High Speed Connector LT Fragiskos Zouridakis, HN LT Daniel Wang, USN 1
Initial Requirement Part of System of Systems Intra-theater Connector within the Sea Basing Concept High Speed, Agile, Versatile Platform Focused Logistics ensure the delivery of the right equipment, supplies, and personnel to the right place, at the right time to support operational objectives. * Affordable Industry Standard vs. Navy Standard *Note: CJCSM 31170.01, Operation of the Joint Capabilities Integration and Development System, June 2003. 2
Required Capabilities Cargo: 500-1000 ltons Speed >40 kts Range ~2000nm Interface: Roll-on-roll-off, Cargo, Vertical Movement of Cargo. Manning 20~30 Navigational Agility: Low Draft Limited Self-defense: Air: point defense Weight Surface: visual range fuel R = Sub-surface: passive Weightcarg o* Range *Pegrum, M., Kennell, C. Fuel Efficiency Comparison between High Speed Sealift Ships and Airlift Aircraft Marine Technology, Vol. 39, April 2002 3
Generation of Competing Variants Design of Experiments: Data points were produced with proper randomization for the execution of the experimental runs. Developed Variants: Catamarans (26) Monohulls (27) Trimarans (28) Range of operational requirements: Speed: 32 knots to 44 knots. Payload: 500 ltons to 1000 ltons. Trade of Studies Comparison of alternative solutions by means of: Quantitative attributes (Transport Factor) POWER PLANTS PROPULSORS CONSTRUCTION MATERIALS TransportFactor Payload Speed InstalledPower Diesel Gas turbines Electric-Diesel Waterjet Propeller Steel Aluminum Qualitative attributes Seakeeping Loading interface Survivability Feasibility Ability to manufacture
Hull Selection Transport Factor (TF) -vs- Cost Life Cycle Cost Acquisition Cost TF vs LCC TF vs Acquisition Cost Transport Factor 9 8 7 Catamarans 6 5 4 3 2 Catamarans Trimarans Monohulls catamarans monohulls trimarans Transport Factor 9 8 7 6 5 4 3 2 Catamarans Trimarans ` catamarans monohulls trimarans Monohulls 1 Trimarans 0 0 500 1000 1500 2000 Life Cycle Cost ($mil) 1 0 0 100 200 300 400 Acquisition Cost ($mil) Catamarans demonstrate the best combination of TF/LCC Trimarans give smaller TF for slightly lower LCC Monohulls represent the least attractive combination Trimarans demonstrate higher acquisition cost than catamarans due to high R&D Monohulls become more competitive in terms of acquisition cost 5
Hull Selection TF and Cost in Speed-Payload Space Transport Factor Catamaran Cost Monohull Trimaran ($mil) Monohulls: worst performance in all combinations of speed-payload Trimarans: excel only in High speed - High payload case Catamarans: best TF in the rest of Speed-Payload space Monohulls: worst solution in terms of LCC Trimarans: marginally lower LCC in High speed - High payload region Catamarans: lowest LCC in the rest of Speed-Payload space 6
Qualitative Analysis - Catamarans Seakeeping Capability Recent designs have demonstrated the ability to travel with 30 knots in sea state 6 Loading interface Lowest draft Highest maneuverability Best arrangeability due to rectangular configuration of cargo area Lowest rolling angle Capability for Vertical Access, Cargo Ramps for RO-RO Survivability Large reserve cross-structure volume Duplicated systems in fair separation Tested technology 37 catamarans on 49 HSC were delivered on 2003 Ability to manufacture Demonstrated over a number of shipyards across US 7
TF and Cost for Catamarans Transport Factor Cost 9 8 7 6 700 600 5 4 ($mil) ($mil) 500 400 300 3 2 200 100 1 Excellent performance in low speed regions Serious degradation with high speeds Low degradation with payload Very attractive choice for low speed regions High increase in LCC with speed 8
Vessel Performance vs- Seabasing System Performance Speed*Payload Pareto Frontier diagram 5 4 3 2 Diesel Electric Gasturbine 50000 45000 40000 35000 30000 25000 20000 1 15000 10000 5000 0 0 100 200 300 400 500 600 LCC Delivery Time (hours) System OMOE vs Fleet LCC 160 1000nm 140 1500nm 3 2000nm 120 3 100 80 60 3 40 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 Fleet LCC ($bil) Non Dominated Variants: Aluminum hull Waterjet propulsion Diesel Propulsion plant Optimization of overall system: Speed: 32knots Payload: 1000tons Number of required vessels: 4 9
