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SURFACE EFFECT SHIP (ses) DEVELOPMENTS WORLDWIDE

NAVAL ENGINEERS JOURNAL 1991年第5期103卷 39-83页

作者： LAVIS, DR SPAULDING, Kb This paper was presented at the meeting of the Chesapeake Section of the Society of Naval Architects and Marine Engineers on 12 March 1991. David R. Lavis:began his career in hovercraft in 1959 at the towing tanks of the British Hovercraft Corporation (BHC) and has worked continuously with hovercraft ever since. At BHC he worked on many aspects of hovercraft research design and construction. In 1967 he joined Bell Aerosystems Buffalo New York and was engaged in the early design work for the SES-100B and the AALC Jeff (B). Mr. Lavis then joined the Aerojet General Corporation in Sacramento California and in 1972 he was appointed manager of technology for the Aerojet SES Division which at that time was testing the SES-100A and conducting the early design work for the 2KSES and AALC Jeff (A). Mr. Lavis has continued to support the U.S. Navy's and U.S. Army's advanced ship and craft programs including the LCAC LACV-30 SES-200 and the U.S. Navy's interest in NATO Special Working Group Six on Advanced Naval Vehicles. In 1977 together with Bill Band he formed Band Lavis & Associates Inc. of Severna Park Maryland a company specializing in advanced marine technology. Mr. Lavis has a master of science degree from Cranfield Institute of Technology is a member of the American Society of Naval Engineers the Society of Naval Architects and Marine Engineers and is a fellow member of the Royal Institution of Naval Architects. Kenneth Spaulding is currently a project manager at M. Rosenblatt & Son Inc. where he is involved with studies of double hull tankers sealift ships and MSC conversions. He came to the company in 1990 from the Naval Sea Systems Command where he was head of the Advanced Vehicle Design Section for ten years. With the Navy Department since 1954 Mr. Spaulding's experience includes boat submarine and frigate design and most recently technical management of the CONFORM program and five years as U.S. delegate to the NATO advanced vehicles group. His degrees are from Webb Institute and Amer

It has been more than 30 years since the introduction of the ses. There are several hundred operating ses in the world today. Most are relatively small (less than 200 tons) and have operating speeds of 25 to 40 knots. The potential for larger, faster, ses has long been recognized. Today, with the emergence of six independent European initiatives for the development of 40 to 50-knot, 500 to 2000-ton, ses car ferries, we are on the threshold of a new generation of ses (Figure 1) - which will be introduced solely because they are perceived, by hard-headed investors, as competitive commercial ventures. In this paper the history of ses development is summarized and a world-wide census of ses craft presented. Current fast-ferry and military initiatives are discussed. The ses concept is defined and characterized including a discussion of ses technologies. Predictions are made regarding future ses developments, followed by conclusions and recommendations.

关键词： Ships

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THE DETERMINATION OF SHIP LOADS AND MOTIONS - A RECOMMENDED ENGINEERING APPROACH - REPLY

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NAVAL ENGINEERS JOURNAL 1990年第4期102卷 143-144页

作者： bUCKLEY, WH The Author:graduated from Massachusetts Institute of Technology from which he received his BS degree in aeronautical engineering in 1948 and his BS degree in business administration in 1949. He was employed for 20 years by the Bell Aerospace Company as a structural engineer. During this time he was responsible for structural design loads for the X-22A VTOL research airplane SKMR-1 the Navy's first large air cushion vehicle and the SES-100B surface effect ship. After joining the Structures Department of the David Taylor Research Center in 1971 he conducted hydrofoil ship loads research and later supported the PHM procurement program. In 1978 he initiated a loads research program for displacement ships with emphasis on casualty analysis statistical analyses of non-linear random processes extreme wave characteristics and most recently climatic and extreme spectra for use in determining long-term structural loadings. In 1982 he received a master's degree in ocean and marine engineering from The George Washington University. He is a member of ASNE SNAME and Sigma Xi and is currently chairman of the SNAME Hull Loading Panel (HS-1).

