Senior Design - Spring 14 Final

D ESIGN T EAM :
J ASON M ORRIS
K YLE T YSON
M ATTHEW W ELTON
L UCAS W IESER
J ACKSON
U N I VE RS I T Y
OF
WILSON
N E W O RL E AN S
NAME 4175 D E S I GN P R O J E C T
I N S T R U C TO R : P A M E L A P I L A RO S CI A
University of New Orleans

NAME 4175
Spring 2014
T ABLE OF C ONTENTS
VESSEL SPECIFICATIONS
MISSION
PARAMETRIC STUDY
WEIGHT ESTIMATE
HULL FORM DEVELOPMENT
GENERAL ARRANGEMENTS
13
MILITARY PERFORMANCE
15
WEAPON SYSTEMS
15
TROOP CARRYING CAPACITY
17
BALLISTIC PROTECTION
18
STRUCTURE
19
ALUMINUM
19
COMPOSITES
23
RESISTANCE
25
PROPULSION AND MACHINERY SYSTEM
29
PROPULSOR SELECTION
29
ENGINE SELECTION
31
GEAR SELECTION
31
COOLING SYSTEM
32
STABILITY
33
ii

NAME 4175
Spring 2014
MOTIONS
36
COST ESTIMATE
40
TEAM OPERATING AGREEMENT
41
ARTICLE 1, CONTACT INFORMATION:
41
ARTICLE 2, PURPOSE:
42
ARTICLE 5, MONITORING:
44
ARTICLE 6, DECISIONS:
44
ARTICLE 7, CONFLICTS:
44
ARTICLE 8, SLACKING:
45
APPENDIX A - DRAWINGS
46
APPENDIX B PARAMETRIC STUDY
50
APPENDIX C WEIGHT ESTIMATE
51
APPENDIX D STRUCTURE
55
ALUMINUM
55
COMPOSITES
68
APPENDIX E PROPULSION SYSTEM
92
APPENDIX F STABILITY
105
HIGH SPEED TURN
105
CROWDING OF PERSONNEL
117
WIND AND ROLL
128
APPENDIX G DESIGN PROPOSAL
140
iii

NAME 4175
Spring 2014
V ESSEL S PECIFICATIONS
Dimensions
LOA
49.685 ft
15.14 m
LWL
40.689 ft
12.40 m
Beam
12.85 ft
3.92 m
Draft
2.33 ft
.71 m
Displacement
9.296 LT
(Lightship)
L/B
3.865
Cb
.323
Cp
.602
9.389 t

NAME 4175
Spring 2014
Machinery & Combat Systems

Main Engines: Cummins QSM-11
Total Power:
1,340hp
Propulsors:
Hamilton HJ-403 water jet
Small Boats:
1x Navy Combat Rubber

Raiding Craft
Main Guns:
Saab RWS Track Fire
Performance and Capacities

Flank Speed:
50 knots
Cruising Speed: 35 knots

Range (Cruise): 560 nm
Fuel:
580 gal
Crew:
4 + 12 Ground Combat Force

NAME 4175
Spring 2014
M ISSION
In 2012 Navy Expeditionary Combat
Command (NECC) announced the merger of
their Riverine Force (Riveron) and their
Maritime Expeditionary Security Force
(MESF) into a single unit now known as
Coastal Riverine Force (CORIVFOR).
The new Coastal Riverine Force is now
responsible for a much more broad range of missions and is expected to perform
them in both brown and green water environments. Currently the unit has been
forced to utilize an aging fleet of several different mission specific vessels and have
expressed the need for a single vessel with more versatile operating capabilities.
The goal of this design project is to create a
vessel capable of conducting both Maritime
Security and Interceptor operations in the
green and blue water littorals as well as
insertion/extraction and combat support in a
brown water riverine environment.
A vessel capable of operating in both
environments must strike a compromise between what have traditionally been very
different designs. For instance, a typical riverine vessel (above) has a very shallow
draft, flat bottom hull and little to no crew protection while the larger
Interceptors(below) have much deeper draft hulls with deadrise angles suitable for
higher sea states.

NAME 4175
Spring 2014
P ARAMETRIC S TUDY
Due to the duel mission/role of the vessel a parametric study was conducted to gain
insight on current vessels in each category as well as to determine starting values
for the vessel particulars. Data was collected for five different vessels in each class
(Interceptor and Riverine) and averaged, then compared to determine the final
values. When choosing the vessels to use for the study, precedence was placed on
current use and production. This was done to gain a better understanding of whats
already proven and in use and what needs to be improved upon. Due to the
combining of the two different missions some of the results from the study must be
slightly deviated from in order to accomplish the overall mission. The results from
the study are shown below and the full study can be seen in the appendix.
Riverine
Average
Interceptor
Length =
39.60
ft
Length =
45.38
ft
Length =
51.15
ft
Beam =
9.87
ft
Beam =
11.28
ft
Beam =
12.69
ft
Draft =
2.25
ft
Draft =
2.68
ft
Draft =
3.11
ft
Installed Power =
914.00 BHP
Installed Power = 1585.75 BHP
Installed Power = 2257.50 BHP
Speed (max)=
40.35
knots
Speed (max)=
50.68
knots
Speed (max)=
61.00
knots
Speed (cruise)=
31.00
knots
Speed (cruise)=
34.33
knots
Speed (cruise)=
37.67
knots
Range =
305.00 nm
Fuel Capacity = 315.00 gal.
Range =
242.50 nm
Range =
180.00 nm

NAME 4175
Spring 2014
W EIGHT E STIMATE
The weight estimate was arranged using the Expanded Ship Work Breakdown
Structure (ESWBS). This method uses a system of numbers to designate certain ship
systems, and a simplified 3 digit system was used for this project (100-700). The
400 group, Command and Surveillance, was omitted from this weight report at this
time because of the lack of information available. Much of the equipment in this
group is considered classified by the government and weight reports from similar
vessels were not able to be obtained. This group, however, will be on the relatively
small side and should be covered by the margin added.
100
Hull Structure
200
Propulsion System
300
Electric System
500
Auxiliary Systems
600
Outfitting
700
Armament
Because of the small size of the vessel, a full three dimensional weight estimate was
completed using a Rhino model. All major components of the vessel (structure,
engines, propulsors, armament, outfitting) were modeled to scale in the Rhino
model. The exact locations of the centroids of each component were found and
referenced to the transom. Once completed, additional margins were added to
account for smaller items that were not known at this time. Because of the level of
detail obtained from the three dimensional modeling, the weight estimate is
relatively matured for this stage of design.
The following is the summary of the Lightship condition, Added Margins, Half Load
Condition, and Full Load Condition. Further detail of the weight estimate can be
found in Appendix XXX.

NAME 4175
Spring 2014
T ABLE 1 L IGHTSHIP W EIGHT AND M ARGINS
ITEM
Hull & Structure
Propulsion System
Electrical System
Auxiliary System
Outfitting
Armament
Lightship Weight
Lightship
Margin 15% Weight
10% VCG
Lightship with
Margin
Weight
LCG (ft)
VCG
TCG
[lbs]
[ft. fwd Transm]
[ft abv
BL]
[ ft port +] [ft stbd -]
8402.1
9257.0
183.6
75.0
531.9
258.0
18708 lb
[8.35 LT]
19.5
4.4
19.2
8.0
19.4
10.5
4.9
1.8
3.5
4.7
5.4
12.3
0.0
0.0
0.2
-2.0
0.0
0.0
11.81
3.50
0.00
11.81
3.50
0.00
18707.6
2806.1
2,1514 lb
[9.6 LT]
0.350
11.81
3.85
0.00

NAME 4175
Spring 2014
T ABLE 2 H ALF L OADING C ONDITION
Half Loading Condition

Weight
LCG (ft)
ITEM
Lightship Weight with Margin
Pilot & Coxan
Additional Passengers Cockpit
(0)
Additional Passengers Fwd Deck
(0)
Ammunition
50% Fuel Load (294 Gal)
Half Load Weight
VCG
TCG
[lbs]
[ft. fwd Transm]
[ft abv
BL]
21513.8
350.0
11.8
16.3
3.9
7.9
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
100.0
2149.2
24,113 lb
[10.76 LT]
20.7
18.7
3.0
1.6
0.0
0.0
12.52
3.70
0.00
T ABLE 3 F ULL L OADING C ONDITION
ITEM
Full Loading Conditions

Weight
LCG (ft)
Lightship Weight with Margin

Pilot & Coxan
Additional Passengers Cockpit
(2)
Additional Passengers Fwd Deck
(12)
Ammunition
98% Fuel Load (577 Gal)
Full Load Weight
VCG
TCG
[lbs]
[ft. fwd Transm]
[ft abv
BL]
21513.8
450.0
11.8
16.3
3.9
7.9
0.0
0.0
450.0
10.8
7.9
0.0
2700.0
31.7
6.1
0.0
200.0
4212.2
29,526 lb
[13.18 LT]
20.7
18.7
3.0
2.4
0.0
0.0
14.72
3.97
0.00

NAME 4175
Spring 2014
Lightship w/ Margin Weight Breakdown
Hull & Structure
43%
13%
5%
Propulsion System
3%
1%
1%
0%
Electrical System
Auxiliary System
Outfitting
Armament
15% Weight Margin
39%
F IGURE 1 W EIGHT B REAKDOWN
*Note: The 15% Weight Margin is of the calculated weight while the graph depicts the
13% of the total weight.

NAME 4175
Spring 2014
H ULL F ORM D EVELOPMENT

After completing our parametric study of current riverine and coastal interceptor
craft, hull development was started. Based on our parametric study, the basic craft
dimensions were determined of 49ft LOA and 12ft BOA. Because the requirement of
being C-130 transportable was not deemed an important requirement for this craft,
the size was increased approximately 20%. This helps both in crew comfort and
habitability but also the ability of the craft to perform well in the coastal
environment.
Initially two hull forms were proposed, a conventional planing hull form with a
padded keel and a novel semi stepped hull design. This semi stepped design was
dismissed due to the difficulty in evaluating performance the performance of a
stepped hull as well as the increased risk of cavitation when used in conjunction
with waterjets. Due to the relatively simplistic nature of the stock planing hulls
available in Max Surf and Orca, our hull forms were manually generated in rhino.
While this poses more risk for the design it allows more design flexibility, and
reflects the reality of design in the small boat community where most hulls are
generated without the use of a parametrically optimized parent hull.
Starting from the transom and working forward the hull is a variable deadrise hull
with a lower deadrise pad running down the centerline of the vessel. The pad has
a transom deadrise angle of 18 degrees and a hull deadrise of 20 degrees. This is
designed to give a good compromise between efficient planing provided by the pad
and good sea keeping characteristics of the higher deadrise sections. Moving
forward the hull carries a wide chine beam forward again for better low speed
planing performance and increased static stability. The forward sections, from
station 4 to the bow, have a high deadrise increasing from 25 degrees to
approximately 60 degrees at the step. Both the spray rails and chines are turned
down at a negative angle to help with flow separation and again providing a dry ride.
The forward sections of the hull also have a slightly convex shape to them to help
disapate the energy and thus reduce vertical accelerations when the hull reenters
the water. The illustration below shows how different bottom section profiles can
influence the forces experienced by the hull during slamming.

NAME 4175
Spring 2014
F IGURE 2 - B OTTOM S ECTION
While much of the design work done in the small craft world comes from experience
or advanced first principles calculations, there are a few hull characteristics which
may be non-dimensionalized to aid in comparison of similar craft and help predict
performance. The table below lists some of these hull characteristics.
T ABLE 4 - H ULL C HARACTERISTICS
Hull Characteristics
LCG
6.55
S/L Ratio
7.14
L/B
4.083
HP/ Weight
22.03 lb/hp
Bottom Loading Coeff
7.32
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NAME 4175
Spring 2014
One of the most critical steps in small craft design is a highly detailed weight study
to allow the designer to accurately locate the CG of the craft. A small craft with an
incorrectly located CG can be absolutely devastating to an otherwise good design.
Too far forward or back and the craft may porpoise, broach, or require inordinately
large amounts of power to reach the design speed. We chose to non-dimensionalize
our LCG location so that it could be compared to other craft as a percentage of a 10
station waterline. Above you can see that in the half load condition the LCG is
located at station 6.55 or 65% of the waterline length aft of the FP. It was found that
this LCG location compared well to boats of similar design.
Both the speed to length (S/L) and length to beam (L/B) ratios are used to help
define which planing regime a craft belongs in. Per renowned naval architect Renoto
Sonni Levi the following speed to length ratios define what regime a craft falls in
T ABLE 5 - S/L R EGIONS
Speed to Length Ratio

S/L
Displacement
1.4
Semi-Planing
1.4 - 3
Planing
3-5
High Speed
Calculating the S/L of our craft using the equation S/L =
gives a S/L ratio of
7.14 well into the high speed planing regime. Another non-dimensional
characteristic for comparing vessels is the L/B ratio according to both Savitsky and
Blount this crafts L/B of 4.083 is well within the region for high performance
planing craft with some having L/B ratios as high as 5.8. The final non-dimensional
unit used for comparing planing hull designs is the bottom loading coefficient
calculated by Cbl =
, where Ap is the projected bottom area, and
is the static
volumetric displacement our bottom loading of 7.32 indicates a fairly lightly loaded
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bottom, this indicates good planing performance in regards to the craft being able to
easily get over hump speed and on plane without heavily loading the engines.
The final aspect of the hull design was the design of the chines and lifting strakes.
The chines at the transom are 10% of the overall chine beam, and the spray rails are
4.5%. In regards to spray rail design and location, there is little in the way of
material on this subject, and there are two ways to go about it. The first being
experience based and the second method uses the lift force and area required at a
given speed to locate the spray rails based on the required wetted bottom area, due
to the relatively short time given to develop the hull an experience based approach
was used. After talking with several naval architects and boat builders the above
mentioned chine and spray rail widths were chosen.
Due to the fact that this craft is powered by waterjets the inboard spray rail must be
stopped well forward to ensure that at planing speeds the spray rail is clear of the
water to avoid air traveling along it and being drawn into the jets. The outboard
spray rail location was dictated by the inlet opening of the jet as this rail is carried
all the way to the transom.
In conclusion, we determined that the hull form we produced would provide us with
the desired speed and sea keeping characteristics while being relatively straight
forward to produce in aluminum. Furthur iterations and first principle CFD could
have been used to help further optimize the design and quantify performance
perameters. Below is a figure of our hull rendered in RHINO, the lines plan may be
found in Appendix A.
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G ENERAL A RRANGEMENTS
As the navy has moved towards using more small fast craft it has become apparent
that reducing crew exposure to large accelerations is key to an effective and healthy
fighting force. Because of this we sought to design as ergonomic and functional crew
layout as possible. To help isolate the crew from accelerations the 4 crew members
four Shox 6155 seats are installed. These seats can handle accelerations of up to
12gs before bottoming out , which is far more than should be experienced during
normal operations, as 8gs has become the industry standard acceleration to design
to. Forward there is space for a compliment of 12 ground combat troops on Shox
8100 folding seats. These seats are not shock mitigating as it was determined that
these seats would be rarely during offshore interdiction operations. This operating
profile also allowed mounting the seats facing outboard to allow the combat
element to take up arms if taking fire from a riverbank. After looking at existing
platforms it was also deemed desirable to have both bow and stern ramp to allow
quick insertion and extraction as well as allow for stowing of a combat rubber
raiding craft.
F IGURE 3 - I NTERIOR C ONFIGURATION
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Spring 2014
One area where previous designs have seriously lacked was the area of preengineered armoring to help protect the crew. We chose to design for full crew
protection from 7.62mm Nato rounds, this simplified matters when it came to
performance prediction and weights, two areas which are critical in small craft.
F IGURE 4 - B OW C ONFIGURATION
Along with the reduction in acceleration exposure and crew protection it was also
seen as desirable to try and reduce the radar cross section of the vessel. To
accomplish this all of the deck surfaces are angled towards centerline, this causes
the radar to scatter when it hits the surfaces thus reducing the radar return of the
vessel.
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Spring 2014
M ILITARY P ERFORMANCE
W EAPON S YSTEM S
The CIRV was designed with three standard weapon systems.
The primary system is a stabilized remote operated M2 .50cal machine gun. The use
of stabilization drastically increases accuracy and max effect range of the weapon in
open water environments allowing a larger standoff distance and more reaction
time in hostile environments as well as lower risk of collateral damage in highly
populated regions.
The two secondary systems are port/starboard mount GAU 17 Mini Guns capable of
laying down a massive base of fire in support of troops during riverine combat
operations
The three weapon systems have been strategically placed in order to maintain 360
degree interlocking fields of fire during defensive operations.
F IGURE 5 - S TABILIZATION S ETUP
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F IGURE 6 - G AU 17 M INI G UN
F IGURE 7 - W EAPON C OVERAGE
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NAME 4175
Spring 2014
T ROOP C ARRYING C APACITY