Geometry Round bilge hull FW Flat bottom AFT High L/B ratio Low draft Bulbous bow Raised wet deck Small bottom rake angle AF Displacement Lwl Beam Draft Cp Cb Cm 2222 91.59 30.15 3.8 0.82 0.61 0.77 Long Ton m m m - - - Cwp 0.83 - LCB from zero pt -3.1 m LCF from zero pt -5.1 m KB 2.25 m BMt 57.1 m BMl 214.6 m KMt 59.3 m KMl 216.8 m Immersion (TPc) 8.14 Long Ton/cm MTc 52.6 Long Ton.m 10
Hydrostatics 4 MTc Immersion (TPc) 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 A B 3.6 1.800 2.200 2.600 3.000 3.400 3.800 4.200 DWL 1.000 1.400 3.2 Draft m 2.8 LCF KMt KML KB LCB 2.4 WPA Wet. Area 2 Disp. 500 750 1000 1250 1500 1750 2000 2250 2500 2750 Displacement tonne 500 750 1000 1250 1500 1750 2000 2250 2500 2750 Area m^2-5 -4-3 -2-1 0 1 2 3 4 LCB, LCF, KB m 50 60 70 80 90 100 110 120 130 140 KMt m 100 150 200 250 300 350 400 450 500 550 KML m 5.2 5.6 6 6.4 6.8 7.2 7.6 8 8.4 8.8 Immersion tonne/cm 38 40 42 44 46 48 50 52 54 56 Moment to Trim tonne.m Draft = 1.800 m KML = 519.256 m When draft increases: Displacement and WSA increase linearly due to vertical sides of hull LCB, LCF move back Transverse and longitudinal metacentric radii decrease resulting to lower but still more than efficient stability 11
Equilibrium conditions Empty of cargo - Low fuels 315 Full of cargo - Low fuels Full of cargo - Hi fuels 316 313 0103 101 0105 103 105 01001 201 203 301003 205 1001 01005 303 In. Bottom 100301 207 305a 305b cg In. Bottom 03 0102 307 In. cg 1005 209 Bottom 05 0104 211 102 309a In. Bottom 07 309b cg 0106 104 cg 311 In. Bottom 09 106 202 In. Bottom 11 204 302 200 206 304 In. Bottom 02 314 Total Weight (ltons) 212 312 zero pt. In. Bottom 12 963.5 1959 2219 310b cg 210 310a cg In. Bottom 10 Draft (m) 208 308 2.2 3.4 3.8 In. Bottom 08 306b cg 306a cg In. Bottom 06 LCG (m) -0.66-3.22-2.60 0101 In. Bottom 04 Very large variation of characteristics with cargo Challenge to maintain neutral trim In general, catamarans very sensitive due to small WPA Usage of ballast tanks had to be avoided due to extra weight, system complexity, environmental considerations Tankage volume 140% of required for specified range Negligible KG correction for free surface Adaptability: replacing 130 tons of cargo with fuel will result to ~40% higher range 12
Intact and Damaged Stability 12 10 8 Max GZ = 11.386 Legend m at 15.8 deg. GZ 1.5: HTL: Area between GZ and HA Hpc + Hw 1.5: HTL: Area between GZ and HA Ht + Hw 3.2.1: HL1: Angle of equilibrium Wind heeling (Hw) Max GZ = 11.386 m at 15.8 deg. GZ m 6 4 2 1.5: HTL: Area between GZ and HA Ht + Hw 1.5: 3.2.1: 2.1.1: 3.2.2: HTL: HL4: HL1: HL3: Area Area Angle between of equilibrium GZ GZ and and Wind HA HA Hpc heeling Hpc + Hw + (Hw) 0-2 -10 0 10 20 30 40 50 60 70 80 Heel to Starboard deg. GZ = -0.007 m Heel to Starboard = 0.000 deg. Area (from zero heel) = 0 m. deg. Fulfills IMO Intact and Damaged stability requirements High max GZ value Low equilibrium angles Max GZ appears at a small angle of inclination due to high metacentric height extremely high beam/freeboard Double hull extending from FW perpendicular to FW machinery room Compartment subdivision: Designed for 15%LWL floodable length 13
Main machinery components Main Engines MTU 20V 1163 TB73L (x4) Power: 6500kW(8710hp) at 1230rpm SFC: 220gr/(kWhr) Waterjets KaMeWa Quadruple 112SII (x4) 6500kW at 582 RPM Steerable, Reversible seven bladed impellers with skew Gear Boxes RENK ASL 53 (x4) single-engine, non reversible reduction ratio 2.05:1 Shaft offset on horizontal 14
