II International Ship Design and

Naval Engineering Congress -

(ISDNEC11)
16th to 18th March 2011
Cartagena de Indias
 SWATH
Advanced Vessels Solution

Presented by: Angel Morales

Lockheed Martin MS2
Baltimore, Maryland
 Lockheed Martin Advanced Vessels and
Designs
SEA SHADOW High Strength Steel, Diesel Electric Prop,
14 kt Cruise Speed, Low Signatures

1985 SLICE Aluminum, Lower Hull Diesel Prop, 27 kt Cruise Speed, Low
Wave Making Resistance

R/V KILO MOANA SWATH Research Vessel; Medium Strength Steel,

Diesel Electric Prop, Ice Strengthened
1996

M/V Lider and M/V Tenaz - Diesel Prop, 20 kts, 150 Pax,
DNV HSLC, Diesels, CPP
2001

COBRA - Semi-SWATH
2006

Lockheed Martin Developed and Owns IP to:

SLICE Design 2008
VariCraft Design (E-Craft)
CEWay (Offshore crew transfer gangway) Design
2010
WSV Personnel Transfer System M/V Susitna - Semi-SWATH Ro/Pax Ferry,
Steel/Aluminum, 20 kts, ABS, Diesels, Waterjets
Cartagena de Indias, 16th to 18th March 2011
 Vessel Applications and Approach
Wave Action at the Air/Water Interface Exert Large Forces
Constitution
on Traditional Displacement Hulls

Forces Cause the Vessels to Roll Side to Side

Detrimental Effect on Vessels Motion, Sea keeping and
Data Collection and Navigation
Newport Class Tanker Limitations to Operate in Rough Seas
Seasickness is detrimental factor
Large percentage of Passengers Get Seasick in
Vertical Accelerations of
1.0 m/sec2 for 30 min
0.5 m/sec2 for 2 hrs
Monohull Crewboat Traditional Solution is to Required Larger Displacement
Vessels.
Increasing Acquisition and Operational Costs
Best Solution: LM Incorporated Aerospace and Hydrostatic
Knowledge to Significantly Reduce the Amount of the Ship
Subjected to the Air/Water Interface Region - Resulting in
Less Sea Sickness

Lockheed Martin Sea Shadow Cartagena de Indias, 16th to 18th March 2011
 Vertical Acceleration and Sea Sickness

Pitch Roll Heave

Sea Sickness is the physiological effects of motion,

predominately accelerations in the vertical direction called
heave, resulting in lightheadedness that ultimately leads to
nausea and vomiting.
The Oscillation Period of Heave Motions Has a Large Impact
on the Likelihood of Sea Sickness
Studies Have Shown That Heave Periods of 4 Seconds to 6
Seconds Have the Greatest Likelihood of Producing Sea
Sickness, Even at Low Vertical Accelerations.

Cartagena de Indias, 16th to 18th March 2011

Small Waterplane Area Twin Hull
(SWATH)

Wave Action at the Air/Water

Interface Exert Large Forces on
Traditional Displacement Hulls

Forces Cause the Vessels to Roll

Side to Side

Forces Lift the Bow and, Once the

Force Is Removed, Gravity Pulls
the Bow Down Causing a
Pitching Motion.

SWATH Thin Struts = Small

Exposure to Waves

Submerged Hulls
Cartagena de Indias, 16th to 18th March 2011
 Hullforms Effects

SHIP MOTIONS CAUSED BY CHANGES IN BUOYANCY

Monohull Catamaran SWATH / SLICE

BUOYANCY CHANGE IN WAVES

LARGE LARGE SMALL

Cartagena de Indias, 16th to 18th March 2011

 SWATH: R/V Kilo Moana
Requirements: Stability in High Sea States

Length, Overall 56.5 m

Beam 26.8 m
Draft 7.6 m
Speed 15 knots
Displacement 2500 LT
Endurance 50 days
Crew / Scientists 17/31
Operating Area No restriction
Engines Caterpillar
Certifications ABS, USCG
Medium Strength Steel, Ice Strengthened

Cartagena de Indias, 16th to 18th March 2011

 SWATH Operation
Increased Availability

100 SWATH
Percentage of Time that North Atlantic Waves will be

AGOR
90

80
Less Than Given Height

70 Significant Wave
Height
60

50 Monohull
AGOR
40

30 Increase in
Mission
20
Time
10

0 0 1 2 3 4 5 6 7 8 9 10
Wave Height - Meters

SWATH Provides 60% Greater Operational Availability Than

Cartagena de Indias, Monohull
16th to 18th March 2011
 Operational in Higher Sea State
Smaller Displacement
Conventional ships employ long length and large mass to achieve good seakeeping.