The CIRV was designed to be capable of insertion/extraction/support of a Ground
Combat Element. When determining the general arrangement and layout, special
attention was giving to oversizing the space requirements needed to carry combat
loaded troops and their equipment. In addition to the bow door, the aft deck was left
open and sized to fit a rubber raiding craft.
F IGURE 8 - T ROOP A RRANGMENT
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NAME 4175
Spring 2014
B ALLISTIC P ROTECTION
The CIRV is designed with standard ballistic protection (shown in red) for the crew
and forward passengers. The light weight armor is capable of stopping multiple
impacts of 7.62-51mm NATO rounds. Traditionally similar vessels do not come with
standard armor packages but have the option to add it on at a later date. The added
armor then results in several consequences such as loss of speed and sluggish
performance, loss of stability due to higher center of gravity, smaller payload, and
lower efficiency and range. We decided to include armor as a standard feature to
account for the previously mentioned effects therefore ensuring the vessel can still
perform as advertised.
F IGURE 9 - B ALLISTIC P ROTECTION
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NAME 4175
Spring 2014
S TRUCTURE
A LUMINUM
The structural design of the Coastal Interceptor and Riverine Vehicle (CIRV) was
completed using ABS High Speed Naval Craft rules. The primary class societies
considered for the vessel were the International Maritime Organization (IMO),
American Bureau of Shipping (ABS), Det Norske Veritas (DNV), and Lloyds Register
of Shipping (LR). Each of these classification societies has their own definition of
what makes a vessel a high speed craft. The IMO HSC rules specifically excludes
combatant craft and troop carrying craft, and the LR rules do not include a section
designated for war craft so those do not apply to the CIRV. A comparative analysis of
the two remaining class societies, ABS and DNV, was performed by The Ship
Structure Committee in 2005.
This comparison of the HSC structural requirements shows that the ABS standards
are typically less stringent than those given by DNV. ABS rules require a slightly
lower operating speed than the other societies in order to be labeled a HSC,
although at approximately 50 feet long and operating at speeds up to 40 knots the
CIRV meets each class societys HSC requirements. ABS rules also generally yield
lower design accelerations, hull girder strength, design pressures, and plate
thicknesses. The calculations of the accelerations and loads lead to a lower
structural weight overall. Using ABS HSNC rules allows for the development of the
lightest structure possible for the CIRV, which is extremely important so that it can
fully perform both of its missions to maximum effectiveness.
The CIRVs bottom shell, side shell, and hull stiffeners are produced with marine
grade 5083-H116 aluminum plate. This particular aluminum has excellent corrosion
resistance, a larger tensile and yield strength than 5086 alloy, and is commonly used
in marine applications. The CIRV is a longitudinally framed vessel with longitudinal
stiffeners spaced every 16 inches and transverse frames every 32 inches. The frame
spacing was chosen based off of similarly sized vessels and input received from
industry professionals. The vessel has four transverse watertight bulkheads placed
strategically throughout the vessel to support major load considerations. The
forward most bulkhead is located just aft of where the troop ramp folds down at the
bow. This bulkhead serves as the vessels collision bulkhead and provides additional
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strength when beaching. The following three bulkheads are located at the center of
the troop carrying seats, where the main console begins, and at the beginning of the
engine room. These bulkhead locations were dictated by ABS guidance, fuel tank
and engine room sizes, and deck load considerations.
The following table shows all of the aluminum components included in the structure
of the CIRV.
T ABLE 6 - S TRUCTURAL C OMPONENTS
Side Shell
Bottom Shell
Centerline Vertical Keel
Bulkhead Plate
Sideshell Transverse Frame
Bottom Transverse Frame
Sideshell Longitudinal Stiffeners
Bottom Longitudinal Stiffeners
Bulkhead Stiffeners
Additional Welding Plate
1/4" Plate
3/8" Plate
12x6x1/4" T
1/4" Plate
6x1/4" Flatbar
9x1/4" Flatbar
3x2x3/16" Angle
3x2x3/16" Angle
3x2x3/16" Angle
6x1/4" Flatbar
Typical transverse sections at each bulkhead can be seen in the following figures.
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F IGURE 10 - C OLLISION B ULKHEAD
F IGURE 11 - T ROOP C ARRYING S EAT B ULKHEAD
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Spring 2014
F IGURE 12 - M AIN C ONSOLE B ULKHEAD
F IGURE 13 - E NGINE R OOM B ULKHEAD
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Spring 2014
C OMPOSITES
The structure of the CIRVs deck, liner, bulwark, and superstructure were designed
to be built using advanced composite materials. This rather unconventional method
of using an aluminum hull and hull structure with topsides was chosen because of
the weight savings, and ease of manufacturing complex shapes associated with the
use of composites.
Two comparisons were done to help determine which fibers and construction
methods would be best for this application. Using the commercially available
composite design software VectorLam a traditional E-glass, Airex foam core, and
vinlyester resin composite produced using traditional open molding was compared
against an advanced composite laminate stack. The advanced composite was
composed of a hybrid of carbon fiber, aramid (Kevlar)/e-glass hybrid weave, and an
airex core which were to be laminated using an epoxy resin drawn through the
fibers using vacuum infusion. The hybrid laminate yielded a 24% weight reduction
with no appreciable change in the physical properties of the structure.
It should be noted that a hybrid laminate versus a pure carbon laminate was chosen
due to some of the drawbacks of a pure carbon structure. Carbon can be thought of
as akin to bearing steel, in that it is very strong but brittle which means much
greater care must be used in aligning fibers with load paths. Perhaps the largest
drawback of a pure carbon structure on a military craft is that it is transparent to
radar waves which causes very distinct returns of whatever is behind the structure.
This necessitates the use of heavy Radar Absorbing Material (RAM), thus giving up
some of the weight benefits.
Once the laminate schedule had been determined we analyzed it again using
VectorLam to evaluate the stack to ISO 12215-5 small craft structural standards.
The ISO standard is specifically written for craft built in composites, but is targeted
towards the recreational craft industry. Due to this there is an additional designer
specified safety factor to increase the minimum design vertical acceleration which is
based on craft size, speed, and design category. The additional safety factor allowed
us to make sure that our structure would be capable of withstanding the loads
associated with an 8g vertical acceleration.
Based on the ISO calculations our structure was deemed to be capable of
withstanding the forces that it would be subjected to. Further optimization could be
23

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carried out to which would include varying the laminate design based on the
location and the direction of the loads it would experience, which would have
allowed for further weight reduction. It would also be advantageous to carry out
FEA analysis of the structure of the cabin top around the area of the Co-axial
weapon mount to ensure that the structure was capable of withstanding sustained
recoil throughout the weapons area of fire.
The composites were designed to be attached to the hull using a traditional shoebox deck joint which would allow the deck to be through bolted around its
perimeter. It would then be structurally bonded with additional layers of tabbing
around the inside perimeter. The deck would also be attached to transverse
bulkheads in a similar fashion, using tabbing to ensure watertight integrity as well
as through bolting for additional strength. See Appendix xx : Composite Structure
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R ESISTANCE
To investigate the resistance of the vessel, two methods were used. The first
method was using NavCADs Savitsky method for planning hull drag prediction.
This method is developed for prismatic hulls, meaning that the hull is a pure wedge
shape. It does not reflect the CIRV directly, but this method is used industry wide.
Savitsky method solves for resistance by the following formula:
L = lift on the planning bottom (boat weight)

t = dynamic trim angle
CF = frictional drag coefficient across the wetted planning surface
r = mass density of the water
S = wetted planning surface area at the particular dynamic trim angle
V = mean water velocity across the wetted planning surface
NavCAD solves for the above variables and the dynamic trim angle in order to make
sure that equilibrium is maintained. This is done by using the vessels LCG location
and location of the center of lift to determine the running trim of the vessel. The
following table shows the inputs required by NavCAD to compute the resistance.
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T ABLE 7 - N AV CAD V ESSEL I NPUT
Chine Type:
Single/hard
Displacement:
13.32
Water Type:
Salt
Speeds:
25, 30, 35, 40, kts
LT
45, 50, 55
Max Beam on WL:
10.44
ft
Max Molded Draft:
2.33 ft
ft
LCG fwd Transom:
16.39
ft
Aft station (fwd Transom)
ft
Dearise:
21
deg
Chine Beam:
10.44
ft
Chine Height below WL:
.2
ft
Fwd station (fwd Transom) 20.20
ft
Dearise:
21
deg
Chine Beam:
10.44
ft
Chine Height below WL:
.26
ft
This information provided the calm water resistance information. At the design
speed of 50 kts, the effective horse power total (EHP) was computed to be 1125 EHP
and a running trim of 3.09 degrees. In order to size the engines, additional margins
were added that included design margin and wind and seas margin for Sea State 3.
Below is the final output with the margins included and the full output by NavCAD
can be found in Appendix XXX. Because of our desired speed, limits of propulsors
selected, and drastic increase in resistance with higher speeds, the 50 kt speed and
power was selected.
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T ABLE 8 - N AV CAD O UTPUT
Speed Trim
EHP
[kts]
[deg]
[hp]
25
6.48
889
30
5.83
911
35
5.12
939
40
4.53
986
45
4.04
1048
50
3.65
1125
55
3.34
1210
1250
1200
1150
PETOTAL [hp]
1100
1050
1000
950
900
850
800
20
25
30
35
40
45
SPEED [kt]
50
55
60
F IGURE 14 - R ESISTANCE C URVE
27

NAME 4175
Spring 2014
In order to verify this resistance, other methods in NavCAD were considered such as
Series 62, Series 65B. These methods were not able to be used because the vessel
was outside the prediction ranges. Additional programs were considered such as
Orca or spreadsheets, but these methods used the same calculations as the NavCAD
model. Because of this, the next alternative considered was using the VsSea for
planning hulls developed by William S. Vorus, Ph.D. This code was based from his
paper written in 1996, A Flat Cylinder Theory for Vessel Impact and Steady Planing
Resistance.
In order to find the resistance using this program, the hull was first modeled in the
program. After modeling the hull, the vessel was verified that an accurate
representation in the program was formed. The program was then iterated to solve
for the weight and trim of the vessel in its running condition. Once equilibrium on
the lift and weight of the vessel and location of the center of lift and longitudinal
center of gravity were obtained, the vessels calm water, bare hull resistance was
found. This was then compared to the calm water, bare hull resistance computed
using NavCAD.
T ABLE 9 - N AV CAD/V S SEA C OMPARISON
Speed
PETotal
[kt]
[hp]
NavCAD
50
752
VsSEA
50
693
As can be seen, the results from the NavCAD and VsSea are very close. The NavCAD
results were then verified and used for two main reasons. First, the NavCAD results
were slightly higher, providing additional margin for uncertainty. Second, NavCADs
program allows for quick and easy addition of additional margins. Due to the
timeline of the this project, the VsSea was not able to analyzed in regular sea
conditions.
28

NAME 4175
Spring 2014
P ROPULSION AND M ACHINERY S YSTEM

P ROPULSOR S ELECTION
Several different propulsor options were considered to achieve the wide range of operating
capabilities required from the vessel such as high speed interception, shallow water
insertion/extraction and maneuverability. Three different options were considered and
ranked from one to five (1 being the worst, 5 being the best) on several different
performance characteristics and how well they fit the vessels desired operating capabilities.
The results of the study and rankings are shown below are shown below.
T ABLE 10 - P ROPULSOR S TUDY
Water Jets were determined to be the most versatile option due to the fact they allow the
vessel to operate in shallow water without the risk of being damaging. At the same time
they can still produce large amounts of thrust in order to achieve desired our desired
speeds and are extremely maneuverable at all speeds and operating conditions.
Hamilton HJ 403 Water Jets were selected and can produce a maximum 4500 pounds of
thrust per jet at maximum input power, more than sufficient to meet the demands from the
29

NAME 4175
Spring 2014
resistance study while leaving a large margin for uncertainty. The performance curves can
be seen in the appendix.
F IGURE 15 - H AMILTON W ATERJET
F IGURE 16 - H AMILTON W ATERJET
30

NAME 4175
Spring 2014
E NGINE S ELECTION
Several different engines with a rated horsepower in the desired range were
considered and compared based on performance characteristics to determine the
best selection. The full list can be found in the appendix.
Cummins QSM-11 high speed diesel engines were selected and have the following
characteristics. Full data and specifications can be
seen in the appendix.
These engines were primarily chosen for their high power density and compact size
as well as their excellent efficiency.
G EAR S ELECTION
The engines and water jets were then coupled with ZF marine gears with a
reduction ratio of 1.1 which provides a good margin against cavitation. Additionally
the gears provide the ability to back flush the system by reversing the jet flow
clearing any blockages.
31

NAME 4175
Spring 2014
C OOLING S YSTEM
The raw water engine cooling system was designed to utilize
the combination of the water jets and gears to provide a back
flushing capability. This greatly reduces the risk of overheating
the engines in the event of a clogged intake during shallow
water operations. The system utilizes the Miller-Leaman raw
water strainer shown below which has receives flow from a
thru hull and from the water jets as shown in the following
schematic.
F IGURE 17 - C OOLING S CHEMATIC
32

NAME 4175
Spring 2014
S TABILITY
For our stability evaluation we fell under the following intact stability criteria:
- Beam Winds with Rolling
- Crowding of Personnel to one Side
- High-Speed Turn
After inputting our limits in the run files for each of the criteria, we were able to
output our max allowable VCG curves at different displacements running at 1 degree
forward trim, even keel, and 3 degree aft trim. The following graphs are the output
of each of the criteria:
F IGURE 18 - M AX VCG PER W IND AND R OLL CRITERIA
33

NAME 4175
Spring 2014
F IGURE 19 - M AX VCG PER C ROWDING OF P ERSONNEL C RITERIA
F IGURE 20 - M AX VCG PER H IGH S PEED T URN C RITERIA
34

NAME 4175
Spring 2014
From our Weight estimate, we were able to pull our maximum allowable VCG at our
displacement from our conditions at lightship, half-load, and full load. Here is a
table of our conditions and a graph showing that all conditions passed.
Conditions
Lightship Half-Load Full Load
VCG (ft)
3.85
3.70
3.97
Displacement (LT)
9.60
10.76
13.18
F IGURE 21 - L OADING C ONDITIONS
Max Allowed VCG

Lightship with Margin
Half Load with Margin
4.3
Max Allowable VCG (ft)
4.2
4.1
4
3.9
3.8
3.7
3.6
7
11
Displacement (LT)
13
15
F IGURE 22 - M AX A LLOWED VCG VS . L OADING C ONDITIONS
35

NAME 4175
Spring 2014
M OTIONS
For small high speed craft, vertical accelerations are very important in the overall
design of the vessel. In typical recreational craft, a maximum acceleration of 4g is
typically designed for, however, because this crafts military mission, a larger G
range wanted to be accounted for. Therefore early on in the design, a maximum
acceleration of 8g was determined to adequately size our structure. Once our model
was completed, a check of the actual motions of the vessel were done using the
program VsSea developed by Dr. William Vorus. This program was specifically
written for predicting high speed craft accelerations and calm water resistance.
Below is a body plan view of the vessel as modeled by the VsSea.
F IGURE 23 - V S S EA B ODY P LAN
36

NAME 4175
Spring 2014
For the modeling, two main assumptions were done to simplify the vessels shape
for the program to properly calculate. First, the deadrise angle was considered
constant aft of station 4. As Figure XX shows, there is only 5 degree change station 4
to station 10. Also, to account for the change a constant angle of 22 degrees was
used.
(deg.)
Deadrise Distrubution
65
60
55
50
45
40
35
30
25
20
15
10
5
0
-2
-1
4
Station
F IGURE 24 - D EADRISE D ISTRIBUTION
The second assumption was that the chine beam aft of station 4 was also constant.
This can be made because the change in chine beam in this region is only a few
inches. Therefore with these assumptions, the modeled was simplified to its basic
shape.
Once the modeled was finished, the first process in analyzing the vessel was to find
its operating condition at 50 knots. Using the GHs model of the hull, a draft of 2.33 ft
and a trim of 0 degrees was used to find the displacement and LCG location in the
station condition. Once found, the program was iterated until the displacement of
the vessel equaled the lifting force and the location of the LCG from GHs to the
center of lifting from VsSea. Table XX shows the operating condition at 50 knots
used for the motions and resistance.
37
10

NAME 4175
Spring 2014
T ABLE 11 - O PERATING C ONDITION
g Operating Condition at 50 knots

Draft [ft]
1.93
Trim [deg]
2.76
Using the running condition, the vessel was then analyzed in seas. The code has
built in function for regular seas and irregular seas using the Jonswap Spectrum. To
try and use a more realistic scenario, the Jonswap spectrum was used. After
research, it was found that a maximum of 4 ft wave height could be expected in Sea
State 3, therefore, a significant wave height of 4 ft was modeled in the spectrum.
The vessel was then simulated in the spectrum for an overall time of 2 minutes. The
program was then run again to get a more random scatter in the data. This was
achieved because the program has a built in random variable that would make the
values slightly different in each run. Figure XX shows a snapshot of the vessels
response during one of the program runs.
F IGURE 25 - E XAMPLE V S S EA A CCELERATIONS O UTPUT
This graph shows the vessels accelerations at the Transom, Bow, and LCG, and one
can see the waves affecting the vessel across the time. Once the program completed
the runs the following statistics were calculated.
38

NAME 4175
Spring 2014
T ABLE 12 - M OTION S TATISTICS
RMS Accelerations [g]

Time Mean
Acceleration [g]
Bow
2.12
LCG
1.7
Transom
2.02
1.07
1.01
1.03
As previously stated, the motion analysis was to be used to ultimately find if the
assumption of 8g accelerations were correct. After analyzing all the data, the
maximum acceleration seen by the vessel is 7.5g. Because of this, our structure
should be able to withstand the loads easily.
39

NAME 4175
Spring 2014
C OST E STIMATE
The cost estimate of the CIRV can be broken down into components. The table
below shows an overview of the preliminary cost breakdown for the design and
construction of the CIRV.
T ABLE 13 - C OST E STIMATE S UMMARY
Component
Cost
Aluminum
$25,000
Composites
$65,000
Ballistic Armor
$300,000
Engines
$120,000
Water Jets
$175,000
Manufacturing and Labor
$30,000
Production Development and Engineering

(40 boat series)
20% Margin
Total Acquisition Cost
$8,000
$145,000
$868,000
As can be seen in the table, the majority of the CIRVs cost lies with the ballistic
armor, engines, and water jets. The structural components, labor, and design work
is all relatively inexpensive comparatively. After completing all of the major cost
items, a 20% margin was applied for miscellaneous expenditures to reach a total
acquisition cost of $868,000. It should be noted that this cost does not include any of
the weapon or other military systems in the vessel as those fall under the category
of Government Furnished Equipment, and therefore are not included in the CIRVs
cost.
40

NAME 4175
Spring 2014
T EAM O PERATING A GREEMENT

A RTICLE 1, C ONTACT I NFORMATION :
Group members should be contacted at the following email addresses and phone
numbers to ensure proper communication throughout the design process:
Matthew Welton
mwelton@uno.edu
Kyle Tyson
ktyson@uno.edu
Jackson Wilson
jtwilso1@uno.edu
Lucas Wieser
lwieser@uno.edu
Jason Morris
jmorris212003@yahoo.com
Group Contact
uno.seniordesign@gmail.com
41

