 Panel and International Hydrofoil Society Meeting April 1, 2008
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SD5-HIS Joint Meeting, April 1, 2008
Presentation ContentBackground: HALSS Mission and CapabilitiesHALSS Concept Design Characteristics
General & Machinery ArrangementProductivity Studies
Performance Validation & Selected Technology ElementsHull Forms and Resistance Model TestsSeakeeping
Summary
HALSS Technology and Concept Evaluation Team:HALSS Technology and Concept Evaluation Team:
NSWCCD Viking Systems
SPAR Associates Global Management Partners
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SD5-HIS Joint Meeting, April 1, 2008
Design Approach and Trimaran RationalMultihull (Trimaran) ships allow high slenderness of the hulls to
reduce resistance at hump Froude numbers. Design goal is to find the best compromise between increase of wetted surface, maximum possible slenderness and resistance interference between the hulls. There is a flexibility in Trimaran configuration, which helps finding best solution.
Trimaran has substantially higher stowage capacity than equivalent monohull. Trimaran is conducive to transport high area/volume consuming payloads: Light Army and USMC equipment, hellos, sustainment, troops. In commercial application – Trimaran is the best concept for carrying cargo on wheels, allowing enough spaces forinternal maneuvers at loading and offloading. Excessive deck area is useful for aerial support.
For high speed and large sizes, Trimaran allows the propulsionpower to be split between hulls, thus reducing the limitation ofmaximum power installed in one narrow hull. With distributed propulsion the flexibility for transit and loitering operations is added and maneuvering efficiency increases.
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SD5-HIS Joint Meeting, April 1, 2008
CCDOTT High Speed Trimaran Technology and Concept Development Program
Very High Speed Sealift Trimaran (VHSST) Concept Design. Concept Evaluation; Trimaran Hull Forms Development & Model Testing
CCDOTT Program FY 99 – 01 (CY 00-02)DASH 70-knot Slender & Small Waterplane Trimaran (SWAT).Design Parametric Studies; Propulsion & Interaction Analysis; Hull Forms & Model Testing
ONR R&D Project FY 00-01 (CY 01-02)Dual Cruise & Sealift Large Trimaran Ship. Concept Evaluation
CCDOTT Program FY 02 (CY 03-04)Dual Short Sea Shipping Trailership Concept Design for USA SuperRoutes Commercial Alliance. Short Sea Shipping & Theater Support Vessel Requirements; Concept Design; Cost Estimate
CCDOTT Program FY 02 (CY 03-04)Heavy Air Lift Support Ship (HALSS). Heavy Air Lift Support Ship (HALSS). Sealift/Seabasing Mission Analysis; Hull Forms Development; Interference & Propulsion Study; Model Tests; Seakeeping Analysis; Buildability & Cost estimateCCDOTT Program FY 04-06 (CY 05-07)
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Design Approach
Ensure wind speed over the deck: Transit and maneuver at speed 35 knotsUse Trimaran Configuration for large Flight Deck
Operations Area and for split of Propulsion Systems between hullsMaximize Seakeeping & Minimize Sea MotionsUtilize proven current commercial Machinery
Propulsion Technologies Maximize range: Use fuel most efficient Diesel
EnginesAffordable: Build to commercial standards using
commercial business practicesBuild and maintain in existing US facilities
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SD5-HIS Joint Meeting, April 1, 2008
0
5
10
15
20
25
30
35
40
0 500 1,000 1,500 2,000 2,500 3,000
Win
d O
ver D
eck
(KTA
S)
Modified Container
Ship
MOB
C-130 to scale
VLCC Tanker (Single Hull)
Required Deck Length (ft)
HALSSHALSS
Modified Super Tanker
Requirement
Capability
In 1963 launching and landing of C-130 was successfully tested onboard the USS FORRESTAL.
More wind speed over deck –less required length of runway.
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SD5-HIS Joint Meeting, April 1, 2008
HALSS HALSS Support of the Sea BasingSupport of the Sea BasingHALSS helps Early Insertion & Logistic Support:Deploys at High Speed (35 Knots) to move MEB Rotary Wing, military loads for Force Employment, PAX/Troops & airplanes fuel from CONUS directly to sea baseOperate fixed wing aircraft between advanced base and the sea baseHALSS helps Force Deployment:Operate fixed wing aircraft for theater operationsArrange and Configure military loads in preparation for early entry to the Theater operations
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SD5-HIS Joint Meeting, April 1, 2008
HALLS Mission Flexibility and Potential As Afloat Forward Staging Base
HALSS is a flexible platform and can support vertical maneuver from a sea based platform
Phased approach: HALSS can be considered as "bridge" platform with near- and far-term objectives.
