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HALSS Feasibility Study Design Report- Appendix A 18 December 2006
Watertight & Deep Tank transverse bulkheads (Vertical stiffeners) Center Hull Side Hull
Top of the overflow of tank taken as 0.910 abv the Bulkhead Deck Bhd dk height: 17.100 22.500 m ABL
WT Bulkhead plating3-2-9/5.1 t = sk (qh) /c + 1.5 mm but not less than 6 mm or s/200 + 2.5 mm, whichever is g
1 DeepTank
reater
3-2-10/3. Bulkhead plating t = sk (qh) /254) + 2.5 mm but not < 6.5 mm or s/150 + 2.5 mm, whichever is greater.
Therefore deep tank rules govern for the collision (Fore Peak) bulkhead.
k = 1
For WT bulkheads, h is from the bottom of the plate to the bulkhead deck at center, c = 254 for collision bulkhead, 290 others
Deep Tank h = bottom of plate to a point 1.3m above the top of the tank (or 2/3 overflow ht). = 1.025
PL Botm PL Top plate Top of Tk Watertight Bhd Deep Tank Bhd
m ABL m ABL height S (m) s(mm) q m ABL h, m t, mm h, m t, mm
4.000 7.000 3.000 3.000 800 1.00 0.662 22.500 18.500 9.7 19.800 11.4
7.000 10.000 3.000 3.600 900 1.00 0.662 22.500 15.500 9.9 16.800 11.8
10.000 14.500 4.500 4.500 900 1.00 0.662 22.500 12.500 8.9 13.800 10.7
14.500 17.100 2.600 3.420 900 1.00 0.662 22.500 8.000 7.1 9.300 8.8
17.100 22.500 5.400 3.820 900 1.00 0.662 22.500 5.400 7.0 6.700 8.5
0.000 3.600 3.600 7.200 900 1.00 0.662 17.100 17.100 10.4 18.400 12.4
3.600 6.750 3.150 6.300 957.76 1.00 0.662 17.100 13.500 9.9 14.800 11.8
6.750 9.900 3.150 6.300 957.76 1.00 0.662 17.100 10.350 8.6 11.650 10.5
9.900 13.500 3.600 7.200 900 1.00 0.662 17.100 7.200 7.0 8.500 8.5
13.500 17.100 3.600 7.200 900 1.00 0.662 17.100 3.600 7.0 4.900 8.5
Bulkhead stiffeners
, k = (3.075 2.077)/(+ 0.272) where 1 2 q = 235/Y = 1.00 (.662=AH36, 1=mild stl)
k
SM = 7.8 c h s l Q cm3
3-2-9/5.3 WT Bulkheads: Q=1, c = 0.30 for stiffeners having effective bracket attachments at both ends, or 0.43 for
stiffeners w/ brackets at one end and horizontal girders at the other end, or 0.60 for stiffeners between horizontal girders
h from middle of stiffener to same as PL, but if h < 6.10 m, h is to be 0.8 times the distance plus 1.22 m
3-2-10/3.3 DeepTank Bulkheads: (3-2-1/5.5) Q = .72=AH36, .78=AH-32, 1=mild stl)
For the end connections listed above, c = 0.594 or 0.747 or 1.00, respectively. H is to same point as plate.
H - L c From To h, m s, m l, m Q SM, cm3 Att PL t SM, cm3 A, cm2 t,%
S-IB 0.59 7.800 7.800 16.000 0.900 3.600 0.72 622.6 11.8 670.3 46.70 44%
S - Dk 0.59 10.900 10.900 12.900 0.900 4.500 0.72 784.3 10.7 793.3 50.13 52%
S - dk 0.59 15.400 15.400 8.400 0.900 3.420 0.72 295.0 8.8 312.9 32.30 41%
S - dk 0.59 18.000 18.000 5.800 0.900 3.820 0.72 254.1 10.7 256.8 29.60 31%
C -IB 0.59 7 64%
C -Mid 0.5 .30 37%
C -Mid 0.59 7.200 7.200 11.200 0.958 3.000 1 8.5 356.0 32.40 40%
C -Strgr 0.59 9.900 17.100 4.900 0.900 8.5 777.1 50.13 66%
C -top 0.59 10.800 10.800 7.600 0.900 8.5 215.8 23.60 31%
C -top 0.59 13.950 13.950 4.450 0.900 3.000 0.72 120.2 8.5 125.6 17.80 23%
3-2-10/3.7.1 Stringers supporting the bulkhead stiffeners
.10
.923.600 9.900 11.650 0.900 6.300 0.72 1388.2 11.8 1442.4 6
9 4.500 4.500 13.900 0.958 3.000 0.72 399.7 10.5 399.7 37
0.72 322.
7.200 0.72 762.6
3.000 0.72 205.4
SM = 4.74 c h s l2
cm3 c = 1.50
h & s are similar to stiffeners. Where effective brackets are fitted, l may be modified as indicated in 3-2-6/7.1.
3.7.2 Proportions: Girders and webs minimum depths = 0.145l(0.0833lif struts are fitted), plus 1/4 the depth of the stiffener
slots, not < 3x the depth of the slots. 7.11
The thickness is not to be less than 1% of the depth plus 3 mm but need not exceed 11.5 mm.
From To h, m s, m l, m SM,cm3
Min D,m min t,mm SM, cm3 A, cm2 t,mm
5.660 11.650 15.145 3.600 5.990 22,888 0.969 9.7 23,117 298.10 70%
4.600 15.100 8.550 3.000 10.500 33,087 1.623 11.5 33,720 394.20 111%9.900 9.900 8.500 6.750 7.925 42,161 1.249 11.5 42,145 434.75 55%
9.900 9.900 8.500 6.750 15.000 151,040 2.275 11.5 155,808 147.00 15%
9.900 9.900 8.500 6.750 15.000 151,040 2.275 11.5 151,542 733.50 77%
4.600 15.100 8.550 22.500 13.500 410,206 2.058 11.5 410,521 1480.80 72%
4.600 9.900 11.150 3.000 5.300 10,993 0.869 8.7 16,534 222.50 63%
9.900 15.100 5.900 3.000 5.200 5,600 0.854 8.5 9,026 187.87 53%
On CL Longitudinal bulkhead, typical web fr full height adds 111% to 11.8mm PL weight.
A horizontal mid-height stringer with mid-span vertical adds (77%+72%)/2 + average(63%,53%) = 132% i.e. no benefit.
Stringer scantlings are indicative only, giving approximate depth and cross-sectional area. 14PL webs would actually be
12mm PL with stiffeners adding about 20%. Vertical at Fr 40, 61, would actually be a swash bulkhead.
BP200*9
BP160*9
Side > 4th dk
Side < 3d dk
Centr IB
Centr - Mid
Centr - Strgr
Centr - top
Vert, Typ MT875x305x13/25.4
Hull - Below
Side < IB
Side, >IB
Side,
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HALSS Feasibility Study Design Report- Appendix A 18 December 2006
Deck structure Plating, Longitudinal Stiffeners, Transverse Beams, Longitudinal Girders & Pillars
Wheel-Load CALCULATIONS FROM 2006 ABS RULE 3-2-3/5.17.
Flight Deck Net t incl stfnrs + webs+grdrs+cols (for wgt est) is 23.09 mm = 85% Use 12.5 mm AH-36
t = 12.27 mm for sea-going conditions.
t = kKn CW mm where k = 25.2 for tf units, K is obtained from 3-2-3/Figure 1. W = stat ic wheel load, in tf
n = 1.0 where l/s2.0 and 0.85 where l/s = 1.0, interpolate for intermediate values. C=1.5 for oceangoing or 1.1 in port.For higher-strength steel, use thts = tms( 24 / Y ) = tms* 0.816 for AH- 36
For wheel loading, the strength deck plating thickness is not to be less than 110% of that required above. See Notes.
C-130J Tire pressure = 93 psi max= 6.200 Kg/cm2 135,000 Lb max = 61.224 t on 4 wheels
Wheel dimensns 1 wheel
Ka b a/s b/s C W, t Rule t thts
900 762 483 0.84 15.306 15.03 12.27 4.159 Kg/cm2
900 762 483 0.847 0.537 0.145 1.1 22.500 18.23 14.88 6.113 Kg/cm2
0 483 0.567 0.537 0.155 1.1 15.306 16.04 13.10 6.214 Kg/cm2
900 434 483 0.482 0.537 0.158 1.1 13.000 15.07 12.31 6.200 Kg/cm2
Case - cm.
484.0
m
Rule
7 0.537 0.145 1.1
900 51
1 M = W a b/l= 15.31 73.2 847.0 Case 2 M = W a (b/l)2= 15.31 76.85 0.5533 650.8 t
Use With attached PL, SM = 498.3 cm3 H-36 q = 0.72 SMr = q M / f =
Stiffener Area As = 41.3 cm2 Equivalent t = As / s = 4.6 m
3-2-7/ 3.1 SM = 7.8chsl2= 127.2 cm3 for c 0.879 = 1/(1.7090.651k), k = SMr Y / IA= 88%
h = 2.290 m, s = 0.900 m,andl= 3.000 m.
Deck transverse Webs & Longitudinal Girders (2006 ABS Rule 3-2-8 / 5.3 but also 3-2-7/ 5.3)
SMr = 3513 cm3 Use MT600x203x12/19.1 Available SM = 3,500 cm3 w/ 3,000 12.5 m
0% Margin Weight = 28.9% of PL Weight equivalent t= 3.6 m
2-7/ 5.3: Case 1 M = W a b/l= 30.61 322.8 6928 t - cm. H-36 Q = 0.72 SMr = Q M / f = 3
.
m PL
m
3- ,513
72=AH-36, 1=M.S.
3 8 / 5.3 SMr = 4.74cbhl2
, cm3, where c = 1.0
Beam b, m h, m l, m Q SMr m depth, web thk Use SM, cm3 Equiv t d=700
Tr.
-2-
in
Webs 3.00 2.290 10.800 0.72 2,735 630 11.9 MT600x203x12/19. 3,500 3.61 3.46
L.Girders C=1.33 10.70 2.290 9.000 0.72 9 9.2 MT600x450x12/31.,029 525 9,026 1.95 1.85
Tire Pressurestiffener s
MaxTO,lowPres
MxGrsWt,HiPres
MxTOW
MxLdgW ,HiPres
t,HiPres
t
BP260*12
For Stiff
longitudi
eners, use ABS Rule 3-2-7/ 5.3, Beams with Containers. Allowable stresses (static loads, q=1) are 1.26 t / cm2 for
nal stiffeners and 1.42 t / cm2 for transverse web frames, assuming fixed ends. Max shear = 1.055 tf / cm2 for both.
x b/l= =xx xx
x
x
mm mm mm
Girders and transverses are to have a depth of not less tha b thickness at least 1 mm per 100 mm of depth plus 4
mm, or 8.5 mm where the face area is = 190 cm
2.
mm mm mm
n 0.0583l, and we
88
b/l=b/l=
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HALSS Feasibility Study Design Report- Appendix A 18 December 2006
Columns (2006 ABS Rule 3-2-8/3.1 & 3.3):
3.3 Calculated Load W = nbhs, where n = .715 t/m3,
Transverse Column Spacing b = 10.800 m Longitudinal Column Spacing s = 9.000 m, and
, i.e. 63.2 t per dk.
For r 61.2 t, total = 231 t.
3.1 Allow le e, in meters, r is the gyradius in cm,
= 12m
0.41
Lower R
60% o ck Loads: t = 12.68 mm for sea-going conditions.
2 wheels
Drive Ax
60% 1 /cm2
/cm2
Columns tatic Load per column = 3 decks = 296.1 t, or h = 4.260 m, i.e. 296.1 t - use 300 t.
Use l = 4.200 m, A = 206.5 cm2, r = 9.5 cm, Wa= 298 t.
i.e. a W14 x 109# d = 363.7 tw = 13.3 bf = 371.0 tf = 21.8 mm.
This has an equivalent plate thickness of 0.89 mm. for weight estimating.
The allowable load provides enough margin for one C-130J directly on one stanchion.
Stiffeners:
Case 1 M = W a b/l= 19.05 45.72 738.1 Case 2 M = W a (b/L)2= 19.05 121.92 0.35236 818.3 t - cm.