NAME 4175
Spring 2014
A RTICLE 2, P URPOSE :
The members of Team CIRV are organized to design a next generation navy
combatant craft to fulfill the need for a multirole riverine and litoral high speed
interceptor. While built to fulfill this specific mission, Team CIRV intends to design
an ocean going patrol boat with modern capabilities to meet the various missions of
defense for forces of all nationalities.
Throughout the design process, all
requirements of NAME 4175 will be met or exceeded. Further, the Team is
committed to produce a unique, innovative design worthy of serving the United
States Navy. All Team members agree to follow the articles laid out in this
document in effort to deliver such a vessel, and to commit themselves to meet all
project schedules, work diligently, and communicate effectively.
Article 3, Communications:
The group intends to communicate most often via e-mail and regular group
meetings at times to be scheduled throughout the semester. Members agree to meet
regularly at the agreed class meeting time (?). One group member will be working
remotely (Matthew Welton), but he has agreed to be available by phone and e-mail
at those hours and during any other group meeting time. As the project progresses,
additional meetings will be required and the group has agreed to coordinate
meeting times, including weekends as is necessary. It is anticipated Matt will come
to New Orleans several times over the course of the semester for key events as
outlined below.
Article 4, Logistics:
The Team has created a Dropbox folder accessible from any internet connection to
facilitate the sharing of documents. All members have joined dropbox and currently
have access to said folder. The dropbox folder is organized according to final report
requirements and will be maintained by the group collectively.
42

NAME 4175
Spring 2014
Document Check-out/Check-in procedure: Each group member, when working on a
document, will download it from dropbox and work on the document locally. When
the work session is complete, the group member will then upload the revised
document to dropbox. Each dropbox folder contains a superseded folder. After a
member has uploaded a revised document, he will then place the older version in
the superseded folder. Superseded folders will be deleted only as necessary to
maintain adequate space in the dropbox.
Weekly E-mail reports: Additionally, each group member will be responsible for
submitting a short status email to the entire group regarding their areas of
responsibility each Friday, and another group member will be responsible for
compiling these reports and sending a project status e-mail, along with weekly
project goals, copied to each group member every Monday. This is intended to keep
the Team on schedule, aid in the identification of potential problems, and ensure all
members are engaged in the project. Regular phone communications are
anticipated when group responsibilities overlap or questions arise.
Remote Member Considerations: Because Matthew Welton will be participating

remotely, he will be in charge of the Monday project status e-mail to ensure his
continued participation and also to ensure he is fully aware of work done by the
group. Additionally, it is anticipated he will be making several trips to New Orleans
over the course of the semester for key events and as the need arises. Preliminarily,
it is anticipated he will come toward the end of the semester to help finalize the
report and prepare the presentation. He will also attend the presentation.
Report Consolidation: A Template for the final report will be set up as a word
document. The final report will be maintained on Dropbox but will be the primary
responsibility of one team member. Individual sections of the report will be
assigned to individual members of the team in the early stages of project
management. Each member will be responsible for creating a final section
document. As sections are completed, the section will be added to the final report
document only with express permission of the team member in charge of
maintaining the final report. This process is intended to prevent confusion and the
43

NAME 4175
Spring 2014
existence of many different versions of the final report, and ultimately to prevent
the loss of information or time due to poor document management.
Project Plan: A Project Plan and Schedule will be created in the early stages of the
project. The plan will set deadlines for the completion of tasks and sections of the
report, assign sections to members of the group, and allow for monitoring the
progress of the project and potential impacts to the critical path.
A RTICLE 5, M ONITORING :
The group will be in charge of monitoring itself. The weekly status e-mails and
weekly meetings will serve as the primary tools to keep tabs on group members
progress and the quality of their work. Additionally, when a section of the project is
completed, it is the responsibility of the member in charge of that section to notify
the entire group, and it is the responsibility of each member of the group to review
the completed section for completeness and accuracy in a timely manner.
A RTICLE 6, D ECISIONS :
Major decisions will be made by a 3/5 majority of the group. Major decisions
include hull form, propulsors, engine selection, and other decisions which have a
large impact on the overall project design. Smaller decisions within a members
area of responsibility will be made by that member, however, the member must
disclose the decision to the group in the weekly status reports and the decision is
subject to review of the group (if 3 members of the group disagree with a decision, it
is reversed and a new decisions will be discussed and agreed to).
Tasks will be assigned according to a group effort in which everyone agrees on the
distribution of work. Tasks will be outlined in a Microsoft Project document
intended to schedule and monitor the project. The team also encourages its
members to take initiative and anticipate design areas that need to be addressed.
When a group member initiates work on an area of the project prior to group
agreement, he should inform the group via e-mail and proceed unless there is
objection by a member of the group.
A RTICLE 7, C ONFLICTS :
44

NAME 4175
Spring 2014
For any major changes, disagreements, or conflicts, a 3/5 majority of the group is
required to resolve the matter. No decision that will affect one or more areas of the
design outside a members assigned area should be made without consulting every
group member first. If the group fails to reach a 3/5 decision after allowing all
group members to be heard, the group will submit the decision to a professor who
will be considered a subject matter expert (SME) for review.
A RTICLE 8, S LACKING :
Any slacking noticed by a member of the team will be brought to the attention of the
entire group and addressed. If the group cannot reach a resolution, then professor
McKesson, Birk, or Taravella will be consulted. If a problem is persistent or
recurring with a group member, the issue will be taken to Pam (with a 3/5 vote)
with the understanding that doing so will have a negative impact on that group
members grade in the class.
If a group member feels he is doing a proportionally greater amount of work or a
member feels his workload is greater or less than expected, he should inform the
group so that the issue can be resolved and work redistributed appropriately. Each
member is responsible to perform the majority of his assigned work, although the
group is available to provide input, advice, and help if necessary.
45

NAME 4175
Spring 2014
A PPENDIX A - D RAWINGS
46
47
48
49

NAME 4175
Spring 2014
A PPENDIX B P ARAMETRIC S TUDY
Interceptor
Name/MAKE
Draft Displacement Installed Power

[ft]
[lbs]
[BHp]
Engine Make
[-]
Drive Type
[-]
Top Speed Cruising Speed Max Range Fuel Capacity Min/Max Crew
[knots]
[knots]
[nm]
[gal]
[#people]
MK V
82
17.5
57 + tons
4570
MTU 12V369 TE94
Rolls Royce K50S

Waterjets
65+
40
500+
2600
5 + 16
44 - FCI Fast Coastal

Interceptor
43.3
10.5
2.833
23500 LS
1600
MAN R6-800
Twin Disc 1.12:1

Gears /Arneson ASD11 Surface Drives
55+
38
225 or
300@Cruise
400
Cummings QSC 8.3
ZF Trimax Surface
61
N/A
250
14
4 - Mercury outboards
2 - MAN
Surface Drives
40+
35
180
61
37.67
180
43 Assult Interceptor 43 8.33 -10 2.66

Willard
4 40 Fearless - Metal Shark 41.25 10.25 2.167
5 Piranha ASD - Suncraft 46.2
12.5
2.9
3
Average
Name/MAKE
Riverine
Length Beam
[ft]
[ft]
N/A
12000 Dry
N/A
51.15 12.6875 3.112

Length Beam
[ft]
[ft]
1400
1460
600
2257.5
Draft Displacement Installed Power Engine Make/Model

[ft]
[lbs]
[BHp]
[-]
Drive Type
[-]
4 to 6
962.5
Top Speed Cruising Speed Max Range Fuel Capacity Min/Max Crew
[knots]
[knots]
[nm]
[gal]
[#people]
SURC - Safe Boats
38
10
N/A
880
2 - Yanmar 6LY2A-STP Hamilton Waterjets

3300rpm
HJ292
39
35
275
300
5 + 12
RAC - Swift Ships
35
16400
600
Cummings 6BTA5.9M; Hamilton Waterjets

300BHP @2800 rpm
HJ273
37.4
27
400
200
4 to 5
SOCR -USMI
33
N/A
880
2 - Yanmar 6LY2A-STP
3300rpm
HJ 292 / w/zf 220

marine drives
45
195
2 to 7
ACRC-Seemann Comp
42
8.83
22500
960
2 - Cummings QSB 480 HJ292 Blude Aero

HO
Waterjets
40+
300 @
35knots
300
5 + 14
5 RCB - Safe Boats (CB90)
50
12.5
~ 45000
1250
240
580
4 + 30
39.6
9.866
2.25
19450
914
305
315
Averages
Additional
Notes/Comments
2- Scania DSI 14 V8 Kamewa FF Waterjets
35+
40
40.35
31
Additional
Notes/Comments
operate in Sea state 2,

Survive in 4
50

NAME 4175
Spring 2014
A PPENDIX C W EIGHT ESTIMATE
VCG (ft)
VMom't
(ft-lb)
TCG (ft)
TMom'
t (ftlb)
ITEM
Weight
LCG (ft)
LMom't
(ft-lb)
100 HULL STRUCTURES
[lbs]
[ft. fwd
Transm]
[ft-lbs.]
[ft abv
BL]
[ft-lbs]
[ ft port +]
[ft stbd -]
[ftlbs]
2362.53
1670.69
18.48
19.25
43650
32156
1.19
4.27
2811
7134
0.00
0.00
0
0
44.94
46.18
48.03
46.78
28.77
37.05
42.05
43.13
43.13
42.05
37.05
28.77
46.78
48.03
46.18
44.94
21.00
20.57
19.86
18.81
13.28
17.17
19.54
20.10
20.10
19.54
17.17
13.28
18.81
19.86
20.57
21.00
944
950
954
880
382
636
822
867
867
822
636
382
880
954
950
944
5.60
4.93
4.07
3.20
2.00
1.74
1.39
0.82
0.82
1.39
1.74
2.00
3.20
4.07
4.93
5.60
252
228
195
150
58
64
58
35
35
58
64
58
150
195
228
252
5.55
5.29
4.96
4.79
4.65
3.53
2.27
1.06
-1.06
-2.27
-3.53
-4.65
-4.79
-4.96
-5.29
-5.55
249
244
238
224
134
131
95
46
-46
-95
-131
-134
-224
-238
-244
-249
388.94
20.81
8094
0.74
288
0.00
61.84
63.04
63.98
309.16
65.13
65.13
66.28
66.38
64.45
332.09
63.72
83.92
57.30
48.53
36.53
20.88
0.00
2.67
5.33
9.18
10.67
13.33
16.00
18.67
21.33
23.91
29.02
31.68
34.35
37.02
39.68
41.36
2.16
2.17
2.17
2.95
2.18
2.18
2.21
2.23
2.27
3.31
2.64
2.85
3.20
3.75
4.58
5.25
12.56
12.56
19.59
19.59
20.44
13.58
13.58
15.27
134
137
139
912
142
142
146
148
146
1099
168
239
183
182
167
110
0
881
881
467
467
470
1000
1000
592
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
100.00
100.00
50.00
50.00
50.00
201.69
201.69
81.40
0
168
341
2838
695
868
1060
1239
1375
7940
1849
2659
1968
1797
1450
863
0
1256
1256
980
980
1022
2739
2739
1243
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
502
-502
178
-178
0
1027
-1027
433
Bottom Shell Plate

Side Shell Plate
Longitudinal Stiffeners Side, Port
Bottom, Port
Bottom, Stbd
Side, Stbd
Hull Girder
Transverse Stiffeners/Bulkheads
Transom
Aft Bhd
Center Bhd
Fwd Bhd
Glass port side

Glass stbd side
Glass Fwd Port
Glass Fwd Stbd
Glass Fwd CL
Port side bottom armor
Stbd side bottom armor
Port Side mid armor
8.81
8.81
9.33
9.33
9.40
4.96
4.96
7.27
5.02
-5.02
3.56
-3.56
0
5.09
-5.09
5.32
51

NAME 4175
Spring 2014
Stbd Side mid armor
Port Side thin armor
Stbd Side thin armor
Fwd facing armor
Port Fwd troop carrying armor
Stbd Fwd troop carrying armor
81.40
27.20
27.20
0.00
401.34
401.34
15.27
14.55
14.55
22.55
33.63
33.63
1243
396
396
0
13497
13497
7.27
7.89
7.89
7.74
5.19
5.19
592
215
215
0
2083
2083
-5.32
4.91
-4.91
0
4.36
-4.36
-433
134
-134
0
1750
-1750
Fore Deck Sole

Aft Deck
Cabin Sole
231.40
213.60
195.75
32.65
3.16
16.86
7555
676
3300
4.34
4.47
3.98
1005
955
780
0
12
-4
1125.00
16.52
18588
8.2215
9249
200.00
13.22
2643
9.57
1913
-12
131.25
19.10
2507
5.81
763
300.00
21.81
6542
6.11
1832
30.00
5.26
158
7.39
222
0.00
0.05
-0.02
0.0550675
79
0.0613210
97
0
0.0051589
6
0
8402.12
19.45
163440.
67
4.92
41359.
87
0.01
56.12
VCG (ft)
VMom't
(ft-lb)
TCG (ft)
TMom'
t (ftlb)
Deck/Superstructure
House Top Frame/Cabin Liner

Console
Collar
Gun Mounts
100 HULL STRUCTURES TOTAL
62
0
-2
0
ITEM
Weight
LCG (ft)
LMom't
(ft-lb)
200 PROPULSION PLANT
[lbs]
[ft. fwd
Transm]
[ft-lbs.]
[ft abv
BL]
[ft-lbs]
[ ft port +]
[ft stbd -]
[ftlbs]
233 Propulsion Engines (2)
5240.00
6.82
35737
2.42
12663.
5
0.00
0.0
240 Transmission and

Propulsion Systems
241 Propulsion Reduction gears
(2)
243 Propulsion Shafting (2)
247 Waterjet Propulsors
261 Fuel Service System
400.00
100.00
3502.00
5.00
3.50
3.00
0.75
46.46
1400
300
2627
232
1.80
1.80
1.00
2.14
720.0
180.0
3502.0
10.7
0.00
0.00
0.00
0.00
0.0
0.0
0.0
0.0

TOTAL
9247.00
4.36
40295.6
0
1.85
17076.
18
0.00
0.00
VCG (ft)
VMom't
(ft-lb)
TCG (ft)
TMom'
t (ftlb)
230 Propulsion Units
ITEM
WeigWei
ght
LCG (ft)
LMom't
(ft-lb)
300 ELECTRIC PLANT
[lbs]
[ft. fwd
Transm]
[ft-lbs.]
[ft abv
BL]
[ft-lbs]
[ ft port +]
[ft stbd -]
[ftlbs]
310 Electric Power Generation

313 Batteries House and Start (4)
314 Power Conversion Equipment
153.60
10.00
20.00
9.00
3072
90
2.57
12.60
394.8
126.0
0.00
0.15
0.0
1.5
320 Power Distribution System

324 Switchgear and Panels
20.00
17.75
355
5.75
115.0
2.00
40.0
52

NAME 4175
Spring 2014
300 ELECTRIC PLANT TOTAL
183.60
19.16
3517.00
3.46
635.77
0.23
41.53
VCG (ft)
VMom't
(ft-lb)
TCG (ft)
TMom'
t (ftlb)
ITEM
Weight
LCG (ft)
LMom't
(ft-lb)
500 AUXILIARY SYSTEMS
[lbs]
[ft. fwd
Transm]
[ft-lbs.]
[ft abv
BL]
[ft-lbs]
[ ft port +]
[ft stbd -]
[ftlbs]
513 Machinery Space Ventilation
25.00
8.00
200
6.00
150.0
0.00
555 Fire Extinguishing Systems
50.00
8.00
400
4.00
200.0
-3.00
0.0
150.0
-2.00
150.0
0

TOTAL
75.00
8.00
600.00
4.67
350.00
VCG (ft)
VMom't
(ft-lb)
TCG (ft)
TMom'
t (ftlb)
ITEM
Weight
LCG (ft)
LMom't
(ft-lb)
600 OUTFIT AND FURNISHINGS
[lbs]
[ft. fwd
Transm]
[ft-lbs.]
[ft abv
BL]
[ft-lbs]
[ ft port +]
[ft stbd -]
[ftlbs]
Shox 8100 Seats

Shox 6155 Seats
156.00
320.00
31.50
14.00
4914
4480
5.00
5.20
780.0
1663.3
0.00
0.00
0.0
0.0
GEM Steering Wheel

Simrad MO-16
Simrad NSO 2
Merc. DTS controls w/rigging
FLIR M-618
5.00
10.00
4.40
25.00
11.50
16.99
17.92
17.92
17.92
9.60
85
179
79
448
110
7.00
6.75
6.75
6.75
12.51
35.0
67.5
29.7
168.8
143.8
-2.31
0.00
0.00
0.00
0.00
-11.6
0.0
0.0
0.0
0.0

TOTAL
531.90
19.36
10295.2
4
5.43
2888.1
2
-0.02
11.56
VCG (ft)
VMom't
(ft-lb)
TCG (ft)
TMom'
t (ftlb)
ITEM
Weight
LCG (ft)
LMom't
(ft-lb)
700 ARMAMENT
[lbs]
[ft. fwd
Transm]
[ft-lbs.]
[ft abv
BL]
[ft-lbs]
[ ft port +]
[ft stbd -]
[ftlbs]
710 Guns and Ammunition

711 Man Mounted Guns
711 Gyro Controlled Mount
(Pilothouse Top)
83.00
5.26
436
9.89
820.5
0.00
0.0
175.00
13.00
2275
13.50
2362.5
0.00
0.0
700 ARMAMENT TOTAL
258.00
10.51
2711.17
12.34
3182.9
6
0.00
0.00
53