In Near-term - support C-130J operations, which together with existing helosprovide vertical maneuver with light forces to a depth of 300 nautical miles, utilizing a air drop capability, as required.
In Far-term the same ship platform (with flight deck under hot exhaust shield requirements) would support HLVTOL capability to provide complimentary effects to Ship To Objective Maneuver (STOM) capabilities.
Maersk Post Panamax Conversion HALSS
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SD5-HIS Joint Meeting, April 1, 2008
Flight Deck Length 1,100 FT Flight Deck Width / Docking Hull Beam 274 FT / 180 FTDraft 37.9 FTDepth 100 FTFull Displacement 65,000 MTPayload:
Combat forces sustainment 8,900 STAircraft Fuel Supply 2,650 ST
Fixed Wing Aircraft Six C-130JStowage Factor
Main (Flight) Deck 185,900 SQFTII Cargo Deck 141,000 SQFTIII (Crossover) & IV Decks 51,100 SQFT
HALSS Stowage Factor 46.7 SQFT/MT
Unrefueled Range of Sea Voyage - CONUS to Advanced Base or to JOA10,000 NM at 35 knots>15,000 NM at 25 knots
Followed by 10 days endurance in JOA
HALSS Principal CharacteristicsHALSS Principal Characteristics
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Early Insertion – C-130 J OPS
Flight deck configuration assures aircraft launch and recovery into the wind enabling maximum takeoff and landing weight under most conditions.Sponson deck is removable to reduce beam to facilitate construction and dry-docking.
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SD5-HIS Joint Meeting, April 1, 2008
Baseline Machinery & Propulsion TechnologyDiesel – Diesel / Electric @ Propeller Option
MAN or Sulzer low-speedRTA and RT-flex engine 69 MW.
Wärtsilä Medium- Speed Diesel
36 MW HTS Superconducting AC
Motor OR 500 RPMconventional motorw/ reduction gear
2 x MAN or Sulzer RTA 96 (102 RPM) @ 2 x Lips FP Propellers
2 Electric Motors powered by 4 x Wartsila 16V46 @ 2 x Lips CP Propeller
HALSS Center Hull:
Side Hulls:
Large and most powerful propellers – Propeller diameter 9.10 m; 6 blades,total weight 102 mt
World’s LargestControllable PitchPropeller 44 MW
HALSS Propellers:Center hull FPP ~ 68.6 MW - 8 mSide hull CPP ~ 31 MW - 4.8 m
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SD5-HIS Joint Meeting, April 1, 2008
Technology Propulsion Options for HALSS Concept
Speed
Knots
Effective Horse Power
Shaft HP (US)
Shaft Power (MW)
With 10% Sea Margin RPM
10 3,239 4,728 3.5 3.9 3015 11,240 16,408 12.2 13.5 4520 25,667 37,470 28 31 5925 48,859 71,327 53 59 7430 94,867 138,491 103 114 8935 148,766 217,177 162 178 104
Propulsive Coefficient: 0.685
Predicted Power Requirements
Center Hull Alternative Propulsion Options: FPP – A - baselineSSPA Contra Rotating Units - BABB Pod for 150MW Sealift Concept under
evaluation in NSWCCD - C Preswirl Vanes – D
Side Hull Options:FPP/CPP – E - baselineAWJ - FPumpJet - G
Allows to increase
propulsion efficiency
for 8%
B C
D
GF/G
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SD5-HIS Joint Meeting, April 1, 2008
DieselDiesel--Propeller Section at MAN Diesel EnginesPropeller Section at MAN Diesel Engines
Twin MAN engines directly connected to 102 RPM FPP have arrangement and overall size advantages in comparison with baseline Sulzer engine. Both enginesare commercially available and provide the best combination for the power.Additional power for boost and for maneuvering is provided by medium speed diesel engines driving 514 RPM generators in the center hull, poweringelectric motors in the side hulls with FPP, CPP or Waterjet propulsors.