Use With attached PL, SM = 480.0 cm3 H-36 q = 0.72 SMr = q M / f = 467.6
Stiffener Area As = 38.7 cm2 Equivalent t = As / s = 4.3 mm
Rule 3-2-7/ 3.1 SM = 7.8chsl2= 150.8
bridge-deck beams, i.e. column f of 3-2-7/Table 1 h = 0.910 m
pilla s below the Main deck, use h = 2.440 m, i.e. 169.6
ab Load Wa = (1.8480.918 l / r) A where lis the length from deck to girder faceplat
and A is the column area in cm2. Use l = 2.800 m, A = 149.7 cm2, r = 7.7 cm, Wa= 227 t.
i.e. a W12 x 79# d = 314.5 tw = 11.9 bf = 306.8 tf = 18.7 mm. s
This has an equivalent plate thickness of 0.43 mm. for weight estimating.
oRo Decks: Net t incl stfnrs + webs (for wgt est) is 23.72 mm = 90% Use 12.5 mm AH-36
f MidTerm Sealift Cargo Handling Tru
le Ld stiffener s a b a/s b/s K C W, t Rule t thts
40 900 914 559 1.016 0.621 0.135 1.1 19.048 15.53 12.68 3.728 Kg
900 554 224 0.615 0.248 0.173 1.5 5.497 12.50 10.21 4.441 Kg
: Max S
cm3 for c= 0.796 = 1/(1.709 0.651k), k = SMr Y / IA= 69%
h = 3.000 m, s = 0.900 m,and l= 3.000 m.
Deck transverses (2006 ABS Rule 3-2-8 / 5.3 but also 3-2-7/ 5.3)
SMr = 3596 cm3 Use MT600x210x11/20. Available SM = 3,555 cm3 w/ 3,000 12.5 mm PL
-1% Margin Weight = 28.2% of PL Weight equivalent t= 3.53 mm
3-2-7/ 5.3: Case 1 M = W a = 19.05 372.4 7,092 t - cm. H-36 Q = 0.72 SMr = Q M / f = 3,596
.72=AH-36, 1=M.S.
Beam b, m h, m l, m Q SMr min depth, web thk Use SM, cm3 Equiv t
Tr. Webs 3.00 3.000 10.800 0.72 3,583 630 10.3 MT600x210x11/20. 3,555 3.53
L.Girders C=1.33 10.70 3.000 9.000 0.72 11,829 525 9.2 MT600x500x12/40. 11,936 2.50
Transverse Strength Estimate
Side Hull displacement at Crossover Deck draft (22.5m) = 9,499 t Double skin depth = 1.800 m
Side Hull displacement at full load draft (12m) = 5,122 t109 t each.
Weight of Side Hull + 85 t each.
Design for a static lo over 91 web frames, or 85 t each.
ABS Rule 3-2-7/ 5.3 Max Shear Stress = 1 tf / cm2 requires 80.77 cm2 or 4.49 mm PL.
Loa 852 t - m
ABS Rule 3 7 cm3
SM = Depth x Flg area. hickness t = 8.00 mm PL.
Shell plating should be thicker because it's in compression. Deck plating will never see a compressive load more than about
22% of the above tensile load.
CH-53
BP260*11
=
Wheel dimensns
sure
t h for
or the beams at the top of the pillar plus the sum of the heights given
s ... above, which allows for reduced loads as above. The height for
devoted to passenger or crew accommodation may be taken as the height given in 3-2-7/3 for
the height h for any pillar under the first superstructure above the freeboard deck is not to be less than 2.44m. The heigh
any pillar is not to be less than the height given in 3-2-7/3 f
the same paragraph for the beams of all complete deckin
any tween decks
t plus one C-130J
E stowed
Tire Pres
x
x =
x = =xx=
Max Wave Load = 5,122 t, Frames 18 -64 or
outboard decks+sponsons PL+framing = 7,755 t, Frames 0 -90 or
ad of 7,755 t
.055
d is applied 10.000 m outboard of the side shell giving a maximum moment M =
-2-7/ 5.3 Max Bending Stress = 1.42 / q = 1.972 tf / cm2 requires SM = 43,20
Flg width = Fr spcg = 3.000 m, giving required t
mm
mm
mm mm mm
mm mm mm
89
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HALSS Feasibility Study Design Report- Appendix B 18 December 2006
Appendix B Weight Estimates
The following is a brief summary of the Light Ship Weight Estimate.
Center Extents Extents
Length Effect Thickns No of Stiffng Weight VCG LCG Aft Fwd Aft Fwd
or hgt, m W, m mm Pieces Allownc tonnes m ABL m-AP m-AP m-AP Fr # Fr #24.0 14.0 7.0 7.8 100% 288 39.5 24.0 12.0 36.0 4 12.0
327.5 41.5 12.9 1.0 85% 2,546 30.3 163.8 0.0 327.5 0 109.2
276.0 13.4 14.0 1.0 85% 750 30.3 138.0 0.0 276.0 0 92
27.0 48.8 10.0 1.0 80% 186 27.0 271.8 261.0 288.0 87 96
66.5 44.5 14.0 1.0 80% 586 24.2 293.0 261.0 327.5 87 109.2
126.0 54.9 6.0 2.0 80% 1,172 25.6 198.0 135.0 261.0 45 87
135.0 54.9 10.9 2.0 90% 2,413 24.7 67.5 0.0 135.0 0 45
126.0 58.9 10.0 1.0 90% 1,106 22.0 198.0 135.0 261.0 45 87.0
147.0 11.7 12.0 2.0 90% 616 20.8 73.5 0.0 147.0 0 49.0
261.0 23.55 9.5 1.0 80% 825 16.9 117.5 0.0 261.0 0 87
126.0 13.9 9.9 2.9 78% 703 10.3 198.0 135.0 261.0 45 87
249.0 18.5 14.0 1.0 90% 961 3.3 135.6 36.0 285.0 12 95
36.0 5.7 14.0 2.0 90% 86 5.6 84.0 66.0 102.0 22 34
285.0 30.4 19.0 2.0 90% 4,918 10.0 151.5 9.0 294.0 3 98
156.0 20.7 18.0 4.0 100% 3,642 13.3 120.0 42.0 198.0 14 66
300.0 8.0 12.0 2.0 85% 836 28.0 150.0 0.0 300.0 0 100
75.0 5.4 8.0 1.0 80% 46 19.8 103.5 66.0 141.0 22 4733.0 6.3 8.0 2.0 80% 47 14.0 118.5 102.0 135.0 34 45
36.0 21.0 8.0 1.0 80% 85 8.9 56.4 33.0 69.0 11 23
17.1 23.0 10.5 8.0 90% 492 8.6 148.5 12.0 285.0 4 95
5.4 24.5 8.0 9.5 90% 150 19.8 148.5 12.0 285.0 4 95
18.5 4.4 10.5 11.0 90% 140 13.3 111.0 54.0 168.0 18 56
8.0 54.9 8.0 6.0 90% 314 26.5 141.0 12.0 27
43.7 12.0 25.0 2.0 90% 391 5.0 33.9 12.0
.0 6.0 27.0 4.0 95% 139 9
keg (Shaft Alley)
heads Abv 3d Dk 0.0 4 90
55.7 4 18.6
14 .0 6.0 3.0 9.0 1 3
333.0 10.0 7.0 1.0 95% 357 30.3 166.5 0.0 333.0 0 111.0
25.0 12.0 9.0 7. 95% 289 30.3 135.3 36.0 267.0 12 89
81.0 12 27
42.4 21.2 80.8
5.0 16 45
85.5 36.0 135.0 12 45
33.0 30.0 36.0 10 12
90 26.0 -1.5 -3.0 0.0 -1 025,349 18.21 137.37
No
2,300 2 4,600 10.0 85.5 72.0 99.0 24 33
315 3 945 5.3 46.5 15.0 78.0 5 26
240 4.0 960 7.0 124.5 117.0 132.0 39 44
146 4.5 658 7.2 108.8 84.0 117.0 28 39
106 3 317 5.3 18.8 12.0 39.0 4 13
7,480 8.58 84.80
101 1 101 12.5 118.5 111.0 126.0 37 42
50 5.0 250 16.0 85.5 72.0 99.0 24 33
20 7.0 140 16.0 69.0 66.0 72.0 22 24
200 3.5 700 26.1 139.5 54.0 225.0 18 75
1,191 21.65 118.10
80 3 240 26.0 276.0 270.0 282.0 90 94
80 0 0 0.0 0.0 0.0
40 0 0 0.0 0.0 0.0
15 1 15 24.0 45.0 36.0 54.0 12 181,200 125% 1,500 12.0 81.7 12.0 174.0 4 58
1,755 14.02 107.92
20 3 60 33.0 14.4 0.0 36.0 0 12
0.4 1600 690 26.7 198.0 135.0 261.0 45 87
1,800 1 1,800 17.1 140.0 0.0 333.0 0 111
2,550 20.06 152.74
11059.03649 12,976
8.58 38,324 497.065
Purifier Room Long'l Bulkheads
2nd Dk Fr 87-96
Passenger Dks 2 & 3
3rd Dk (Shell PL) Fr 87-109
Fuel Tank Lgl Bhds - ctr
Stbd Main Deck outb'd of flight deck
Outboard Sides above 3rd Deck
CL Longl Bhd > 4th Dk
4th Dk - ctr
Crossover Dk outbd aft AH-36
Subtotal Electrical
Outfit & Machy Subtotal
Lighting+House Elect & Distribution (1=crew, 3=Troops)
Mooring & Anchor
Joiner Work & furniture &c for troops
Transverse Bulkheads - Ctr 17.1-22.5
Tonnes each
Transformers (3=Troops)
Sta
Switchbds & VFC
Mn Engines - ctr - Sulzer 14 RTA 96 @ 80MW ea
5MW D-G sets - Wartsila 12V32
Foundations
Masts & Spars
Hinged Stern Ramp
Note - Fixed ramps included in deck weights
Subtotal Propulsion
Propulsion Generators + (Gear+Motors)
Side Eng + SSDG = Wartsila 18V46 @ 18MW ea
From Esti-MateSubtotal Steel Weight
Ctr Hull S
Sponsons (P)+ Bow Sponson
Sponsons (S) AH-36
Rudder & Horn
Propellers
Deckhouse Decks & L. Bhds
Flight Deck - AH-36 PL & Frs
2nd Dk+3d=Cargo Dk AH-36
Crossover Dk outbd + Pass Deck 3A
Mn Propulsion Shafting (sides = 1/2 ctr)
Bilge Keels (
Moveable Ramps
Sideport Doors
Subtotal Outfit & Furnishings
Rescue & Lifeboats
Cargo Elevator
Paint
Pipe & Aux (25% = Troops)
Subtotal Auxiliary Systems
Total Lightship Weight =
Transverse Bulk
Double Bottom - ctr
Double Bottom - wings
Ctr Hull Shell PL
Side Hull Shell PL
Transverse Bulkheads - Ctr
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HALSS Design Report Appendix C - Maneuvering Assessment
Appendix C Maneuverability Assessment for the HALSS
References: This Report is developed in accordance with the following vesseldocumentation and reference material:
1. Jun-Wu Zhang and David Andrews, Manoeuvrability Performance of aTrimaran Ship, RINA Conference on High Speed Craft Motions andManeuverability, Feb 1998
2. Martin Renilson, Bob Scrace, Mike Johnson and Chris Richardsen, Trials toMeasure the Hydrodynamic Prtformance of RV Triton, RINA Conference onDesign and Operation of Trimaran Ships, London, UK
3. Scrace, , R. J., QuinetiQ Report FST/CR02 4287/1.0, RV TRITON, Phase1a: Calm water manoeuvring trials. Final report (UC), Unclassified Limited Distribution
4. Winnifred R. Jacobs, Estimation of Stability Derivatives and Indices of
Various Ship Forms and Comparison with Experimental Results, DavidsonLaboratory Report 1035, September 1964
5. l. Folger Whicker and Leo, F. Fehlner, Free-Stream Characteristics of aFamily of Low-Aspect Ratio, All-Movable Control Surfaces for Application
958
6. Wartsila Lips D SS Project, FigureV
200613 GA.dwg, 8/9/2006
8. IMO Resolution MSC.137(76) adopted 4 December 2002, MSC 76/23/Add.1
10. USCG NVIC 7-89, 8 Jan 1990
to Ship Design, David Taylor Model Basin Report 933, December 1
efence, Power Absorption Diagram, HAL
7. HALSS
9. IMO Circular MSC/Circ.1053, 16 December 2002, Ref. T4/3.01
PRINCIPAL PARTICULARS
Length, over all ..............................................................................327.45 mLength, between perpendiculars ....................................................300.00 mBreadth (extreme) ............................................................................54.90 mDepth @ side (center hull, molded) .................................................22.50 m
esign Draft (molded) .....................................................................12.00 mD
INTRODUCTION
In the development of the design of the Heavy Air Lift Seabasing Ship (HALSS)trimaran, questions have arisen on the maneuvering characteristics that should beexpected of such a large and innovative hull configuration. In particular, ship steering at
a under rudder control, and slow speed maneuvering in harbor with only the side hullpropellers operating instead of bow thrusters, require an initial assessment to confirm thatse
91
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HALSS Design Report Appendix C - Maneuvering Assessment
the rudders main dimensions and the side propeller thrust range would be sufficient toensure adequate maneuverability in all conditions.
