Date September 2007

Author Steinberg, R., Chr. Cleary, K. Stambaugh and lA. Keuning

Address Deift University of Technology
Ship Hydromechanics Laboratory
Mekelweg 2, 26282 CD Detft TUDeift
Delit University of Technology

Design Development and Evaluation of Affordable

High Speed Naval Vessels for Offshore Service
by

R. Sheinberg, Chr. Cleary, K. Stambaugh and

LA. Keuning
Report No. 1599-P 2007
Published In: Proceedings of the 9 International Conference
on Fast Sea Transportation, Shanghai, ChIna, September 2007

Page lof i/i

 Deift University of Technology
Ship Hydromechanics Laboratory
Library
Mekelweg 2, 2628 CD Deift
The Netherlands
Phone: +31 15 2786873 - Fax: +31 15 2781836

II

Ninth International Conference

on
Fast Sea Transportation

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 ProceedIngs of
the Ninth International Conference
on
Fast Sea Transportation
(FAST2 007)

September 23-27, 2007

Shanghai, China

Organized by
Chinese Society of Naval Architects and Marine Engineers
China Ship Scientific Research Center
Shanghai Jiao Tong University

Edited by
Weicheng Cui
Shitang Dong
ElinKang
MingZhang

China Ship Scientific Research Center

Wuxi, Jiangsu, China
 PREFACE

FAST2007 will be held in Shanghai, China during September 23-27, 2007. This is the 9th in a
series of world-known conferences dedicated to fast sea transportation, which is held every two
years following successful meetings previously in Norway (1991), Japan (1993), Germany (1995),
Australia (1997), USA (1999), United Kingdom (2001), Italy (2003) and Russia (2005). These
conferences proyided a forum for discussion on new concepts and designs of fast sea ships and
vehicles, matters of hydro-aerodynamics, structures, materials, maneuverability and stability,
propulsion complexes, safety and operation as well as infrastructure and economics of fast sea
transportation.

Fast2007 will bring together an international mix of academicians, researchers, designers,

builders, operators, owners, equipment suppliers, service providers, defense experts and economists
at the forefront of development in the high-speed maritime industry and will provide an invaluable
forum for information exchanges between those involved in industries. Specific vehicle types
covered include:

Passenger and cargo ships

Yachts and pleasure boats
Patrol boats
Sailing boats
Navy and coastal ships
Racing and record-breaking boats
Wing-in-ground effect crafts

The proceedings contains all technical papers presented at "The 9th International Conference on
Fast Sea Transportation (FAST2007)" held at Shanghai Everbright Convention & Exbibition Center,
China on September 23-27, 2007. The main themes of this Conference are new concepts and
designs of fast ships and marine vehicles, hull form design, propulsion, cavitation, seakeeping
behavior, control and maneuverability, hydro-aerodynamics, structure and material, safety and
operation, fast sea transportation infrastructure and economics. Over 128 abstracts from 23
countries and regions within the themes were received by the FAST2007, and about 85 papers were
accepted for presentation at the Conference. Some of the International Standing Committee
members have also helped the Local Organizing Committee to make the selection: -

The conference was co-organized by the Chinese Society of Naval Architects & Marine Engineers,
China Ship Scientific Research Center and Shanghai Jiao Tong University. On behalf of the
International Standing Committee and the Local Organizing Committee of FAST2007, we would
like to thank ali the participants for their great contributions to the successful conference. The full
support from the sponsors, China Shipbuilding Industry Corporation, China State Shipbuilding.
-I-
Corporation, China Classification Society, Harbin Engineering University, Dalian University of
Technology, Huazhong University of Science and Technology, Wuhan University of Technology,
Jiangsu University of Science and Technology, China Ship Research and Design Institute, Marine
Design & Research Institute of China, Shanghai Society of Naval Architects & Marine Engineering,
Jiangsu Society of Naval Architects & Marine Engineering, Zhejiang Society of Naval Architects &
Marine Engineering, The Society of Naval Architects & Marine Engineers (USA), The Royal
Institution of Naval Architects (UK) are greatly acknowledged. Sincere gratitude is also extended to
all those who helped in various ways to the successful organization of the FAST2007, especially
those of the secretariat.

Weicheng Cui
Shitang Dong
Bolin Kang
Ming Zhang.

-H--
ORGANIZATION

International Standing Committee

Chairman:
Kjell HOLDEN, Vice President, Marintek, Norway
Members:
Tony ARMSTRONG, Chief Scientist, Austal Ships, Australia
Weicheng CITI, Deputy Director, China Ship Scientific Research Center, China
Lawrence J. DOCTORS, Professor, The University of New South Wales, Australia
Odd FALTINSEN, Professor, Norwegian University of Science and Technology, Norway
Nigel GEE, Director, BMT Nigel Gee & Associates, UK
Paris GENALIS, Director, Naval Warfare, Office of the Secretary of Defense, USA
Guoan LI, Vice President, China Shipbuilding Industry Corporation, China
Chris B. McKESSON, Principal Engineer, McMULLAN., USA
Torgeir MOAN, Norwegian University of Science and Technology, Norway
Kirill ROZHDESTVENSKY, Vice Rector St-Petersburg State Marine Technical University, Russia

Advisory Committee
Chairman:
Pingtao HUANG, President, Chinese Society of Naval Architects & Marine Engineers
Members:
Gang CREN, Vice President, Shanghai Jiao Tong University
Guoan LI, Vice President, China Shipbuilding Industry Corp.
Kejun LI, President, China Classification Society
Zhushi LI, Vice President, China State Shipbuilding Corp.
Zhiping LU, Honorary President, Shanghai Marine Design & Research Institute
Wengsun SHEN, Academician of Chinese Academy of Engineering, Dalian Shipbuilding Industry Co.,Ltd.
Rongsheng WANG, Chairman, ChineseAssociation of the National Shipbuilding Industry
Yousheng WU, Academician of Chinese Academy of Engineering, China Ship Scientific Research Center
Binghan XLI Academician of Chinese Academy of Engineering, China Ship Scientific Research Center
Yuru XU, Academician of Chinese Academy of Engineerjng, Harbn Engineering University
Shengkun ZHANG President, Shanghai Society of Naval Architects & Marine Engineers

Sponsors
China Shipbuildinglndustry Corporation
China State Shipbuilding Corporation
China Classification Society
Harbin Engineering University
Dalian University of Technology
Huazhong University of Science and' Technology
Wuhan University of Technology
Jiangsu University of Science and Technology
China Ship Research and Design Center
Marine Design & Research Institute of China
Shanghai Society of Naval Architects& Marine Engieers
Jiangsu Society of Naval Architects & Marine Engineers
Zhejiang Society of Naval Architects & Marine Engineers
The Society of Naval Architects & Marine Engineers, (USA)
The Royal Institution of Naval Arhitects, (UK)