10
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Operational Fuel Consumption &
Cargo Weights Available
Vs. Range & Transit Speed
4 ,000
9 ,000
14 ,000
19 ,000
5,000 7 ,000 9 ,000 11 ,000 13 ,000 15 ,000
R a n g e , N M
F ue l w e igh t a t 3 5 k nF ue l w e igh t a t 3 0 k nF ue l w e igh t a t 2 4 k nC a rgo P a y loa d a t 35 k nC a rgo P a y loa d a t 30 k nC a rgo P a y loa d a t 24 k n
HALSS Operational Efficiency
Speed kts Power MWProvided
byFuel Rate g/kW-hr
Fuel, t (10,000 NM)
Days per 10,000 NM
10 5 D/G 210 1,129 41.7
20 44 14RTA96 175 3,864 20.8
25 91 14RTA96 175 6,378 16.7
30 146 14RTA96 175 8,509 13.9
35 206 All 187 10,993 11.9
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Operational Modeling and Parametric Studies
The Lockheed Martin 6 Degree of Freedom (6-DOF) model with HALSS Sea Motion Data is used for the analysis of various operational constrains:
Payload/radius sensitivities for the C-130J aircraft operating in the HALSS concept ship.
Parametrically vary the deck length and wind over deck
Target length is less than 1,000 ft
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Buildability Study FindingsComprehensive ship construction analysis done for both assembly on land and in the water. Construction of center and one connected side hull in drydocks with joining of the other side hull in the water after launching using buoyancy bargesHALSS three hull configuration is well suited to a modern Virtual Shipbuilding approach
Two Hulls in Notional US Dock
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SD5-HIS Joint Meeting, April 1, 2008
An Affordable HALSS Built in the USA to Commercial Standards
HALSS Fits in Sparrows Point Dock(Dock currently in operation)
Combatant ship construction yards are not affordable
Large Commercial Ship and Naval Auxiliary yards are candidate companies
Mid-tier yards using Virtual Shipbuilding approaches are candidates
Starting with a quality contract design and properly planned and managed, a Virtual Shipbuilding approach can reduce design and construction costs by 20%
One piece construction at Sparrows Point, Baltimore in the old BethShip graving dock using extensive outsourcing of preoutfitted hull blocks
and float out using buoyancy barges
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Technology Elements
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SD5-HIS Joint Meeting, April 1, 2008
0.4
0.65
0.9
1.15
1.4
0 2 4 6 8 10 12
35 knots 42 knots 49 knots 60 knots
VHSST-50 Hull Forms Development and Trimaran Resistance Interference Study
Model 5569 Testing Data
Fwd position: Calm Seas and SS7
Aft position: Calm seas and SS7
Stagger
Resistance ratio to Resistance in Aft position
At 50kn Only 15% Increase of Resistance at SS7
Optimum Stagger Depends on Speed
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SD5-HIS Joint Meeting, April 1, 2008
Slender & SWAT Hull Forms Development CCDOTT & ONR – DASH Projects (2001)
LWL: 19.65 ftLOA: 19.68 ft
12"0 1 2 43 5 6 7 8 9 1110 12
PROFILE
171615 16.515.514.51413 18.517.5 18 19.519
Scale 1:50
LOA: LWL: Beam (cenBeam (totaBWL (centeDepth: Draft: Displ: LCB (fwd oWet Surf.:
Centroid:
DASH
18.50 112"
2 43 5 6 7 8
WATERLINES
109 11 12 13 14.514 1615 15.5 1716.5 17.5 18 19.519
TOW POINT
CENTROID
6"12" 9" 3"
AP
12"
9"
6"4.5"
1.5"3"
12
9"
6"
1112"
3"
BASELINE
1/2 BWL: 8.52"1/2 B: 8.68"
3"
SECTIONSSCALE 2:1
LC 1.5" 4.5" 6"
19
01
23
54
6
7.5"1.5"7.5" 4.5"6" 3"
4.5"
78
9-10
1817
1615
14 13 10
3"4.5"
6"
7.5"
1.5"3"4.5"6"
7.5"
299.86 m299.35 m
61.46 m21.63 m16.00 m5.75 m
18,548.99 mT6,202.78 sq.m.