This paper outlines the essential features of a recommended engineering approach to load and motion determination, required developments, progress to date and remaining key developments. An engineering approach is defined as one in which all significant cause and effect relationships have been identified and quantified so that the resulting design criteria and methods can play a deterministic role in the give and take of ship design. In defining the essential features of such an approach consideration is given to (a) the random nature of the seaway, (b) linear and nonlinear characteristics of the seaway and ship responses to it, and (c) the use of resulting loads and stresses in the assessment of as-built static strength, fatigue and flaw growth degradation of static strength, and energy absorption under seaway impact loadings. Progress to date in these areas is overviewed and recent developments summarized which serve to demonstrate that the rather demanding elements of an engineering approach are attainable. because of the importance of seaway characteristics, primary attention has been given to providing an effective engineering definition of world wide wave climates. In addition, because of the importance of nonlinear seaways and ship responses, a method of characterizing the nonlinearity of measured random data has been developed. With these advances in hand, remaining critical developments are identified and approaches to their resolution suggested.

关键词： Ships

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AIR-CUSHION VEHICLES FOR ARCTIC OPERATION

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NAVAL ENGINEERS JOURNAL 1988年第6期100卷 59-71页

作者： KOLESER, J LAVIS, DR Jeffrey Koleser:was educated at the University of Michigan where in 1980 he earned his BSE in naval architecture and marine engineering. His professional career began with Gibbs & Cox Inc. New York City where he worked on the FFG-7 class ships for the U.S. Royal Australian and Spanish navies. In 1982 Mr. Koleser joined the Naval Sea Systems Command in the Preliminary Design Section (SEA-501) where he works today. Since then he has worked on the contract design of the DDG-51 the NFR-90 the Warfighting Improvement Program for the BB-61 class the FFG-7 class and the FF-1052 class ships. He has also worked on several CONFORM projects including the Arctic ACV. In addition to Mr. Koleser's formal education at the University of Michigan he is presently finishing up his studies at the off campus seminar of the Naval War College. David Lavis:was educated in Exmouth and Exeter Devon England. He began his professional career in air cushion vehicles with Saunders-Roe on the Isle of Wight in 1959. Initially as a student apprentice Mr. Lavis worked on many aspects of air cushion vehicle research design and construction. In 1966 he received a master of science degree from Cranfield Institute of Technology. A year later he joined Bell Aerosystems Buffalo New York and was engaged in the early design work for the SES-100B and the AALC Jeff(B). Mr. Lavis then joined the Aerojet General Corporation (AGC) in Sacramento and in 1972 he was appointed manager of technology for the AGC SES Division who were at that time testing the SES-100A and conducting the early design work for the 2KSES and AALC Jeff(A). Mr. Lavis has continued to support the U.S. Navy advanced ship programs. In 1977 together with Mr. E. G. U. Band he formed Band Lavis & Associates Inc. of Severna Park Maryland a company specializing in advanced marine technology.

The paper presents the results of the NavSea FY8S Surface Ship CONFORM Design Study for an initial operational capability (IOC) year-2000 air cushion vehicle (ACV) suitable for logistics and for general search and rescue duties in the Arctic. The study is one of several design studies produced each year by the CONFORM program to provide OpNav with alternative feasible ship concepts for varying IOC dates and to provide R&D planners with feedback regarding R&D alternatives. Two complete feasibility designs were developed. The first design was developed with the aid of an ACV design synthesis math model. The second design evolved as a derivative of an existing U.S. production craft and, as such, offered a lower risk approach. The results of performance and cost trade-off studies are presented from which it is concluded that gas turbines are the preferred choice of power plants and aluminum alloy is the preferred choice of hull structural material. The most suitable skirt height was found to be approximately 12 ft.

关键词： Air Cushion Vehicles

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HISTORY OF COAST-GUARD SURFACE EFFECT SHIP PERFORMANCE IMPROVEMENTS

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NAVAL ENGINEERS JOURNAL 1988年第3期100卷 237-250页