NAME 4175
Spring 2014
VCG (ft)
VMom't
(ft-lb)
TCG (ft)
TMom'
t (ftlb)
ITEM
Weight
LCG (ft)
LMom't
(ft-lb)
SUMMARY
[Lt]
[ft. fwd
Transm]
[ft-lbs.]
[ft abv
BL]
[ft-lbs]
[ ft port +]
[ft stbd -]
[ftlbs]
100 HULL STRUCTURES TOTAL
3.75
19.45
163440.
67
4.92
41359.
87
0.01
56.12

TOTAL
4.13
4.36
40295.6
0
1.85
17076.
18
0.00
0.00
300 ELECTRIC PLANT TOTAL
0.08
19.16
3517.00
3.46
635.77
0.23
41.53

TOTAL
0.03
8.00
600.00
4.67
350.00
-2.00
150.0
0

TOTAL
0.24
19.36
10295.2
4
5.43
2888.1
2
-0.02
11.56
700 ARMAMENT TOTAL
0.12
10.51
2711.17
12.34
3182.9
6
0.00
0.00
LIGHT SHIP TOTAL (no margin)
8.35
11.81
98.60
3.50
29.24
0.00
-0.03
54

NAME 4175
Spring 2014
A PPENDIX D S TRUCTURE
A LUMINUM
55

NAME 4175
Spring 2014
56

NAME 4175
Spring 2014
57

NAME 4175
Spring 2014
58

NAME 4175
Spring 2014
59

NAME 4175
Spring 2014
60

NAME 4175
Spring 2014
61

NAME 4175
Spring 2014
62

NAME 4175
Spring 2014
63

NAME 4175
Spring 2014
64

NAME 4175
Spring 2014
65

NAME 4175
Spring 2014
66

NAME 4175
Spring 2014
67

NAME 4175
Spring 2014
C OMPOSITES
Vectorply Corporation, Untitled Project
Laminate Construction
Laminate # ->
1
Name
CIRV Hybrid Lam.
Layer 1
Gelcoat - 20 mil
Chopped Mat - 2 oz
Layer 2
2
E-Glass Laminate
Gelcoat - 20 mil
Chopped Mat - 2 oz
KE-BXM 1708 - infused
E-BXM 1708
C-LT 1800 - infused

Airex C70.75 - 1"
C-LT 1800 - infused
KE-BXM 1708 - infused
E-LTM 1808
Airex C70.75 - 1"
E-LT 1800
E-BXM 1708
1
CIRV Hybrid Lam.
0.0
2
E-Glass Laminate
0.0
1.175
1.237
0.50
0.73
1.77
0.96
0.79
2.30
lb/sq.ft
lb/sq.ft
lb/sq.ft
42.73 %
59.39 %
27.70 %
45.40 %
by Vol.
by Wt.
0 Modulus, Ex
0 Modulus, Ex
0.55
3.78
0.25
1.74
MSI
GPa
90 Modulus, Ey
90 Modulus, Ey
0.55
3.78
0.25
1.74
MSI
GPa
Shear Modulus, Gxy

Shear Modulus, Gxy
0.11
0.76
0.10
0.66
MSI
GPa
0 Flex. Stiffness
90 Flex. Stiffness
169,454
169,454
93,431
93,431
lb-in
lb-in
0 Ult. B. Moment
90 Ult. B. Moment
2,091.8
2,091.8
2,990.8
2,990.8
in.lb/in
in.lb/in
0.01
0.01
0.08
0.08
in.
in.
0 Ten. Ult. Stress

90 Ten. Ult. Stress
Shear Ult. Stress
6.0
6.0
1.4
3.5
4.1
1.9
KSI
KSI
KSI
0 Ten. Ult. Stress

90 Ten. Ult. Stress
Shear Ult. Stress
41.5
41.5
10.0
24.1
28.0
13.2
MPa
MPa
MPa
0 Comp. Ult. Stress

90 Comp. Ult Stress
4.3
4.3
4.1
4.8
KSI
KSI
0 Comp. Ult. Stress

90 Comp. Ult Stress
29.4
29.4
28.0
33.1
MPa
MPa
Layer 3
Layer 4
Layer 5
Layer 6
Layer 7
Laminate Properties
Laminate # ->
Laminate
LamRot
Thickness
Resin Wt.
Fiber Wt.
Laminate Wt.
Vf
Mf
N.Axis - X
N.Axis - Y
deg.
in.
68

NAME 4175
Spring 2014
Disclaimer:
lb-in
180000
160000
140000
120000
100000
80000
60000
40000
20000
0
As a service to customers,
Vectorply Corporation may
provide computer-generated
predictions of the physical
performance of a product
made using a reinforcement
fabric produced by
Vectorply Corporation in
combination with other
materials or systems.
CIRV Hybrid Lam.
E-Glass Laminate
0 Flex. Stiffness
169,454
93,431
90 Flex. Stiffness
169,454
93,431
CIRV Hybrid Lam.
E-Glass Laminate
2,092
2,092
2,991
2,991
Stiffness,"EI"
in.lb/in
3500
3000
2500
2000
1500
1000
500
0
0 Ult. B. Moment
90 Ult. B. Moment
Vectorply Corporation
makes no warranty
whatsoever as to the
accuracy of any such
predicted performance, and
customer acknowledges that
customer is soley
responsible for determining
the performance and fitness
for a particular use of any
product produced by
customer utilizing a fabric or
material produced or
manufactured by Vectorply
Corporation.
Strength
69

NAME 4175
Spring 2014
Disclaimer:
provide computergenerated predictions of the
physical performance of a
product made using a
reinforcement fabric
produced by Vectorply
Corporation in combination
with other materials or
systems.
140000
lb/in.
120000
100000
80000
60000
40000
20000
0
Shear Stiffness, GAxy
CIRV Hybrid Lam.
E-Glass Laminate
128,720
118,375
CIRV Hybrid Lam.
E-Glass Laminate
1,703
2,367
Shear Stiffness,"GA"
2500
lb/in.
2000
1500
Vectorply Corporation
makes no warranty
whatsoever as to the
accuracy of any such
customer acknowledges
that customer is soley
responsible for determining
the performance and fitness
for a particular use of any
product produced by
customer utilizing a fabric
or material produced or
Corporation.
1000
500
0
Shear Ult. Load
Shear Load Capacity
70

NAME 4175
Spring 2014
Disclaimer:
provide computer-generated
predictions of the physical
performance of a product made
using a reinforcement fabric
produced by Vectorply
Corporation in combination
with other materials or
systems.
2
2
(lb/sq.ft)
1
1
0
Laminate Weight
Core
Resin
0.55
0.55
0.50
0.96
0.14
0.36
0.31
0.65
Fiber
0.73
0.79
0.30
0.43
0.31
0.49
Total
1.77
2.30
0.44
0.92
0.61
1.27
CIRV Hybrid
Lam.
E-Glass
Laminate
Hybrid Inner
Lam
Hybrid Outer
Lam
E-Glass Inner
Lam
E-Glass Outer
Lam
$-
$-
$-
$-
$-
$-
7.00
7.00
Cost ($/Sq.Ft)
Hybrid Outer Lam
E-Glass Outer
Lam
E-Glass Laminate
1
1
1
1
1
1
0
0
0
0
0
($/sq.ft)
Hybrid Inner Lam
E-Glass Inner
Lam
CIRV Hybrid Lam.
0.13
0.13
Vectorply Corporation makes

no warranty whatsoever as to
the accuracy of any such
customer acknowledges that
customer is soley responsible
for determining the
performance and fitness for a
particular use of any product
produced by customer utilising
a fabric or material produced or
Corporation.
# Layers
Laminate Cost
8
7
6
5
4
3
2
1
0
4.00
2.00
4.00
2.00
CIRV Hybrid Lam.
E-Glass Laminate
Hybrid Inner Lam
Hybrid Outer Lam
E-Glass Inner Lam E-Glass Outer Lam
Laminate Labor Factor
71

NAME 4175
Spring 2014
72

NAME 4175
Spring 2014
Plating Thickness & Weight
Outer Skin Thickness
Core Thickness
Inner Skin Thickness
Total Thickness
Outer Skin Weight
Core Weight
Inner Skin Weight
Total Weight
Actual / ISO Allowables
EI / ISO req. EI
Section modulus outer skin / ISO req. SMo
Section modulus inner skin / ISO req. SMi
Core t / ISO req. Core t
Single skin fiber weight / ISO req. fiber weight
Outer skin fiber weight / ISO req. fiber weight
Inner skin fiber weight / ISO req. fiber weight
Allowable Tensile or Compressive Stress / Actual
Allowable Interlaminar Shear Stress / Actual
Allowable Deflection / Actual Deflection
Skin Wrinkling Critical
0.1
1.0
0.1
1.2
0.2
1.0
0.1
1.2
0.92
0.41
0.44
1.77
1.27
0.41
0.61
2.29
3.9
n/a
n/a
4.5
n/a
3.1
3.1
3.5
39.0
4.5
YES
inch
inch
inch
inch
lb/sq.ft
lb/sq.ft
lb/sq.ft
lb/sq.ft
2.0
n/a
n/a
4.6
n/a
2.5
2.2
2.5
47.7
2.3
YES
>1
>1
>1
>1
>1
>1
>1
>1
>1
>1
Section 10
Section 10
Section 10
Section 10
Section 10
Section 10
Section 10
Annex H
Annex H
Annex H
Section 10
or Annex H
or
or
or
or
Annex
Annex
Annex
Annex
H
H
H
H
or Annex H
ISO Allowable / Actual Laminate Properties

These ratios include the ISO safety factors,
so any value greater than 1.0 is OK.
EI / ISO req. EI
Section modulus outer skin / ISO req. SMo
Section modulus inner skin / ISO req. SMi
1.0
Core t / ISO req. Core t

Single skin fiber weight / ISO req. fiber weight
Outer skin fiber weight / ISO req. fiber weight
Inner skin fiber weight / ISO req. fiber weight
Allowable Tensile or Compressive Stress /
Actual
Allowable Interlaminar Shear Stress / Actual
0.0
Allowable Deflection / Actual Deflection
Single Skin Plate Deflection and Stress:

ISO Minimum Fiber Wt.
Fiber Wt. Used
Fiber Wt / ISO Minimum
n/a
n/a
n/a
n/a g/sq.m
n/a g/sq.m
n/a > 1
Sandwich Plate General Requirements :

Thickness of Core + 1/2 of Faces, ts
27.6
28.4 mm
10.5.4
73

NAME 4175
Spring 2014
Total Sandwich Thickness
ISO Core thickness required / Actual core thickness
29.8
4.5
31.4 mm
4.6 >1
Minimum Required Reinforcement - Outer Skin

Fiber wt. used - outer skin
Outer Skin Fiber Wt / ISO Minimum
678
2,084.6
3.1
969 g/sq.m
2,382.2 g/sq.m
2.5 >1
10.5.6
Minimum Required Glass Reinforcement - Inner Skin

Fiber wt. used - inner skin
Inner Skin Fiber Wt / ISO Minimum
475
1,474.3
3.1
678 g/sq.m
1,497.3 g/sq.m
2.2 >1
10.5.6
Sandwich Plate Core Shear Stress

Core shear stress, middle of long edge
Core shear stress, middle of short edge
ISO Pressure Calculations:
Design category factor - Kdc
Vert. Accel equation 1
Vert. Accel equation 2
Vert. Accel used for pressure, excluding designer SF
Vert. Accel used for Kl, excluding designer SF
Long. Distr. Factor - kl - Fig 3
Minimum Kar for hull bottom - Table 3
Minimum Kar for topsides - Table 3
Minimum Kar for deck and superstructure - Table 3
Bottom pressure reduction factor- Kar -planing
Bottom pressure reduction factor- Kar -displacment
Side, deck, ss pressure reduction factor- Kar - planing
Side, deck, ss press. reduction factor- Kar- displacement
structural component and boat type factor - Kr - planing
structural component and boat type factor - Kr - displ.
Design load area for plating - Ad
Hull side pressure reduction factor - Kz
Superstructure pressure reduction factor - Ksup
Light&stable sailing craft press. factor for slamming - Ksls
Motor craft bottom pressure in displacement mode - Pbmd
Motor craft bottom pressure in planing mode - Pbmp
Motor craft side pressure in displacement mode - Psmd
Motor craft side pressure in planing mode - Psmp
Motor craft deck pressure - Pdm - displacement mode
Motor craft deck pressure - Pdm - planing mode
Motor craft pressure for ss and deckhouses - Psupm
Sailing craft bottom pressure - Pbs
Sailing craft side pressure - Pss
Sailing craft deck pressure - Pds
Sailing craft superstructure pressure - Psups
ISO design bottom pressure
ISO design side pressure
ISO design deck pressure
ISO design superstructure pressure
ISO Design Pressure
ISO Single Skin Plating Calculations - Section 10:
Check applicability of section 10
0.14
0.15
0.13 MPa.
0.14 MPa.
1.00
8.91
5.10
5.10
5.10
1.00
0.50
0.40
0.25
0.50
0.50
0.25
0.25
1.00
0.81
5.57
#DIV/0!
0.35
n/a
36.24
128.50
#DIV/0!
#DIV/0!
5.00
5.00
1.66
n/a
n/a
n/a
n/a
128.50
#DIV/0!
5.00
1.66
5.00
1.00
8.91
5.10
5.10
5.10
1.00
0.50
0.40
0.25
0.50
0.50
0.25
0.25
1.00
0.81
5.57
#DIV/0!
0.35
n/a
36.24
128.50
#DIV/0!
#DIV/0!
5.00
5.00
1.66
n/a
n/a
n/a
n/a
128.50
#DIV/0!
5.00
1.66
5.00
n/a
n/a
g's
g's
g's
g's
H.2.1.8.1
H.2.1.8.1
7.2 Table 2
7.3.2 Eq.1
7.3.2 Eq.2
7.3.2
7.3.3
7.4
7.5.3 Table 3
7.5.3 Table 3
7.5.1
7.5.1
7.5.1
m^2
7.7 Table 4
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/m^2
kN/sq.m
8.1.2
8.1.3
8.1.4
8.1.5
8.1.6
8.1.6
8.1.7
8.2.1
8.2.2
8.2.3
8.2.4
8.1.1
8.1.1
74

NAME 4175
Spring 2014
Bending deflection factor for sandwich plating - K1
Panel aspect ratio - l/b
Panel aspect ratio for strength - K2
Panel aspect ratio for stiffness - K3
Curvature correction factor - Kc
Design stress for single-skin plating
Min req. single-skin plating thickness - t (hull, deck & ss)
Min single-skin deck thickness
Equivalent required single-skin mass of fibers - E-glass
Equivalent required single-skin mass of fibers - Carbon
Equivalent required single-skin mass of fibers - Aramid
Hull min req. single-skin fiber wght-E-glass upto 50% mat
Hull min req. single-skin fiber wght-E-glass cont. reinf.
Hull min req. single-skin fiber wght-aramid, carbon or hybrids
ISO Sandwich Plating Calculations - Section 10:
Check applicability of section 10 (0.75 < E0/E90 < 1.25)
Design stress for outer skin
Design stress for inner skin
Min Req. SM of outer skin of sandwich 1 cm wide-fixed
Min Req. SM of inner skin of sandwich 1 cm wide-fixed
Min Req. I per cm width
Min Req. EI per mm width
Sandwich thickness req. by shear load capabilities - ts
Corresponding core thickness req.
Shear strength aspect ratio factor - Kshc
Core design shear strength - short edge
Core design shear strength - long edge
Bottom min core design shear strength for length
Min skin fiber -outer skin-E-glass upto 50% mat
Min skin fiber-outer skin-E-glass continuous reinf.
Min skin fiber-outer skin-aramid, carbon or hybrids
Sandwich minimum skin location factor - k4
Sandwich minimum skin care factor - k6
0.017
1.07
0.336
0.016
1.00
71.01
11.13
2.74
10.21
8.86
8.01
n/a
n/a
n/a
0.017
1.07
0.336
0.016
1.00
72.74
10.99
3.18
7.33
6.60
6.11
n/a
n/a
n/a
NOT APPLICABLE
94.13
115.13
0.155649976
0.127261053
0.01628219
4,609,038
6.21
3.98
0.35
0.650
0.65
n/a
0.97
0.87
0.68
0.70
1.00
NOT APPLICABLE
52.28
83.52
0.28027439
0.17542286
0.049708849
4,609,038
6.21
3.19
0.35
0.650
0.65
n/a
0.97
0.87
0.68
0.70
1.00
ISO Laminate Stack Analysis - Annex H: (To be used when Section 10 is not applicable)
Design shear force - Fd (short direction)
4.033266
4.033266
Design shear force in long direction
3.78
3.78
Design bending moment - Md (if E0 and E90 are similar)
1465.09
1465.09
Design bending moment in short dimension direction - Mdb
1529.57
1529.57
Design bending moment in long dimension direction - Mdl
1382.121667
1382.121667
Max allowable deflection
38.86
38.86
Actual deflection
8.54
16.64
Bending stiffness in short direction - EInab
21,465,013
11,021,765
Bending stiffness in long direction - EInal
21,465,013
11,021,765
Effective aspect ratio - EAR
1.07
1.07
alpha
0.00
0.00
Beta b - short direction
0.06
0.06
Beta l - long direction
0.05
0.05
Min. Compressive or tensile compliance factor
3.45
2.47
Min. ILSS compliance factor
38.95
47.73
Single Skin or Sandwich Outer Skin Properties :
Density
1,447
10.1.1
10.1.2 Table 5
10.1.2 Table 5
10.1.3 Table 6
N/mm^2
mm
kg/m^2
kg/m^2
kg/m^2
kg/m^2
kg/m^2
kg/m^2
10.2.1 Table 7
10.6.3 Table 15
Annex C.1
Annex C.3
Annex C.5
10.6.2
10.6.2
10.6.2
N/mm^2
N/mm^2
cm^3/cm
cm^3/cm
10.5.2
10.5.2
10.5.3
10.5.3
10.5.3
10.5.3
10.5.4
10.5.4
10.5.4
10.5.4
N mm^2/mm
mm
mm
N/mm^2
N/mm^2
N/mm^2
kg/m^2
kg/m^2
kg/m^2
N/mm
N/mm
N mm/mm
N mm/mm
N mm/mm
mm
mm
N mm^2
N mm^2
1,489 kg/cu.m
Table 10
Table 10
Table 12
Table 11
10.5.5 Table 13
10.5.6
10.5.6
10.5.6
10.5.6
10.5.6 (Can be reduced to 0.9 wit
10.1.5
10.1.5
H2.1.12
H2.1.12
H2.1.12
H2.1.12
pg.65 of vectorply tech manual pg.65 of vectorply tech manual H.2.1.12 Table H.3
H.2.1.12 Table H.3
H.2.1.12 Table H.3
75