LOA: LWL: Beam (total): BWL (center): Depth: Draft: Displ: Wet Surf.:
DASH
11.40Slenderness
Slender Center Hull
Scale 1:50
LO A: LW L: Beam (center):Beam (tota l): BW L (center): D epth: D raft: D ispl: LCB (fwd of AP): W et Surf.:
Centro id:
190185
1661420
817,971.
795,245.04
x = 8y = 0z = 2
DASH - SW AT Version
12"0 1 2 3 4 5 6 7 8 8.5 9 9.5 10 1110.5 11.5 12
012"
1 2 3 4 5 6 7 8 8.5 9 9.5 10 10.5 11 11.5 12
3"
6" 6.70"9"
12"
15" 15.75"
01
23
54
12
11109
78
3"
6"6 .70"
9"
12"
15"15.75"
C 1.5" 3" 4.5"LBASELINE6"1.5"6" 4 .5" 3"
1.5"
3"4.5"
6"6"
4.5"
3"
1.5"
LOA: 12.47 ftLW L: 12.15 ft
1/2 BW L: 5.58"1 /2 B : 6.66"
3"9"
6"12"15"15.75"
6.7" - DW L
SECTIO NSSCALE 2:1
PRO FILE
W ATERLINES
66
1.5"3"
6"4.5"
AP
TO W POINTCENT RO ID
LOA: LWL: Beam (total): BWL (center): Depth: Draft: Displ: Wet Surf.:
DASH - SWAT Gondola190.00 m185.24 m61.46 m14.20 m20.00 m8.50 m
17,971.93 mT5,245.04 sq.m.
Slenderness 7.13
SWAT Center Hull
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SD5-HIS Joint Meeting, April 1, 2008
Slender & SWAT Resistance & Seakeeping Model Tests in DTMB (2001)
Slender DASH Trimaran Model 5597 Ship Resistance Components
0
500000
1000000
1500000
2000000
2500000
3000000
3500000
0 10 20 30 40 50 60 70 80Speed, knots
Res
ista
nce,
lb
Rts
Rfs
Rrs
Model Resistance in Head Seas
0
5
10
15
20
25
30
35
40
45
50
0 5 10 15 20 25 30 35 40Ship Scale Significant Wave Height, ft
Mod
el R
esis
tanc
e, lb
s
SWAT 70 knotsSlender 70 knotsSWAT 50 knotsSlender 50 knotsSWAT 30 knotsSlender 30 knots
Both Slender and SWAT Trimarans at Sea States 0, 5, 7 showed remarkably small increase in resistance: low levels of pitch , reduced
drag, slamming, green water on deck
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Hull Forms DevelopmentHigh Speed Trimaran technology development & hull forms optimization experience based on results of CCDOTT
& ONR 98-04 projects:
BL
CL
B1B2B3B4 B1 B2 B3 B4
WL 3300
WL 6600
WL 9900
WL 13200
WL 16500
WL 19800
WL 23100
UPPER DECK 26400 ABL
DWL 10500 ABL
16
15.5
151413
12
12
11
10
9
TRAN SOM TRANSOM
1
2
3
5
8 6
7
4
WET DECK 18000 ABL
98.5
8
76
5
21
3
4
CL SHIPSIDE HULL CLSIDE HULL
25250
13
Scale 1:50
LOA: LWL: Beam (center):Beam (total): BWL (center): Depth: Draft: Displ: LCB (fwd of AP): Wet Surf.:
Centroid:
190185
16611420
817,971.9
795,245.04
x = 81y = 0z = 2
DASH - SWAT Version
12"0 1 2 3 4 5 6 7 8 8.5 9 9.5 10 1110.5 11.5 12
012"
1 2 3 4 5 6 7 8 8.5 9 9.5 10 10.5 11 11.5 12
3"
6" 6.70"
9"
12"
15" 15.75"
01
23
54
12
11109
78
3"
6"6.70"
9"
12"
15"15.75"
C 1.5" 3" 4.5"LBASELINE6"1.5"6" 4.5" 3"
1.5"
3"4.5"
6"6"
4.5"3"
1.5"
LOA: 12.47 ftLWL: 12.15 ft
1/2 BWL: 5.58"1/2 B: 6.66"
3"9"
6"12"15"15.75"
6.7" - DWL
SECTIONSSCALE 2:1
PROFILE
WATERLINES
66
1.5"3"
6"4.5"
AP
TOW POINTCENTROID
Scale 1:50
LOA: LWL: Beam (center):Beam (total): BWL (center): Depth: Draft: Displ: LCB (fwd of AP): Wet Surf.:
Centroid:
190185
16611420
817,971.9
795,245.04
x = 81y = 0z = 2
DASH - SWAT Version
12"0 1 2 3 4 5 6 7 8 8.5 9 9.5 10 1110.5 11.5 12
012"
1 2 3 4 5 6 7 8 8.5 9 9.5 10 10.5 11 11.5 12
3"
6" 6.70"
9"
12"
15" 15.75"
01
23
54
12
11109
78
3"
6"6.70"
9"
12"
15"15.75"
C 1.5" 3" 4.5"LBASELINE6"1.5"6" 4.5" 3"
1.5"
3"4.5"
6"6"
4.5"3"
1.5"