作者： LARIMER, G MCCOLLUM, J SCHAUb, b VANLIEW, D WHIPPLE, C Gary Larimer:received his B.S. (1974) and M.S. (1975) degrees in naval architecture and marine engineering from the University of Michigan. He has worked with the Bechtel Professional Corporation the David Taylor Naval Ship Research and Development Center and the United States Coast Guard. He is a member of SNAME ASNE ABYC and IMTI. He is the author of “Reaction Fin Applications In Marine Propulsion” which documented the use of asymmetric pre-swirl vanes to increase propulsion efficiency aboard a 41-ft Coast Guard utility boat. It was presented on 5 March 1987 at the Hampton Roads section of SNAME and was nominated for the section paper of the year award. CWO3 Joe Bobby McCollum USCG: iscurrently engineering officer of the Surface Effect Ship Division Seventh Coast Guard District Key West Florida. Prior to this assignment he was assistant engineering officer on the USCGCUte.His other duty tours included engineering assignments on theCape Currenta 95-foot patrol boat on the USCGCUnimak a 311-foot cutter CG Loran Station Upolo Point Hawaii and CG Station Sabine Pass Texas. CWO McCollum was responsible for modifying and repairing the SESs and contributed many unique problem solving ideas which resulted in much improved operation of the Coast Guard Surface Effect Ship Division. Benton H. Schaub:is a senior engineer with Maritime Dynamics Inc. He has a bachelor of science degree in naval architecture and marine engineering from the Massachusetts Institute of Technology. Mr. Schaub has fifteen years of experience working as a test engineer project engineer and design engineer on advanced marine vehicle projects and is a recognized authority in the areas of hull structure seal system and machinery design for surface effect ships. He has participated in virtually every USN SES design development and test evaluation program including: XR-5 XR-10 SES-100A SES-100A1 and the SES-200. He is currently responsible for performing detailed design and analysis in support of the seal system for the Germa

During the early 1980s the United States Coast Guard took delivery of three surface effect ships (ses) from bell Halter, Inc. These 136-ton, 30-knot plus, aluminum hulled cutters were to be used primarily for drug interdiction in the southeastern United States. by early 1985, however, the full load weight of these cutters had grown to 150 long tons, and their top speed had dropped to below 23 knots in calm water. by mid-1985, operation of all three sess was suspended to prevent possible catastrophic failure of their main engines. At this point, the USCG joined ranks with Textron Marine Systems (then bell Aerospace), and Detroit Diesel to analyze what had gone wrong, and to propose solutions to the problems encountered. From that beginning, the performance of the Coast Guard's sess has steadily and dramatically improved until at present all three cutters are able to exceed their original performance specifications. This paper discusses the problems experienced with the sess, including engine overloading, vibration, ride quality, seal wear, poor lift system performance, and metal cracking, along with the corrective actions taken to solve them. The cooperation between government and private industry, which made this dramatic turn-around in performance possible, is also explored. Lessons learned about ses technology are viewed in relation to the general experience of the Coast Guard with other types of high performance hull forms.

关键词： NAVAL VESSELS

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TECHNICAL EVALUATION OF THE ses-200 HIGH LENGTH-TO-bEAM SURFACE EFFECT SHIP

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 77-93页

作者： ADAMS, JD bEVERLY, WF John D. Adams:is currently Manager of Marine Programs at Maritime Dynamics Inc. Tacoma Washington. He received his B.S.E. degree in naval architecture and marine engineering from the University of Michigan in 1972. His professional career began at Stevens Institute of Technology working as a research engineer in the Davidson Laboratory where he conducted model test programs of both conventional and advanced ships. Some of his responsibilities included hydrodynamic model testing of the Navy SES-100A and SES-100B testcraft and the early 2000-ton and 3000-ton SES designs. In 1975 he accepted a position as Director of Maritime Dynamics' field activities at the USN Surface Effect Ship Test Facility where he had responsibility for SES-100A trials analysis. While at SESTF he directed several unique programs including the development of an experimental Ride Control System for the XR-1D SES testcraft. At his present position since 1982 Mr. Adams has directed the development of a production SES Ride Control System the SES-200 trial analysis and analytical research and design studies for SES. He is a member of ASNE and SNAME. Walter F. Beverly III:is Test Director of the lead Landing Craft Air Cushion for Bell Aerospace in Panama City Florida. He has worked with surface effect ships (SES) for over ten years in various roles: SESTF. Past assignments included: Technical Director of the Navy Surface Effect Ship Test Facility (SESTF) Project engineer on the world's fastest warship the SES-100B and Program Manager's representative and T&E manager for the 3KSES Program in San Diego. Prior to his involvement with SES he was a flight test engineer at the Naval Air Test Center Patuxent River Maryland and graduated from the USN Test Pilot School test project engineering curriculum. Mr. Beverly received his BS in aerospace engineering from Virginia Polytechnic Institute in 1970 and his MS in systems management from the University of Southern California in 1977. He is a member of the American Institute of Aeronautics and