Local Organizing Committee

Chairman:
Weicheng CUI, China Ship Scientific Research Center
Vice Chairman:
Shitang DONG, China Ship Scientific Research Center
Members:
Yingqiu CHIEN, China Classification Society
Ankang HU, Marine Design & Research Institute of China
Bolin KANG China Ship Scientific Research Center
Weiguo WU, Wuhan University of Technology
Xiaoguang WU, China Marine Design & Research Center
Jianmin YANG, Shanghai Jiao Tong University
Xiongliang YAO, Harbin Engineering University
Yao ZHAO, Huazhong University of Science and Technology
Renqmg ZHIJ, Jiangsu University of Science and Technology
Zhi ZONG, Dalian University of Technology
Secretary:
Ming ZIIANG, China Ship Scientific Research Center

Secretariat
Balm KANG, China Ship Scientific Research Center
Ming ZHANG, China Ship Scientific Research Center
Ying HOU China Ship Scientific Research Center
Lihua YANG, ChinaShip. Scientific-Research-Center
Wenji LI, China Ship Scientific Research Center
Gulhong TANG, China Ship Scientific Research Center
Zhengyu SONG, China Ship Scientific Research Center
Yan ZHANG, China Ship Scientific Research Center
Fengying LLU, China Ship Scientific Research Center
Minghui ZHANG, China Ship Scientific Research Center
Suoquan WANG, China Ship Scientific Research Center
 CONTENTS

Keynote lectures
An Overview of Yellow Sea Transportation System (1)
Jae Wook Lee, Seung-Hee Lee, Inha University, Korea
Advances in Technology of High Performance Ships in China (18)
You-Sheng Wu, Qi-Jun Ni and Wei-Zhen Ge, China Ship Scientjfc Research Center; China

Desiqn of Fast Ships and Hiqh-speed Crafts (1)

Container Ship and Port Development: A Review of State-of-the-Art (31)
Branislav Dragovi and Dong-Keun Ryoo,Korea Maritime University, Korea
JHSS (Joint High-Speed Sealift Ship) Hull Form Development, Test and Evaluation (40)
Siu C. Fung, Gabor Karfiath, DominicS. Cusanelli and Donald McCallum,
Carderock Division, Naval Surface Warfare Center (NSWCCD), USA
Hard Chine Design with Developable Surfaces (49)
E Pres-Arribaz, Naval Architecture School ofMadrid, Universidad Politcnica de Madrid, Spain

Desiqn of Fast Ships and Hiqh-speed Crafts (2)

Design Development and Evaluation OfAffordable High Speed NavalVessels for Offshore Service (55)
Rubin Sheinberg, Chris Cleary and Karl Stambaugh,
U.S. Coast Guard, USA
Lex Keuning, Delfi Technical University, Netherlands
The Development of ACV Technology in China (64)
Tao Ma, Shihai Lv, Chunguang Liu andChengjie Wu,
Marine Design & Research Institute of China (IvL4RJC), China
Improvement of Taking-off and Alighting Performances of a Flying Boat Utilizing Hydrofoil (71)
Yoshiaki Hirakawa, Tsugukiyo Hirayama, Takehiko Takayama andAsuka Kosaki,
Yokohama National University, Japan

Desiqn of Fast Ships and Hiqh-speed Crafts (3)

Wing-In-Ground (WIG) Craft (Ekranoplan). Practical Aspects of the Classification and Survey According to RS
Instruments (76)
Vladimir V Gadalov, Mikhail A. Gappoev and Mikhail A. Kuteynikov,
Russian Maritime Register of Shipping, Russia
Development of a Wing-In-Surface-Effect Ship for Research Purposes in Cooperation Between Vietnam
and Japan (80)
Nguyen 7Yen Khi em, Pham Vu Uy and Phan Xuan Tang,
Institute of Mechanics, Academy of Science and Technology, Vietnam;
Syozo Kubo, Private, Koyama, Tottori, Japan;
Hiromichi Akimoto, University of Tokyo, Japan
V--
Preliminary Conceptual Design of 20-Passenger Class WIG Craft (86)
Myung-Soo Shin, Yoonsik Kim, Gyeong-Joong Lee, Kuk-Jin Kang, Young-Ha Park and

Young-Yeon Lee, Maritime and Ocean Engineering Research Institute, Korea

Design of Fast Ships and High-speed Crafts (4)

Trajectory Tracking for an Ultralight WIG (93)
Caterina Grillo, Calogero Caccamo, Cinzia Gatto and Antonino Pizzolo,
Flight Mechanics Division, Dept. of Transportation Engineering, University of Palermo, Italy
Design Features of an Unconventional Passenger Vessel with Low Environmental Impact ([00)
Dario Boote and D.Mascia, L.niversily of Genova, Italy
A New Paradigm for High-Speed Monohulls: the Bow Lifting Body Ship (109)
Todd J. Peltzer, Troy S. Keipper, Brian Kays and Gary Shimozono, Navatek, Ltd, USA

Resistance and Flow (1)

APractical Method for Evaluating Steady Flow abbuta Ship ' (118)
Chi Yang and Hyun Yul Kim, George Mason University, USA
Francis Noblesse, NSWCCD, USA
Simulations of Ship Flows at High Froude Numbers Using Smoothed Particles Hydrodynamics (127)
Guillaume Oger, David Le Touz, BertrandAlessandrini and Pierre Ferrant,
Ecole Centrale de Nantes, France
Numerical Investigation of the Wave Pattern and Resistance of the Naval Combatant INSEAN 2340 Model
(135)
Andreja Werner, TihomirMihalic and Nastia Degiuli, University of Zagreb, Croatia

Resistance and Flow (2)

Research on Multi-hull's Configuration Based on New Slender-Ship Wave Resistance Theory
Duanfeng Han, Haipeng Zhang and Hongde Qin,
College of Shipbuilding, Harbin Engineering University, China
Experimental Investigations of the Waves Generated by High-speed Ferries
Dimitris S.Chalkias and 'Gregory J. Grigoropoulos,
National Technical University ofAthens, Greece
Theory and Experimental Study on the Pentamaran Wave Making Resistance Characteristics
Junsong-He, -ZhenChenandXlXla, ShanghaiJiatongU,ThJersity, China

Resistance and Flow (3)

The Effect of Draft on Bulbous Bow Performance (161)
RichardA. Royce and Patrick J.Doherty, Webb Institute, USA
Performance of a Stern Flap with Waterjet Propulsion (168)
Michael B V?lson, Scott Gowing and Cheng- Wen Lin,
Naval Surface J'VafareCenter,-CarderockDivision, USA
'On the Effect of Transom Area on the Resistance of Hi-Speed Mono-Hulls (176)
 Jacques B. Had/er, Webb institute, USA;
Jessica L. Kleist, NS WC CD - Shir Systems Engineering Station, USA;
Matthew L. Unger, Seaworthy Systems Inc., USA

Resistance and Flow (4)

The Decay of Catamaran Wave Wake in Shallow Water (184)
Alex Robbins, Giles Thomas, Gregor Macfarlane and Martin Renilson,
Australian Maritime College, Australia;
lanDand, BMTSeaTech Ltd. Southampton, England
Combined Numerical and Experimental EvalUation of the Flow Field around a Racing Yacht (192)
Stelios G Perissakis, Gregory J. .Grigoropoulos and Dimitris E. Liarokapis,
National Technical Universily ofAthens('NTUA,), Greece
Investigation of Planing Craft in Shallow Water (200)
Benjamin Friedhoff Institute of Ship Technology and Transport Systems (iST), Germany;
Rupert Henn, Tao Jiang and Norbert Stuntz, Development Center for Ship Technology and Transport Systems
(DST), Germany
The Dynaplane Design for Planing Motorboats (208)
Eugene P. Clement and John G HoytJIi Naval Surface Warfare Center, USA;
Lawrence J. Doctors, The University ofNew South Wales, Australia