SWATH ships use hullform to achieve the same seakeeping of ships more than three times
their length and ten times their mass.
25
Super Tankers
Highest Fully Operational (145000 tons)
Wave Height Large Cargo Ship
AGOR 26 (71200 tons)
(2500 tons)
15 Cruise Ships
TAGOS 19 & 23
(8500 tons)
(3396 & 5370 tons)
Wave Height (ft)

SLICE 150 Crew Boat

(161 tons)
10 Navatek I (160 tons)
Small Cargo Ships
Sea Shadow (17800 tons)
(560 tons)
Navatek II
(171 tons)

6
Off Shore Work Boats
(4200 tons)

Tugs
3 (356 tons)

0 300 600 900 1200

Ship Length (ft) Cartagena de Indias, 16th to 18th March 2011
 Operational Capabilities
Increased Speed Less BHP
60 Displacement
Hulls
Monohull

50
Catamaran

SWATH/SLICE
Speed (Kts.)

SWATH
Dynamic
Lift
20 Planing Hull

Operational
Hydrofoil
Advantage
ACVM SES

Calm SS3 Moderate SS5 SS7 High

(~5ft) Wave Height (~12ft) (~35ft)

SWATH Operates at Higher Sea States While Retaining

Cartagena Low
de Indias, 16thMotions
to 18th March 2011
SWATH Motions Compared to Monohulls

USCG Patrol Boat (WPB)

- Length: 110 feet
- Displacement: 200 tons

USCG Heavy Endurance Cutter

(WHEC)
- Length: 378 feet
- Displacement: 3050 tons

SWATH Ship Platform (SSP)

SWATH KAIMALINO
- Length: 81 ft
- Displacement: 220 tons

Cartagena de Indias, 16th to 18th March 2011

SWATH: Flexible Design Tailored to Multiple
Applications

Cartagena de Indias, 16th to 18th March 2011

 SWATH: Sea Shadow
Requirements: Reduced Manning, Low
Signatures, Superior Seakeeping

Sea Shadow has a SWATH hull design. Below the

water are submerged twin hulls, each with a
propeller, aft stabilizer, and inboard canards.
The portion of the ship above water is connected
to the hulls via the two angled struts.
Operated stable even in very rough water of up to
sea state 6 wave height of 18 feet (5.5 m) or "very
rough" sea
Length, Overall164 Ft.
Beam 68 Ft.
Draft 14.5 Ft.
Speed 28 kts
Displacement 560 Tons (Full load)
High Strength Steel
Diesel Electric Propulsion

Cartagena de Indias, 16th to 18th March 2011

SWATH Hullform Evolution to SLICE

SWATH

Thin Struts = Small

Exposure to Waves
Submerged Hulls

SLICE

4 Submerged
Lower Hulls

Cartagena de Indias, 16th to 18th March 2011

 Sea SLICE
Requirements: High Speed SWATH;
Increases Seakeeping

Length, Overall 32 m
Beam 16.8 m
Draft 4.3m
Speed 30 knots
Endurance 12 hrs
Crew / Passengers 6/12
Operating Area Coastal
Engines MTU

Cartagena de Indias, 16th to 18th March 2011

 Exceeding Wave Drag Hump is Key for
High Speed
High Speeds Can Be Achieved Above Wave Drag Hump
Reducing Waterline Length Reduces Wave Drag Speed Region Based on
Froude Relationship of F = V/ g x L
Wave Drag vs. Waterline Length
60

Conventional SWATH Above Hump

50ft. 200 ft.