LOA: 12.47 ftLWL: 12.15 ft
1/2 BWL: 5.58"1/2 B: 6.66"
3"9"
6"12"15"15.75"
6.7" - DWL
SECTIONSSCALE 2:1
PROFILE
WATERLINES
66
1.5"3"
6"4.5"
AP
TOW POINTCENTROID
HALSS Multi Disciplinary Optimization:Wave & Viscous-Inviscid Interaction, Scaling factors,
Sea Motions & Wave Loads, Structural Integrity
High Speed Performance & Structural Requirements Compromise
Excellent Seakeeping & Structural Support
Enough Area/Volume for all of Propulsion Machinery Options
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SD5-HIS Joint Meeting, April 1, 2008
Various tradeoffs performed with variants of the hull forms for Center and Side hulls: different angles of skeg arrangement, angles of Waterline entrances, buttocks shape, etc.
The baseline hull forms were assessed with calculations of hydrostatics and MQLT. The variants of the hulls lines and Trimaran configuration were analyzed wih use of CFD FLUENT.
HALSS Hull Forms Development
Model A2-1
-0.2
-0.1
0
0.1
0.2
-250 -200 -150 -100 -50 0 50 100 150 200 250
Path Length from Station 10 (m)
P / P
d @
35
kts
Streamline 1 Aft
Streamline 1 Fwd
Streamline 2 Aft
Streamline 2 Fwd
Streamline 3 Aft
Streamline 3 Fwd
Streamline 4 Aft
Streamline 4 Fwd
Model A2
-0.1
0
0.1
0.2
-250 -200 -150 -100 -50 0 50 100 150 200 250
Path Length from CL (m)
P / P
d @
35
kts
Streamline 1 Aft
Streamline 1 Fwd
Streamline 2 Aft
Streamline 2 Fwd
Streamline 3 Aft
Streamline 3 Fwd
Streamline 4 Aft
Streamline 4 Fwd
HULSS Lines Design with FLUENTPressure distribution along the streamlines – reducing positive pressure gradients
InitialImproved
Streamlines along Center and Side hulls – final version with optimized skegs
AFT
StaggerMiddle
Stagger
CFD/FLUENT&MQL T optimized HALSS Center hull forms
(blue lines)
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SD5-HIS Joint Meeting, April 1, 2008
Flow Visualization at Three Staggers at 35 knots
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Center Hull w/o Skegs Test Results and Comparison
Baseline HALSS Trimaran configuration, which was chosen by minimizingthe positive pressure gradients along the Center hull has demonstratedstrong favorable interference between the Center and Side hullsFor other staggers this phenomenon is negativeThe Center hull stern hull forms need further optimization to minimize skegs-hull interaction and improve propeller wake
0
50000
100000
150000
200000
250000
300000
350000
400000
450000
500000
10 15 20 25 30 35 40 45
EHP
, KW
Test 3_Center Hull with skegsCalcs_Center Hull without skegTest 1_Center Hull without skegsTest 5_Trimaran (baseline config
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SD5-HIS Joint Meeting, April 1, 2008
0
1
2
3
4
10 15 20 25 30 35 40 45
1000
CR
Test 1_Wave PiercingBulb BowTest 2_Stem Bow
0
50000
100000
150000
200000
250000
300000
10 15 20 25 30 35 40 45
EHP,
KW Test 1_Bulb Bow
Test 2_Stem Bow
Wave Piercing Bow Bulb vs. Stem Bow Test Results
Original Wave Piercing Bow Bulb allowedto achieve about
10% reduction of EHPVs. Stem Bow
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SD5-HIS Joint Meeting, April 1, 2008
HALSS Model Test Results and ConclusionsThe most efficient HALSS configuration appeared to be minimal spacing.