Resistance and Flow (5

Study on the Gas Turbine Inlet System of a Hovercraft (215)
Dejuan Chen, Weizhong Qian and JunSun,
Marine Design & Research Institute of China (MARJC), China
Theory and Practice of Application of the lntercptors on High-speed Ships (221)
Gregory Fridman and K/nh Rozhdestvensky, S1.Petersburg State Marine Technical University (SMTU) Russia
Alexander Shlyakhtenko, Marine Design Bureau "Almez ", Russia
Experimental Investigation of Interceptor Performance (237)
Sverre Steen, Norwegian University of Science and Technology (NTN U), Norway

Performance--WIG and SES

Influence of Increased Weight on SES-performance in a Seaway (245)
Christian Wines and Hans Olav Midtun, Norwegian Defence Systems Management Division,
Norway;
Sverre Steen, Norwegian University ofScience and Technology (NTNU), Norway;
Magnus Tvete, Norwegian Marine Technology Research Institute (MARINTEK), Norway
Research on Modeling and Simulation for WIG Craft Space Motion (254)
Qian Zhou, Ya-Jun Shi, Xing-Fa Xu and Chang-Hua Yuan,:
China Ship Scienqfic Research Center'(CSSRC), China
Self-propulsion Model Test of a Wing-In-Surface-Effect-Ship with Canard Configuration1 Part 3 (258)
Hiromichi Akimoto, The University of Tokyo, Japan;
Syozo Ku'bo and Masahide Kawakami, Tottori University, Tottori, Japan

Draq Reduction & Air Cavity Boat

Experimental Study on the Hull Form of High-speed Air Cavity Craft (264)
Wencai Dong, Zhihua Liu, Yongpeng Ou and Rixiu Quo, Naval Univ. of Engineering, China
Potential of the ArtificialAir Cavity Technclogy for Raising the Economic Efficiency ofChina's Inland Waterway
Shipping (270)
Andrey V Sverchkov, Krylov Shipbuilding Research Institute, Russia
Experimental Method for Calculation Drags Reduction in Air Cavity Boat (277)
Ahmad Fakhraee, Manucher Rad and HamidAmini,
Mechanical School, Sharf University of Technology, Iran

Propulsion and Cavitation (1)

Erosion Damages on Propellers and Rudders, Caused by Cavitation (285)
Juergen Friesch, Hamburgische Schffbau-Versuchsanstlt GmbH(HS VA) , Germany
Development of New Waterjet Installations for Applications with Reduced Transom Width (293)
Norbert Bulten and Robert Verbeel, Wrtsil Propulsion, The Netherlands
Very Large Waterjet with Adjustable Tip Clearance (299)
Mats Heder, Kamewa Waterfets, Rolls-Royce AB, Sweden

Propulsion and Cavitation (2)

Propeller Wake Evolution, instability and Breakdown by Flow Measurements and High Speed Visualizations
(305)
Mario Fe/li, INSEAN, Italy;
G Guj and R. Camus!, University of 'Roma 71'e ", Italy;
Prediction of Open Water Characteristics of Podded Propulsors Using a Coupled Viscous/Potential Solver
(311)
Vladimir 1. Krasilnikov and Jia Ying Sun, MARIN TEK, Norway;
Alexander S. Achkinadze and Dmitry V Ponkratov, State Marine Technical University, Russia
Steady Analysis of Viscous Flow around Ducted Propellers: Validation and Study on Scale Effects (323)
Vladimir Krasilnikav .andJiaJ'ing Sun, MARJNTEI(Norway; -
Zhi-Rong Zhang and Fang-Wen Hong, CSSRC, China;
Dmitiy V Ponkratov, State Marine Technical University, Russia

Propulsion and CavitatIon (3)

Development of 5-blades SPP Series for Fast Speed Boats (336)
A. V Pustoshny, Valery I. Bolutsov, Eduard PLebedev and Anton A. Stroganov,
Krylov Shipbuilding Research Institute, Russia
A Series of Surface Piercing Propellers and Its Application (343)
Enbao Ding, China Ship Scient t/c Research Center (CSSRC), China
Mathematical Expressions of Thrust and Torque of Gawnburril Propeller Series for High Speed Crafts Using
Artificial Neural Networks (348)
Kourosh Koushan, MARINTEK, Norway

Seakeepinq (1)
Fast Ship Motions in Coastal Regions (360)
Ray-Qing Lin and John G HoytiR
Naval Surface Warfare Center, Carderock Division, USA
Seakeeping Analysis of the Lifting Body Technology Demonstrator Sea Flyer Using Advanced Time-Domain
Hydrodynamics (368)
Christopher J. Hart and Todd J. Pelizer, Navatek, USA;
Kenneth M Weems, Science Applications International Corporation, USA
Predicting Motions of High-Speed Rigid Inflatable Boats: Improved Wedge Impact Prediction (377)
D.A. Hudson, Stephen R. Turnock and Simon G Lewis, University of Southampton, UK

Seakeeping (2)
Porpoising and Dynamic Behavior of Planing Vessels in Calm Water (384)
Hui Sun and Odd M Faltinsen,
Norwegian University of Science and Technology, Norway
Numerical Analysis of Seakeeping Performances for High Speed Catamarans in Waves (393)
Yoshiyuki noue, Yokohama National University, Japan;
Md. Kamruzzaman, Nippon Ka (Ii Kyokai, ClassNK, Japan
Trimaran Motions and Hydrodynamic Interaction of Side Hulls (401)
Yuefeng Wel, Wenyang Duan and Shan Ma, Harbin Engineering University, China

Seakeepinq (3)
Prediction of Hydrodynamics Performance of Catamarans Accounting for Viscous Effects (410)
Xue-Liang Wang, Xue-Kang Gu and Quan-Ming Miao,
China Ship Scient (tIc Research Center(CSSRC), China
A Comparison of Roll Prediction Algorithms with Model Test Data of a High Speed Trimaran (417)
AllenEngle and Ray-Qing Lin, David Taykr Model Basin('NSWC2D,), USA
Catamaran Motions in Beam and Oblique Seas (426)
Giles Thomas Mani Hackett, Australian Mritime College, Australia;
Lawrence J. Doctors, The University of New South Wales, Australia;
Patrick Couser, Sunnypowers Limited, France

Seakeepinq (4)
On the Parametric Rolling of Ships in Regular Seas Using a Numerical Simulation Method (434)
Bor-Chau Chang, National Kaohsiung Marine University, Taiwan, China
Experimental and Theoretical Study of the Roll Stability of Hovercraft Moving at Yaw (444)
Zong-Ke Zhang,, Ping-Ping Tao and Tao Ma,
Marine Design & Research Institute of China (MARIC,), China
Active Motion Control of High-Speed Vessels in Waves by Hydrofoils (449)
Jang-Whan Bai and Yonghwan Kim, Seoul National University, Korea