NAME 4175
Spring 2014
Thickness - Outer Skin
0 In-Plane Modulus - Outer Skin
0 Flexural Modulus - Outer Skin
0 Tensile Strength - Outer Skin
0 Compression Strength - Outer Skin
0 Flexural Strength - Outer Skin
90 In-Plane Modulus - Outer Skin
90 Flexural Modulus - Outer Skin
90 Tensile Strength - Outer Skin
90 Compression Strength - Outer Skin
90 Flexural Strength - Outer Skin
Poison Ratio (0/90) - Outer Skin
Poison Ratio (90/0) - Outer Skin
Fiber Vol. Fraction - Outer Skin
Fiber Mass Fraction - Outer Skin
Fiber Areal Wt - Outer Skin
3.09
19,285
9,746
188
134
142
19,285
9,746
188
134
142
0.18
0.18
0.37
0.54
2,085
4.16
7,576
6,423
96
111
137
7,576
6,423
105
145
145
0.31
0.31
0.26
0.43
2,382
Sandwich Core Properties:

Density (kg/cu.m)
Core Shear Modulus (MPa)
Core Compression Modulus (MPa)
Core Shear Strength along long edge (MPa)
Core Shear Strength along short edge (MPa)
79
30
104
1.0
1.0
79
30
104
1.0
1.0
kg/cu.m
MPa.
MPa.
MPa.
MPa.
Sandwich Inner Skin Laminate Properties :

Density
Thickness - Inner Skin
0 In-Plane Modulus - Inner Skin
0 Flexural Modulus - Inner Skin
0 Tensile Strength - Inner Skin
0 Compression Strength - Inner Skin
0 Flexural Strength - Inner Skin
90 In-Plane Modulus - Inner Skin
90 Flexural Modulus - Inner Skin
90 Tensile Strength - Inner Skin
90 Compression Strength - Inner Skin
90 Flexural Strength - Inner Skin
Poison Ratio (0/90) - Inner Skin
Poison Ratio (90/0) - Inner Skin
Fiber Vol. Fraction - Inner Skin
Fiber Areal Wt - Inner Skin
1,594
1.35
37,329
21,993
325
230
222
37,329
21,993
325
230
222
0.15
0.15
0.53
1,474
1,602
1.87
10,968
9,605
120
167
179
10,968
9,605
120
167
179
0.30
0.30
0.32
1,497
kg/cu.m
Sandwich Laminate Properties :

EI per mm width
I per cm width = EI / Eouter skin
I per cm width = EI / Einner skin
yo
yi
SM of outer skin per cm width
SM of inner skin per cm width
18,158,477
0.942
0.486
14.53
15.31
0.648
0.318
9,270,741
1.224
0.845
13.30
18.12
0.920
0.466
mm
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
g/sq.m
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
MPa.
g/sq.m
Table H.2 - excluding effects of poison ratio
direct calculation
direct calculation
Table H.2
direct calculation
direct calculation
direct calculation
76

NAME 4175
Spring 2014
77

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Spring 2014
78

NAME 4175
Spring 2014
79

NAME 4175
Spring 2014
80

NAME 4175
Spring 2014
81

NAME 4175
Spring 2014
82

NAME 4175
Spring 2014
83

NAME 4175
Spring 2014
84

NAME 4175
Spring 2014
85

NAME 4175
Spring 2014
86

NAME 4175
Spring 2014
87

NAME 4175
Spring 2014
88

NAME 4175
Spring 2014
89

NAME 4175
Spring 2014
90

NAME 4175
Spring 2014
91

NAME 4175
Spring 2014
A PPENDIX E P ROPULSION S YSTEM
92

NAME 4175
Spring 2014
93

NAME 4175
Spring 2014
CUMMINS MERCRUISER DIESEL
Charleston, SC 29405
Marine Performance Curves
[661 in3]
[4.92 in]
[5.79 in]
10.8 liter
125 mm
147 mm
CELECT
6
Displacement:
Bore:
Stroke:
Fuel System:
Cylinders:
Basic Engine Model:

QSM11-670 HO
Engine Configuration:
D353013MX03
Advertised Power:
Curve Number:
M-20093
Date:
CPL Code
15-Nov-05
8753
kW [bhp, mhp] @ rpm
493 [661, 670] @ 2300
Aspiration: Turbocharged / Sea Water Aftercooled

Rating Type: High Output
CERTIFIED: This marine diesel engine conforms with the NOx requirements of the International Maritime Organization (IMO/RCD), MARPOL
73/78 Annex VI, Regulation 13 as applicable
500
400
Power (kW)
350
300
250
200
150
100
50
00
22
00
20
00
00
18
16
00
14
00
12
00
10
80
60
Power (bhp)
650
600
550
500
450
400
350
300
250
200
150
100
50
0
450
1800
2400
2200
2000
1800
1600
1400
1200
1000
800
600
400
200
0
1600
1200
1000
800
600
Torque (ft-lb)
1400
400
200
22
00
20
00
18
00
16
00
14
00
12
00
10
00
80
0
60
0
Torque (N-m)
ENGINE SPEED - (rpm)
35.0
30.0
100.0
Fuel Consumption
(gal/hr)
25.0
80.0
20.0
FULL LOAD TORQUE CURVE

rpm
N-m
ft-lb
2300
2046
1509
2100
2183
1610
2000
2238
1650
1800
2346
1730
1700
2373
1750
1600
2135
1575
1400
1898
1400
1200
1654
1220
1000
1369
1010
800
956
705
600
868
640
FUEL CONSUMPTION - PROP CURVE
rpm
l/hr
gal/hr
2300
127.9
33.8
2100
93.4
24.7
2000
79.7
21.1
1800
59.4
15.7
1700
52.9
14.0
1600
45.5
12.0
1400
32.0
8.5
1200
20.6
5.4
1000
13.3
3.5
800
10.4
2.7
600
4.1
1.1
22
00
20
00
18
00
16
00
0.0
14
00
5.0
0.0
12
00
10.0
20.0
10
00
15.0
40.0
80
0
60.0
60
0
Fuel Consumption
(l/hr)
120.0
RATED POWER OUTPUT CURVE

rpm
kW
bhp
2300
493
661
2100
480
644
2000
469
629
1800
442
593
1700
423
566
1600
358
480
1400
278
373
1200
208
279
1000
143
192
800
80
107
600
55
73
Rated Conditions: Ratings are based upon ISO 8665 and SAE J1228 reference conditions; air pressure of 100 kPa [29.612 in Hg], air temperature 25 deg. C [77 deg. F] and 30%
relative humidity. Power is in accordance with IMCI procedure. Member NMMA.
Rated Curves (upper) represents rated power at the crankshaft for mature gross engine performance capabilities obtained and corrected in accordance with ISO 3046. Propeller
Curve (lower) is based on a typical fixed propeller demand curve using a 2.7 exponent. Propeller Shaft Power is approximately 3% less than rated crankshaft power after typical
reverse/reduction gear losses and may vary depending on the type of gear or propulsion system used.
Fuel Consumption is based on fuel of 35 deg. API gravity at 16 deg. C [60 deg. F) having LHV of 42,780 kj/kg [18390 Btu/lb] and weighing 838.9 g/liter [7.001 lb/U.S. gal].
High Output Rating: This Rating is for use in variable load applications where full power is limited to one (1) hour out of every eight (8) hours of operation. Also, reduced power
operations must be at or below 200 RPM of the maximum rated RPM. This rating is for pleasure/non-revenue generating applications that operate 300 hours per year.
CHIEF ENGINEER
94

NAME 4175
Spring 2014
Marine Engine Performance Data
Curve No.: M-20093
DS-3013
DATE: 15Nov05
General Engine Data
Engine Model..............................................................................................................................
Rating Type ................................................................................................................................
Rated Engine Power.................................................................................................... kW [bhp]
Rated Engine Speed............................................................................................................ rpm
Rated HP Production Tolerance ........................................................................................... %
Rated Engine Torque..................................................................................................Nm [ftlb]
Peak Engine Torque @ 1700 rpm ..............................................................................Nm [ftlb]
Brake Mean Effective Pressure ....................................................................................kPa [psi]
Indicated Mean Effective Pressure ...............................................................................kPa [psi]
Minimum Idle Speed Setting................................................................................................ rpm
Normal Idle Speed Variation............................................................................................... rpm
High Idle Speed Range
Minimum ............................................................................. rpm
Maximum ............................................................................ rpm
Maximum Allowable Engine Speed ..................................................................................... rpm
2
Maximum Torque Capacity from Front of Crank ........................................................Nm [ftlb]
Compression Ratio .....................................................................................................................
Piston Speed ..........................................................................................................m/sec [ft/min]
Firing Order..................................................................................................................................
Weight (Dry) Engine only - Average...................................................................................kg [lb]
Weight (Dry) Engine With Heat Exchanger System - Average...........................................kg [lb]
Weight Tolerance (Dry) Engine only - Average..................................................................kg [lb]
Noise and Vibration
Average Noise Level Top
Average Noise Level Right Side
Average Noise Level Left Side
Average Noise Level Front
(Idle)...........................................dBA @ 1m
(Rated).......................................dBA @ 1m
(Idle)...........................................dBA @ 1m
(Rated).......................................dBA @ 1m
(Idle)...........................................dBA @ 1m
(Rated).......................................dBA @ 1m
(Idle)...........................................dBA @ 1m
(Rated).......................................dBA @ 1m
QSM11-670 HO
High Output
493 [661]
2300
5
2046 [1509]
2373 [1750]
2375 [345]
2617 [380]
600
10
2340
2360
2360
0 [0]
16.3:1
11.3 [2219]
1-5-3-6-2-4
N.A.
1188 [2620]
N.A.
92
112
92
111
92
112
93
111
Fuel System1
Average Fuel Consumption ISO 8178 E3 Standard Test Cycle..............................l/hr [gal/hr]
Average Fuel Consumption ISO 8178 E5 Standard Test Cycle..............................l/hr [gal/hr]
Fuel Consumption @ Rated Speed............................................................................l/hr [gal/hr]
Approximate Fuel Flow to Pump.................................................................................l/hr [gal/hr]
Maximum Allowable Fuel Supply to Pump Temperature..................................................C [F]
Approximate Fuel Flow Return to Tank......................................................................l/hr [gal/hr]
Fuel Transfer Pump Pressure Range............................................................................kPa [psi]
Fuel Rail Pressure
Gauge............................................................................kPa [psi]
INSITE...........................................................................kPa [psi]
84 [22]
44 [12]
128 [34]
280 [74]
60 [140]
154 [41]
965-1241 [140-180]
1151 [167]
N/A
Air System 1
Intake Manifold Pressure ...........................................................................................kPa [in Hg]
Intake Air Flow............................................................................................................ l/sec [cfm]
Heat Rejection to Ambient ......................................................................................kW [Btu/min]
284 [84]
658 [1416]
40 [2294]
Exhaust System1
Exhaust Gas Flow....................................................................................................... l/sec [cfm]
Exhaust Gas Temperature
Turbine Out.......................................................................C [F]
Manifold ...........................................................................C [F]
1665 [3528]
514 [957]
688 [1270]
TBD = To Be Decided
N/A = Not Applicable
N.A. = Not Available
All Data at Rated Conditions

2
Consult Installation Direction Booklet for Limitations
3
Heat rejection values are based on 50% water/ 50% ethylene glycol mix and do NOT include fouling factors. If sourcing your own cooler, a service
fouling factor should be applied according to the cooler manufacturers recommendation.
4
Consult option notes for flow specifications of optional Cummins seawater pumps, if applicable.
5
May not be at rated load and speed. Maximum heat rejection may occur at other than rated conditions.
CUMMINS ENGINE COMPANY, INC.
COLUMBUS, INDIANA
All Data is Subject to Change Without Notice - Consult the following Cummins intranet site for most recent data:
http://www.cummins.com
95

NAME 4175
Spring 2014
Marine Engine Performance Data
Curve No.: M-20093
DS-3013
DATE: 15Nov05
Emissions (in accordance with ISO 8178 Cycle E3)
NOx (Oxides of Nitrogen) ..................................................................................g/kwhr [g/hphr]
HC (Hydrocarbons)............................................................................................g/kwhr [g/hphr]
CO (Carbon Monoxide)......................................................................................g/kwhr [g/hphr]
PM (Particulate Matter)......................................................................................g/kwhr [g/hphr]
4.604 [3.433]
.186 [.139]
.414 [.309]
.111 [.083]
Emissions (in accordance with ISO 8178 Cycle E5)

NOx (Oxides of Nitrogen) ..................................................................................g/kwhr [g/hphr]
HC (Hydrocarbons)............................................................................................g/kwhr [g/hphr]
CO (Carbon Monoxide)......................................................................................g/kwhr [g/hphr]
PM (Particulate Matter)......................................................................................g/kwhr [g/hphr]
4.637 [3.458]
.226 [.169]
.478 [.356]
.125 [.093]
Cooling System1
Sea Water Pump Specifications ..........................................................MAB 0.08.17-07/16/2001
Pressure Cap Rating (With Heat Exchanger Option) ....................................................kPa [psi]
103 [15]
Sea Water Aftercooled Engine (SWAC)

Coolant Flow to Engine Heat Exchanger............................................. l/min [gal/min]
Standard Thermostat Operating Range Start to Open.....................................................C [F]
Full Open ..........................................................C [F]
3
Heat Rejection to Engine Coolant ..........................................................................kW [Btu/min]
TBD = To Be Decided
N/A = Not Applicable
N.A.
71 [160]
80 [175]
153 [8707]
N.A. = Not Available
1All Data at Rated Conditions

2Consult Installation Direction Booklet for Limitations
3Heat rejection values are based on 50% water/ 50% ethylene glycol mix and do NOT include fouling factors. If sourcing your own cooler, a service
fouling factor should be applied according to the cooler manufacturers recommendation.
4Consult option notes for flow specifications of optional Cummins seawater pumps, if applicable.
5May not be at rated load and speed. Maximum heat rejection may occur at other than rated conditions.
CUMMINS ENGINE COMPANY, INC.
COLUMBUS, INDIANA
All Data is Subject to Change Without Notice - Consult the following Cummins intranet site for most recent data:
http://www.cummins.com
96

NAME 4175
Spring 2014
97

NAME 4175
Spring 2014
98

NAME 4175
Spring 2014
Sel f-Cl ean i n g Sea-St r ai n er
99

NAME 4175
Spring 2014
Cooling System
100

NAME 4175
Spring 2014
Cooling System
101

NAME 4175
Spring 2014
Self-Cleaning Sea-Strainer Design
102

NAME 4175
Spring 2014
Example of Flow Rate & Velocity Graphs
Self Cleaning Strainer Flow Rates - 1 1/2" System

80
70
Flow Rate (GPM)
60
50
40
30
20
10
0
800
1300
1800
2300
2800
Engine Speed (RPM)

Flow Rate Dem and (GPM)
Poly. (Flow Rate Dem and (GPM))
Flow Rate Supply (GPM)

Poly. (Flow Rate Supply (GPM))
Flow Rate Dis charge (GPM)

Poly. (Flow Rate Dis charge (GPM))
Velocity at SeaStrainer Inlets & Outlets - 1 1/2" System

14
Velocity (Feet per Sec)
12
10
8
6
4
2
0
800
1300
1800
2300
2800
Engine Speed (RPM)

Jet Supply Velocity
Engine Demand Velocity
Hull Opening Velocity
103

NAME 4175
Spring 2014
800 Orange Ave Daytona Beach Florida 32114 Phone 386.248.0500 Fax 386.248.3033
www.millerleaman.com
104

NAME 4175
Spring 2014
A PPENDIX F S TABILITY
H IGH S PEED T URN
105

NAME 4175
Spring 2014
05/02/14 14:36:08 University of New Orleans - Educational Use Only

Untitled
GHS 13.82D
Page 1
MAXIMUM VCG vs. DISPLACEMENT

Heeling moment is present from: turning
Trim = Fwd 0.50 deg. at zero heel (trim righting arm held at zero)
Displacement
--- Margins --LONG TONS Max VCG LIM1 LIM2 LIM3
-------------------------------------5.78
3.83
0d 179%
71%
5.85
3.85
0d 177%
69%
5.93
3.85
0d 175%
68%
6.00
3.86
0d 174%
67%
6.07
3.87
0d 172%
66%
6.15
3.88
0d 171%
65%
6.22
3.88
0d 169%
63%
6.30
3.89
0d 168%
62%
6.37
3.90
0d 167%
61%
6.45
3.90
0d 165%
60%
6.52
3.91
0d 164%
59%
6.60
3.92
0d 163%
58%
6.68
3.92
0d 161%
57%
6.76
3.93
0d 160%
56%
6.83
3.94
0d 159%
55%
6.91
3.94
0d 157%
54%
6.99
3.95
0d 156%
53%
7.07
3.96
0d 155%
52%
7.15
3.96
0d 153%
51%
7.23
3.97
0d 152%
50%
7.32
3.97
0d 151%
49%
7.40
3.98
0d 150%
48%
7.48
3.99
0d 148%
48%
7.56
3.99
0d 147%
47%
7.64
4.00
0d 146%
46%
7.73
4.00
0d 145%
45%
7.81
4.01
0d 144%
44%
7.89
4.01
0d 142%
43%
7.98
4.02
0d 141%
43%
8.07
4.02
0d 140%
42%
8.15
4.03
0d 139%
41%
8.24
4.03
0d 138%
40%
8.33
4.04
0d 137%
40%
8.42
4.04
0d 136%
39%
8.51
4.05
0d 135%
38%
8.60
4.05
0d 133%
37%
8.69
4.06
0d 132%
37%
8.78
4.06
0d 131%
36%
8.88
4.06
0d 130%
35%
8.97
4.07
0d 129%
34%
9.06
4.07
0d 128%
34%
9.16
4.08
0d 127%
33%
9.25
4.08
0d 126%
33%
9.35
4.08
0d 125%
32%
9.44
4.09
0d 123%
31%
9.54
4.09
0d 122%
31%
9.63
4.10
0d 121%
30%
9.73
4.10
0d 120%
30%
106