The method by Zhang and Andrews [Ref. 1] of the University College London (UCL) isused to estimate the maneuvering performance of the HALSS in this study. This paper
focuses primarily on high speed trimaran steady turning circles but the methodology usedis also suitable for predicting relatively low speed turning radii under the action of sidepropellers. In brief, the method by Zhang and Andrews is a force and moment balancethat aims to estimate the value of the steady turn radius, given values for ship speed (notthe result of a resistance/thrust balance) and rudder angle (both quantities are consideredconstant and uncoupled from the resulting turning characteristics). Multi-hullydrodynamic derivatives are computed assuming no interaction between main hull and
ssion series, those of the sideulls are assumed equal to a very low aspect ratio lifting surface.
lthough turning circles do not provide a complete picture of a ship maneuveringults with current IMO and USCG
quirements for commercial ships is deemed sufficient for the purpose of qualifying thisaspect of the initial design. In this respect, please note that although the current IMO andUSCG requirements for commercial ships are based on the value of the tactical diameter
houtriggers, and rudder and propeller forces (only used to estimate differential thrustmoments) are estimated linearly and independently from each other. Whilst thederivatives of the main hull are derived from standard regreh
Acharacteristics a comparison of these numerical resre
ther than the value of the steady turn diameter ra , the difference between half tacticalically less than the margin the HALSS has on IMOteady turn diameter derived for the HALSS using
ethod is compared directly with the current IMO and USCGuirements. In support to this way of proceeding, a comparison of the tactical diameter
diameter and steady turn radius is typequirements. For this reason, the sr
Zhang and Andrews mreqand the steady turn diameter measured during sea trials of the trimaran RV TRITON[Ref. 2 and 3] is given next. Comparison of Figure 50 with Figure 45 confirms the abovethesis.
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HALSS Design Report Appendix C - Maneuvering Assessment
94
IMPLEMENTATIONThe paper by Zhang and Andrews [Ref. 1] provides most details about the numericalmethod therein proposed. Nevertheless, some small variations and additionalassumptions were made in order to either bridge the occasional gap or in order tofacilitate the code implementation. These variations and assumptions were as follows:
1. The side hulls resistance differential is ignored. The reason for this assumption isthat individual resistance regression lines for the side hulls are not available forthe HALSS, RV TRITON or UCL model. This assumption is justified by theconclusion in [Ref. 1] that the influence of this element on the overall turningmoment is negligible.
2. B-Series were used in order to estimate thrust coefficients for the side propellers.This is probably a coarse assumption for all three vessels since the actualpropeller geometries are quite different from those of the Wageningen series. Thereason to adopt these coefficients is that they are well established, readilyavailable and would serve relatively well the purpose of an initial estimation of
the propulsion characteristics.3. The thrust of a side propeller backing was estimated in two ways. As suggestedby Zhang and Andrews [Ref. 1], one way would be to assume it equal to thepropeller bollard pull. This can be estimated using the B-Series simply by settingthe speed of advance equal to zero. It is believed that this method mightunderestimate the steady turn radius. For this reason it was not employed toestimate the HALSS slow speed maneuvering but only to compare HEC resultswith UCL data.A second way is to consider the thrust of the backing propeller equal toapproximately 20% of the equivalent forward thrust for the same RPM and speedconditions. This is in accordance to what is stated in [Ref. 3 for RV TRITON]and most probably a more realistic assumption than the first one. Results for theHALSS were calculated with this method.Note that the four quadrants propeller characteristics of the B series could also beused to estimate the propeller thrust in any speed-RPM combination, using Ct-Beta characteristics. However, the Triton experience is deemed to be moreaccurate than the analytical model of four quadrants propeller characteristics forsuch an original ship configuration.
CALIBRATION
In addition to the very detailed description of their numerical method, Zhang andAndrews also provide som tests that can be used tocalibrate the spreadsheet im ee Table 27).
In the following comparison, one needs to bear in mind that not all input parameters wereavailable for the UCL trimaran in Zhang and Andrews paper. In Appendix A, the valuesof the input parameters that were directly available from the paper are highlighted in boldblue characters. All other parameter values (normal blue characters) were eitherestimated from other similar ships or deduced from other data available in the paper.
e experimental results from modelplementation put together by HEC (s
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HALSS Design Report Appendix C - Maneuvering Assessment
Because of the above assumptions, the com ison of the numerical results obtained byHEC for the turning circles corresponding to the operation of the rudder only (nodifferential trust from the side pro ental data provided by UCL isnot an exact match (see Figure rtheless that the difference in
results is not excessive and that the error gets progressively smaller as the rudder angle isincreased. This indicates that the implementation of the methodology is basically sound.
Table 27: Steady turn radius experimental data for UCL trimaran - Rudder Only
par
pellers) and the experim46). One should note neve
Zhang and Andrews paper - Fig. 4
Rudder Angle Turning Radius
(deg) (m)
5.0 1600.0
10.0 800.0
20.0 400.0
35.0 220.0
0.0
200.0
400.0
600.0
800.0
1000.0
1200.0
1400.0
1600.0
1800.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0
Rudder angle (deg)
Turningra
dius(m)
UCL experiments
HEC numerical
Figure 46 Steady turn radius experimental data versus HEC numerical predictions for
UCL trimaran - Rudder only
The same comparison presented above for the case of sole rudder operation, was alsocarried out for two modes of differential side propulsion: with one propeller pushing andone idling (case a) and with one propeller pushing and one reversing (case c). The
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HALSS Design Report Appendix C - Maneuvering Assessment
geometry and thrust of the TRITONs side propeller. For these reasons, the thrustdifferential portion of HEC spreadsheet remains not fully validated.
0.0
50.0
100.0
150.0
200.0
250.0
300.0
350.0
400.0
450.0
500.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0
Rudder angle (deg)
Turningradius(m)
QuinetiQ Trials
HEC
Figure 49 - TRITON steady turn radius sea trials data versus HEC numerical predictions
Rudder only
RESULTS
Steady turn radius estimates were run for the HALSS trimaran for the same operationmodes as the ones run for the UCL model:
- Rudder only- No rudder, one propeller pushing and the other one idle- No rudder, one propeller pushing and the other one reversing
Figure 50 to Figure 54 show the results of these calculations. It should be noted thatwhen steering under differential propulsion only, the steady turn radius is both a functionof the ships speed and ed thatthe ship speedtotally available for steering.
Figure 50 also shows the current IMO/USCG requirement for merchant vessels. Thisstipulates that the tactical diameter should be less then five times the vessel length. Forthe HALSS, this is approximately equivalent to a steady turn radius of less than about750 m.
the side propellers RPM. In this exercise, it was assumwould be provided by the center hull propulsion so that side propellers are
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HALSS Design Report Appendix C - Maneuvering Assessment
0.00
0.00 5.00 10.00 15.00 20.00 25.00 30.00 35.00 40.00 45.00
Rudder angle (deg)
200.00
400.00
600.00
800.00
Turningradi
1,000.00
1,400.00
1,600.00
us(m)
1,200.00
HEC
IMO Res. MSC.137(76)
Figure 50 - HEC numerical predictions of HALSS steady turn radius
Rudder only
0.00
200.00
400.00
600.00
800.00
1,000.00
1,200.00
1,400.00
1,600.00
m)
1,800.00
100 110 120 130 140 150 160 170 180 190 200
RPM
Turningradius(
HEC
Figure 51 - HEC numerical predictions of HALSS steady turn radius
One propeller idling Speed = 10 knots
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HALSS Design Report Appendix C - Maneuvering Assessment
0.00
500.00
1,000.00
1,500.00
2,000.00
2,500.00
0.00 5.00 10.00 15.00 20.00 25.00
Speed (knots)
Turningradius(m)
HEC
Figure 52 - HEC numerical predictions of HALSS steady turn radius
One propeller idling - RPM = 190
0.00
500.00
100 110 120 130 140 150 160 170 180 190 200
RPM
1,000.00
1,500.00
2,000.00
2,500.00
3,000.00
Turningradius(m)
HEC
Figure 53 - HEC numerical predictions of HALSS steady turn radius
One propeller reversing Speed = 10 knots
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HALSS Design Report Appendix C - Maneuvering Assessment
0.00
500.00
1,000.00
1,500.00
2,000.00
2,500.00
3,000.00
3,500.00
4,000.00
4,500.00
0.00 5.00 10.00 15.00 20.00 25.00
Speed (knots)
Turningradius(m)
HEC
Figure 54 - HEC numerical predictions of HALSS steady turn radius
One propeller reversing RPM = 190
CONCLUSIONS
In terms of comparison to existing IMO criteria, the HALSS in her current configurationdisplays satisfactory turning ability.
The above results show that for high speed turning, rudder control is always requiredsince side propulsion differential quickly becomes inadequate as the ship speed increases.The reason for this is that the propeller thrust decreases as the speed of advance increases,whilst the hydrodynamic resistance of the hulls to turning increases as the ship speedincreases. Since the power (RPM) of the side propellers is limited, the vessel willquickly get to a point (ship speed) where the turning moment from the side propellerswill simply not be enough to turn the ship.
Unlike the differential thrust turning moment provided by the propellers, the ruddersturning moment increases with ship speed in the same way as the hydrodynamicresistance of the hulls to turning (they are both functions of the ship speed squared). Thisis what makes rudders such effective steering devices at higher speeds. In fact, accordingto Zhang and Andrews methodology, the steady turn radius under rudder action only isindependent of the ships speed. This is also confirmed by the data in [Ref. 3].
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HALSS Design Report Appendix C - Maneuvering Assessment
For low speed tur ery effective butside propulsion would allow extremely tight turns. This is hardly surprising when theside propellers are compared to standard bow thrusters, where side propellers typicallyhave larger diameters (thrust is a function of ropeller diameter to the power of four) anddelivered power than bow thrusters, as well as the possibility to be operated in opposition
(one propeller pushing and the other one reversing). Including the fact that the resistancefrom the bow thrusters ducts cannot be reduced by operational means, while sidepropellers can be made to idle in order not to produce extra resistance, makes this astrong argument for avoiding bow thrusters in the design of the HALSS. One shouldnevertheless remember that the crabbing capability provided by bow thrusters could bedifficult to match using rudders, side and center propellers only.
One final word is finally due in regard to the course keeping characteristics of theHALSS. Using the hydrodynamic derivatives estimated by Zhang and Andrews method(see Appendix B and C), one can estimate if the inequality:
ning, the picture is instead reversed. Rudders are not v
p
0YN
YN
'v
'
v''
r
'
r
is satisfied or not. For the RT TRITON one obtains:
0055.1Y
N
Y
N'v
'v
''r
'r
For the HALSS one obtains instead:
0279.0Y
N
Y
N'
'
v''
'
r vr
The above inequality, when satisfied, expresses the control fixed straight line stability ofa craft. This means that under the simplifying assumptions of Zhang and Andrewsmethod, both HAL line path after adisturbance, even if their rudders are held fixed to zero. Note that the above analysis is
served that low speed course stabilityility when the assumptions of linearity
SS and the RV TRITON will resume a new straight
speed-independent. In practice, though, it is obmight not necessarily entail high speed course stabof the hydrodynamic derivatives used by Zhang and Andrews method break down.