Seakeepnq I Air Cavity Boat

PassngerComfort Assessment Method for High Speed Craft Design (457)
Ant! Rantanen and Seppo Kivimaa, VIT Vehicle Engineering, Finland
Numerical and Experimental Study of Green Water on a Moving FPSO (465)
Xiufeng Liang and Jianmin Yang, Shanghai Jiao Tong University, China;
Chi Yang, Haidong Lu and Rainald Lhner George Mason University, USA
Numerical Studies on the Hydrodynamic Performance and the Start-up Stability of High Speed Ship Hulls with
Air Plenums and Air Tunnels (476)
Dynaflow, Inc., USA
Jin-Keun Choi, Chao-Tsung Hsiao and'Georges L. Chahine,

Maneuverinq and Controllinq (1)

Analysis and Design oa Hydrofoil for the Motion Control (485)
Ching-Yeh Hs!n, National Taiwan Ocean University, Taiwan, China;
Hua-Tung Wu and Chun-Hsien Wu, United Ship Design and Development Center Taiwan, China
Research on Plane Maneuverability Stability of ACV by Phase Plane Method (493)
Chunguang Liu, Pingping Tao and Tao Ma,
Marine Design & Research Institute of China, China
Validation of a 4DOF Manoeuvring Model of a High-speed Vehicle-Passenger Trimaran (497)
Thistan Perez and Andrew Ross, Norwegian University of Science and Technolc,gy, Norway;
Tony Arms frong, Austal Ships, Australia;
Thor I. Fossen, Norwegian University of Science and Technology, Norway

Maneuverinq and Controilinq (2)

Development of a Nonlinear Simulation for Testing of Control Systems in a General
Class of Lifting Body Vessels, SWATHs, and Hydrofoils (504)
Beni amin Rosenthal, Navatek Ltd., USA
AnaIsibf-Asymmetrical-ShaftPowerincreaseTduringghtMaroeUVres (513)
Michele Vivian! and Carlo Podenzana Bonvino, Genoa University, Italy;
Salvatore Mauro, II'JSEAN, Rome, Italy;
Marco Cerruti, Naval Vessel Business Unit, Italy;
DGuadalupi andA.Menna, SPMIvIMARJSTAT,Italian Naiv, Italy
Towards Numerical Dynamic Stability Predictions of Semi-Displacement Vessels (521)
We! Zhu and Odd M Faltinsen, Norwegian University of Science and Technology, Norway

X--
 Maneuverjnq and Controllinq (3)
Concepts & Principles for Creating an Autonomous and Intelligent WIG Vehicle for Coastal Patrolling and
Search & Rescue Operations (530)
Alexander Nebylov and Sukrit Sharan, International Institute for Advanced Aerospace
Technologies of State Univ. ofAerospace Instrumentation, Rssia
Research on the Relationship between the Required Power for Level Flying and Flight Height Stability of WIG
Craft (537)
Chang-Hua Yuan and Ya-Jun Shi, China Sh:z, Scientific Research Center, China
Investigation on Numerical Prediction of WIG!s Aerodynamics and Longitudinal Stability (540)
Fu Xing, Chang-Hua Yuan and Bao-Shan Wu, China Ship Scientj/c Research Center, China

Safety and Operation

Development of 1MO Requirements to Qualification of Officers on WIG Craft (545)
Alexander L Bogdanov, Central Marine Research & Design Institute Ltd (CNIIMF), Russia
The Generic Management System Approach for Addressing Maritime Emergency Scenario Situations
(551)
Chengi Kuo, University of Strathclyde, UK;
Andy Hurnphreys and Stuart Wallace, Stena Line, U.K
Robust Real-Time Microcontroller-based Control Hardware for a 21.3 m Bow Lifting Body Technology
Demonstrator Craft (558)
Robert Knapp, John Elm, and Brian Kays, Navatelc Ltd, USA

Structure: Wave Induced Loads & Responses (i)

Development of an Integrated Monitoring System and Monitoring of Global Hull Loadings on High Speed
Mono-Hull (566)
Seppo Kivimaa andAntii Rantanen, VIT Vehicle Engineering, Finland
Numerical Simulation of Whipping Responses induced by Stern Slamming Loads in Following Waves
(574)
Han-Bing Luo, Zheng-Quan Wan, Qiang Qiu and Xue-Kang Gu,
China Shir, Scient j/c Research Center, China
Full-Scale Design Evaluation of the Visby Class Corvette (583)
Anders Rosn, Karl Garme and Jakob Kuttenkeuler,
KTH Centre for Naval Architecture (Marina system), Sweden

Structure:, Wave Induced LoadslWhippinc & Responses (2)

The Method for Evaluating the Design Wave Loads on SWA11H Ships (59)
Ji-ru Lin, Li-guo 5h!, Guo-hong You and Jia-yu Qian,
China Ship Scient j/c Research Center, China
Analysis of Bending Moments in Surface Effect Ship Structure by Russian Regulation* (595)
Ali Dehghanian, Kambiz Alempour, Hydro Aaerostatic Dept, MT University, Iran;
HamidAmjnj, Sharf Technical University, Iran
The Whipping Vibratory Response of a Hydroelastic Segmented Catamaran Model (600)
Jason Lavroif Michael R. Davis and Damien S. Holloway, University of Tasmania, Australia;
Giles Thomas, Australian Maritime College, Australia

Structure: Siamminq, Whippinq & Impact

The Effect of Air Cushion on the Slamming Pressure Peak Value of Trimaran Cross Structure (608)
Zhenglin Cao and Weiguo Wu, Wuhan University of Technology,. China
The Effect of Speed and Sea State for Probability of Ships Slamming (612)
Zhen Chen and Xi Xiao, Shanghai Jiaotong University, China
Computational Modelling of Wet Deck Slam Loads with Reference to Sea Trials (616)
Michael R. Davis, University of Tasmania, Austrlia;
James R. Whelan, INTEC Engineering PIy.Ltd. Level 2 Australia;
Giles A. Thomas, Australian Maritime College, Tasmania, Australia

Strenqth & Fatique

Research on FEM Generation Techniques in Ship CAE Analysis (625)
Jian-hai Jin, Wen-hao Leng, Feng Li and Wei Zhou,
China Ship Scient /c ResearchCenter, China;
Hai Pu, Southern Yangtze UniversityChina
Influence of Wave-induced Ship Hull Vibrations on Fatigue Damage (630)
Jong-Jin Jung, Pan-Young Kim, Hyun-Soo Shin and Jin-Soo Park,
Maritime Research Institute, Hyundai Heavy Industries Co. Ltd Korea
Structural Design of Ramp in Aluminum Alloy for ACV (635)
Ping Zhang, Chengjie Wu, Yunchao Wang and Jun Wang,
Marine Design & Research Institute of China (M4RI), China

Strenqth I Composite Materials

Optimization of Planing Hull Structure Design (641)
Santini Julien, Philip Garret Kosarek, Regu Ramoo
Altair Engineering, Michigan, USA
Experimental Investigation of a Composite Patch Reinforced Cracked Steel Plate in Static Loading (648)
Lazaros S.Mirisiotis and Nicholas G Tsouvalis,
National-Technical-UniversityofAthens, Greece - - - - -- -

The Right Level of Composite Technology .