Middle longitudinal position of the side hulls selected by minimization of pressure gradients along center hull streamlines proved to be validated by model tests. At middle position an extremely favorable interference has been observed. With adequate CFD tools this finding can lead to the innovative, highly efficient concepts of HALSS-type new ships.
Wave Piercing Bow Bulb (WPPB) proved to be efficient for the HALSS-type hull forms.
Skeg-Stern center hull interference has been underestimated and led to development of one center plane skeg (instead of two side skegs) and shaft and strut propellers arrangement. New improvement requires testing and more computational analysis.
Test results proved potential of utilizing favorable Viscous-Inviscid interference phenomenon in designing Trimarans. It requires better physical understanding and Tools, applicable to implement this potential for powering efficiency. This area of investigations is highly recommended for future R&D plans.
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SD5-HIS Joint Meeting, April 1, 2008
WASIM Trimaran Prediction and Analysis ProcedureDisplacement, Velocities, Accelerations; Relative Motions for Slamming and Emergence; Hull Girder Loads and Local Pressures; Interaction between Main and Side Hulls.
Assessment Criteria: Naval Air Operations (NATO STANAG 4154, 1997) Transit (NATO Generic Frigate)
Results of HALSS Seakeeping Analysis:HALSS Provides Favorable Seakeeping Performance: meets vertical
motion criteria up to sea state 6; horizontal acceleration criteria up to sea state 7; no Slamming below Sea State 7, etc
High Speed Trimaran Seakeeping StudyHigh Speed Trimaran Seakeeping Study
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SD5-HIS Joint Meeting, April 1, 2008
Nonlinear Effects in HALSS Seakeeping Assessment
• Hull above waterline is ignored in linear theory (frequency- domain) calculations
• This precludes evaluation of cross-structure slamming (for example)
• WASIM can include structure above waterline in the time- domain analysis
Not “seen” in linear theory
WASIM:WASIM:
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SD5-HIS Joint Meeting, April 1, 2008
Output data and Criteria
• Motions• Accelerations at various
locations• Shear and bending
moment, 25m increments• Slamming of hulls and
cross-structure• Propeller emersion• Available with
additional/future analyses:– Motion sickness incidence– Motion induced
interruptions
Pitch Displacement 1.50 degRoll Displacement 4.00 degVertical Acceleration (Midship/Centerline) 1.962 m/s2Vertical Acceleration (Midship/Beam) 1.962 m/s2Vertical Acceleration (Bow/Centerline) 1.962 m/s2Vertical Acceleration (Stern/Centerline) 1.962 m/s2Transverse Acceleration (Midship/Centerline) 0.981 m/s2Transverse Acceleration (Midship/Beam) 0.981 m/s2Transverse Acceleration (Bow/Centerline) 0.981 m/s2Transverse Acceleration (Stern/Centerline) 0.981 m/s2Centerhull Bottom Slamming 20 per hourSidehull Bottom Slamming 20 per hourBridge Deck Slamming 20 per hourPropeller Immersion 90 per hourBending Moment (Midships) 2.84E+09 N-mShear Force (Quarter Forward) 1.00E+06 N
User-supplied criteria (example)
Also need Operational Profile (percentage of time at each speed and heading in each sea state)
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SD5-HIS Joint Meeting, April 1, 2008
Wind Speed – Vessel Speed Correlation
Wind Speed Over Deck for Flight Operations
0
10
20
30
40
50
60
0 1 2 3 4 5 6 7Sea State
Win
d Sp
eed
(Kno
Wind Speed
Minimum Required Speed Over Deck
Maximum Required Speed Over Deck
Wind Speed Minimum Vessel Speed
Maximum Vessel Speed
(Knots) (Knots) (Knots)0 0.0 35.0 40.01 3.0 32.0 37.02 8.5 26.5 31.53 13.5 21.5 26.54 19.0 16.0 21.05 24.5 10.5 15.5
5.5 30.0 5.0 10.06 37.5 -2.5 2.57 51.5 -16.5 -11.5