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HALSS Design Report Appendix C - Maneuvering AssessmentConstants
Sea water density - rho (MT/m^3) = 1.025
Variables
Ship speed - speed (kn) = 1 20.00 30.00
lta (deg) = 1 0.00 0.00
00
.00
1 14.50
Side hull sway-yaw derivative - Nvs (N*sec) = 0.000 0.000
Side hull yaw-yaw derivative - Nrs (N*m/rad*sec) = 0.000 0.000
Ship sway-sway derivative - Yv (N/m*sec) = -1,076,343.179 -1,614,514.769
Ship yaw-sway derivative - Yr (N/rad*sec) = 37,580,394.984 56,370,592.476
Shp sway-yaw derivative - Nv (N*sec) = -47,848,845.000 -71,773,267.500
Ship yaw-yaw derivative - Nr (N*m/rad*sec) = -3,349,419,150.000 -5,024,128,725.000
Wing propeller thrust (starboard) - Tws (N) = 253,603 192,668
Wing propeller thrust (port) - Twp (N) = 0 0
Ship's turning rate - rr (rad/sec) = 0.001 0.001
Ship's steady turning radius - TurningRadius (m) =
Rudder angle - de
Trim - deltaT (m) = 0.00 0.00
Parameters
Center hull length at WL - L (m) = 1 150.00
Center hull beam at WL - B (m) = 1 10.80
Center hull draft at MS - T (m) = 1 5.50
Center hull block coefficient based on WL data- Cb () = 0.700
Ship displacement - disp (MT) = 1 5,400
Rudder sweep angle - lamda (deg) = 1 5.00
Rudder area - Ar (m^2) = 1 29.00
Rudder length - l (m) = 1 5.00
LCG from MS - xg (m) = 0.
Distance of rudder 1/4 line from MS - xr (m) = 75
Distance from wing propeller to CL - ys (m) =
Profile area of side hull under WL - Af (m 2) = 162.00
Side hull length at WL - Ls (m) = 1 60.00
Side hull draft at WL - Ts (m) = 1 3.00
Distance of middle side hull from MS - xs (m) = 0.00
Pitch/diameter ratio - () = 1 1.68
3.50Propeller diameter - (m) = 1
Number of blades - () = 4
RPM - (1/min) = 1 127 166
Blade area ratio - () = 1 0.80
Wake fraction - () = 1 0.00 0.00
KT = 0.184 0.082
KQ = 0.050 0.025
Va (m/sec) = 10.288 15.432
J = 1 1.389 1.594Thrust (N) = 126,801 96,334
Bollart Pull (N) = 534,649 913,435
Eta0 = 0.810 0.828
PS (MW) = 1.644 1.833
Derived quantities
Ship mass - m (kg) = 5,400,000 5,400,000
Longitudinal velocity - u (m/sec) = 10.288 15.432
Rudder area as a % or lateral center hull area - () = 3.52% 3.52%
Rudder aspect ratio - a () = 0.862 0.862
Rudder lift curve slope - dClddelta (1/deg) = 0.021 0.021
Rudder force control derivative - Ydelta - (N/deg) = 33,694.893 75,813.508
Rudder force - Ydeltadelta - (N) = 0.000 0.000
Rudder moment control derivative - Ndelta (N*m/deg) = -2,527,116.950 -5,686,013.136
Rudder moment - Ndeltadelta (N*m) = 0.000 0.000
Center hull sway-sway derivative - Yvc (N/m*sec) = -808,000.524 -1,212,000.786
Center hull yaw-sway derivative - Yrc (N/rad*sec) = 37,580,394.984 56,370,592.476
Center hull sway-yaw derivative - Nvc ( N*sec) = -47,848,845.000 -71,773,267.500
Center hul l yaw-yaw derivat ive- Nrc (N*m/rad*sec) = -3,349,419,150.000 -5,024,128,725.000
Side hull aspect ratio - as () = 0.100 0.100
Side hull lift curve slope - dCldbeta (1/rad) = 0.157 0.157
Side hull sway-sway derivative - Yvs (N/m*sec) = -134,171.328 -201,256.991
Side hull yaw-sway derivative - Yrs (N/rad*sec) = 0.000 0.000
7,135.23 21,131.70
UCL One propeller idling
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HALSS Design Report Appendix C - Maneuvering AssessmentConstants
Sea water density - rho (MT/m^3) = 1.025
Variables
Ship speed - speed (kn) = 1 20.00 30.00
lta (deg) = 1 0.00 0.00
00
.00
1 14.50
Side hull sway-yaw derivative - Nvs (N*sec) = 0.000 0.000
Side hull yaw-yaw derivative - Nrs (N*m/rad*sec) = 0.000 0.000
Ship sway-sway derivative - Yv (N/m*sec) = -1,076,343.179 -1,614,514.769
Ship yaw-sway derivative - Yr (N/rad*sec) = 37,580,394.984 56,370,592.476
Shp sway-yaw derivative - Nv (N*sec) = -47,848,845.000 -71,773,267.500
Ship yaw-yaw derivative - Nr (N*m/rad*sec) = -3,349,419,150.000 -5,024,128,725.000
Wing propeller thrust (starboard) - Tws (N) = 253,603 192,668
Wing propeller thrust (port) - Twp (N) = -534,649 -913,435
Ship's turning rate - rr (rad/sec) = 0.004 0.004
Ship's steady turning radius - TurningRadius (m) =
Rudder angle - de
Trim - deltaT (m) = 0.00 0.00
Parameters
Center hull length at WL - L (m) = 1 150.00
Center hull beam at WL - B (m) = 1 10.80
Center hull draft at MS - T (m) = 1 5.50
Center hull block coefficient based on WL data- Cb () = 0.700
Ship displacement - disp (MT) = 1 5,400
Rudder sweep angle - lamda (deg) = 1 5.00
Rudder area - Ar (m^2) = 1 29.00
Rudder length - l (m) = 1 5.00
LCG from MS - xg (m) = 0.
Distance of rudder 1/4 line from MS - xr (m) = 75
Distance from wing propeller to CL - ys (m) =
Profile area of side hull under WL - Af (m 2) = 162.00
Side hull length at WL - Ls (m) = 1 60.00
Side hull draft at WL - Ts (m) = 1 3.00
Distance of middle side hull from MS - xs (m) = 0.00
Pitch/diameter ratio - () = 1 1.68
3.50Propeller diameter - (m) = 1
Number of blades - () = 4
RPM - (1/min) = 1 127 166
Blade area ratio - () = 1 0.80
Wake fraction - () = 1 0.00 0.00
KT = 0.184 0.082
KQ = 0.050 0.025
Va (m/sec) = 10.288 15.432
J = 1 1.389 1.594Thrust (N) = 126,801 96,334
Bollart Pull (N) = 534,649 913,435
Eta0 = 0.810 0.828
PS (MW) = 1.644 1.833
Derived quantities
Ship mass - m (kg) = 5,400,000 5,400,000
Longitudinal velocity - u (m/sec) = 10.288 15.432
Rudder area as a % or lateral center hull area - () = 3.52% 3.52%
Rudder aspect ratio - a () = 0.862 0.862
Rudder lift curve slope - dClddelta (1/deg) = 0.021 0.021
Rudder force control derivative - Ydelta - (N/deg) = 33,694.893 75,813.508
Rudder force - Ydeltadelta - (N) = 0.000 0.000
Rudder moment control derivative - Ndelta (N*m/deg) = -2,527,116.950 -5,686,013.136
Rudder moment - Ndeltadelta (N*m) = 0.000 0.000
Center hull sway-sway derivative - Yvc (N/m*sec) = -808,000.524 -1,212,000.786
Center hull yaw-sway derivative - Yrc (N/rad*sec) = 37,580,394.984 56,370,592.476
Center hull sway-yaw derivative - Nvc ( N*sec) = -47,848,845.000 -71,773,267.500
Center hul l yaw-yaw derivat ive- Nrc (N*m/rad*sec) = -3,349,419,150.000 -5,024,128,725.000
Side hull aspect ratio - as () = 0.100 0.100
Side hull lift curve slope - dCldbeta (1/rad) = 0.157 0.157
Side hull sway-sway derivative - Yvs (N/m*sec) = -134,171.328 -201,256.991
Side hull yaw-sway derivative - Yrs (N/rad*sec) = 0.000 0.000
2,295.61 3,680.86
UCL One propeller reversing
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HALSS Design Report Appendix C - Maneuvering Assessment
Appendix C-2: Validation Spreadsheets
Constants
Sea water density - rho (MT/m^3) = 1.025
Variables
Ship speed - speed (kn) = 10.00 10.00 10.00 10.00
Rudder angle - delta (deg) = 10.00 20.00 30.00 40.00
0.00
Center hull beam at WL - B (m) = 7.20
Rudder area - Ar (m^2) = 7.69
Centerh ull y aw-yaw derivative -N rc (N*m/rad*sec) = -261,097,741.580 -261,097,741.580 -261,097,741.580 -261,097,741.580
Side hull aspect ratio - as () = 0.124 0.124 0.124 0.124
Side hull lift curve slope - dCldbeta (1/rad) = 0.194 0.194 0.194 0.194
Side hull sway-sway derivative - Yvs (N/m*sec) = -20,219.392 -20,219.392 -20,219.392 -20,219.392
Side hull yaw-sway derivative - Yrs (N/rad*sec) = -45,493.633 -45,493.633 -45,493.633 -45,493.633
Side hull sway-yaw derivative - Nvs (N*sec) = -45,493.633 -45,493.633 -45,493.633 -45,493.633
Side hull yaw-yaw derivative - Nrs (N*m/rad*sec) = -102,360.674 -102,360.674 -102,360.674 -102,360.674
Ship sway-sway derivative - Yv (N/m*sec) = -204,790.138 -204,790.138 -204,790.138 -204,790.138
Ship yaw-sway derivative - Yr (N/rad*sec) = 4,874,283.598 4,874,283.598 4,874,283.598 4,874,283.598
Shp sway-yaw derivative - Nv (N*sec) = -6,412,966.481 -6,412,966.481 -6,412,966.481 -6,412,966.481
Ship yaw-yaw derivative - N r (N*m/rad*sec) = -261,302,462.928 -261,302,462.928 -261,302,462.928 -261,302,462.928
Wing propeller thrust (starboard) - Tws (N) = 0 0 0 0
Wing propeller thrust (port) - Twp (N) = 0 0 0 0
Ship's turning rate - rr (rad/sec) = 0.011 0.023 0.034 0.046
Ship's steady turning radius - TurningRadius (m) =
Trim - deltaT (m) = 0.00 0.00 0.00
Parameters
Center hull length at WL - L (m) = 90.00
Center hull draft at MS - T (m) = 3.65
0.557Center hull block coefficient based on WL data - Cb () =
Ship displacement - disp (MT) = 1,350
Rudder sweep angle - lamda (deg) = 2.20
Rudder length - l(m) = 3.20
LCG from MS - xg (m) = 2.20 aft
Distance of rudder 1/4 line from MS - xr (m) = 43.03
Distance from wing propeller to CL - ys (m) = 10.00
Profile area of side hull under WL - Af (m 2) = 39.52
Side hull length at WL - Ls (m) = 34.80
Side hull draft at WL - Ts (m) = 2.15
Distance of middle side hull from MS - xs (m) = 2.25 aft
Pitch/diameter ratio - () = 1.68
Propeller diameter - (m) = 1.05
Number of blades - () = 4
RPM - (1/min) = 70 70 70 70
Blade area ratio - () = 0.80Wake fraction - () = 0.00 0.00 0.00 0.00
KT = 1.229 1.229 1.229 1.229
KQ = 0.010 0.010 0.010 0.010
Va (m/sec) = 5.144 5.144 5.144 5.144
J = 4.199 4.199 4.199 4.199
Thrust (N) = 2,084 2,084 2,084 2,084
Bollart Pull (N) = 1,313 1,313 1,313 1,313
Eta0 = 80.307 80.307 80.307 80.307
PS (MW) = 0.000 0.000 0.000 0.000
Derived quantities
Ship mass - m (kg) = 1,350,000 1,350,000 1,350,000 1,350,000
Longitudinal velocity - u (m/sec) = 5.144 5.144 5.144 5.144
Rudder area as a % or lateral center hull area - () = 2.34% 2.34% 2.34% 2.34%