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.83
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
4.10
4.11
4.11
4.11
4.12
4.12
4.12
4.13
4.13
4.13
4.13
4.14
4.14
4.14
4.14
4.15
4.15
4.15
4.15
4.16
4.16
4.16
4.16
4.17
4.17
4.17
4.17
4.17
4.18
4.18
4.18
4.18
4.18
4.18
4.19
4.19
4.19
4.19
4.19
4.19
4.19
4.20
4.20
4.20
4.20
4.20
4.20
4.20
4.21
4.21
4.21
4.21
4.21
4.21
4.22
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
119%
118%
117%
116%
115%
115%
114%
113%
112%
111%
110%
109%
108%
107%
107%
106%
105%
104%
103%
103%
102%
101%
100%
99%
99%
98%
97%
97%
96%
95%
95%
94%
94%
93%
92%
92%
91%
91%
90%
90%
89%
88%
88%
87%
87%
86%
85%
85%
84%
84%
83%
83%
82%
81%
81%
Page 2
29%
28%
28%
27%
27%
26%
26%
25%
25%
24%
24%
23%
23%
23%
22%
22%
21%
21%
21%
20%
20%
20%
19%
19%
19%
18%
18%
18%
17%
17%
17%
17%
17%
16%
16%
16%
16%
16%
15%
15%
15%
15%
15%
14%
14%
14%
14%
14%
13%
13%
13%
13%
13%
13%
12%
107

NAME 4175
Spring 2014

Untitled
GHS 13.82D
15.44
15.54
15.65
15.76
15.86
15.97
16.08
16.18
16.29
16.40
16.50
16.61
16.72
16.83
16.95
17.06
17.17
17.28
17.39
17.50
17.60
17.71
17.82
17.93
18.04
18.16
18.27
18.38
18.49
18.60
18.71
18.82
18.93
19.04
19.15
19.27
19.38
19.49
19.60
19.71
19.82
19.94
20.05
20.16
20.27
20.38
20.49
20.61
4.22
4.22
4.22
4.22
4.22
4.22
4.23
4.23
4.23
4.23
4.23
4.23
4.23
4.24
4.24
4.24
4.24
4.24
4.24
4.25
4.25
4.25
4.25
4.25
4.25
4.25
4.25
4.26
4.26
4.26
4.26
4.26
4.26
4.26
4.27
4.27
4.27
4.27
4.27
4.27
4.27
4.27
4.27
4.28
4.28
4.28
4.28
4.28
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
80%
80%
79%
79%
78%
78%
77%
76%
76%
75%
75%
74%
74%
73%
72%
72%
71%
71%
70%
69%
69%
68%
68%
67%
67%
66%
66%
65%
65%
64%
64%
63%
63%
62%
62%
61%
61%
60%
60%
60%
59%
59%
59%
58%
58%
58%
57%
57%
Page 3
12%
12%
12%
12%
12%
12%
11%
11%
11%
11%
11%
11%
11%
10%
10%
10%
10%
10%
10%
10%
10%
10%
9%
9%
9%
9%
9%
9%
9%
9%
9%
8%
8%
8%
8%
8%
8%
8%
8%
8%
8%
8%
7%
7%
7%
7%
7%
7%
108

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 4
-------------------------------------Heeling moment is present from: turning

Trim = zero at zero heel (trim righting arm held at zero)
Displacement
-------------------------------------5.78
3.89
0d 163%
70%
5.85
3.90
0d 160%
68%
5.93
3.91
0d 159%
67%
6.00
3.91
0d 157%
66%
6.07
3.92
0d 156%
65%
6.15
3.93
0d 155%
64%
6.22
3.93
0d 154%
63%
6.30
3.94
0d 152%
62%
6.37
3.95
0d 151%
61%
6.45
3.95
0d 150%
60%
6.52
3.96
0d 149%
59%
6.60
3.97
0d 148%
58%
6.68
3.97
0d 147%
57%
6.76
3.98
0d 146%
56%
6.83
3.98
0d 145%
55%
6.91
3.99
0d 143%
54%
6.99
4.00
0d 142%
53%
7.07
4.00
0d 141%
52%
7.15
4.01
0d 140%
51%
7.23
4.01
0d 139%
50%
7.32
4.02
0d 138%
50%
7.40
4.02
0d 137%
49%
7.48
4.03
0d 136%
48%
7.56
4.03
0d 135%
47%
7.64
4.04
0d 134%
46%
7.73
4.04
0d 133%
45%
7.81
4.05
0d 132%
45%
7.89
4.05
0d 131%
44%
7.98
4.06
0d 130%
43%
8.07
4.06
0d 129%
42%
8.15
4.06
0d 128%
42%
8.24
4.07
0d 127%
41%
8.33
4.07
0d 126%
40%
8.42
4.08
0d 125%
40%
8.51
4.08
0d 124%
39%
8.60
4.09
0d 123%
38%
8.69
4.09
0d 122%
37%
8.78
4.09
0d 121%
37%
8.88
4.10
0d 120%
36%
8.97
4.10
0d 119%
36%
9.06
4.11
0d 118%
35%
9.16
4.11
0d 117%
34%
9.25
4.11
0d 116%
34%
9.35
4.12
0d 115%
33%
9.44
4.12
0d 114%
32%
9.54
4.12
0d 113%
32%
9.63
4.13
0d 112%
31%
9.73
4.13
0d 111%
31%
9.83
4.13
0d 110%
30%
109

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
15.44
4.14
4.14
4.14
4.14
4.15
4.15
4.15
4.15
4.16
4.16
4.16
4.16
4.17
4.17
4.17
4.17
4.18
4.18
4.18
4.18
4.19
4.19
4.19
4.19
4.19
4.20
4.20
4.20
4.20
4.20
4.20
4.21
4.21
4.21
4.21
4.21
4.21
4.21
4.22
4.22
4.22
4.22
4.22
4.22
4.22
4.22
4.23
4.23
4.23
4.23
4.23
4.23
4.23
4.24
4.24
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
109%
109%
108%
107%
106%
105%
104%
103%
102%
101%
101%
100%
99%
98%
97%
97%
96%
95%
94%
94%
93%
92%
91%
91%
90%
89%
88%
88%
87%
87%
86%
85%
85%
84%
84%
83%
83%
82%
82%
81%
81%
80%
80%
79%
79%
78%
78%
77%
77%
76%
76%
75%
75%
74%
74%
Page 5
30%
29%
29%
28%
27%
27%
26%
26%
26%
25%
25%
24%
24%
23%
23%
22%
22%
22%
21%
21%
21%
20%
20%
19%
19%
19%
18%
18%
18%
18%
17%
17%
17%
17%
16%
16%
16%
16%
15%
15%
15%
15%
15%
14%
14%
14%
14%
14%
13%
13%
13%
13%
13%
12%
12%
110

NAME 4175
Spring 2014

Untitled
GHS 13.82D
15.54
15.65
15.76
15.86
15.97
16.08
16.18
16.29
16.40
16.50
16.61
16.72
16.83
16.95
17.06
17.17
17.28
17.39
17.50
17.60
17.71
17.82
17.93
18.04
18.16
18.27
18.38
18.49
18.60
18.71
18.82
18.93
19.04
19.15
19.27
19.38
19.49
19.60
19.71
19.82
19.94
20.05
20.16
20.27
20.38
20.49
20.61
4.24
4.24
4.24
4.24
4.24
4.25
4.25
4.25
4.25
4.25
4.25
4.25
4.26
4.26
4.26
4.26
4.26
4.26
4.26
4.27
4.27
4.27
4.27
4.27
4.27
4.27
4.27
4.27
4.27
4.28
4.28
4.28
4.28
4.28
4.28
4.28
4.28
4.28
4.28
4.29
4.29
4.29
4.29
4.29
4.29
4.29
4.29
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
73%
73%
72%
72%
71%
71%
70%
70%
69%
69%
68%
67%
67%
66%
66%
65%
65%
64%
64%
63%
63%
62%
62%
61%
61%
60%
60%
59%
59%
58%
58%
58%
57%
57%
56%
56%
56%
55%
55%
55%
54%
54%
54%
54%
53%
53%
53%
Page 6
12%
12%
12%
11%
11%
11%
11%
11%
11%
11%
10%
10%
10%
10%
10%
10%
10%
9%
9%
9%
9%
9%
9%
9%
9%
8%
8%
8%
8%
8%
8%
8%
8%
8%
8%
8%
7%
7%
7%
7%
7%
7%
7%
7%
7%
7%
7%
111

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 7
-------------------------------------Heeling moment is present from: turning

Trim = Aft 3.00 deg. at zero heel (trim righting arm held at zero)
Displacement
-------------------------------------5.78
4.16
0d
80%
41%
5.85
4.17
0d
77%
39%
5.93
4.17
0d
77%
39%
6.00
4.18
0d
75%
38%
6.07
4.18
0d
75%
37%
6.15
4.19
0d
74%
37%
6.22
4.19
0d
73%
36%
6.30
4.19
0d
73%
35%
6.37
4.20
0d
72%
34%
6.45
4.20
0d
71%
34%
6.52
4.21
0d
69%
33%
6.60
4.21
0d
69%
32%
6.68
4.22
0d
68%
32%
6.76
4.22
0d
67%
31%
6.83
4.22
0d
66%
30%
6.91
4.23
0d
66%
29%
6.99
4.23
0d
65%
29%
7.07
4.24
0d
64%
28%
7.15
4.24
0d
63%
27%
7.23
4.24
0d
62%
27%
7.32
4.25
0d
61%
26%
7.40
4.25
0d
60%
25%
7.48
4.25
0d
60%
25%
7.56
4.26
0d
58%
24%
7.64
4.26
0d
58%
24%
7.73
4.26
0d
57%
23%
7.81
4.27
0d
56%
22%
7.89
4.27
0d
56%
22%
7.98
4.27
0d
55%
21%
8.07
4.28
0d
54%
21%
8.15
4.28
0d
54%
20%
8.24
4.28
0d
52%
20%
8.33
4.28
0d
52%
19%
8.42
4.29
0d
51%
19%
8.51
4.29
0d
51%
18%
8.60
4.29
0d
50%
18%
8.69
4.29
0d
50%
17%
8.78
4.30
0d
49%
17%
8.88
4.30
0d
48%
16%
8.97
4.30
0d
47%
16%
9.06
4.30
0d
46%
15%
9.16
4.30
0d
46%
15%
9.25
4.30
0d
46%
14%
9.35
4.31
0d
45%
14%
9.44
4.31
0d
44%
13%
9.54
4.31
0d
44%
13%
9.63
4.31
0d
43%
13%
9.73
4.31
0d
42%
12%
9.83
4.31
0d
42%
12%
112

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
15.44
4.31
4.32
4.32
4.32
4.32
4.32
4.32
4.32
4.32
4.32
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.33
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.34
4.33
4.33
4.32
4.32
4.31
4.31
4.31
4.31
4.30
4.30
4.29
4.29
4.29
4.28
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
1d
1d
1d
1d
1d
1d
1d
41%
41%
41%
40%
40%
39%
39%
38%
38%
38%
37%
37%
36%
36%
36%
35%
35%
35%
34%
34%
34%
34%
33%
33%
33%
32%
32%
32%
32%
31%
31%
31%
30%
30%
30%
30%
29%
29%
29%
29%
30%
31%
31%
32%
33%
34%
34%
34%
35%
36%
36%
37%
38%
39%
39%
Page 8
11%
11%
11%
10%
10%
9%
9%
9%
8%
8%
8%
7%
7%
7%
7%
6%
6%
6%
5%
5%
5%
5%
4%
4%
4%
4%
3%
3%
3%
2%
2%
2%
2%
1%
1%
1%
1%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
113

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 9
15.54
4.28
1d
40%
0%
15.65
4.28
1d
41%
0%
15.76
4.27
1d
41%
0%
15.86
4.27
1d
42%
0%
15.97
4.27
1d
43%
0%
16.08
4.26
1d
43%
0%
16.18
4.26
1d
44%
0%
16.29
4.26
1d
45%
0%
16.40
4.25
1d
46%
0%
16.50
4.25
1d
46%
0%
16.61
4.25
1d
47%
0%
16.72
4.24
1d
48%
0%
16.83
4.24
1d
49%
0%
16.95
4.24
1d
50%
0%
17.06
4.23
1d
50%
0%
17.17
4.23
1d
51%
0%
17.28
4.23
1d
52%
0%
17.39
4.23
1d
53%
0%
17.50
4.22
1d
54%
0%
17.60
4.22
1d
54%
0%
17.71
4.21
1d
55%
0%
17.82
4.21
1d
57%
0%
17.93
4.21
1d
57%
0%
18.04
4.20
1d
58%
0%
18.16
4.20
1d
59%
0%
18.27
4.20
1d
60%
0%
18.38
4.20
1d
60%
0%
18.49
4.19
2d
62%
0%
18.60
4.19
2d
62%
0%
18.71
4.19
2d
63%
0%
18.82
4.18
2d
65%
0%
18.93
4.18
2d
65%
0%
19.04
4.18
2d
66%
0%
19.15
4.17
2d
67%
0%
19.27
4.17
2d
68%
0%
19.38
4.17
2d
69%
0%
19.49
4.16
2d
70%
0%
19.60
4.16
2d
71%
0%
19.71
4.16
2d
72%
0%
19.82
4.15
2d
73%
0%
19.94
4.15
2d
74%
0%
20.05
4.14
2d
76%
0%
20.16
4.14
2d
76%
0%
20.27
4.14
2d
78%
0%
20.38
4.13
2d
78%
0%
20.49
4.13
2d
80%
0%
20.61
4.13
2d
80%
0%
Distances in FEET.---Specific Gravity = 1.025.---d = degrees.
114

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 10
LIM----------------STABILITY CRITERION----------------Min/Max
(1) Absolute Angle at Equilibrium
<
15.00 deg
(2) Rise in Abs. RA from Equilibrium to MaxRA
>
66.7%
(3) Abs Ratio from Equ. to RAzero or Marg. Imm.
>
1.667
-----------------------------------------------------------------
115

NAME 4175
Spring 2014
MAXIMUM
various
VCG
trims
(KG)

Untitled
GHS 13.82D
at
(initial)
5.0
4.8
4.6
4.4
3.00aft
0.00
VCG
4.2
0.50fwd
(KG)
4.0
in
FEET
3.8
3.6
3.4
3.2
10
12
14
Displacement
Specific
Gravity
in
1.025
LONG
16
18
TONS
"K"
Base
20
Page 11
3.0
plane
116

NAME 4175
Spring 2014
C ROWDING
OF
P ERSONNEL

Untitled
GHS 13.82D
Page 1
MAXIMUM VCG vs. DISPLACEMENT

Heeling moment is present from: user specification
Displacement
-------------------------------------5.78
1.38
0d 207%
80%
5.85
1.46
0d 206%
79%
5.93
1.54
0d 204%
78%
6.00
1.61
0d 203%
77%
6.07
1.68
0d 201%
75%
6.15
1.75
0d 200%
74%
6.22
1.82
0d 198%
73%
6.30
1.90
0d 196%
72%
6.37
1.96
0d 195%
71%
6.45
2.03
0d 194%
70%
6.52
2.09
0d 192%
69%
6.60
2.16
0d 191%
68%
6.68
2.22
0d 189%
67%
6.76
2.28
0d 187%
66%
6.83
2.35
0d 186%
65%
6.91
2.40
0d 184%
64%
6.99
2.46
0d 183%
63%
7.07
2.52
0d 181%
62%
7.15
2.58
0d 179%
60%
7.23
2.64
0d 178%
59%
7.32
2.69
0d 176%
58%
7.40
2.77
0d 172%
57%
7.48
2.83
0d 171%
56%
7.56
2.88
0d 169%
55%
7.64
2.93
0d 168%
54%
7.73
2.98
0d 166%
53%
7.81
3.03
0d 164%
52%
7.89
3.08
0d 163%
51%
7.98
3.13
0d 161%
50%
8.07
3.18
0d 159%
49%
8.15
3.22
0d 157%
48%
8.24
3.27
0d 155%
47%
8.33
3.32
0d 154%
46%
8.42
3.36
0d 152%
45%
8.51
3.41
0d 150%
44%
8.60
3.45
0d 148%
43%
8.69
3.50
0d 146%
42%
8.78
3.54
0d 145%
41%
8.88
3.58
0d 143%
40%
8.97
3.62
0d 141%
39%
9.06
3.66
0d 139%
38%
9.16
3.70
0d 137%
37%
9.25
3.74
0d 135%
36%
9.35
3.78
0d 134%
35%
9.44
3.82
0d 132%
34%
9.54
3.85
0d 130%
33%
9.63
3.89
0d 128%
32%
9.73
3.93
0d 126%
31%
117