(657)

Richard Downs-Honey, High Modulus, Auckland, New Zealand


Design Development and Evaluation
Of Affordable
High Speed Naval Vessels for Offshore Service
'Rubin Sheinberg, 'Chris Cleary, 'Karl Stambaugh, 2Lex Keuning
'U.S. Coast Guard, Baltimore Ml), USA
2Delfl Technical University, Netherlands
ABSTRACT
This paper presents a notional High Speed Naval
Vessel design and the important aspects of the design
development and evaluation process for High Speed
Naval Vessels with speed capabilities of up to 50 knots
and lengths under 200 feet. New and innovative hull
forms are required to meet this unique mission
requirement. Therefore, specialized technologies,
analysis tools and systems are needed to evaluate
hydrodynamic characteristics and insure the proposed
High Speed Naval Vessel will meet the mission
requirements safely, efficiently and at minimum cost.
A parametric synthesis model was used to determine
the design trade space. An extensive seakeeping
analysis was performed on single chine, double chine,
and round bilge hull forms. Model tests and full scale
trials were used to evaluate seakeeping criteria and
performance of a parent hull form wiih a conventional
bow, wave piercing bow and an axe bow. The test
matrix included speed ranges between 20 and 50 knots
and significant wave heights from eight to 15 feet The
seakeeping analysis included a dynamic stability and
broaching prediction. The notional design was also
used for investigations into the trade offs between high
speed hull forms, aluminum and advanced composite
hull materials, propulsion systems and total ownership
costs to detennine the most favorable compromise
between affordability and capability given the
demanding mission requirements.
KEYWORDS
High Speed Naval Ship Design, Seakeeping, Total
Ownership Cost
I INTRODUCTION
Multi-mission responsibilities of homeland security,
Ninth International Conference on Fast Sea Transportation
FAST2007, Shanghai, ChIna, September 2007
national defense, search and rescue, maritime law
enforcement, and environmental and fisheries
protection in the 21's Centry have increased.
dramatically in recent years. The new multi- mission
responsibilities has made it necessary to consider High
Speed Naval Vessels (HSNV) with speeds up to 50
knots. New and innovative hull forms are required to
meet this unique mission requirement. Therefore,
specialized technologies, analysis tools and systems
are needed to evaluate hydrodynamic characteristics
and insure the proposed HSNV Will meet the mission
requirements safely and efficiently.
The USCG involvement in this HSNV effort began
with discussions within a NATO working group about
the lack of seakeeping criteria for 1-ISNV operating in
the semi-displacement (J)re planing) speed ranges.
Subsequent to NATO discussions, a FAST consortium
was established to investigate this lack of criteria.
The FAST group is represented by members from the
USCG, Marin, TU Delft, Damen Shipyards, Scheide
Shipyard, and the Netherlands Royal Navy. The
USCG developed a baseline notional design for
seakeeping analysis and model testing. The notional
design was also used for investigations into the trade-
off between aluminum and advanced composite hull
materials; A. Total Ownership Costing (TOC)
approach was used to identif' the most affordable
pips.ayaIablc to meet mission requirements.
This paper presents a notional HSNV design and the
important aspects of the design development and
evaluation process. The design evaluation process
includes the latest developments in hull forms,
materials and seakeeping approaches needed to insure
the HSNV will meet the missin requirement.
- 55 -
2 TOP LEVEL REQUIREMENTS 3.2 Powering Estimates
A notional design has been developed for a Speed vs. power was determined at both the full load
representative HSNV with top speed of 45 knots and a and minimum operating conditions. The speed and
maximum navigational draft requirement of 10 feet. hull length places the HSNV in the semi-displacement
Brower et. al. (2003) summarizes the Top Level (pre-planing) speed range. The U.S. Navy Taylor-
Requirements (TLR) for this HSNV. Gertler methodology was used for Froude numbers
(Fn) less than 0.416. A Swedish fast attack craft
3 HULL FORM ASSESSMENTS standard series was employed at Fn of 0.416 or higher.
The baseline hull form has a single chine hull with a This series addresses the appropriate BIT, V/L3 and Fn
transom shape adjusted to encompass three waterjets. values. It is based on a block coefficient of 0.40. A
The resulting hull form, Figure 1, was used worm curve was used to adjust standard series residual
parametrically by the synthesis computer program. resistance (Cr) coefficients. The speed and power
Starting principal characteristics include: estimate includes both estimated appendage and air
LOA 189.0 fi drag, a correlation allowance (delta Cf) of 0.3x103,
LWL 172.7 fi and a 8% EHP margin. The propulsive coefficients
Beam, WL 27.6 ft are based on KaMeWa plots of water-jet thrust versus
Draft, Molded 8.81ft speed and transit engine power with the outboard
Nay. 10.0 ft water-jets operating together, or boost engine power
Disp. 526 Lt using the centerline water-jet plus both outboard
Cb 0.4361 water-jets operating at full power.
Cp 0.7502
The HSNV employs a lightweight, efficient, triple
water-jet, combined diesel and gas turbine (CODAG)
propulsion plant. A centerline 160 SII boost water-
jet, powered by a LM2500 gas turbine rated at 29,500
BHP, is flanked by outboard 90 SU maneuvering
water-jets, each powered by a diesel engine rated at
3,834 BHP. The diesel powered water-jets are used
for transit operations. A 500 HP, diesel powered,
3600 thruster is used for loiter operations, and as a
bow thruster for maneuvering.
Deck area requirements are shown in Appendix B.
The inboard profile is provided in Figure 2. The
Figure 1 HSNV Baseline Hull Form
arrangement provides maximwn crew comfort with
3.1 Design Synthesis
berthing as close to midship on and below the main
deck. Officer berthing, ward room, and messing are
The concept design was developed using the USCG
on the main deck forward of midship. The
Cutter Design Synthesis Computer Program. This
pilothouse is located close to midship for minimum
program can determine the one combination of beam
motions as well. Notable features on the inboard
and draft that can simultaneously provide stability
profile include the enclosure for the RIB on the main
criteria and range.
deck aft and the large water jet on centerline.
The parametric equations, design criteria and standards
used by the computer program were modified to suit the
TLR. The design space represents a range of balanced
designs for subsequent use in specific investigations
and Total Ownership Cost (TOC) assessments to
identify the parameters that produce a design that will
meet the TLR at minimum cost. The characterization
of the design space also permits rapid evaluation of the
TLR and impact of specific performance requirements
on th TOC.
Figure 2 HSNV Inboard Profile
- 56 -
3.3 Hull Structure Considerations
The notional design has been developed assuming an
aluminum hull and superstructure designed
accordance with the ABS High Speed Naval Craft
Rules (2003). M engineering study was conducted
to determine the weight savings associated with a
Carbon Reinforced Plastic (CRP) hull construction
material.
The CRP study used DNV (2002) rules for HSNV and
considered a range of operating restrictions of
unlimited, RO and Rl, with design accelerations of
Slams per hour are minimized by Vee hull forms
considered. The limiting acceleration was increased
in to .55g's SSA i the pilothouse based on the ratio of
significant amplitudes to the average of the one tenth
highest peak amplitudes. Evaluation of these criteria
was the subject of further analysis and full scale trials
described below. The analysis indicated that a cutter of
at least 150 feet LOA and preferably 180 feet LOA is
needed to perform missions in demanding offshore
wave environmentas shown in Figure 3.
Single Chine HaS Lcegth Conrpoeinion - Limiting Wave Height for 035g Vertical
Acceleration at PilotHouse