Recent Navy surface effect ship (ses) research has been aimed at achieving efficient operation at task force speeds without compromising the ses advantage of operating at higher speeds. Results showed that this objective could be achieved by designing ships with higher length-to-beam ratios than the previous generation of Navy ses. These ships are typically referred to as “High Length-to-beam ses”. This paper describes an extensive program undertaken by Naval Sea Systems Command (NAVSEA) to validate this research and demonstrate high length-to-beam ses capabilities. Under this program a 110 ft commercial ses was procured and stretched from a length-to-beam of 2.65 to 4.25 by installing a 50 foot hull extension amidships. This ship is the ses-200; it is the only large high length-to-beam ses in the world. A brief history of the ses-200 is provided, and the use of standard marine construction and systems in this ship is described. A synopsis of the ses-200 Technical Evaluation program completed in the Chesapeake bay and Atlantic Ocean is given, and results of performance, seakeeping and maneuvering tests are presented. The effect of cushion length-to-beam proportions on both cushion wave making resistance and total ses resistance is explained. Performance test data are presented to show that the advantages of high length-to-beam design have been validated. Full power operation in heavy weather at all headings is demonstrated, and heavy weather motion responses are compared to Navy surface ship criteria to show that limits are satisfied for both high and low speed operation. Directional stability and maneuvering test results are cited for both normal operation and impaired situations. Implications of high length-to-beam technology relative to multithousand ton ship design are discussed. The speed and seakeeping capabilities that ses in this size range offer are indicated by scaling ses-200 test data.

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THE SURFACE EFFECT CATAMARAN - PROGRESS IN CONCEPT ASsesSMENT

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 301-311页

作者： WILSON, FW VIARS, PR ADAMS, JD Fred W. Wilson:received his B.A. degree from the Virginia Polytechnic Institute and State University in 1967 and his M.A. degree from the University of Tennessee in 1971. Mr. Wilson has been involved with air-supported vehicle technology at the Aviation and Surface Effects Department of the David Taylor Naval Ship Research and Development Center since 1967. Until 1979 Mr. Wilson was with the Surface Effect Ship Division and participated in early SES development the SES-100A and -100B trials and in the 3000-ton SES program. Since 1979 Mr. Wilson has been in the Program Development Office participating in aircraft programs as well as the current twin-cushion surface effect ship (Surface Effect Catamaran) program. Philip R. Viars:graduated from the University of Cincinnati with a B.S. in Aerospace Engineering in 1974. He received his M.S. in Ocean and Marine Engineering from George Washington University in 1980. Since 1972 Mr. Viars has worked in the Aviation and Surface Effects Department at the David Taylor Naval Ship Research and Development Center (DTNSRDC). While at DTNSRDC Mr. Viars has participated in model and full-scale experimental programs focused on simulation. Mr. Viars is recognized as the Center expert in SES stability and performance having participated in most of the manned Navy SES testcraft evaluations. Since 1981 Mr. Viars has been in the Program Development Office where he has worked on the twin-cushion surface effect ship (SECAT) and other programs. John D. Adams:received his B.S.E. in 1972 from the University of Michigan School of Naval Architecture and Marine Engineering. He has spent seven years in Marine engineering research Marine systems design and development and dynamic tow tank testing and data analysis. Mr. Adams is currently responsible for the Maritime Dynamics Inc. field operation at the U.S. NavySES Test Facility (SESTF) Patuxent River Maryland. On-site responsibility has been the design development and manned testing of active ride control systems for the U.S. NavyXR-

The surface effect catamaran incorporates twin high length-to-beam cushions to support a low length-to-beam platform. The performance characteristics of the resulting vehicle, i.e., the resistance and head sea motions, are equivalent to a higher length-to-beam surface effect ship. The high lateral stability which results from the widely spaced hulls and cushions of the surface effect catamaran provides several advantages not inherent in conventional surface effect ship configurations. These advantages are manifested by high cross-structure height and reduced structural loads without reduction in static or dynamic roll stability. For an 800-ton ship the widely spaced cushions provide a capability of controlling off-head sea types of motions and the virtual elimination of green water over the deck up through Sea State 6. Model tests have validated cushionborne and hullborne resistance computer prediction programs. Head sea motions tests have justified the use of high cross-structure height to minimize high slam types of structural loads. Preliminary design and model tests indicate the potential for the surface effect catamaran to operate as an open ocean ship in smaller sizes than heretofore thought possible. In addition, its planform and large volume provides pay-load capabilities of much larger ships.