Resistance and Powering Prediction Variation of overall propulsive coefficient with speed & draft 0.72 0.69 nd for waterjet Empty 0.67 n D_WJ 0.64 Full load 0.61 0.59 0.56 10.39 16.16 21.92 27.69 33.46 39.23 45 V sknots Power (Hp) 3.5. 10 4 3.15. 10 4 2.8.10 4 2.45. 10 4 2.1. 10 4 1.75. 10 4 1.4. 10 4 1.05. 10 4 7000 3500 Power requirements HSC and KaMeWa BHP Prediction Full load Empty Condition After consumption of 10% margin Sea Trials Achievable speeds Speed (knots) Full 33 34.1 Empty 43.1 44.1 0 13 16.1 19.2 22.3 25.4 28.5 31.6 34.7 37.8 40.9 44 Speed(Knots) KaMeWa prediction_empty Load KaMeWa prediction_full Load HSC Team prediction_empty Load HSC Team prediction_full Load 15
Seakeeping Conditions and Criteria Examined Conditions SEAKEEPING CONDITIONS SPEED (knots) HEADING (deg) SEA STATE (PM) CARGO LOADING 14 180 1m / 5sec Full load 20 135 2m / 7sec Empty load 26 90 3 m / 8.6sec 32 45 4 m / 9.9sec 42 0 5m / 11.1sec 6m / 12.2sec 7 m / 13.2sec Criteria Roll angles Pitch angles Accelerations at the bridge Wet deck slamming Waterjet aeration Deck wetness at the stern 1.3 LOCATION CG CG Bridge Bridge Wet deck FW Stern ramp MEASURE (in significant values) Roll angle (deg) Pitch angle (deg) Absolute vertical acceleration(m/sec^2) Lateral vertical acceleration (m/sec^2) Relative vertical motion (m) Relative vertical motion (m) LIMIT VALUE Full Load Empty 8 8 3 3 0.5g 0.5g 0.2g 0.2g 4.7 5.9 2.1 3.7 WaterJet inlet Relative vertical motion (m) 2.9 16
Seakeeping Results Unrestricted operation Restricted operation 17
Structural Design Design Criteria Based On Det Norske Veritas (DNV) High Speed Light Ship Rules. Iterative Process Plate Design (boundary conditions: clampedclamped) Longitudinal Girder/Stiffener Design Transverse Web Frame Design Torsion Stress Check Torsion Stress Check Transverse Design Plate Design Longitudinal Design 18
Loading Stresses Major Factors Speed Loading Condition Sea State Condition Geometry (length, width, draft) Stress Due To Water Pressure Longitudinal Bending Slamming (bottom, crossstructure) Forward Motion (bow bottom, side) Vehicle Loading 19
Loading Stresses (cont.) Sea Pressure Loading Stress Slamming Pressure Loading Stress Longitudinal Bending Stress 20
Scantling Design Results Material Aluminum Alloy 3008H18 Density: 2730 kg per cubic meter Yielding stress 225 Mpa Plate (5x1.849 m) 27mm 23mm 19mm Stiffener Type 243 CY FdaTb Fundia TB 160x40 (two sizes) Webframe Same type (two sizes). Safety Factor >3 Maxi stress 72 Mpa in Web frame with torsion 21
Arrangement Profile View CIWS engine room vehicle deck cargo deck engine room tankage allocation CPO/Off. living crew living/mess cargo tankage allocation bridge CIC/radio mooring machinery anchor eng. control eng. storage AUX machinery laundry tankage allocation RAM launcher tankage allocation magzine 22
Arrangement (cont.) O-1 level Main Deck 23
Arrangement (cont.) First Deck Second Deck 24
Arrangement (cont.) 25
Arrangement (cont.) 26
Cost Parametric ESWBS weight groups Material Cost Labor Cost Adjusted for individual items Engines Gensets Gear boxes, cables. Life Cycle Cost (in 2005 US dollar) 20-year span 4-ship class Including Design: 4.42 million Acquisition: 186.5 million Manning: 3.95 million/year Maintenance: 11.5 million/year Operational Cost: 29.5 million/year Total 780.12 million/195 million per ship. Annual cost per ship: 9.75 million design acqusition manning maintenance operation 27
Conclusion Success Achieved payload of 1000 ltons. Partially achieved speed goal of >40 knots. Low-draft, agile, inexpensive and versatile. Future Works To consider the dynamic stress load of the ramp to the stern structure To design propulsion system and control for dynamic station-keeping while unloading. Speed Payload Range Cost Threshold 32kts 500 ltons 2000 nm 150 million Goal >40kts 1000 ltons 2000 nm 50 million Achieved 34-44kts 1000 ltoons 2100 nm 46 million Principal Ship Characteristics Displacement 2222 LT Draft (Full Load) 3.8 m LWL 91.6 m Beam WL 30.15 m Manning 29 Personnel Power Plant 4 MTU 20V 1163 TB7.3L Diesels Propulsion 4 KaMeWa Quadruple 112 SII waterjets Speed - Full Load 34 Knots Speed - Light Ship 44 Knots Range (Full load, max speed) 2100 nm 28
Questions? 29