Vessel Speed (Knots)

50
NAVATEK II
Waterline Waterline

40

200 ft. Waterline 30 High Wave

Drag Region
SLICE 20

SLICE

80-90% 10
13
12
11
13
12
11 MCR Below Hump
10 10
9 9
8 8
7 7

0
0 50 100 150 200 250 300 350 400
50 ft. Waterline Waterline Length (Feet)

Benefit: Efficient High Speed Operation in a Ship Sized for Their Needs
Reduced Fuel Consumption
Cartagena de Indias, 16th to 18th March 2011
 SWATH / SLICE
Operational Speed Capabilities in High Seas

60 Displacement
Hulls
Monohull

50
SLICE Catamaran

SWATH/SLICE
Operational
Speed (Kts.)

Performance SWATH
Advantage Dynamic
Lift
20 Planing Hull

Hydrofoil

ACVM SES

Calm SS3 Moderate SS5 SS7 High

(~5ft) Wave Height (~12ft) (~35ft)

Cartagena de Indias, 16th to 18th March 2011

 SLICE Hull Resistance

Cargo Ships (15 kts) 500 ft

Liners (22 kts) 850 ft
Battleships (28 kts) 890 ft
Aircraft Carriers (36 kts) 1100 ft
Cruisers (30 kts) 560 ft
Frigates (30 kts) 450 ft
Destroyers (35 kts) 560 ft
Resistance Coefficient

Viscous

SLICE

13 13
12 12
11 11
10 10
9 9
8 8
7 7

SLICE (25 kts) 40 ft

0 0.4 0.5 1.0 1.5

Froude No. = V/gl

Cartagena de Indias, 16th to 18th March 2011

 SLICE Resistance Characteristics

Total SLICE Waterplane Area

is about 1/6 the Waterplane
Area of a Conventional
Ship of Similar Displacement

SLICE
Conventional
Resistance
Ship Resistance SLICE Resistance
Total
Resistance (lb)

Resistance (lb)
SLICE
Friction Total

SLICE
Wave Friction
SLICE Wave
5 10 15 20 25 30
Ship Speed (kts) 5 10 15 20 25 30
Ship Speed (kts)

Cartagena de Indias, 16th to 18th March 2011

 Vertical Acceleration

British Standards Organization

(BS 6847, dated 1987) De BS 6847: 40%, 20%, 10%
Interpolado: 5%, 2.5%
Vertical Acceleration (VA)
Principal factor in sea sickness
Highest Incidence Seasickness -
VA with frequencies of 0.14 Hz to

Aceleracin (m/seg)
0.25 Hz range
= Resonance Period (Wave
Period)
Critical Resonance Period = 4-6
sec.
Sea Conditions = 6sec
Frequency is a function of
vibration
Frequency (f) = 1/ Seasickness Incidence for 2 hr exposure
Frequency: 14Hz-25Hz = 0.1-
0.15m/s2
f = 1/ ; 1/6 = 0.143hz Seasickness Incidence for 2 Hr Exposure
Frecuencia (Hz)
21
Cartagena de Indias, 16th to 18th March 2011
 Low Wake Wash at High Speeds

SLICE reduced wave-making energy results in extremely low wake wash above
and below hump. Even in the hump region, the SLICE wake is moderate.
COMPARISON OF VESSEL WASH ENERGY DENSITY
25000
Wash Energy Density
(Joules/Meter)

20000
FBM TRICAT - SASSACUS
15000
AMD 385 - CHINOOK

10000 NYFF - BRAVEST (GEE)

SLICE
5000
WA State Ferry
Standard
0
0 5 10 15 20 25 30 35 40 45
Vessel Speed
(Knots)

Benefits: High Speed Operations are Possible Without Disturbing Small Craft
in the Operating Area or Causing Shoreline Erosion When Nearing Port
22
Cartagena de Indias, 16th to 18th March 2011
 Transit Speed of 25 knots

SLICE vessel breaks the 20kts barriers of conventional SWATH vessel

Cartagena de Indias, 16th to 18th March 2011
 Operation in 3.0 meter wave height Sea State
conditions

Review of Lateral accelerations,

Watch Circle and System Limits
(Extents of Travel) were verified in
both physical model testing and
Simulation

Verified Through Model Testing, Simulation and Trials

Cartagena de Indias, 16th to 18th March 2011
 Ability to Operate in 3.0 meter Significant Wave
Heights
Use of Dynamic Positioning to Hold Watch Circle Significant Amplitude
0 kts, Full Scale, Bretschneider Sea, Hs 3m
Station during Transfer Operations
180
6 ft
5 ft
Through testing and Expert 135 225
4 ft
Evaluation, we were able to
determine that there is a very low 3 ft

occurrence of transits outside of 2 ft

the significant watch circle, well 1 ft

within tolerable limits for 90 0 ft 270

successful operation.