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COMMERCIAL APPLICATIONS OF ADVANCED MARINE VEHICLES FOR EXPRESS SHIPPING

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 283-300页

作者： LUEDEKE, G FARNHAM, Rb JR. George Luedeke Jr.: received his BS degree in Mechanical Engineering from Massachusetts Institute of Technology and his MS degree in Product Design from Illinois Institute of Technology. Early in his career Mr. Luedeke joined General Motors Corporation as a designer responsible for development of people mover and rail rapid transit systems. From 1964 to 1974 he was with Hughes Aircraft Company. At Hughes he performed analyses and developed designs for a wide variety of program and proposal efforts such as: High Speed Ground Transportation (DOT) Task Force Command Center (NAVY) Panama Canal Marine Traffic Control Center (Panama Canal Co.) Royal Iranian Navy Command Center (Iran) Tactical Information Processing and Interpretation Center (Air Force) and WALLEYE CONDOR and PHOENIX Missile Systems (NAVY). He also had marketing development responsibilities related to the diversification of Hughes resources in civil business areas such as: Automatic train control (WMATA BARTD SCRTD) water/sewage treatment plant automation (Santa Clara County) Aqueduct Control (SWR) Hydrometeorological data collection (BPA WMO) and Salton Sea basin systems analysis (Dept. of the Interior). He was responsible for combat system integration for the Hughes 2000T Surface Effect Ship (SES) proposal. He also conducted detailed studies concerning ship flexure for the Improved Point Defense Target Acquisition System Program and for the definition of operational High Energy Laser weapon installations on a series of conventional monohulls (DLG DD and CVN). Since 1974 Mr. Luedeke has been employed at RMI Inc. (formerly Rohr Marine Inc.). During this time he has held several positions. His responsibilities have included directing a number of studies on advanced SES concepts managing activities defining mission/cost effectiveness of military and commercial SES's including defining the operational benefits and enhanced survivability characteristics of cargo SES's for high speed military sealiftfor NA TO and Southeast Asia

This paper will present the results of a marketing, engineering, and economic analysis of advanced marine vehicles done by IMA Resources, Inc. and RMI, Inc., in support of a Maritime Administration project to study “Multimode Express Shipping”. The study was conducted in 1981 and examined the economic benefits of using advanced marine vehicles as express cargo vessels in domestic and international service. Commodity characteristics, desirable express carrier rates, and potential high payoff service and route alternatives were identified. Advanced marine vehicles were surveyed and sized to meet desirable deadweight and block speed objectives. The costs of operating these craft on a variety of trade routes were calculated using an advanced marine vehicle economic analysis program. Revenues, expenses, break-even, profit and loss, cash flow requirements, tax summary and economic indicators (i.e., cost/ton – mile, etc.) were projected over the expected life of the vehicles as was return on investment. Traffic density and market penetration considerations narrowed the field of choice to smaller sized advanced marine vehicle carriers (i.e., 50 and 250 ton deadweight) and to three international and five domestic routes.

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THE ARCTIC SURFACE EFFECT VEHICLE program

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Naval Engineers Journal 1976年第2期88卷 70-83页