Rudder aspect ratio - a () = 1.332 1.332 1.332 1.332Rudder lift curve slope - dClddelta (1/deg) = 0.031 0.031 0.031 0.031
Rudder force control derivative - Ydelta - (N/deg) = 3,261.621 3,261.621 3,261.621 3,261.621
Rudder force - Ydeltadelta - (N) = 32,616.212 65,232.423 97,848.635 130,464.847
Rudder moment control derivative - Ndelta (N*m/deg) = -140,334.512 -140,334.512 -140,334.512 -140,334.512Rudder moment - Ndeltadelta (N*m) = -1,403,345.122 -2,806,690.244 -4,210,035.365 -5,613,380.487
Center hull sway-sway derivative - Yvc (N/m*sec) = -164,351.353 -164,351.353 -164,351.353 -164,351.353
Center hull yaw-sway derivative - Yrc (N/rad*sec) = 4,965,270.864 4,965,270.864 4,965,270.864 4,965,270.864
Center hull sway-yaw derivative - Nvc (N*sec) = -6,321,979.215 -6,321,979.215 -6,321,979.215 -6,321,979.215
449.23 224.62 149.74 112.31
TRITON Rudder only
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HALSS Design Report Appendix C - Maneuvering Assessment
Appendix C-3: HALSS Spreadsheets
Constants
Sea water density - rho (MT/m^3) = 1.025
Variables
Ship speed - speed (kn) = 10.00 10.00 10.00
Rudder angle - delta (deg) = 10.00 20.00 30.00 35.00 40.00
Trim - deltaT (m) = 0.00 0.00 0.00 0.00 0.00
(m) = 300.00
0
0
0.583
64,152
Rudder sweep angle - lamda (deg) = 6.90 2.20
Rudder area - Ar (m^2) = 84.60 7.69
Rudder length - l (m) = 9.30 3.20
LCG from MS - xg (m) = 2.20 aft
Distance of rudder 1/4 line from MS - xr (m) = 43.03
Distance from wing propeller to CL 10.00
Profile area of side hull under WL - 39.52
157.15
8.00
tio - () =
5
in) 106 10 106
rearat 0.75t ion - 0 0.00 0. 0.00
3 0.293 0.2 0.293
6 0.046 0.0 0.046
c) = 4 5.144 5.1 5.144
5 0.485 0.4 0.485
) = 22 6,622 1,216,6 1,216,622
ull (N 61 ,061 1,945,0 1,945,061
.489 0.4 0.489
= .060 13.0 13.060
quan
ss - m 00 ,000 ,152,0 64 64,152,000
inal v /sec) = 44 .144 5.1 5.144
a eral cen = % 35% 2.3 2.35%
ec = 22 .022 1.0 1.022
ft cur Cl 25 .025 0.0 0.025
orce at eg) = 97 .197 ,677.1 28 28,677.197
orce a - 72 .943 0,315.9 ,003 1,147,087.886
er *m/d 31 .331 2,109.3 ,112 -4,112,109.331
el 12 .624 3,279.9 ,923 -164,484,373.249
ull sw riv c) 56 .156 7,683.1 ,837 -1,837,683.156
ull ya iva sec) 93 3.393 5,103.3 ,895 178,895,103.393
ull sw iva = 00 0.000 6,320.0 ,776 -227,776,320.000
ull ya t *sec - 00 0.000 2,160.0 ,13 -31,433,132,160.000
0.102 0.1 0.102
0.160 0.160 0.160 0.160
Side hull sway-sway derivative - Yvs (N/m*sec) = -504,144.426 -504,144.426 -504,144.426 -504,144.426 -504,144.426
Side hull yaw-sway derivative - Yrs (N/rad*sec) = -17,152,858.692 -17,152,858.692 -17,152,858.692 -17,152,858.692 -17,152,858.692
Side hull sway-yaw derivative - Nvs (N*sec) = -17,152,858.692 -17,152,858.692 -17,152,858.692 -17,152,858.692 -17,152,858.692
Side hull yaw-yaw derivative - Nrs (N*m/rad *sec) = -583,603,718.263 -583,603,718.263 - 583,603 ,718 .263 -583 ,603 ,718 .263 -583,603,718.2 63
Ship sway-sway derivative - Yv (N/m*sec) = -2,845,972.007 -2,845,972.007 -2,845,972.007 -2,845,972.007 -2,845,972.007
Ship yaw-sway derivative - Yr (N/rad*sec) = 144,589,386.010 144,589,386.010 144,589,386.010 144,589,386.010 144,589,386.010
Shp sway-yaw derivative - Nv (N*sec) = -262,082,037.383 -262,082,037.383 -262,082,037.383 -262,082,037.383 -262,082,037.383
Ship yaw-yaw derivat ive - Nr (N*m/rad*sec) = -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526
Wing propeller thrust (starboard) - Tws (N) = 0 0 0 0 0
Wing propeller thrust (port) - Twp (N) = 0 0 0 0 0
Ship's turning rate - rr (rad/sec) = 0.004 0.007 0.011 0.012 0.014
Ship's steady turning radius - TurningRadius (m) =
10.00 10.00
Parameters HALSS
Center hull length at WL - L
Triton
90.00
Center hull beam at WL - B (m) = 25.0
Center hull draft at MS - T (m) = 12.0
Center hull block coefficient based on WL data - Cb () =
Ship displacement - disp (MT) =
7.20
3.65
0.557
1,350
10.69 aft
143.39
- ys(m) = 23.58
Af (m^2) = 1,195.70
Side hull length at WL - Ls (m) =
Side hull draft at WL - Ts (m) =
Dis tanc d le side hu ll from MS - xs (m)
34.80
2.15
2.2e of mid = 34.02 aft 5 aft
Pitch/diameter ra
Propeller diamet
1
6.00er - (m) =
es - () =Numberof blad
1/mRPM - (
Blade a
=
io - () =
6 106 106
Wake frac () = 0.0 00 0.00
KT = 0.29 93 0.293
KQ = 0.04 46 0.046
Va (m/se
J =
5.14
0.48
44
85
5.144
0.485
Thrust (N 1,216,6 1,21 22 1,216,622
Bollart P
Eta0 =
) = 1,945,0
0.489
1,945
0
61
89
1,945,061
0.489
PS (MW) 13.060 13 60 13.060
Derived tities
Ship ma (kg) = 64,152,0 64,152 64 00 ,152,000
Longitud elocity - u (m 5.1 5 44 5.144
Rudder are as a % or lat ter hull area - () 2.35 2. 5% 2.35%
Rudder asp
Rudder li
t ratio - a ()
veslope - d
1.0
0.0
1
0
22
25
1.022
0.025ddelta (1/deg) =
Rudder f control deriv ive - Ydelta - (N/d 28,677.1 28,677 28 97 ,677.197
Rudder f
Rudder mome
- Ydeltadelt
nt control d
(N) =
ivative - Ndelta (N
286,771.9
-4,112,109.3
573,543
-4,112,109
86
-4,11
15 1
31 -4
,701.900
,109.331eg) =
Rudder moment - Ndeltad ta (N*m) = -41,121,093.3 -82,242,186 -123,36 37 -143 ,826.593
Center h ay-sway de ative - Yvc (N/m*se = -1,837,683.1 -1,837,683 -1,83 56 -1 ,683.156
Center h w-sway der tive - Yrc (N/rad* = 178,895,103.3 178,895,10 178,89 93 178 ,103.393
Centerh
Centerh
ay-yaw der
w-yaw deriva
tive - Nvc (N*sec)
ive - Nrc (N*m/rad
-227,776,320.0
31,433,132,160.0
-227,776,32
-31,433,132,16
-227,77
-31,433,13
00 -227
00 -31,433
,320.000
2,160.000) =
Side hull aspect ratio - as () = 0.102
Side hull lift curve slope - dCldbeta (1/rad) = 0.160
02 0.102
1,451.49 725.75 483.83 414.71 362.87
IMO Standard = 750.00
HALSS Rudder only
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Cons
S
tants
ea water density - rho (MT/m 3) = 1.025
Variables
Ship speed- speed (kn) = 10.00 10.00 10.00 10.00 10.00
0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00
WL - L (m)
ter hull beam at WL - B (m) =
ter hull draft at MS - T (m) = 12.00
ter hull block coefficient bas on b () = 0.583
143.39
23.58
Profile area of side hull under WL - Af (m^2) = 1,195.70
ide hull length at WL - Ls(m) = 157.15
ide hull draft at WL - Ts (m) = 8.00
stance of middle side hull from MS - xs 34.02 aft
tch/diameter ratio - () =
peller diameter - (m) =
5
106 170 190
Wake fra = 0.00 0. 0.00
0.383
0.046 0.0 054 0.056 0.058
5.144 5.1 5.144
5 0.3 0.271
T 148 2,944 5,101,663
B (N) = 555 3,894 6,249,262
E 9 0.407 0. 0.285
P 0 737 43 93.902
D uantit
S - m (k 00 000 152, 64,152,000
L vel sec) = 44 5.144 5. 5.144
R al cente % 5% 2.3 2.35%
R pect r 22 1.022 1. 1.022
R curv lddelta ( 25 0.025 0. 0.025
R ce co tive - Yd 97 197 677. 28,677.197
R ce - Y (N) = 00 0.000 0. 0.000
R ment ivative - 31 331 109 4,1 -4,112,109.331
R ment lta 00 0.000 0. 0.000
C sway va ec) = 56 156 683 1,8 -1,837,683.156
C yaw ati ec) = 93 393 103 8 178,895,103.393
C sway ati = 00 000 320 7 -227,776,320.000
C yaw tiv *sec) -3 00 - 000 160 1 -31,433,132,160.000
S spect = 02 0.102 0. 0.102
S t curv Cl 60 0.160 0. 0.160
S way- tiv ) = 26 426 144 -5 -504,144.426
S aw-s ve ) = 92 692 858. 1 -17,152,858.692
S way- ve 92 692 858. 1 -17,152,858.692
i aw-ya ve - Nr ec) = 63 18.263 03,718.2 83,603 -583,603,718.263
hip sway-sway derivative - Yv (N/m*sec) = -2,845,972.007 -2,845,972.007 -2,845,972.007 -2,845,972.007 -2,845,972.007
hip yaw-sway derivative - Yr (N/rad*sec) = 144,589,386.010 144,589,386.010 144,589,386.010 144,589,386.010 144,589,386.010
hp sway-yaw derivative - Nv (N*sec) = -262,082,037.383 -262,082,037.383 -262,082,037.383 -262,082,037.383 -262,082,037.383
Ship yaw-yaw derivat ive - Nr (N*m/rad*sec) = -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526
Wing propeller thrust (starboard) - Tws (N) = 2,433,244 4,150,296 5,889,263 7,907,144 10,203,326
Wing propeller thrust (port) - Twp (N) = 0 0 0 0 0
Ship's turning rate - rr (rad/sec) = 0.003 0.005 0.007 0.010 0.013
Ship's steady turning radius - TurningRadius (m) =
Rudder angle - delta (deg) =
Trim - deltaT (m) =
Parameters
ter hull length atCen
Cen
Cen
= 300.00
25.00
Cen ed WL data - C
Ship displacement - disp (MT) = 64,152Rudder sweepangle - lamda (deg) = 6.90
Rudder area - Ar (m^2) = 84.60
Rudder length - l (m) =
LCG from MS - xg (m) =
Distance of rudder 1/4 line from MS - xr (m) =
Distance from wing propeller to CL - ys (m) =
9.30
10.69 aft
S
S
Di (m) =
Pi
Pro
1
6.00
Number of blades - () =
RPM - (1/min) =
Blade are () =
130 150
a ratio -
ction - ()
0.75
0.00 00 0.00
KT = 0.293 0.333
51
0
0.
.355 0.371
KQ =
) =Va (m/sec
J =
44
96
5.144
0.343
5.144
0.3030.48
1,216,622hrust (N) = 2,075, ,632 3,953,572
ollart Pull
ta0 =
1,945,061
0.48
2,925, ,969
357
5,002,872
0.317
S (MW) = 13.06 26. .319 65.446
erivedq
hipmass
ies
g) = 64,152,0 64,152, 64, 000 64,152,000
ongitudinal ocity - u (m/ 5.1 144 5.144
udder area as a % or later r hull area - () = 2.35 2.3 5% 2.35%
udder as atio - a () = 1.0 022 1.022
udder lift
udder for
e slope - dC
ntrol deriva
1/deg) =
elta - (N/deg) =
0.0
28,677.1
025
197
0.025
28,677.19728,677. 28,
udder for deltadelta - 0.0 000 0.000
udder mo
udder mo
control der
- Ndeltade
Ndelta (N*m/deg
) =
) = -4,112,109.3
0.0
-4,112,109. -4,112, .331 -
000
12,109.331
0.000(N*m
enter hull
enter hull
-sway deri
-sway deriv
tive - Yvc (N/m*s
ve - Yrc (N/rad*s
-1,837,683.1
178,895,103.3
-1,837,683.
178,895,103.