Head Sea Cases used for AnalysisInsufficient Forward Speed to Maintain Maneuverability
Sea State Using Wind Speed Associated with a Sea State defines the required vessel speed to maintain 35 knot apparent wind speed over deck
Wind - Sea State
Wind - Vessel
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SD5-HIS Joint Meeting, April 1, 2008
Stagger Influence 15 knots – Maximum Response from All Headings
Pitch Angle
0
0.5
1
1.5
2
2.5
SS4 SS5 SS6 SS7
Stagger = 0.00Stagger = 0.24Stagger = 0.40Stagger = 0.80
Roll Angle
0
1
2
3
4
5
6
7
8
9
10
SS4 SS5 SS6 SS7
Stagger = 0.00Stagger = 0.24Stagger = 0.40Stagger = 0.80
Vertical Acceleration at Bow - Centerline
0
0.5
1
1.5
2
2.5
3
SS4 SS5 SS6 SS7
Stagger = 0.00Stagger = 0.24Stagger = 0.40Stagger = 0.80
Vertical Acceleration at Stern - Centerline
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
SS4 SS5 SS6 SS7
Stagger = 0.00Stagger = 0.24Stagger = 0.40Stagger = 0.80
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SD5-HIS Joint Meeting, April 1, 2008
Pitch Angle
0
0.5
1
1.5
2
2.5
SS4 SS5 SS6 SS7
Separation = 0.36Separation = 0.75Separation = 1.25
Roll Angle
0
1
2
3
4
5
6
7
8
9
SS4 SS5 SS6 SS7
Separation = 0.36Separation = 0.75Separation = 1.25
Vertical Acceleration at Bow - Centerline
0
0.5
1
1.5
2
2.5
3
SS4 SS5 SS6 SS7
Separation = 0.36Separation = 0.75Separation = 1.25
Vertical Acceleration at Stern - Centerline
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
SS4 SS5 SS6 SS7
Separation = 0.36Separation = 0.75
Separation = 1.25
Separation Influence 15 knots –
Maximum Response from All Headings
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SD5-HIS Joint Meeting, April 1, 2008
Air Craft Operation Criteria Assessment
Vertical Displacement at Stern
10.0
15.5
21.026.531.5
0
0.2
0.4
0.6
0.8
1
1.2
1.4
0 1 2 3 4 5 6 7Sea State
(Vessel Speed Shown in Labels)
Ver
t. D
ispl
acem
ent (
RMS ResponseDisplacement Limit
Pitch Motion
10.0
15.5
21.026.531.5
0
0.2
0.4
0.6
0.8
1
1.2
0 1 2 3 4 5 6 7Sea State
(Vessel Speed Shown in Labels)
Pitc
h An
gle
(Deg
ree RMS Response
Pitch Limit
Vertical Velocity at Touchdown Point
10.0
15.5
21.026.531.5
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0 1 2 3 4 5 6 7Sea State
(Vessel Speed Shown in Labels)
Vert.
Vel
ocity
(m/
RMS ResponseVelocity Limit
Vertical Acceleration at Bridge
31.5 26.5 21.015.5 10.0
0
0.5
1
1.5
2
2.5
0 1 2 3 4 5 6 7Sea State
(Vessel Speed Shown in Labels)
Vert.
Acc
eler
atio
n (m
/sRMS ResponseAcceleration Limit
35
SD5-HIS Joint Meeting, April 1, 2008
0 . 0 00 . 0 8
0 . 1 60 .2 4
0 . 2 90 . 3 5
0 . 4 0
0 . 5 3
0 .6 7
0 . 8 0
0 . 3 60 . 4 9
0 . 6 20 .7 5
0 .9 21 . 0 8
1 .2 5
0
0 .5
1
1 .5
2
2 . 5
3
3 .5
4
0 .0 0
0 . 1 6
0 . 2 9
0 .4 0
0 .6 7
0 .3 60 . 4 9
0 . 6 20 . 7 5
0 . 9 21 . 0 8
1 .2 5
0
0 . 5
1
1 . 5
2
2 . 5
3
3 . 5
4
9 0 1 1 5 1 4 01 8 0 2 4 0
3 0 00
0 .2 5
0 . 5
0
0 .5
1
1 . 5
2
2 . 5
3
3 .5
4
9 0 1 1 51 4 0 1 8 0
2 4 0 3 0 00
0 .2 5
0 . 5
0
0 .5
1
1 . 5
2
2 . 5
3
3 .5
4
Sample HALSS (Extrapolated) Roll Motion Calculations
Stagger StaggerSpacing Spacing
Beam Seas Quartering Seas
SS5
15 knots
Length LengthStagger Stagger
Small Side Hulls – 2.3% Large Side Hulls – 7.5%
SS4
48.5 knots
36
SD5-HIS Joint Meeting, April 1, 2008
Wave Elevation Interference vs. Trimaran Configuration
Effect of Stagger along the Length of the Center hull
Effect of Separation along the Center hull The wave elevation, while in phase, at staggers maximum Aft (Stagger 0) and Maximum Fwd (Stagger 0.8), which is created by speed of the Center and Side Hulls (Speed 35 knots) and incoming waves (head seas, SS5), increase amplitude along the whole length of the Center hull. This amplification of center hull waves leads to additional bending moment in the hull girder loads and a wave trough in way of the props, which also leads to the excessive amounts of prop emergences.