作者： KORDENbROCK, JAMES U. HARRY, CHARLES W. Mr. James U. Kor'denbrock:graduated from the University of Cincinnati in 1942 with a BS degree in Aeronautical Engineering. Prior to his current employment his career was in private industry in the aerospace and the aircushion vehicle fields. With industry he was the Technical Director of the SKMR-1 Test Program and was later involved in the Army and Navy SK-5 Programs as well as the SES 100B test craft. With the Systems Development Department of DWTNSRDC he was the Technical Manager of the ARPA Arctic SEV Program but now he is in the Advanced Concepts Office. In addition to ASNE he is a member of SNAME and AIAA and is a registered professional engineer in the State of Ohio. Mr. Charles W. Harry:graduated from the University of Virginia in 1957 with an aeronautical option to his Mechanical Engineers degree. He has since been an employee of the David W. Taylor Naval Ship Research and Development Center (DWTNSRDC). Following wind-tunnel research on several V/STOL aircraft he participated in aerodynamic research on surface effect phenomena for both aircushion and wing-in-ground-effect vehicles. He served as Project Engineer and Test Pilot for the XR-3 one of the first U.S. aircushion vehicles with non-flexible sidehulls. He participated in establishing and managing the research and development of the aero-hydro technology for the then Joint Surface Effect Ship Program Office. More recently he was the Manager Technology Development for the Arctic SEV Program and is presently a member of the Advanced Concepts Office of the System Development Department at the DWTNSRDC.

The potential of the Surface Effect Vehicle (SEV) for operating in the Arctic was investigated. Investigation and development of the technology, for vehicle systems was undertaken as well as definition of the unusual and severe environmental conditions encountered. Photographic and laser data were taken and summarized to establish the surface characteristics of the sea ice in the Arctic Ocean as well as topographic features of coastal and land areas. First‐hand experience was gained in the Arctic during a six‐month test program with an SK‐S SEV at barrow, Alaska. Designs for SEV's up to 1,000‐tons gross weight with speed capabilities up to 120 knots were prepared. Numerous skirt designs were tested over simulated terrain to establish feasibility of skirts higher than those currently in use. The prediction of the dynamic response of SEV's operating at high speeds over ice and other rough terrain required analytical programs different from those used for operations over water. The detection of ice ridges and estimation of their height is required for high speed operation, and a system utilizing a 95GHz radar was designed and tested. Specific designs of 150‐ton and 500‐ton vehicles were developed to establish their feasibility for conducting long‐range Arctic missions. © 1976 American Society of Naval Engineers

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AN ADVANCED CONCEPT FOR PROPELLER DRIVEN SURFACE EFFECT SHIPS (ses).

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Naval Engineers Journal 1973年第5 (OCTOBER, 1973)期85卷 53-63页

作者： bUTLER E.A. The author has been with the Surface Effect Ships Project (PM-17) since 1967 as Manager of Contracts and Finance SES-100B Program Manager and currently Design Director for the 2000-ton SES Program. He received his Bachelor degree in Marine Engineering from the New York State Maritime College and his career includes almost 20 years of Civil Service in Naval Architecture DTMB and Marine Research and Development with the Bureau of Ships and the Maritime Administration. He is a licensed Professional Engineer in the District of Columbia and from 1966–67 was a Com-Sci Fellow at the Bureau of the Budget.

THE SURFACE EFFECT SHIPS PROJECT OFFICE (sesPO) IN CONJUNCTION WITH THE NAVAL RESEARCH AND DEVELOPMENT CENTRE (NSRDC) HAS bEEN CONDUCTING bASIC SUPER-CAVITATING PROPELLER RESEARCH SINCE *** EFFORT HAS INCLUDED INVESTIGATIONS INTO THE EFFECTS OF MANY VARIOUS CONFIGURATIONS IN ORDER TO ObTAIN A bETTER UNDERSTANDING AND THE NECESSARY DESIGN DATA FOR THE APPLICATION OF THESE PROPELLERS TO SURFACE EFFECT SHIPS (ses).OF PARTICULAR INTEREST ARE THE RECENT RESULTS OF EXPERIMENTATION WITH PARTIALLY SUbMERGED SUPERCAVITATING PROPELLERS (PSSCP) AT VARIOUS ANGLES OF ATTACK, *** SHAFT INCLINATION AND bLADE *** EFFORT WAS MOTIVATED bY POTENTIAL GAINS IN PROPELLER EFFICIENCY, REDUCTION OF TRANSVERSE FORCES, AND MORE FLEXIbLE MACHINERY *** THIS RESEARCH DOES NOT ATTEMPT TO OPTIMISE PROPELLER DESIGN CHARACTERISTICS AND MANY QUESTIONS REMAIN TO bE ANSWERED, THE RESULTS TO DATE DO CONFIRM THAT SUCH bENEFITS CAN bE REALISED IN A PRACTICAL INSTALLATION FOR ANY HIGH PERFORMANCE CRAFT.(A)

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