-1,837,
178,895,
.156 -
.393 178,
37,683.156
95,103.393
enter hull -yaw deriv ve - Nvc (N*sec) -227,776,320.0 -227,776,320. -227,776, .000 -227, 76,320.000
enter hull -yaw deriva e - Nrc (N*m/rad = 1,433,132,160.0 31,433,132,160. -31,433,132, .000 -31,433, 32,160.000
ide hull a ratio - as () 0.1 102 0.102
ide hull lif e slope - d dbeta (1/rad) = 0.1 160 0.160
ide hull s
ide hull y
sway deriva
way derivati
e - Yvs (N/m*sec
- Yrs (N/rad*sec
-504,144.4
-17,152,858.6
-504,144.
-17,152,858.
-504,
-17,152,
.426
692 -17,
04,144.426
52,858.692
ide hull s
de hull y
yaw derivati
w derivati
- Nvs (N*sec) =
s (N*m/rad*s
-17,152,858.6
-583,603,718.2
-17,152,858.
-583,603,7
-17,152,
-583,6
692 -17,
63 -5
52,858.692
,718.263S
S
S
S
1,708.30 1,001.55 705.81 525.69 407.39
HALSS One propeller idling
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Constants
Sea water density - rho (MT/m^3) = 1.025
Variables
Ship speed - speed (kn) = 5.00 10.00 15.00 20.00
0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00
length at WL - L (m) =
Center h ull beam a t W m) =
Centerhull draft a tM T (m)= 12.00
Center hull block coef ent () = 0.583
64,152
r (m 2) = 84
10
14
23
Profile area of side hull under WL - Af (m 2) = 1,195.70
Side hull length at WL - 15
Side hull draft at WL - T
Distance of middle side hull from MS - xs (m) = 34 2 aft
Pitch/diameter ratio - () =
Propeller diameter - (m) =
190 190
ea ratio - () =
action - () = 0.0 0.00
= 0.383 0.32 0.268
= 0.05 0.043
Va (m 6 10.288J = 0.541
Thrust 5, 60 3,563,836
Bollar 6, 262 6,249,262
Eta0 = 0.537
PS (M 54 69.712
Deriv ties
Ship g) = 64 00 64,152,000
Long city - u 6 10.288
Rudd l ll 35% 2.35%
Rudd atio - a ( 1.022
Rudd slope - 5 0.025
Rudd ntrol deri - ( 7 2 694 114,708.789
Rudd deltadel 0.000
Rudd control elt 8 -4,11 995 ,448,437.325
Rudd - ) = 0 0.000
Cent -s Yvc ( -918 -1,83 735 675,366.313
Cent sw c (N ,447 178,89 2 0 ,790,206.787
Cent -y vc (N ,888 27,77 -3 000 ,552,640.000Cent ya c (N ,566 433,13 -47,1 0 ,264,320.000
Side ra 0.102
Side e (1/ra 0.160
Side w s (N/ -25 -50 638 008,288.851
Side a (N/ra -17,15 - 037 ,717.383
-17,15 - 037 ,717.383
-583,603,718.263 -875,405,577.394 -1,167,207,436.526
Ship sway-sway derivative - Yv (N/m*sec) = -1,422,986.004 -2,845,972.007 -4,268,958.011 -5,691,944.015
Ship yaw-sway derivative - Yr (N/rad*sec) = 72,294,693.005 144,589,386.010 216,884,079.016 289,178,772.021
Shp sway-yaw derivative - Nv (N*sec) = -131,041,018.692 -262,082,037.383 -393,123,056.075 -524,164,074.766
Ship yaw-yaw derivati ve - Nr (N*m/rad*sec) = -16,300,169,798.263 -32,600,339,596.526 -48,900,509,394.789 -65,200,679,193.052
Wing propeller thrust (starboard) - Tws (N) = 11,464,328 10,203,326 8,747,210 7,127,672
Wing propeller thrust (port) - Twp (N) = 0 0 0 0
Ship's turning rate - rr (rad/sec) = 0.028 0.013 0.007 0.004
HALSS One propeller idling
Rudder angle - delta (deg) =
im - deltaT (m) =Tr
Parameters
Centerhull 300.00
25.00L - B (
S -
f ic i based on WLdata - Cb
Ship displacement - disp (MT) =Rudder sweep angle - lamda (deg) =
Rudder area - A
6.90
.60
Rudder length - l (m) =
LCG from MS - xg (m) =
Distance of rudder 1/4 line from MS -xr (m) =
Distance from wing propeller to CL - ys (m) =
9.30
.69 aft
3.39
.58
Ls (m) =
s (m) =
7.15
8.00
.0
1
6.00
Number of blades - () =
RPM - (1/min) =
5
190 190
Blade ar 0.75
0.00Wake fr 0.00 0
KT
KQ
0.430
0.064
8
10.058
5.144/sec) = 2.572 7.710.135
732,164
0.271
5,101,663
0.40
4,373,
6
5(N) =
t Pull (N) = 249,262 6,249,262 6,249,
0.145 0.285 0.417
W) = 103.661 93.902 82. 6
ed quanti
mass - m (k
itudinal velo
,152,000
2.572
64,152,000
5.144
64,152,
7.71
0
(m/sec) =
er area as a % or
er aspect r
ateral center hu
) =
area - () = 2.35%
1.022
2.35%
1.022
2.
1.022
er lift curve dClddelta (1/deg) = 0.025 0.025 0.02
er force co vative - Ydelta N/deg) = ,169.299 8,677.197 64,523.
er force - Y
er moment
ta - (N) =
derivative - Nd
0.000
,027.333
0.000
2,109.331
0.00
-9,252,245.
0
-16a (N*m/deg) = -1,02
er moment Ndeltadelta (N*m 0.000 0.000 0.00
er hull sway way derivative - N/m*sec) = ,841.578 7,683.156 -2,756,524. -3,
er hull yaw- ay derivative - Yr /rad*sec) = 89 ,551.697 5,103.393 68,342,655.09 357
er hull swayer hull yaw-
aw derivative - Nw derivative - Nr
*sec) =*m/rad*sec) =
-113-15,716
,160.000 -2,080.000 -31,
6,320.0002,160.000
41,664,480.49,698,240.00
-455-62,866
hull aspect tio - as () = 0.102 0.102 0.102
hull lift curv
hull sway-s
slope - dCldbeta
ay derivative - Yv
d) =
m*sec)=
0.160
2,072.213
0.160
4,144.426
0.16
-756,216.
0
-1,
hull yaw-sw y derivative - Yrs d*sec) = -8,576,429.346 2,858.692
2,858.692
25,729,288.
25,729,288.
-34,305
-34,305Side hull sway-yaw derivative - Nvs (N*sec) = -8,576,429.346
Side hull yaw-yaw d erivative - Nrs (N*m/rad*sec) = -291,801,859.131
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Cons
S
tants
ea water density - rho (MT/m 3) = 1.025
Variables
Ship speed- speed (kn) = 10.00
0.00
10.00 10.00 10.00 10.00
0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00
WL - L (m)
L - B (m) =
S - T (m) =
ter hull blockcoefficient bas on WL data - Cb () =
ip displacement - disp (MT) = 64,152der sweep angle - lamda (de = 6.90
10.69 aft
8
1,195.70
157.15
Side hull draft at WL - Ts (m) = 8.00
Distance of middle sidehull from 34.02 aft
Pitch/diameter ratio - () =
Propeller diameter - (m) =
Number of blades - () =
RPM - (1/min) = 150 170 190
0.75
0.00 0.00 0.00
.33 0.383
0.05 0.058
5.144 5.14 144 5.144 5.144
0.485 0.39 0.271
) = ,622 75,14 2,9 5,101,663
(N) = 55 3,8 6,249,262
E 9 0.407 0. 0.285
P 0 737 43 93.902
D uantiti
S - m (k 000 152, 64,152,000
L velo /sec) = 44 5.144 5. 5.144
R al cente % 5% 2.3 2.35%
R pect r 22 1.022 1. 1.022
R curv lddelta ( 25 0.025 0. 0.025
R ce co tive - Yd 97 197 677. 28,677.197
R ce - Y (N) = 00 0.000 0. 0.000
R ment ivative - 31 331 109 4,1 -4,112,109.331
R ment lta 00 0.000 0. 0.000
C sway va ec) = 56 156 683 1,8 -1,837,683.156
C yaw ati ec) = 93 393 103 8 178,895,103.393
C sway ati = 00 000 320 7 -227,776,320.000
C yaw tiv *sec) -31, 00 -3 000 160 1 -31,433,132,160.000
S spect = 02 0.102 0. 0.102
S t curv Cl 60 0.160 0. 0.160
S way- tiv ) = 26 426 144 -5 -504,144.426
S aw-s ve ) = 92 692 858. 1 -17,152,858.692
S way- ve 92 692 858. 1 -17,152,858.692
S aw-y e - ) = 63 263 718 6 -583,603,718.263
5,972.007 -2,845,972.007 -2,845,972.007 -2,845,972.007
S ,386.010 144,589,386.010 144,589,386.010 144,589,386.010
Shp sway-yaw derivative - Nv (N*sec) = -262,082,037.383 -262,082,037.383 -262,082,037.383 -262,082,037.383 -262,082,037.383
Ship yaw-yaw derivat ive - Nr (N*m/rad*sec) = -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526 -32,600,339,596.526
Wing propeller thrust (starboard) - Tws (N) = 1,216,622 2,075,148 2,944,632 3,953,572 5,101,663
Wing propeller thrust (port) - Twp (N) = -243,324 -415,030 -588,926 -790,714 -1,020,333
Ship's turning rate - rr (rad/sec) = 0.002 0.003 0.004 0.006 0.008
Ship's steady turning radius - TurningRadius (m) =
Rudder angle - delta (deg) =
Trim - deltaT (m) =
Parameters
Center hull length at
Center hull beam at W
ter hull draft at M
= 300.00
25.00
Cen
Cen
12.00
0.583ed
ShRud g)
Rudder area - Ar (m^2) = 84.60
Rudder length - l (m) = 9.30
LCG from MS - xg (m) =
Distance of rudder 1/4 line from MS - xr (m) = 143.39
Distance from wing propeller to CL - ys (m) = 23.5
Profile area of side hull under WL - Af (m^2) =
Side hull length at WL - Ls(m) =
MS - xs (m) =
1
6.00
5
106 130
Bladearea ratio - () =
Wake fraction - () = 0.00 0.00
KT =
KQ =
0.293
0.046
0 3
1
0.355
0.054
0.371
0.056
Va (m/sec) =
J =
4
6
5.
0.343
44,632
94,9
0.303
3,953,572
2
Thrust (N
B
1,216 2,0 8
5ollart Pull
ta0 =
1,945,061
0.48
2,925, 69
357
5,002,87
0.317
S (MW) = 13.06 26. .319 65.446
erived q es
hip mass g) = 64,152,000 64,152, 64, 000 64,152,000
ongitudinal city - u (m 5.1 144 5.144
udder area as a % or later r hull area - () = 2.35 2.3 5% 2.35%
udder as atio - a () = 1.0 022 1.022
udder lift
udder for
e slope - dC
ntrol deriva
1/deg) =
elta - (N/deg) =
0.0
28,677.1
025
197
0.025
28,677.19728,677. 28,
udder for deltadelta - 0.0 000 0.000
udder mo
udder mo
control der
- Ndeltade
Ndelta (N*m/deg
) =
) = -4,112,109.3
0.0
-4,112,109. -4,112, .331 -
000
12,109.331
0.000(N*m
enter hull
enter hull
-sway deri
-sway deriv
tive - Yvc (N/m*s
ve - Yrc (N/rad*s
-1,837,683.1
178,895,103.3
-1,837,683.
178,895,103.
-1,837,
178,895,
.156 -
.393 178,
37,683.156
95,103.393
enter hull -yaw deriv ve - Nvc (N*sec) -227,776,320.0 -227,776,320. -227,776, .000 -227, 76,320.000
enter hull -yaw deriva e - Nrc (N*m/rad = 433,132,160.0 1,433,132,160. -31,433,132, .000 -31,433, 32,160.000
ide hull a ratio - as () 0.1 102 0.102
ide hull lif e slope - d dbeta (1/rad) = 0.1 160 0.160
ide hull s
ide hull y
sway deriva
way derivati
e - Yvs (N/m*sec
- Yrs (N/rad*sec
-504,144.4
-17,152,858.6
-504,1
-17,152,858.