3.8g's, 3.3g's and 2.8 g's respectively. CR? 17.0

6.0 .-----I
A Serien Tremi Line- 4Oktrk
l A

scantlings were developed for these restriction levels. 5.0 A Snrinelnmlttne 30km

The hull consists of sandwich construction with r -

Divinycell core and CR? skins. Typical structural
3.0 - _________
panel weights are 7.2 lbs/sqft for the bottom and 5.5
lbs/sqft for the sides. These hull scantlings produced
A
a lightship weight redUction of approximately half o ------ ---- SOASIAIO4

(200 Lt) that of the aluminum notional design (376 7.0

130
5

Lt). This weight reduction translates into increased
payload, reduction in power and fuel, increased range
or combination thereof. Although use of
advanced composites provides a significant weight
savings, the CR? hull construction cost is much
greater than for aluminum; however, total ownership
cost is only slightly more. Detail design
considerations such as local structural foundations
inside the hull and local impacts outside must be
evaluated in order to move forward with the CRP
option for hull structure.
3.4 Seakeeping Pertormance
Seakeeping is a major a consideration for an FISNV
operating offshore. Supporting seakeeping studies
included analytical predictions, model tests and full
scale trials.
170 tOO
LOP(S)
Figure 3 Limiting Sea Conditions for Vertical
Accelerations at the Pilothouse
Seakeeping model tests were conducted on the three
hull forms shown in Figure 4 by the FAST group.
The hull forms tested included the Parent Hull Form
with a single chine and conventional bow, Axe Bow
variant and Wave Piercing Bow variant. The hull
forms have the same nominal length at the waterline,
beam at the waterline, midship draftand displacement.
The primary difference in hull forms is the bow shape.
The models were tested in significant wave heights

Analytical studies were conducted by Sheinberg et. al.

.
..u.HIuIIIflhIIiIilUIuIUlU11IU"
(2005) to determine the limiting motions of various
hull forms and the minimum size required to meet the
seakeeping requirements. HSNV seakeeping criteria
used for the analysis are based on NATO STANAG U III! -III! liii III hUt
4145 and NAVSEA and include:
Pitch < 3 degrees SSA,
Vertical acceleration <0.4 g's SSA, Figure 4a Parent Hull Form Used for Seakeeping
Lateral acceleration < 02 g's SSA, Model Tests
Roll < 8 degrees SSA, and
Slams <20/hr.

- 57 -

lljI.flIll!OIOHiffuiniu
Figure4b AXE-Bow Hull Form Used for
Seakeeping Model Tests
Figure 4e Wave Piercer Hull Form Used for
Seakeeping Model Tests
of 6.56, 785, 10.3, 11.0, and 12.57 feet and speeds of
25, 35 and 50 knots.
'Selected model test results are shown in Table i for
the three hull forms. The Wave Piercing Bow was
not tested in a significant wave height greater the 10.3
feet due to the water run up on the bow of the model.
The parent hull form experienced slightly more
pitching motions than the Axe Bow and more vertical
- 5g -
acceleration at the bow. This difference in pitch
motions is likely due to the parent hull bow flare vs.
minimal bow flare for the Axe Bowi A resonant
pitch condition was observed at speeds of 35 knots for
all three hull forms. Pitch and heave resonant
conditions were noted in the analytical predictions (3)
for the 30 to 40 knot speed range. The Axe 'Bow
experienced the least deck wetness due to its increased
sheer forward, while the wave piercing bow form
experienced a significant amount of deck wetness
from waves running up over the wave piercing bow.
The Axe bow also experienced less topside wave
impacts due to vertical bow and sides of the hull form.
Figure 5 shows a comparison of the distribution of
peaks and trough vertical accelerations at the bow for
35 knots in a 2.5 meter significant wave height. This
comparison clearly shows the non-linear effects of
wave impacts that are critical for short term
operability and limit high speed operations in head
seas. The AXE bow concept is optimized to
minimize bottom 'and flare slamming and increased
short term high speed operability in head seas.
Following and quartering sea model tests were
performed. All three models required additin of
fixed skegs aft for course keeping ability. The Axe
Bow model required fixed skegs twice the size of
those required for the Parent Hull Form.
Full scale trails were conducted by the FAST working
group on the MN VALIANT operated by UK
Customs in Scotland and the MJV Jaguar operated in
the Dutch Caribbean. The trials were conducted to
evaluate crew reactions to short term motions and
accelerations in a seaway The trials were conducted
at speeds of 16 to 25 knots.
 AO BOW AXE
0o.Ooo. 614F
L 36
35
I I I
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t I

I.
I

J LII J
f I I

rl ii
30 i J U 30
I I I I I I I
I
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I

iI I I I I I I

25 i r i
I
I

28 r- ----------
I I I I
L4 irr i
I - -f
i
20 t--- -
I I !

I
LL,_J_
I

I I i I I I I I I I

F i L_L J - J_. L J L J
15
IS
I I I I I TI i.
i I
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I
I I

10

''i
IS t I
I
___.:;;rf;.rI -
i.
I
. i
I I I I I I

- f- - -1- -t- -i- -I- -f-

oo 50 20 10 8 2 1 0.5 0.20 -
00 50 20 IX 5 2 1 0.5 0.201
PoobobiSly of Ego..d0000 I I
P,ob.biSly of EooeOd.flo. III I

AO owWP
35
i I I f I

L LJ_I_
i i

3
I J L J
I I I I

26
i
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I

Ti V Il f f I I I

iili
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I I

45
t J L J

IO
i I I I I I

0o 60 20 10 0 2 I 0.6 0.2 0.1

P,obOhIIlI,OIE0000d.flO. 101

Figure 5: Comparison of the distributions of peaks and troughs in the vertical

accelerations at the bow at 35 knots.

Table i FAST Model Test ResUlts

Values are RMS

Hs2.5m Hs3.5m
Pitch AzG AzB Heave Pitch AzG AzB
Speed Heave
mIs2. ni/s2 m deg mlsec2 m/sec2
kts m deg
.93 2.69 3.41 5.93
Parent 25 .