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.83
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
3.96
4.00
4.03
4.06
4.10
4.13
4.16
4.19
4.22
4.24
4.27
4.30
4.33
4.36
4.38
4.41
4.43
4.46
4.47
4.50
4.52
4.54
4.57
4.59
4.61
4.63
4.65
4.67
4.69
4.71
4.73
4.75
4.76
4.78
4.80
4.81
4.82
4.84
4.86
4.87
4.89
4.90
4.92
4.93
4.95
4.96
4.97
4.99
5.00
5.01
5.03
5.04
5.05
5.07
5.08
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
124%
122%
120%
118%
116%
114%
112%
109%
107%
107%
105%
103%
101%
99%
96%
94%
92%
90%
90%
88%
86%
84%
82%
80%
77%
75%
73%
71%
69%
67%
65%
64%
62%
60%
58%
57%
55%
53%
51%
49%
47%
45%
43%
41%
39%
37%
36%
34%
32%
30%
28%
26%
24%
22%
20%
Page 2
30%
30%
29%
28%
27%
26%
25%
24%
24%
23%
22%
22%
21%
20%
19%
19%
18%
17%
17%
16%
16%
15%
14%
14%
13%
12%
12%
11%
11%
10%
10%
9%
9%
8%
8%
8%
7%
7%
6%
6%
5%
5%
5%
4%
4%
3%
3%
3%
2%
2%
2%
1%
1%
1%
0%
118

NAME 4175
Spring 2014

Untitled
GHS 13.82D
15.44
15.54
15.65
15.76
15.86
15.97
16.08
16.18
16.29
16.40
16.50
16.61
16.72
16.83
16.95
17.06
17.17
17.28
17.39
17.50
17.60
17.71
17.82
17.93
18.04
18.16
18.27
18.38
18.49
18.60
18.71
18.82
18.93
19.04
19.15
19.27
19.38
19.49
19.60
19.71
19.82
19.94
20.05
20.16
20.27
20.38
20.49
20.61
5.09
5.09
5.10
5.11
5.11
5.12
5.12
5.13
5.13
5.14
5.14
5.15
5.15
5.16
5.17
5.18
5.18
5.19
5.19
5.20
5.21
5.21
5.22
5.22
5.23
5.23
5.24
5.25
5.25
5.26
5.26
5.27
5.28
5.28
5.29
5.29
5.30
5.30
5.31
5.31
5.32
5.33
5.33
5.34
5.34
5.35
5.35
5.36
0d
0d
0d
0d
0d
0d
0d
0d
0d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
19%
18%
17%
17%
16%
16%
15%
15%
14%
14%
13%
13%
12%
11%
11%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
9%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
10%
Page 3
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
119

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 4
-------------------------------------Heeling moment is present from: user specification

Displacement
-------------------------------------5.78
1.48
0d 196%
82%
5.85
1.56
0d 194%
81%
5.93
1.64
0d 192%
80%
6.00
1.71
0d 191%
79%
6.07
1.78
0d 190%
78%
6.15
1.84
0d 189%
77%
6.22
1.92
0d 187%
75%
6.30
1.99
0d 185%
74%
6.37
2.06
0d 184%
73%
6.45
2.13
0d 182%
72%
6.52
2.19
0d 180%
71%
6.60
2.26
0d 179%
69%
6.68
2.32
0d 177%
68%
6.76
2.37
0d 176%
67%
6.83
2.43
0d 175%
66%
6.91
2.49
0d 173%
65%
6.99
2.57
0d 170%
64%
7.07
2.62
0d 169%
63%
7.15
2.68
0d 167%
62%
7.23
2.73
0d 166%
61%
7.32
2.79
0d 164%
59%
7.40
2.84
0d 163%
58%
7.48
2.89
0d 161%
57%
7.56
2.94
0d 160%
56%
7.64
2.99
0d 158%
55%
7.73
3.04
0d 157%
54%
7.81
3.09
0d 155%
53%
7.89
3.14
0d 154%
52%
7.98
3.19
0d 152%
51%
8.07
3.23
0d 150%
50%
8.15
3.28
0d 149%
49%
8.24
3.34
0d 145%
48%
8.33
3.37
0d 145%
47%
8.42
3.42
0d 143%
46%
8.51
3.46
0d 142%
45%
8.60
3.50
0d 140%
44%
8.69
3.56
0d 136%
43%
8.78
3.60
0d 135%
42%
8.88
3.64
0d 134%
41%
8.97
3.68
0d 132%
40%
9.06
3.72
0d 130%
39%
9.16
3.76
0d 128%
38%
9.25
3.79
0d 127%
37%
9.35
3.83
0d 125%
37%
9.44
3.87
0d 123%
35%
9.54
3.90
0d 121%
35%
9.63
3.94
0d 120%
34%
9.73
3.97
0d 118%
33%
9.83
4.00
0d 116%
32%
120

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
15.44
4.04
4.07
4.10
4.13
4.16
4.19
4.22
4.25
4.28
4.30
4.33
4.36
4.38
4.41
4.43
4.46
4.48
4.50
4.52
4.55
4.57
4.59
4.61
4.63
4.65
4.67
4.71
4.72
4.74
4.76
4.78
4.80
4.81
4.83
4.85
4.86
4.88
4.90
4.91
4.93
4.94
4.96
4.97
4.99
5.00
5.02
5.03
5.04
5.06
5.07
5.08
5.09
5.10
5.10
5.11
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
114%
113%
111%
109%
107%
105%
103%
101%
100%
98%
96%
94%
92%
90%
89%
86%
85%
83%
81%
79%
77%
75%
73%
71%
69%
67%
62%
61%
59%
57%
55%
53%
51%
49%
47%
45%
44%
41%
39%
37%
35%
33%
31%
29%
27%
25%
23%
20%
18%
16%
16%
14%
13%
12%
12%
Page 5
31%
30%
29%
29%
28%
27%
26%
25%
25%
24%
23%
22%
22%
21%
20%
20%
19%
18%
17%
17%
16%
15%
15%
14%
14%
13%
11%
11%
11%
10%
10%
9%
9%
8%
7%
7%
6%
6%
5%
5%
5%
4%
4%
3%
3%
2%
2%
1%
1%
0%
0%
0%
0%
0%
0%
121

NAME 4175
Spring 2014

Untitled
GHS 13.82D
15.54
15.65
15.76
15.86
15.97
16.08
16.18
16.29
16.40
16.50
16.61
16.72
16.83
16.95
17.06
17.17
17.28
17.39
17.50
17.60
17.71
17.82
17.93
18.04
18.16
18.27
18.38
18.49
18.60
18.71
18.82
18.93
19.04
19.15
19.27
19.38
19.49
19.60
19.71
19.82
19.94
20.05
20.16
20.27
20.38
20.49
20.61
5.11
5.12
5.12
5.13
5.13
5.14
5.14
5.15
5.15
5.16
5.17
5.17
5.18
5.19
5.19
5.19
5.20
5.20
5.21
5.22
5.22
5.23
5.23
5.24
5.25
5.25
5.26
5.26
5.27
5.27
5.28
5.28
5.29
5.29
5.30
5.30
5.31
5.31
5.32
5.33
5.33
5.34
5.34
5.35
5.35
5.36
5.36
0d
0d
0d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
11%
11%
10%
10%
9%
9%
8%
8%
7%
7%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
6%
7%
7%
7%
7%
7%
7%
7%
7%
7%
7%
7%
8%
Page 6
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
122

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 7
-------------------------------------Heeling moment is present from: user specification

Displacement
-------------------------------------5.78
2.02
0d 131%
59%
5.85
2.09
0d 130%
58%
5.93
2.16
0d 128%
57%
6.00
2.23
0d 126%
56%
6.07
2.30
0d 125%
55%
6.15
2.36
0d 123%
54%
6.22
2.45
0d 119%
52%
6.30
2.51
0d 118%
51%
6.37
2.58
0d 116%
49%
6.45
2.64
0d 114%
48%
6.52
2.70
0d 113%
47%
6.60
2.76
0d 111%
46%
6.68
2.82
0d 109%
45%
6.76
2.88
0d 107%
44%
6.83
2.94
0d 105%
43%
6.91
2.99
0d 104%
42%
6.99
3.05
0d 102%
41%
7.07
3.10
0d 100%
40%
7.15
3.15
0d
98%
39%
7.23
3.21
0d
97%
38%
7.32
3.26
0d
95%
37%
7.40
3.31
0d
92%
35%
7.48
3.36
0d
91%
34%
7.56
3.40
0d
89%
33%
7.64
3.45
0d
87%
33%
7.73
3.50
0d
85%
32%
7.81
3.54
0d
84%
31%
7.89
3.59
0d
81%
29%
7.98
3.63
0d
80%
29%
8.07
3.68
0d
77%
28%
8.15
3.72
0d
75%
27%
8.24
3.76
0d
74%
26%
8.33
3.80
0d
71%
25%
8.42
3.84
0d
69%
24%
8.51
3.89
0d
67%
23%
8.60
3.93
0d
65%
22%
8.69
3.96
0d
63%
21%
8.78
4.00
0d
62%
20%
8.88
4.04
0d
60%
19%
8.97
4.08
0d
57%
18%
9.06
4.11
0d
56%
18%
9.16
4.15
0d
53%
17%
9.25
4.18
0d
51%
16%
9.35
4.22
0d
49%
15%
9.44
4.25
0d
47%
14%
9.54
4.29
0d
45%
13%
9.63
4.32
0d
43%
12%
9.73
4.35
0d
41%
12%
9.83
4.38
0d
39%
11%
123

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
15.44
4.41
4.44
4.47
4.50
4.53
4.56
4.58
4.61
4.64
4.66
4.69
4.71
4.74
4.76
4.78
4.79
4.80
4.80
4.81
4.81
4.82
4.83
4.84
4.84
4.85
4.85
4.86
4.86
4.87
4.88
4.88
4.89
4.89
4.90
4.90
4.91
4.91
4.92
4.92
4.93
4.94
4.94
4.95
4.95
4.96
4.96
4.97
4.98
4.98
4.99
4.99
5.00
5.00
5.01
5.01
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
0d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
1d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
2d
3d
3d
3d
3d
3d
3d
3d
3d
3d
37%
35%
33%
30%
28%
26%
24%
22%
20%
18%
16%
14%
12%
10%
8%
8%
9%
9%
9%
10%
10%
10%
10%
10%
11%
11%
11%
12%
11%
12%
12%
12%
12%
12%
13%
13%
13%
13%
13%
13%
13%
14%
14%
14%
14%
14%
14%
14%
14%
14%
14%
14%
14%
14%
14%
Page 8
10%
9%
9%
8%
7%
6%
6%
5%
4%
3%
3%
2%
1%
1%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
124

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 9
15.54
5.02
3d
14%
0%
15.65
5.02
3d
15%
0%
15.76
5.03
3d
15%
0%
15.86
5.03
3d
15%
0%
15.97
5.04
3d
15%
0%
16.08
5.04
3d
15%
0%
16.18
5.04
3d
15%
0%
16.29
5.05
3d
16%
0%
16.40
5.05
3d
16%
0%
16.50
5.06
3d
16%
0%
16.61
5.06
3d
16%
0%
16.72
5.07
3d
17%
0%
16.83
5.08
3d
16%
0%
16.95
5.08
3d
16%
0%
17.06
5.09
3d
17%
0%
17.17
5.09
3d
17%
0%
17.28
5.09
3d
17%
0%
17.39
5.10
3d
18%
0%
17.50
5.10
3d
18%
0%
17.60
5.11
3d
18%
0%
17.71
5.11
3d
19%
0%
17.82
5.11
3d
19%
0%
17.93
5.12
3d
19%
0%
18.04
5.12
3d
20%
0%
18.16
5.13
3d
20%
0%
18.27
5.13
3d
20%
0%
18.38
5.13
3d
21%
0%
18.49
5.14
3d
21%
0%
18.60
5.14
3d
22%
0%
18.71
5.14
3d
22%
0%
18.82
5.15
3d
22%
0%
18.93
5.15
3d
23%
0%
19.04
5.15
3d
23%
0%
19.15
5.16
3d
24%
0%
19.27
5.16
3d
24%
0%
19.38
5.16
3d
25%
0%
19.49
5.17
3d
25%
0%
19.60
5.17
3d
25%
0%
19.71
5.17
3d
26%
0%
19.82
5.17
3d
26%
0%
19.94
5.18
3d
27%
0%
20.05
5.18
3d
28%
0%
20.16
5.18
3d
28%
0%
20.27
5.18
3d
29%
0%
20.38
5.19
3d
29%
0%
20.49
5.19
3d
30%
0%
20.61
5.19
3d
30%
0%
125

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 10
(1) Absolute Angle at Equilibrium
<
15.00 deg
>
66.7%
(3) Abs Ratio from Equ. to RAzero or Marg. Imm.
>
1.667
-----------------------------------------------------------------
126

NAME 4175
Spring 2014
MAXIMUM
various
VCG
trims
(KG)

Untitled
GHS 13.82D
at
(initial)
6.0
5.5
0.50fwd
3.00aft
5.0
0.00
4.5
VCG
4.0
(KG)
3.5
in
FEET
3.0
2.5
2.0
1.5
10
12
14
Displacement
Specific
Gravity
in
1.025
LONG
16
18
TONS
"K"
Base
20
Page 11
1.0
plane
127

NAME 4175
Spring 2014
W IND
AND
R OLL

Untitled
GHS 13.82D
Page 1
MAXIMUM VCG vs. DISPLACEMENT with ROLL

Heeling moment is present from: 60-knot wind
Displacement
Margins
LONG TONS Max VCG LIM1 LIM2
-------------------------------5.78
5.32
0%
54%
5.85
5.35
0%
54%
5.93
5.38
0%
53%
6.00
5.41
0%
52%
6.07
5.44
0%
50%
6.15
5.46
0%
49%
6.22
5.49
0%
48%
6.30
5.52
0%
46%
6.37
5.55
0%
45%
6.45
5.57
0%
43%
6.52
5.60
0%
41%
6.60
5.63
0%
38%
6.68
5.66
0%
35%
6.76
5.68
0%
32%
6.83
5.71
0%
29%
6.91
5.73
0%
25%
6.99
5.76
0%
21%
7.07
5.78
0%
17%
7.15
5.80
0%
14%
7.23
5.83
0%
9%
7.32
5.85
0%
5%
7.40
5.87
0%
0%
7.48
5.88
2%
0%
7.56
5.88
3%
0%
7.64
5.89
4%
0%
7.73
5.90
5%
0%
7.81
5.91
6%
0%
7.89
5.91
9%
0%
7.98
5.92
9%
0%
8.07
5.93
10%
0%
8.15
5.93
11%
0%
8.24
5.94
13%
0%
8.33
5.94
13%
0%
8.42
5.95
14%
0%
8.51
5.96
13%
0%
8.60
5.96
15%
0%
8.69
5.97
15%
0%
8.78
5.97
15%
0%
8.88
5.97
16%
0%
8.97
5.98
16%
0%
9.06
5.98
15%
0%
9.16
5.99
15%
0%
9.25
5.99
16%
0%
9.35
5.99
15%
0%
9.44
6.00
15%
0%
9.54
6.00
14%
0%
9.63
6.01
14%
0%
9.73
5.51
46%
0%
128

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.83
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
5.44
5.41
5.39
5.37
5.36
5.35
5.34
5.33
5.32
5.32
5.31
5.30
5.30
5.29
5.29
5.29
5.29
5.28
5.28
5.28
5.28
5.27
5.27
5.27
5.27
5.27
5.27
5.27
5.27
5.27
5.27
5.27
5.27
5.27
5.28
5.28
5.28
5.28
5.28
5.29
5.29
5.29
5.30
5.30
5.30
5.31
5.31
5.32
5.32
5.33
5.33
5.34
5.34
5.35
5.35
62%
71%
76%
82%
87%
91%
95%
99%
103%
107%
110%
114%
117%
120%
123%
126%
128%
131%
134%
136%
138%
142%
145%
146%
148%
151%
153%
155%
156%
159%
160%
163%
163%
166%
167%
168%
168%
170%
171%
172%
173%
174%
174%
175%
175%
175%
175%
176%
176%
176%
176%
175%
176%
175%
176%
Page 2
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
129

NAME 4175
Spring 2014

Untitled
GHS 13.82D
15.44
15.54
15.65
15.76
15.86
15.97
16.08
16.18
16.29
16.40
16.50
16.61
16.72
16.83
16.95
17.06
17.17
17.28
17.39
17.50
17.60
17.71
17.82
17.93
18.04
18.16
18.27
18.38
18.49
18.60
18.71
18.82
18.93
19.04
19.15
19.27
19.38
19.49
19.60
19.71
19.82
19.94
20.05
20.16
20.27
20.38
20.49
20.61
5.36
5.36
5.37
5.37
5.38
5.38
5.39
5.39
5.40
5.41
5.41
5.42
5.42
5.43
5.44
5.44
5.45
5.45
5.46
5.47
5.47
5.48
5.48
5.49
5.50
5.50
5.51
5.51
5.52
5.52
5.53
5.53
5.54
5.55
5.55
5.56
5.56
5.57
5.57
5.58
5.58
5.59
5.59
5.59
5.60
5.60
5.61
5.61
174%
175%
176%
176%
176%
176%
177%
177%
178%
178%
179%
179%
180%
180%
181%
182%
182%
183%
184%
184%
185%
186%
187%
188%
188%
190%
191%
191%
192%
193%
194%
195%
196%
197%
198%
199%
200%
201%
202%
203%
205%
206%
208%
209%
210%
212%
213%
215%
Page 3
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
130

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 4
-------------------------------Heeling moment is present from: 60-knot wind

Displacement
Margins
-------------------------------5.78
5.27
0%
73%
5.85
5.31
0%
72%
5.93
5.33
0%
71%
6.00
5.36
0%
70%
6.07
5.39
0%
70%
6.15
5.42
0%
70%
6.22
5.44
0%
69%
6.30
5.47
0%
68%
6.37
5.50
0%
69%
6.45
5.53
0%
67%
6.52
5.55
0%
66%
6.60
5.58
0%
62%
6.68
5.61
0%
62%
6.76
5.63
0%
60%
6.83
5.65
0%
58%
6.91
5.68
0%
54%
6.99
5.71
0%
51%
7.07
5.73
0%
48%
7.15
5.76
0%
43%
7.23
5.78
0%
40%
7.32
5.81
0%
35%
7.40
5.83
0%
29%
7.48
5.85
0%
24%
7.56
5.88
0%
17%
7.64
5.89
0%
15%
7.73
5.92
0%
8%
7.81
5.93
0%
5%
7.89
5.95
1%
0%
7.98
5.95
2%
0%
8.07
5.96
2%
0%
8.15
5.97
3%
0%
8.24
5.97
3%
0%
8.33
5.98
4%
0%
8.42
5.98
5%
0%
8.51
5.99
5%
0%
8.60
5.99
5%
0%
8.69
6.00
5%
0%
8.78
6.00
6%
0%
8.88
6.01
5%
0%
8.97
6.01
5%
0%
9.06
6.02
5%
0%
9.16
6.02
5%
0%
9.25
6.03
5%
0%
9.35
6.03
4%
0%
9.44
6.03
3%
0%
9.54
6.04
3%
0%
9.63
6.04
2%
0%
9.73
5.53
39%
0%
9.83
6.05
0%
0%
131