44. -504,
-17,152,
.426
692 -17,
04,144.426
52,858.692
ide hull s yaw derivati - Nvs (N*sec) = -17,152,858.6 -17,152,858. -17,152, 692 -17, 52,858.692
ide hull y aw derivativ Nrs (N*m/rad*sec -583,603,718.2 -583,603,718. -583,603, .263 -583, 03,718.263
Ship sway-sway derivative - Yv (N/m*sec) = -2,845,972.007 -2,84
hip yaw-sway derivative - Yr (N/rad*sec) = 144,589,386.010 144,589
2,847.17 1,669.25 1,176.36 876.15 678.98
HALSS One propeller reversing 20% fwd thrust
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HALSS Design Report Appendix C - Maneuvering Assessment
Constants
Sea water density - rho (MT/m^3) = 1.025
Variables
Ship speed - speed (kn) = 5.00 10.00 15.00 20.00
Rudder angle- delta (deg) = 0.00 0.00 0.00 0.00
Trim - deltaT (m) = 0.00 0.00 0.00 0.00
Parameters
Center hull length at WL - L (m) = 300.00
Center hull beam at WL - B (m) = 25.00
Center hull draft at MS - T (m) = 12.00
Center hull block coefficient based on WL data - Cb () = 0.583
Ship displacement - disp (MT) = 64,152Rudder sweep angle - lamda (deg) = 6.90
Rudder area - Ar (m^2) = 84.60
Rudder length - l (m) = 9.30
LCG from MS - xg (m) = 10.69 aft
Distance of rudder 1/4 line from MS - xr (m) = 143.39
Distance from wing propeller to CL - ys (m) = 23.58
Profile area of side hull under WL - Af (m^2) = 1,195.70
Side hull length at WL - Ls (m) = 157.15
Side hull draft at WL - Ts (m) = 8.00
Distance of middle side hull from MS - xs (m) = 34.02 aft
Pitch/diameter ratio - () = 1
Propeller diameter - (m) = 6.00
Number of blades - () = 5
RPM - (1/min) = 190 190 190 190
Blade area ratio - () = 0.75
Wake fraction - () = 0.00 0.00 0.00 0.00
KT = 0.430 0.383 0.328 0.268
KQ = 0.064 0.058 0.051 0.043
Va (m/sec) = 2.572 5.144 7.716 10.288
J = 0.135 0.271 0.406 0.541
Thrust (N) = 5,732,164 5,101,663 4,373,605 3,563,836
Bollart Pull (N) = 6,249,262 6,249,262 6,249,262 6,249,262
Eta0 = 0.145 0.285 0.417 0.537
PS (MW) = 103.661 93.902 82.546 69.712
Derived quantities
Ship mass - m (kg) = 64,152,000 64,152,000 64,152,000 64,152,000
Longitudinal velocity - u (m/sec) = 2.572 5.144 7.716 10.288
Rudder area as a % or lateral center hull area - () = 2.35% 2.35% 2.35% 2.35%
Rudder aspect ratio - a () = 1.022 1.022 1.022 1.022
Rudder lift curve slope - dClddelta (1/deg) = 0.025 0.025 0.025 0.025
Rudder force control derivative - Ydelta - (N/deg) = 7,169.299 28,677.197 64,523.694 114,708.789
Rudder force - Ydeltadelta - (N) = 0.000 0.000 0.000 0.000
Rudder moment control derivative - N delta ( N*m/deg) = -1,028,027.333 -4,112,109.331 -9,252,245.995 -16,448,437.325
Rudder moment - Ndeltadelta (N*m) = 0.000 0.000 0.000 0.000
Center hull sway-sway derivative - Yvc (N/m*sec) = -918,841.578 -1,837,683.156 -2,756,524.735 -3,675,366.313
Center hull yaw-sway d erivative - Yrc (N/rad*sec) = 89,447,551.697 178,895,103.393 268,342,655.090 357,790,206.787
Center hull sway-yaw d erivative - Nvc (N*sec) = -113,888,160.000 -227,776,320.000 -341,664,480.000 -455,552,640.000
Center hull yaw-yaw derivative - Nrc (N*m/rad*sec) = -15,716,566,080.000 -31,433,132,160.000 -47,149,698,240.000 -62,866,264,320.000
Side hull aspect ratio - as () = 0.102 0.102 0.102 0.102
Side hull lift curve slope - dCldbeta (1/rad) = 0.160 0.160 0.160 0.160
Side hull sway-sway derivative - Yvs (N/m*sec) = -252,072.213 -504,144.426 -756,216.638 -1,008,288.851
Side hull yaw-sway derivative - Yrs (N/rad*sec) = -8,576,429.346 -17,152,858.692 -25,729,288.037 -34,305,717.383
Side hull sway-yaw derivative - Nvs ( N*sec) = -8,576,429.346 -17,152,858.692 -25,729,288.037 -34,305,717.383
Side h ull yaw-yaw deri vative - Nrs (N*m/rad*sec) = -291,801,859.131 -583,603,718.263 -875,405,577.394 -1,167,207,436.526
Ship sway-sway derivative - Yv (N/m*sec) = -1,422,986.004 -2,845,972.007 -4,268,958.011 -5,691,944.015
Ship yaw-sway derivative - Yr (N/rad*sec) = 72,294,693.005 144,589,386.010 216,884,079.016 289,178,772.021
Shp sway-yaw derivative - Nv (N*sec) = -131,041,018.692 -262,082,037.383 -393,123,056.075 -524,164,074.766
Ship yaw-yaw der ivative - Nr(N*m/ rad*sec) = -16,300,169 ,798 .263 -32 ,600,339,596.526 -48,900,509,394 .789 -65 ,200,679,193 .052
Wing propeller thrust (starboard) - Tws (N) = 5,732,164 5,101,663 4,373,605 3,563,836
Wing propeller thrust (port) - Twp (N) = -1,146,433 -1,020,333 -874,721 -712,767
Ship's turning rate - rr (rad/sec) = 0.017 0.008 0.004 0.003
Ship's steady turning radius - TurningRadius (m) = 151.07 678.98 1,782.02 3,887.87
HALSS One propeller reversing 20% fwd thrust
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foundation girders forward of frame 45 to provide a good transition, in addition to providingbrackets to taper the inner skin bulkheads aft of frame 45.
Longitudinal Strength Curves Strategic Mobility Departure
Longitudinal Strength Curves - Strategic Mobility Arrival
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Longitudinal Strength Curves - Early Entry Departure
Longitudinal Strength Curves - Early Entry Arrival
The maximum shear force requires the side shell plating to be 16.5mm vs 16.0 provided, if alllongitudinal bulkheads are ineffective. In the area of maximum shear, the main enginefoundation girders and centerline longitudinal bulkheads provide additional shear area whichshould be sufficient to achieve adequate shear strength with no increase in shell plate thickness.
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APPENDIX E: Model test results (Tables)
The test results are presented in the following Tables
--------------------------------------------------------------------------------------
EHP RESULTS FROM EXPERIMENT NUMBER = 1
DTRC MODEL NUMBER = 5651
MODEL CONDITION = HALSS: Center Hull Only @ 11.5 m Draft, Bare Hull, Bow Bulb
SHIP MODEL
LENGTH 950.83 FT (289.8 M) 17.61 FT (5.367 M)
WETTED SURFACE 101780.0 FT2 (9456.0 M2) 34.90 FT2 (3.24 M2)
DISPLACEMENT 47297.TONS (48054. T) 0.29 TONS (0.29 T)
RHO 1.9905 (31.885 N S2/M4) 1.9367 (31.023 N S2/M4)
NU (E+5) 1.2816 (0.11906 M2/SEC) 1.9905 (0.18493 M2/SEC)
LINEAR RATIO 54.000
ITTC FRICTION LINE
CORRELATION ALLOWANCE (CA) 0.00000
--------------------------------------------------------------------------------------
VS PE FRICTIONAL POWER FN V-L 1000CR
--------------------------------------------------------------------------------------KNOTS M/S HP KW HP KW
--------------------------------------------------------------------------------------
10.0 5.14 1460.0 1088.7 1318.3 983.1 0.096 0.324 0.160
12.0 6.17 2472.9 1844.0 2228.1 1661.5 0.116 0.389 0.160
14.0 7.20 3886.1 2897.9 3473.0 2589.8 0.135 0.454 0.170
15.0 7.72 4900.0 3653.9 4236.5 3159.2 0.145 0.486 0.222
16.0 8.23 6139.5 4578.2 5102.2 3804.7 0.154 0.519 0.286
18.0 9.26 8981.8 6697.7 7163.9 5342.1 0.174 0.584 0.352
20.0 10.29 12397.8 9245.1 9705.9 7237.7 0.193 0.649 0.380
22.0 11.32 16546.8 12338.9 12775.2 9526.5 0.212 0.713 0.400
24.0 12.35 21547.6 16068.0 16418.5 12243.2 0.232 0.778 0.419
25.0 12.86 24447.0 18230.1 18469.8 13772.9 0.241 0.811 0.432
26.0 13.38 28168.1 21004.9 20681.9 15422.5 0.251 0.843 0.481
28.0 14.40 39821.0 29694.5 25611.3 19098.3 0.270 0.908 0.731
30.0 15.43 58747.2 43807.8 31252.0 23304.6 0.289 0.973 1.15032.0 16.46 76241.2 56853.0 37649.2 28075.0 0.309 1.038 1.330
34.0 17.49 90197.5 67260.3 44847.7 33442.9 0.328 1.103 1.303
35.0 18.01 98117.6 73166.3 48761.3 36361.3 0.338 1.135 1.300
36.0 18.52 107798.8 80385.6 52891.9 39441.5 0.347 1.167 1.329
38.0 19.55 134710.9 100453.9 61826.1 46103.7 0.367 1.232 1.500
40.0 20.58 177729.2 132532.6 71694.3 53462.4 0.386 1.297 1.871
42.0 21.61 235008.2 175245.6 82540.2 61550.2 0.405 1.362 2.324
44.0 22.64 301014.3 224466.3 94407.4 70399.6 0.425 1.427 2.739
45.0 23.15 337488.7 251665.3 100737.4 75119.9 0.434 1.459 2.934
--------------------------------------------------------------------------------------
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-------------------------------------------------------------------------------------EHP RESULTS FROM EXPERIMENT NUMBER = 2DTRC MODEL NUMBER = 5651MODEL CONDITION = HALSS: Center Hull Only @ 11.5 m Draft, Bare Hull, Stem Bow
SHIP MODELLENGTH 926.18 FT (282.3 M) 17.15 FT (5.228 M)WETTED SURFACE 98633.0 FT
2(9163.0 M
2) 33.82 FT
2(3.14 M
2)
DISPLACEMENT 46938.TONS (47689. T) 0.29 TONS (0.29 T)
RHO 1.9905 (31.885 N S2
/M4
) 1.9367 (31.023 N S2
/M4
)NU (E+5) 1.2816 (0.11906 M
2/SEC) 1.9905 (0.18493 M
2/SEC)
LINEAR RATIO 54.000ITTC FRICTION LINECORRELATION ALLOWANCE (CA) 0.00000
------------------------------------------------------------------------------------- VS PE FRICTIONAL POWER FN V-L 1000CR-------------------------------------------------------------------------------------KNOTS M/S HP KW HP KW-------------------------------------------------------------------------------------10.0 5.14 1590.6 1186.1 1281.7 955.7 0.098 0.329 0.360
12.0 6.17 2699.9 2013.3 2166.1 1615.2 0.117 0.394 0.360
14.0 7.20 4249.8 3169.1 3376.3 2517.7 0.137 0.460 0.371
15.0 7.72 5294.3 3948.0 4118.4 3071.1 0.147 0.493 0.406
16.0 8.23 6562.7 4893.8 4959.9 3698.6 0.156 0.526 0.45618.0 9.26 9596.4 7156.0 6964.0 5193.0 0.176 0.591 0.526
20.0 10.29 13402.8 9994.5 9434.8 7035.5 0.196 0.657 0.578
22.0 11.32 17882.4 13334.9 12418.2 9260.2 0.215 0.723 0.598
24.0 12.35 23302.5 17376.7 15959.4 11900.9 0.235 0.789 0.619
25.0 12.86 26655.2 19876.8 17953.3 13387.7 0.244 0.821 0.649
26.0 13.38 30661.1 22864.0 20103.4 14991.1 0.254 0.854 0.700
28.0 14.40 43543.9 32470.6 24894.5 18563.9 0.274 0.920 0.990
30.0 15.43 65872.8 49121.3 30377.1 22652.2 0.293 0.986 1.532
32.0 16.46 84397.5 62935.2 36594.8 27288.7 0.313 1.051 1.700
34.0 17.49 100591.5 75011.0 43591.2 32505.9 0.332 1.117 1.690
35.0 18.01 108985.3 81270.3 47394.9 35342.4 0.342 1.150 1.674
36.0 18.52 119031.9 88762.1 51409.5 38336.1 0.352 1.183 1.689
38.0 19.55 148240.3 110542.8 60092.8 44811.2 0.372 1.249 1.872
40.0 20.58 194627.6 145133.8 69683.7 51963.1 0.391 1.314 2.275
42.0 21.61 254744.2 189962.7 80224.8 59823.6 0.411 1.380 2.74544.0 22.64 324798.0 242201.9 91758.4 68424.2 0.430 1.446 3.188
45.0 23.15 360731.1 268997.1 97910.4 73011.8 0.440 1.479 3.361-------------------------------------------------------------------------------------
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--------------------------------------------------------------------------------------
EHP RESULTS FROM EXPERIMENT NUMBER = 5
DTRC MODEL NUMBER = 5651MODELCONDITION
= HALSS: Center Hull @ 11.5 m Draft. Side Hulls @ 7.5 m Draft, Middle
Longitudinal Location, and Inboard Transverse Location.