.78 1.95 3.73 5.93

Hull 35
266 4.75 .52 1.54 3.51 6.2
50 .41 1.26

.94 2.25 3.12 5.55

Axe 25
2.42 3.71 .85 1.74 3.18 5.25
Bow 35 . .58 1.23
1.11 2.04 3.56 .6 1.59 265 4.66
50 .46

Wave 25 75 i.8 L95 337

Piercing 35 .62 1.42 2.18 3.38
Bow 50 .4 1.03 2.29 3.5

- 59 -
Typical levels of acceleration on the MIV Valiant appendages and stem shape variations analyzed aie
were .3 g's SSA in the pilothouse and 0.8 g's SSA at shown in Table 2.
the bow in SS4.
Table 2 - Hull Form Features Effecting Broaching
Findings from the full scale sea trials include: Characteristics
In shorter time frames (approximately 4 hours)
and speeds tested, the accelerations did not limit Hull Form Appendage Stern Shape
operations while topside wave impacts did Type
influence the creW's perception of worsening Single Twin skegs/shaft Shallow, flat
conditions from the impacts and related structural Chine bossings, rudders
shuttering or whipping response of the hull. Round One CL skeg aft, Shallow, flat
Crew fatigue and motion interrupts were Hull rudders
important issues for operations at sea for longer Double Shaft struts, rudders Shallow Vee
periods of time. This included seaway induced Chine
motion and acceleration effects on working, eating Axe Bow One CL skeg forward. Deep Vee
and sleeping. A sea operations lasting longer shaft struts, rudders
than four days were considered excessive in heavy
weather conditions.
No active fin stabilizers are included in the broaching
The M/V Jaguar did not have roll stabilization and
crew discomfort rand work interruption was noted analysis. The deep fore foot of the Axe Bow hull
was modeled as part of the hull with a small skeg type
as significant by the crew. The MJV Valiant had
roll stabilization that was used continually. The appendage to incorporate appropriate hydrodynamic
and maneuvering characteristics.
MN Valiant crew did not note any roll related
discomfort.
Long-crested seas are modeled using the
35 Dynamic Stability Evaluation Bretschneider sea spectral formulation. Sea states
The hull forms considered for HSNV in this effort used in the dynamic stability analysis are shown in
have deep Vee sections forward to minimize Wave Table 3.
induced slamming and cut away stems to
accommodate large diameter propellers or water jets. Table 3 - Sea States used in the Dynamic Stability
This combination of bow and stem shapeare known to Analysis
cause broaching in following and quartering seas. Sea r Hs (m) Hs (fi) T avg. T modal
Increased broaching contributes to loss of stability in State (sec) (sec)
beam sea conditions; therefore, a broaching and 4 2.5 8.2 6.8 8.8
dynamic stability analysis was performed to assess 5 3.25 10.7 7.5 9.7
these tendencies and identify corresponding solutions. 6 5 16.4 10.3 12.4
6 5 16.4 6.2 8.1
In this investigation, a dynamic stability computer
program (6) was used to perform the analysis. A
single analysis results in a single coherent dataset that Significant wave heights are in the midrange for each
represents the motion response and extreme motion sea state. Modal periods are the most probable for
behavior for one loading conditiOn and one wave the sea state. A short period SS6 based on storm data
description over a range of operating speeds and analyzed by Bckley (7) was included to investigate
headings.. Multiple runsmust-bemadetocompile-a the broaching tiity in iteepfwves. - Thin data is
polar diagram of response across a range of speeds and consistent with climatology for fast developing storms.
headings.
A speed range of zero to 20 knots was used for SS 4,
The dynamic stability and broaching analysis was 5, and 6 with most probable wave period and 10, 15,
conducted for a Single Chine, Round Bilge, Double and 20 knot speeds were used for the storm version of
Chine and Axe Bow hull form variatin& Hull SS6.Generally, cuttersof this size and speed capability

60 -
do not have good steerage below 10 knots and are this -time how much lateral projected area would be
capable of achieving over 1:0 knots with engines at required to counteract the effects of the deep forefoot.
idle. Lower speeds were included in the analysis for
extrapolation of polar plot results across the speed Table 4 - Relative Comparison of HSNV Heavy
range. Dynamic stability calculations were limited to Weather Seakeeping
an Fn less than 0.5 that equates to 20 knots for boats of
the waterline length used in the analysis. Hs=5m Tp6.32, Speeds, 10, 115, 20 knots, Headings
through 360 deg. in 30 deg. Increments.
Broaching is determined to occur when the yaw angle
exceeds 30 deg and the yaw rate exceeds 3 deg/sec. SINGLE DOUBLE ROUND AXE
A sensitivity run indicated this practical limit did not CHINE CHINE BILGE BOW
increase the number of broaches significantly. An Capsize .269 .308 .49 .253
autopilot controls heading during the simulations. Index
Total (194) (222) (354) (182)
Based on the predictions, the Single Chine, Round
Events
Bilge, and Double Chine hull forms did not exceed the
Broach .114 .43 .3 .344
broach criteria in the sea conditions at speedsabove 10
Index
knots for the sea states with the most probable wave
Total (82) (308) (216) (248)
periods. A small amount of broaching activity is
evident at speeds less than 10 knots for the hull forms Events
considered; however, speeds below 10 knots are Surf .186 .201 .314 .22
seldom used in boats that have sufficient power to Index
Total (134) (145) (226) (157)
achieve 10 knots with engines at idle. Patrol boats of
this type have relatively small rudders for high-speed Events
operation and are noted for lack of low speed course Index is the total number of events divided by nwn ber
keeping ability and maneuverability. The results of3O minute trials forrelative comparisons.
confirm this generalization.
Capsize indices are influenced by occurrence of
The Axe Bow hull form did experience broaching in 'broachingevents, GM and Righting Ann (RA)
SS6 with most probable wave period at 20 knots in characteristics and broaching events. Model tests
seas just off the stern quarter. Broaching at this conducted at MARIN as part of the FAST project
speed indicates surfriding preceded broaching. A indicated the addition of fin skegs aft reduced the
broach preceded by a surfride produces a dramatic broaching tendencies significantly. These skegs
event. First, the bow buries itself into the back of a
were between 2 and 3% of the lateral projected area of
wave and then the stem swings beam to the prevailing
the underbody.
seas very rapidly. Both wave and momentum
induced forces combine to prQduce a dramatic
4 TOTAL OWNERSHIP COST
dynamic event.
Total Ownership Cost (TOC) per operating hour is the
Table 4 presents the results of broaching and capsize most objective way to compare the cost of
analysis in SS6 storm condition. The results are alternative HSNV designs. For this study, TOC
presented in a frequency of occurrence from 10 runs of estimates acquisition, personnel, fuel,
included
30 minutes each. The effects of lateral projected consumables, maintenance, admin, facilities, and
under water area are evident in the results. The Acquisition costs were developed for
disposal.
Single Chine hull has skegs aft and the lowest broach
The Double Chine hull has no additional construction by weight groups and major machinery
indices.
lateral surface at all, and has the highest broaching components. TOC was studied for both 18 and 35-
index. The Axe Bow's forward lateral plane year service lives. In the later case, each HSNV was
increases broaching tendencies as well. Skegs aft on assumed -to -undergo a comprehensive -mid-life .SLEP
the Axe Bow hull frm would likely improve reconstruction. The TOC per operating hour for 10-
broaching characteristics; however, it is not known at ft draft will be as shown in Table 5.