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
15.44
5.46
5.44
5.43
5.41
5.40
5.40
5.39
5.38
5.38
5.37
5.37
5.36
5.36
5.35
5.35
5.35
5.35
5.34
5.34
5.33
5.33
5.33
5.33
5.33
5.32
5.32
5.32
5.32
5.33
5.33
5.33
5.33
5.33
5.33
5.33
5.33
5.33
5.34
5.34
5.34
5.34
5.34
5.35
5.35
5.35
5.36
5.36
5.37
5.37
5.38
5.38
5.38
5.39
5.39
5.40
56%
62%
67%
71%
75%
78%
81%
85%
89%
91%
95%
97%
100%
104%
106%
108%
111%
113%
117%
119%
121%
123%
126%
127%
130%
132%
134%
136%
136%
138%
139%
141%
142%
142%
144%
145%
147%
148%
148%
150%
150%
152%
152%
152%
153%
153%
153%
152%
154%
153%
154%
154%
154%
155%
155%
Page 5
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
132

NAME 4175
Spring 2014

Untitled
GHS 13.82D
15.54
15.65
15.76
15.86
15.97
16.08
16.18
16.29
16.40
16.50
16.61
16.72
16.83
16.95
17.06
17.17
17.28
17.39
17.50
17.60
17.71
17.82
17.93
18.04
18.16
18.27
18.38
18.49
18.60
18.71
18.82
18.93
19.04
19.15
19.27
19.38
19.49
19.60
19.71
19.82
19.94
20.05
20.16
20.27
20.38
20.49
20.61
5.41
5.41
5.42
5.42
5.42
5.43
5.43
5.44
5.44
5.45
5.45
5.46
5.46
5.47
5.47
5.48
5.48
5.49
5.49
5.50
5.50
5.51
5.51
5.52
5.52
5.53
5.53
5.54
5.54
5.55
5.55
5.55
5.56
5.56
5.57
5.57
5.58
5.58
5.58
5.59
5.59
5.60
5.60
5.60
5.61
5.61
5.61
154%
156%
156%
157%
158%
157%
159%
160%
161%
162%
163%
164%
165%
166%
167%
168%
169%
170%
171%
172%
174%
175%
176%
177%
178%
179%
181%
182%
183%
185%
186%
187%
189%
190%
192%
193%
194%
196%
198%
199%
201%
203%
204%
206%
208%
210%
211%
Page 6
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
133

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 7
-------------------------------Heeling moment is present from: 60-knot wind

Displacement
Margins
-------------------------------5.78
4.99
0%
51%
5.85
5.01
0%
50%
5.93
5.03
0%
47%
6.00
5.05
0%
45%
6.07
5.07
0%
43%
6.15
5.08
0%
41%
6.22
5.10
0%
39%
6.30
5.12
0%
37%
6.37
5.13
0%
35%
6.45
5.15
0%
33%
6.52
5.16
0%
30%
6.60
5.17
0%
29%
6.68
5.19
0%
26%
6.76
5.20
0%
24%
6.83
5.22
0%
22%
6.91
5.23
0%
20%
6.99
5.24
0%
18%
7.07
5.25
0%
16%
7.15
5.27
0%
14%
7.23
5.28
0%
12%
7.32
5.29
0%
10%
7.40
5.30
0%
9%
7.48
5.31
0%
7%
7.56
5.32
0%
5%
7.64
5.33
0%
3%
7.73
5.34
0%
1%
7.81
5.35
0%
0%
7.89
5.34
4%
0%
7.98
5.32
8%
0%
8.07
5.31
12%
0%
8.15
5.30
15%
0%
8.24
5.29
20%
0%
8.33
5.28
23%
0%
8.42
5.27
27%
0%
8.51
5.26
31%
0%
8.60
5.25
35%
0%
8.69
5.24
39%
0%
8.78
5.23
42%
0%
8.88
5.23
46%
0%
8.97
5.22
50%
0%
9.06
5.21
54%
0%
9.16
5.20
57%
0%
9.25
5.20
61%
0%
9.35
5.19
65%
0%
9.44
5.18
68%
0%
9.54
5.18
72%
0%
9.63
5.17
76%
0%
9.73
5.17
79%
0%
9.83
5.16
83%
0%
134

NAME 4175
Spring 2014

Untitled
GHS 13.82D
9.92
10.02
10.12
10.22
10.32
10.42
10.52
10.62
10.72
10.82
10.92
11.02
11.12
11.21
11.31
11.41
11.51
11.61
11.71
11.81
11.91
12.01
12.12
12.22
12.32
12.42
12.52
12.62
12.72
12.83
12.93
13.03
13.13
13.24
13.34
13.44
13.55
13.65
13.75
13.86
13.96
14.07
14.17
14.27
14.38
14.48
14.59
14.69
14.80
14.90
15.01
15.12
15.22
15.33
15.44
5.16
5.15
5.15
5.15
5.15
5.14
5.14
5.14
5.14
5.13
5.13
5.13
5.13
5.13
5.13
5.13
5.13
5.13
5.12
5.12
5.12
5.12
5.12
5.12
5.12
5.11
5.11
5.11
5.11
5.11
5.10
5.10
5.10
5.09
5.09
5.09
5.08
5.08
5.07
5.07
5.06
5.06
5.05
5.04
5.04
5.03
5.02
5.02
5.01
5.00
4.99
4.99
4.98
4.97
4.96
86%
90%
93%
97%
99%
103%
106%
109%
112%
115%
118%
122%
125%
127%
130%
133%
136%
138%
142%
145%
148%
151%
154%
157%
160%
163%
166%
170%
172%
176%
180%
184%
188%
192%
196%
200%
204%
209%
214%
218%
223%
229%
234%
239%
244%
250%
256%
261%
267%
273%
280%
287%
293%
300%
307%
Page 8
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
135

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 9
15.54
4.95
314%
0%
15.65
4.94
322%
0%
15.76
4.93
330%
0%
15.86
4.92
337%
0%
15.97
4.91
345%
0%
16.08
4.90
354%
0%
16.18
4.89
362%
0%
16.29
4.88
371%
0%
16.40
4.87
380%
0%
16.50
4.86
389%
0%
16.61
4.84
399%
0%
16.72
4.83
410%
0%
16.83
4.82
420%
0%
16.95
4.80
432%
0%
17.06
4.78
444%
0%
17.17
4.77
456%
0%
17.28
4.75
468%
0%
17.39
4.73
482%
0%
17.50
4.71
495%
0%
17.60
4.69
510%
0%
17.71
4.67
525%
0%
17.82
4.65
541%
0%
17.93
4.63
558%
0%
18.04
4.60
575%
0%
18.16
4.57
594%
0%
18.27
4.55
613%
0%
18.38
4.52
634%
0%
18.49
4.49
656%
0%
18.60
4.45
679%
0%
18.71
4.42
704%
0%
18.82
4.38
730%
0%
18.93
4.34
758%
0%
19.04
4.30
788%
0%
19.15
4.26
820%
0%
19.27
4.21
853%
0%
19.38
4.16
890%
0%
19.49
4.10
930%
0%
19.60
4.05
972%
0%
19.71
3.98 1019%
0%
19.82
3.92 1068%
0%
19.94
3.84 1122%
0%
20.05
3.76 1181%
0%
20.16
3.68 1246%
0%
20.27
3.58 1317%
0%
20.38
3.48 1392%
0%
20.49
3.37 1478%
0%
20.61
3.25 1573%
0%
136

NAME 4175
Spring 2014

Untitled
GHS 13.82D
Page 10
>
66.7%
(2) Res. Ratio from Roll to RAzero or Marg. Imm.
>
1.400
-----------------------------------------------------------------
137

NAME 4175
Spring 2014
MAXIMUM
various
VCG
trims
(KG)

Untitled
GHS 13.82D
at
(initial)
7.0
6.5
6.0
0.00
5.5
VCG
(KG)
0.50fwd
5.0
in
3.00aft
FEET
4.5
4.0
3.5
10
12
14
Displacement
Specific
Gravity
in
1.025
LONG
16
18
TONS
"K"
Base
20
Page 11
3.0
plane
138

NAME 4175
Spring 2014
139

NAME 4175
Spring 2014
A PPENDIX G D ESIGN P ROPOSAL
NAME 4175
RIVERINE/COASTAL INTERCEPTER VESSEL
Project Proposal for Approval
Presented To: Pam Pilaroscia
Presented By: Matt Welton, Jackson Wilson,
Kyle Tyson, Lucas Wieser, Jason Morris
Date: 12/9/2013
Rev. 2
140

NAME 4175
Spring 2014
Mission:
The mission for the proposed Coastal Interceptor Vessel (CIV) will be two fold. in its
near shore coastal duty the craft would serve as a military or paramilitary high
speed interceptor used for counter-terrorism operations against paramilitary
groups such as terrorists, pirates, and drug runners. In the vessels role as a Riverine
Patrol Boat it would be expected to be able to deploy and provide support to ground
based troops through mounted weapons systems as well as advanced imaging
capabilities provided by onboard systems.
Operational Considerations:
Crew survivability and ergonomic design will be the driving design factors. While
craft that have seen operations in the past have been adapted for their role as a high
speed interceptor or as a combat ready riverine boat ours will be designed from the
ground up based on real world combat experience of what works and what does not.
Current craft lack integrated, fully engineered solutions for ballistic crew protection
as well as integration of weapons systems and the vessels systems to provide
seamless operation.
Current craft were designed as single mission craft, which is something that the
military is trying to move away from in the current economic climate. Since these
craft were designed for either riverine or coastal duties their hull designs tend to be
vastly different. Riverine craft tend to have very shallow deadrise angles in the
region of 10 18 degrees, which in conditions over sea state 2 begin to slam and
become too harsh riding to be effective at their mission. In contrast offshore boats
have high deadrise 24-25 degrees and narrow chine beams. These allow the boat to
run effectively in large sea states but require more power for a given speed as well
as a decrease in static stability. Vessels designed for offshore operations tend to be
powered by either outdrives or surface piercing drives due to their high speed
efficiency, but this configuration is not conducive to riverine or shallow water
operations due to the possibility of damage and the poor low speed maneuverability
of surface drives.
141

NAME 4175
Spring 2014
A vessel capable of operating in both riverine and offshore conditions must strike a
compromise between the two types of designs to deliver a platform that can be
successful in both environments. For this project that means a vessel which is
powered by waterjets and has a transom deadrise between 20 and 22 degrees.
Slamming can also be reduced by ensuring that sections remain slightly convex
throughout the entire length of the vessel and at forward stations the chines are
rotated up slightly from the horizontal.
Shock mitigation through the use of seating technologies and shock mitigating
flooring will also be investigated. Coastal Dynamics Groups chief technology officer
has already extended his support in helping us determine suitable seating solutions
as well as calculations based investigation of vessel ride quality through the
implementation of the standard g program which allows the user to calculate hull
bottom pressures from know acceleration data. This helps in accurately selecting
seat damping and rebound as well as driving the structural requirements for the
hull.
Market Considerations:
Based on discussions with industry professionals as well as symposium
presentations, the current fleet of Riverine boats used by the US Navy will be
replaced by a new multi- mission riverine/ coastal interceptor craft with
procurement funding beginning in FY 2015. This coupled with a new generation of
paramilitary contractors providing both in-house and third party support in antiterrorism and anti-piracy operations to maritime companies indicates a strong
market for this type of craft in the coming years. Based on information from the
International Chamber of Commerce there have been 206 reported incidents and 11
hijackings of vessels as of October 22, 2013 many of which occur in littoral
conditions near estuaries and deltas of major rivers. These threats occur all over the
world with the areas of concentration being north west Africa, the Gulf of Aden,
south west Asia, and parts of South America and Caribbean
Concept Vessel:
142

NAME 4175
Spring 2014
The proposed vessel would fall into a size range between 45 and 55ft to allow
transport of the vessel and trailer onboard a USAF C-17 aircraft. We will investigate
both water jet and surface drive propulsors driven by high speed diesel engines as
the vessel will be required to have a top speed in excess of 45 knots. Both
composites and aluminum or a combination will be investigated for construction
materials and be based on high speed rules available from either Lloyds, Royal
Institution of Naval Architects (RINA), or American Bureau of Shipping High Speed
Naval Craft Rules (ABS HSNC). Because of the high speed nature of the craft some
first principles based investigation may be utilized in the form of Virgina Techs
Standard G program for taking vessel acceleration data and producing a force
experienced by the bottom of the boat for more accurate scantling design. This
program is also used to evaluate the accelerations experienced by the crew and thus
the appropriate type of shock mitigation which should be used.
Since the vessel can be used in either offensive or defensive roles the vessels
environmental signature will play an important role in the design spiral as well. This
will mean investigating thermal isolation, noise isolation, and reduction in radar
cross section. The dual role nature of the vessel will also necessitate the mounting of
both crew served and co-axial controlled weapons systems, as well as non-lethal
means of incapacitating the enemy. As stated earlier, current craft lack well
integrated ballistic protection for the vessel, and this is something that this vessel
should address and rectify.
Based on the operating profile of the proposed craft we feel that it will be necessary
to design from a clean sheet of paper a new hull design that can cope with the dual
role nature of the vessel as well as provide the required capabilities the crew will
need to complete their missions successfully.
143

NAME 4175
Spring 2014
References:
Bob MacDonald. The Procurement of High-Speed Military Vessels in the 21st Century.
High Speed Boat Operations Forum, 17 April 2012, Goteborg, Sweden.
CDR Anthony Baker. Maritime Surface Systems Brief. Special Operations Forces
Industry Conference, 16 May 2013. Web. 27 Oct. 2013. 2013 SOFIC Conference
Briefing
Carl Magnus Ullman. Human Impact Exposure on Fast Boats. Powerboat & RIB
Magazine January 2013: 103 105. Print. Article
High Speed Craft Human factors Engineering Design Guide,
/HSC_HFE_Design_Guide_v1.0
Ensign, Hodgdon, et al. A Survey of Self-Reported Injuries Among Special Boat
Operators.
Navy Health Research Center. Report No. 00-48
144

NAME 4175
Spring 2014
Jussi Mannerberg. Impact Exposure on High Speed Boats. High Speed Boat
Operations Forum,
17 April 2012, Goteborg, Sweden.
Johan Ullman. Designing Consoles for Speed. Professional Boatbuilder February
2013:
62-70. Print. Article
Mark Lougheed. A proposal for Industry Standard Seat Performance Evaluation
Criteria.
Coast Dynamics Group. 18 June 2013. Web. 27 Oct. 2013. Article
Michael Peters. Peters on (Fast) Powerboats. Professional Boatbuilder August
2010:
38-55. Print. Article Part 1
Michael Peters. Peters on (Fast) Powerboats part 2. Professional Boatbuilder
October 2010:
56-71. Print. Article Part 2
Michael Riley. Analyzing Accelerations, Part 2. Professional Boatbuilder February
2013:
36-48. Print.
Paul Lazarus. Ultrariverine. Professional Boatbuilder December 2013:
24 39. Print.
Paul Lazarus. Analyzing accelerations, Part 1. Professional Boatbuiler December
2012: 34-46. Print
T. Coats, M. Riley. Characterizing Wave-Impact Response Motions for High-Speed
Planing Hulls. High Speed Boat Operations Forum, 17 April 2012, Goteborg, Sweden.
145

Senior Design - Spring 14 Final

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D ESIGN T EAM :

University of New Orleans

HULL FORM DEVELOPMENT

TROOP CARRYING CAPACITY

PROPULSION AND MACHINERY SYSTEM

University of New Orleans

TEAM OPERATING AGREEMENT

ARTICLE 1, CONTACT INFORMATION:

APPENDIX B PARAMETRIC STUDY

APPENDIX C WEIGHT ESTIMATE

APPENDIX E PROPULSION SYSTEM

HIGH SPEED TURN

WIND AND ROLL

APPENDIX G DESIGN PROPOSAL

University of New Orleans

University of New Orleans

Machinery & Combat Systems

Hamilton HJ-403 water jet

1x Navy Combat Rubber

Saab RWS Track Fire

Performance and Capacities

Cruising Speed: 35 knots

4 + 12 Ground Combat Force

University of New Orleans

University of New Orleans

Installed Power = 1585.75 BHP

Installed Power = 2257.50 BHP

Fuel Capacity = 315.00 gal.

Fuel Capacity = 638.75 gal.

Fuel Capacity = 962.50 gal.

University of New Orleans

University of New Orleans

T ABLE 1 L IGHTSHIP W EIGHT AND M ARGINS

[ft. fwd Transm]

[ ft port +] [ft stbd -]

University of New Orleans

T ABLE 2 H ALF L OADING C ONDITION

Half Loading Condition

[ft. fwd Transm]

T ABLE 3 F ULL L OADING C ONDITION

Full Loading Conditions

Lightship Weight with Margin

[ft. fwd Transm]

University of New Orleans

Lightship w/ Margin Weight Breakdown

Hull & Structure

F IGURE 1 W EIGHT B REAKDOWN

University of New Orleans

H ULL F ORM D EVELOPMENT

University of New Orleans

F IGURE 2 - B OTTOM S ECTION

Bottom Loading Coeff

University of New Orleans

Speed to Length Ratio

Calculating the S/L of our craft using the equation S/L =

gives a S/L ratio of

, where Ap is the projected bottom area, and

University of New Orleans