SHIP MODEL
LENGTH 950.83 FT (289.8 M) WETTED SURFACE 172,524.0FT2(16,028.0 M2)
17.61 FT (5.367 M) 59.16 FT2(5.50 M2)
DISPLACEMENT 59,393.0 TONS (60,343.0 T) RHO 1.9905(31.885 N S2/M4) NU (E+5) 1.2816 (0.11906 M2/SEC)
0.37 TONS (0.37 T) 1.9367 (31.023 N S2/M4)1.9905 (0.18493 M2/SEC)
LINEAR RATIO 54.000
ITTC FRICTION LINE
CORRELATION ALLOWANCE (CA) 0.00000
------------------------------------------------- -------------------------------------
VS PE FRICTIONAL POWER FN V-L 1000CR
--------------- -------------------- --------------------- ---------- ---------- ----------
KNOTS M/S HP KW HP KW
------- -------- ---------- ---------- ---------- ----------- ---------- ---------- ----------10.0 5.14 3105.3 2315.6 2234.7 1666.4 0.096 0.324 0.580
12.0 6.17 5281.2 3938.2 3776.8 2816.3 0.116 0.389 0.58014.0 7.20 8275.9 6171.4 5887.0 4390.0 0.135 0.454 0.58016.0 8.23 12460.5 9291.8 8648.6 6449.3 0.154 0.519 0.62018.0 9.26 18533.8 13820.6 12143.4 9055.3 0.174 0.584 0.73020.0 10.29 26358.9 19655.8 16452.2 12268.4 0.193 0.649 0.82522.0 11.32 36518.9 27232.2 21654.9 16148.1 0.212 0.713 0.93024.0 12.35 48995.6 36536.0 27830.6 20753.2 0.232 0.778 1.02026.0 13.38 61966.9 46208.7 35057.4 26142.3 0.251 0.843 1.02028.0 14.40 74715.8 55715.6 43413.1 32373.1 0.270 0.908 0.95030.0 15.43 92691.4 69120.0 52974.6 39503.2 0.289 0.973 0.98032.0 16.46 113003.6 84266.8 63818.4 47589.4 0.309 1.038 1.00034.0 17.49 135016.1 100681.5 76020.4 56688.4 0.328 1.103 1.00036.0 18.52 168090.9 125345.4 89655.9 66856.4 0.347 1.167 1.120
38.0 19.55 226698.2 169048.9 104800.1 78149.4 0.367 1.232 1.48040.0 20.58 311735.9 232461.4 121527.5 90623.0 0.386 1.297 1.98042.0 21.61 423490.1 315796.5 139912.1 104332.4 0.405 1.362 2.55044.0 22.64 563433.4 420152.2 160027.9 119332.8 0.425 1.427 3.155
45.0 23.15 635809.1 474122.8 170757.8 127334.1 0.434 1.459 3.400
--------------------------------------------------------------------------------------
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EHP RESULTS FROM EXPERIMENT NUMBER = 6DTRC MODEL NUMBER = 5651MODELCONDITION
= HALSS: Center Hull @ 11.5 m Draft. Side Hulls @ 7.5 m Draft, Middle
Longitudinal Location, Middle Transverse Location.
SHIP MODEL
LENGTH 950.83 FT (289.8 M) WETTED SURFACE 172,524.0FT2(16,028.0 M2)
17.61 FT (5.367 M) 59.16 FT2(5.50 M2)
DISPLACEMENT 59,393.0TONRHO 1.9905 (NU (E+5) 1.2816 (
S (60,343.0 T) 31.885 NS2/M4) 0.11906M2/SEC)
0.37TON1.9367(311.9905 (0.
S (0.37 T).023 N S2/M4)18493 M2/SEC)
LINEAR RATIO 54.000
ITTC FRICTION LINE
CORRELATION ALLOWANCE (CA) 0.00000
------------------------------------------------- -------------------------------------
VS PE FRICTIONAL POWER FN V-L 1000CR
--------------- -------------------- --------------- ------ ---------- ---------- ----------
KNOTS M/S HP KW HP KW
------- -------- ---------- ---------- ---------- ----------- ---------- ---------- ----------10.0 5.14 3105.3 2315.6 2234.7 1666.4 0.096 0.324 0.580
12.0 6.17 5281.2 3938.2 3776.8 2816.3 0.116 0.389 0.58014.0 7.20 8275.9 6171.4 5887.0 4390.0 0.135 0.454 0.58016.0 8.23 12460.5 9291.8 8648.6 6449.3 0.154 0.519 0.62018.0 9.26 18271.1 13624.8 12143.4 9055.3 0.174 0.584 0.70020.0 10.29 25698.5 19163.3 16452.2 12268.4 0.193 0.649 0.77022.0 11.32 34441.2 25682.8 21654.9 16148.1 0.212 0.713 0.80024.0 12.35 44430.6 33131.9 27830.6 20753.2 0.232 0.778 0.80026.0 13.38 56162.8 41880.6 35057.4 26142.3 0.251 0.843 0.80028.0 14.40 73727.3 54978.4 43413.1 32373.1 0.270 0.908 0.92030.0 15.43 92691.4 69120.0 52974.6 39503.2 0.289 0.973 0.98032.0 16.46 113003.6 84266.8 63818.4 47589.4 0.309 1.038 1.00034.0 17.49 151535.0 112999.6 76020.4 56688.4 0.328 1.103 1.28036.0 18.52 203806.9 151978.8 89655.9 66856.4 0.347 1.167 1.63038.0 19.55 273645.5 204057.4 104800.1 78149.4 0.367 1.232 2.05040.0 20.58 350161.8 261115.6 121527.5 90623.0 0.386 1.297 2.38042.0 21.61 440171.2 328235.6 139912.1 104332.4 0.405 1.362 2.70044.0 22.64 560876.1 418245.2 160027.9 119332.8 0.425 1.427 3.13545.0 23.15 626234.5 466983.0 170757.8 127334.1 0.434 1.459 3.330
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EHP RESULTS FROM EXPERIMENT NUMBER = 7DTRC MODEL NUMBER = 5651MODELCONDITION
= HALSS: Center Hull @ 11.5 m Draft. Side Hulls @ 7.5 m Draft, Middle
Longitudinal Location, Outboard Transverse Location.
SHIP MODEL
LENGTH 950.83 FT (289.8 M) WETTED SURFACE 172,524.0FT2(16,028.0 M2)
17.61 FT (5.367 M) 59.16 FT2(5.50 M2)
DISPLACEMENT 59,393.0 TONS (60,343.0 T) RHO 1.9905(31.885 N S2/M4) NU (E+5) 1.2816 (0.11906 M2/SEC)
0.37 TONS (0.37 T) 1.9367 (31.023 N S2/M4)1.9905 (0.18493 M2/SEC)
LINEAR RATIO 54.000
ITTC FRICTION LINE
CORRELATION ALLOWANCE (CA) 0.00000
------------------------------------------------- -------------------------------------
VS PE FRICTIONAL POWER FN V-L 1000CR
--------------- -------------------- --------------------- ---------- ---------- ----------
KNOTS M/S HP KW HP KW
------- -------- ---------- ---------- ---------- ----------- ---------- ---------- ----------10.0 5.14 3225.3 2405.1 2234.7 1666.4 0.096 0.324 0.660
12.0 6.17 5488.7 4092.9 3776.8 2816.3 0.116 0.389 0.66014.0 7.20 8605.4 6417.1 5887.0 4390.0 0.135 0.454 0.66016.0 8.23 12706.4 9475.2 8648.6 6449.3 0.154 0.519 0.66018.0 9.26 18096.1 13494.2 12143.4 9055.3 0.174 0.584 0.68020.0 10.29 24857.9 18536.5 16452.2 12268.4 0.193 0.649 0.70022.0 11.32 34601.0 25802.0 21654.9 16148.1 0.212 0.713 0.81024.0 12.35 45260.6 33750.8 27830.6 20753.2 0.232 0.778 0.84026.0 13.38 57350.0 42765.9 35057.4 26142.3 0.251 0.843 0.84528.0 14.40 74056.8 55224.2 43413.1 32373.1 0.270 0.908 0.93030.0 15.43 92691.4 69120.0 52974.6 39503.2 0.289 0.973 0.98032.0 16.46 113003.6 84266.8 63818.4 47589.4 0.309 1.038 1.00034.0 17.49 135016.1 100681.5 76020.4 56688.4 0.328 1.103 1.00036.0 18.52 175794.4 131089.8 89655.9 66856.4 0.347 1.167 1.23038.0 19.55 246465.5 183789.3 104800.1 78149.4 0.367 1.232 1.72040.0 20.58 344397.9 256817.5 121527.5 90623.0 0.386 1.297 2.32042.0 21.61 462412.6 344821.0 139912.1 104332.4 0.405 1.362 2.90044.0 22.64 584530.7 435884.5 160027.9 119332.8 0.425 1.427 3.320
45.0 23.15 648119.3 483302.5 170757.8 127334.1 0.434 1.459 3.490
--------------------------------------------------------------------------------------
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--------------------------------------------------------------------------------------
EHP RESULTS FROM EXPERIMENT NUMBER = 9
DTRC MODEL NUMBER = 5651MODELCONDITION
= HALSS: Center Hull @ 11.5 m Draft. Side Hulls @ 7.5 m Draft, Aft
Longitudinal Location, Inboard Transverse Location.
SHIP MODEL
LENGTH 950.83 FT (289.8 M) WETTED SURFACE 172,524.0FT2(16,028.0 M2)
17.61 FT (5.367 M) 59.16 FT2(5.50 M2)
DISPLACEMENT 59,393.0 TONS (60,343.0 T) RHO 1.9905(31.885 N S2/M4) NU (E+5) 1.2816 (0.11906 M2/SEC)
0.37 TONS (0.37 T) 1.9367 (31.023 N S2/M4)1.9905 (0.18493 M2/SEC)
LINEAR RATIO 54.000
ITTC FRICTION LINE
CORRELATION ALLOWANCE (CA) 0.00000
------------------------------------------------- -------------------------------------
VS PE FRICTIONAL POWER FN V-L 1000CR
--------------- -------------------- --------------------- ---------- ---------- ----------
KNOTS M/S HP KW HP KW
------- -------- ---------- ---------- ---------- ----------- ---------- ---------- ----------10.0 5.14 3480.5 2595.4 2234.7 1666.4 0.096 0.324 0.830
12.0 6.17 5929.6 4421.7 3776.8 2816.3 0.116 0.389 0.83014.0 7.20 9305.6 6939.2 5887.0 4390.0 0.135 0.454 0.83016.0 8.23 13751.6 10254.6 8648.6 6449.3 0.154 0.519 0.83018.0 9.26 19496.7 14538.7 12143.4 9055.3 0.174 0.584 0.84020.0 10.29 27019.4 20148.3 16452.2 12268.4 0.193 0.649 0.88022.0 11.32 39236.0 29258.3 21654.9 16148.1 0.212 0.713 1.10024.0 12.35 56258.1 41951.6 27830.6 20753.2 0.232 0.778 1.37026.0 13.38 70409.