This is new and not well definedphenomenon.Potentially, can guide the choiceof Trimaran configurationMore studies are needed
37
SD5-HIS Joint Meeting, April 1, 2008
SummarySummaryHALSS potentially offers unique military capabilities for CONUS to Sea base logistics and early entry operationsC-130J operations from HALSS are feasible R&D studies and engineering development conducted in CCDOTT multi year Program substantiate the feasibility of the design with current technology and reasonable risk. The CCDOTT HALSS program is correlated with Sealift R&D studiesThe current project demonstrated important technical findings, like potential of favorable wave interaction for trimaran ship and feasibility of commercial slow speed machinery for high speed sealift ships A new approach to acquisition, design and construction is proposed to end the cycle of ever increasing naval ship acquisition cost. This approach needs further detailing to ensure that Future HALSS-type ship is buildable in multiple, existing U.S. facilities
38
SD5-HIS Joint Meeting, April 1, 2008
Back-Ups
Questions?
39
SD5-HIS Joint Meeting, April 1, 2008
X/(L/2)
Y/(
L/2)
-1.0 -0.5 0.0 0.5 1.0
-0.6
-0.4
-0.2
0.060.050.040.030.020.010.00
-0.01-0.02-0.03-0.04
H ALSS Trimaran With The Side Hull M oved 0 m ForwardOf The M ain Hull Transom
Ship Speed = 3 8 Knots
Re sults From SW IFT
Z/(L/2)
Transverse Location = 23.66m Outboard
Stern Bow
X/(L/2)
Y/(
L/2)
-1.0 -0.5 0.0 0.5 1.0
-0.6
-0.4
-0.2
0.060.050.040.030.020.010.00
-0.01-0.02-0.03-0.04
H ALSS T rimaran With The Side H ull Moved 50m ForwardOf The M ain Hull Transom
Ship Speed = 3 8 Knots
Re sults From SW IFT
Z/(L/2)
Transverse Location = 23.66m Outboard
Stern Bow
X/(L/2)
Y/(
L/2)
-1.0 -0.5 0.0 0.5 1.0
-0.6
-0.4
-0.2
0.060.050.040.030.020.010.00
-0.01-0.02-0.03-0.04
H ALSS Trimaran W ith The Side H ull M oved 10 0m ForwardOf The M ain Hull Transom
Ship Speed = 3 8 Knots
Re sults From SW IFT
Z/(L/2)
Transverse Location = 23.66m Outboard
Stern Bow
HALSS Trimaran Free Surface Elevations From
SWIFT at 38 knots
Aft Position
Forward Position
Middle Position
40
SD5-HIS Joint Meeting, April 1, 2008
High Speed Trimaran Resistance Estimate
0
5
10
15
20
25
30
2 3 4 5 6 7 8 9Vs (m/s)
10,0
00 C
r; 1
0,00
0 Cw
Calculated Cr Calculated Cw Experiment Cr
MQLT Validated by Model Tests
Quasi Linear Theory method was modified to consider viscous-inviscid calculation of form resistance and transom drag – MQLT.MQLT was validated with DTMB testing results and compared withSHIPFLOW CFD calculations.MQLT is used for HST hydrodynamic design and optimization.
0.0E+00
5.0E-04
1.0E-03
1.5E-03
2.0E-03
2.5E-03
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Froude NumberC
w
SHIPFLOW
MQLT
Resistance - SHIPFLOW and MQLT