61 -
 Table 5 - Total Ownership Cost for 18 Year obviously cost-effective. However, if speed and draft
Service Life cannot be compromised, increasing range -also
increases the required hull length. The increase in
18 Year Service 84 Hours 168 Hours hull length could be minimized- if the navigational
Life -
draft could be increased somewhat.
- Hull No LBP TOC/Op- LBP TOC/Op- All four-hull materials are technically feasible and all
- Material Shafts hr hr can achieve extended service lives.
Steel 3 187 - $1,703 203 $1,711 However, composite hulls currently have much higher
Aluminum 3 166 s-1,677 192 -$1,672 desgn, construction and service life risk than steel or
Aluminum 2 - l-80 $1,573 198 $1,569 aluminum hulls. Composite hulls also have higher
GRP - 3 172 $1,696 198 $1,706 - acquisition and total ownership costs then steel or
GRP - 2 186 $1,606 204 $1,617 aluminum hulls. GRP hulls are also heavier than
CRP 2 169 $1,623 - 195 - $1,643 aluminum hulls. For equal range, speed and draft
aluminum results in lower acquisition cost, and lower
Table 6 - Total Ownership Cost for 35 Year total ownership costs per operating hour than all other
Service Life materials. The galvanic corrosion of aluminum hulls
can be prevented with appropriate grounding,
35 Year Service :- 84 Hours '-168 Hours prevention of the- contact of dissimilr materials and
Life control of stray current. This will require rigorous
Hull No. LBP TOC/Op- LBP TOC/Op- quality control, training and management, but is
Material Shafts hr hr considered achievable at low risk. It is therefore
Steel 3 187 $1,625 203 $1,648 concluded that the HSNV hull should be constructed
Aluminum 3 1-66 5-1,598 192 s-1,632 of aluminum.
Aluminum 2 180 $1,494 198 $1,510 This study demonstrates that a HSNV of 180-ft. LOA
GRP 3 172 $1,611 198 $1,618 (170- ft LBP), fitted with triple propellers and
-

- GRP 2 186 $1,521 204
CRP 2 169 $1,535 195
HSNV with aluminum hulls have the lowest total
operating costs per operational hour. Twin propeller
HSNV have lower total operating costs than triple
screw HSNV. HSNV with a 35- year service life
have a total ownership costs per operating hour which
is about 3.5 to 5.5 % lower than that for HSNV with
an 18-year service life. However, a service life of
about 21 years, without a SLEP reconstruction, will
result in about the same total ownership costs per
operational hour as a service life of 35 years, which is
dpendant on a relatively high risk SLEP. Given the
inherent risk associated with the SLEP reconstruction
of a lightly constructed HSNV it is concluded that the
HSNV should be designed for a 21-year service life.
- Provisionof 168vice_84hourrange generally has
$1,5-17 constructed from aluminum will achieve a sustained
$1,556 speed of 30 kflots, a range of 168 hours, and a
navigational draft of 10.35 feet, which includes a 0.50
ft. trinilsquat margin, i.e. 9.85 feet at even keel with no
trim at the end- of service life. A -twin propeller,
aluminum hull HSNV would be less costly than a
i
triple screw HSNV. However, for twin propeller
designs, the length required to generate a range of 168
hours is assessed to be excessive, whereas an LOA of
about 189 feet would be- required to achieve a 30.0
knot sustained speed at the minimum threshold speed
of 84 hours. This option would have a navigational
draft of 9.45 feet. These two aluminum HSNV
options with 30 knot sustained speed are summarized
as follows:
Table 7 - Total Ownership Cost for Changes in
Length-and-Draft- - -- -

only a 1% impact on the total ownership cost per

operational hour, depending on the -service life and- LOA, No. Range, Navigational Total
hull material. By increasing the range to 168 hours a Ft Shafts Firs Draft, Feet Ownership
HSNV will be able to conduct 7-day missions without CostiOp.
necessarily returning to base to refuel. This will Hour
increase the actual time on station by a minimum of 189 2 84 9.45 $1,518
7%. Therefore, increasing the range to 168 hours is 180 3 168 10.35 $1,630

- 62 -
The twin propelleroption will be about 7% less costly,
but, because it will require at least one refueling
during each deployment, it will be on station at least
7% fewer hours. Thus, the total ownership cost per
hour on station of both options will be nearly identical.
The shorter-range design obviously has less
operational flexibility. Consequently the shorter,
deeper draft, longer range, triple propeller aluminum
HSNV is assessed to bethe most effectiveoption.
5 CONCLUSIONS AND RECOMMENDATIONS
This paper describes the design of a notional High
Speed Naval Vessel (HSNV) and related naval
architecture required to evaluate the performance
associated with a high speed requirement. Findings
related to the design evaluation include:
The combination of synthesis model, TOC
analysis and supporting studies provided a
methodology for design of the most mission
capable HSNV at minimum cost. Aluminum
hull construction provides the most affordable
TOC to meet the TLR for this HSNV.
Advanced composites offer significant hull
structure weight reductions of approximately half
at an order of magnitude of cost increase
compared to aluminum hull structure. This
translates into substantially more payload or
range for a given HSNV size at a higher
construction cost. Detall design considerations
such as local structure foundations inside and
local impacts outside must be evaluated in order
to move forward with the CRP option for hull
structure.
The seakeeping analysis indicated thata cutter of
at least 150 feet and preferably 180 feet LOA is
needed to perform missions .in demanding
offshore wave environments.
For semi-displacement hull forms, wave impacts
dominate short term crew comfort and long term
crew fatigue are limited by vertical accelerations.
HSNV with vertical bow sections experience
less bottom and flare wave impacts, but must be
desined with more lateral plane aft for adequate
directional stability in heavy weather.
6 ACKNOWLEDGEMENTS
The authors would like to acknowledge the significant
contributins of Mr. Ken Brower from the USCG,
Jorgen Jorde from LMG Marin, Norway and all
participants in the FAST project including Frans van
Wairee and Gert Kapsenberg, MARIN, Peter van
Terwisga, Royal Netherlands Navy, Jaap Gelling,
Damen Shipyards and Rob vd Graaf Royal Scheide.
The opinions expressed herein are those of the aUthors
and do not represent official policy of the U.S. Coast
Guard.
7 REFERENCES
Brower, K., Cleary, C., (2003) "Top Level
Requirements for a High Speed Cutter for Offshore
Service" USCG ELC Project Report.
American Bureau of Shipping (ABS) (2003) "Guide
for Building and Classing High Speed Naval
Craft".
Det Norske Ventas DNV), (2002) "High Speed, Light
Craft and Naval Surface Craft (HSLC&NC)
Rules".
Sheinberg, R., Cleary, C., Stambaugh, K., Ashley, A.,
(2005) "Seakeeping Performance of High Speed
Cutters", ASNE.
NATO "Common Procedures for Seakeeping in the
Ship Design Process", STANAG 4154,
Edition 3.
MARIN, (2002) "FREDYN User's Manual Version
9.0".
W. Buckley, (1988) "Extreme and Climatic Wave
Spectra for use in Structural Design of Ships",
Naval Engineers Journal.
- 63 -