45 315

Integration of a tailored design DP2 system to achieve superior

Station keeping Cartagena de Indias, 16th to 18th March 2011
 SLICE Propulsion

Drive Train integration and

propulsion configuration
design to minimize down
time and increased
availability
Easy of access for
maintenance and operation
Z-drive configuration
Controllable Pitch
Propellers
Meets HSC

Increased Efficiency and Availability

Cartagena de Indias, 16th to 18th March 2011

Sea Slice Tailoring Multiple Applications

Cartagena de Indias, 16th to 18th March 2011

 SLICE Crew Transport Vessel (SCTV)
Requirements: Safe, Comfortable Crew Transport
to Offshore Rigs in High Seas

LOA 29.3 m
Beam 16.2 m
Draft 3.25 m
Displacement 200mT
Speed 20 knots
Crew / Workers 6/150
Operating Area 100/300nmls
IOC 2006
Engines Cummins
Power 2700 kW (3620 HP)
Diesel Controllable Pitch Propeller
DNV HSLC

Cartagena de Indias, 16th to 18th March 2011

 Brazilian Crew Transfer System
Selstair
- Designed and to be built
by Viking Life Saving
Equipment, Norway
- Based on test,
demonstration and
deployments of
worldwide evacuation
systems
- Certification to come CEWay
from American Bureau of
- Designed and to be built
Shipping (ABS)
by LM MS2 IDT
- Prototype built, tested and
demonstrated
- Certification to come from
American Bureau of
SCTV II Shipping (ABS)
- Designed by LM MS2
IDT. To be built by
TWB Shipyard, Brazil
- Based on SCTV put
into service 2006
- Certification to come
from Det Norske
Veritas (DNV)

Brazil Crew Transfer System Based on Proven Technologies,

Tested and Demonstrated. System Level Cartagena
Certification
de Indias,from ABS
16th to 18th March 2011
29
 Brazilian Crew Transfer System

Lockheed Martin / Viking

Crew Transfer Solution System Approach
Selstair
CEWay
SCTV II

Cartagena de Indias, 16th to 18th March 2011

 Lockheed Martin Small Boats

Unique Hull Form Design Can Be Adapted to a Variety of Applications

Cartagena de Indias, 16th to 18th March 2011
 Small Tactical Craft (STC) Characteristics
LOA 12 m
Beam 4m
Draft 0.65 m
Speed 35 knots (max)
Endurance 8 hrs at max speed
Crew / Passengers 2-3/8
Operating Area 50 nmls off the coast
IOC 2008
Shipyard Armstrong Marine
Naval Architect LM
Engines Seatek 820Plus
Displacement 11.1 Tonnes (Full Load)

Operations in Higher Sea States

High Towing Capacity for Towed Array
Integrated Control System
Easily Adapted to Unmanned Operations
Transportable by Air (C17) and Land (trailer)
Reconfigurable Mission Module 4,500 lb
Capacity Remove/Re-install, hour
Module Size approx 18L X 5H X 11W Cartagena de Indias, 16th to 18th March 2011
 Lockheed Martin Force Protection-Coastal Craft
Design
Length: 38 6
Beam Max: 11 6
Draft: 4
Full Load Displacement: 22,500 lbs
Speed, Full load: Cruise: 39 kts, Sprint 35 kts
Endurance: 24 hrs minimum
Range: 510NM with 35% 10 kts, 50% 25 kts, 10% 35 kts plus 10% Reserve
Communications: Capable of multiple (>1) HF, VHF, UHF, Real time secret-level network connectivity.
Line-of-Sight (LOS) voice and data and secure and clear over-the horizon (OTH) voice and data,
secure and clear voice
Weapons: Remote Operated Gun, Manned Automatic Weapon Stations
Cutter Boat Launch & Recovery: Over the side or stern ramp
Sea Keeping: All missions through Sea State 5 and recovery @ mid sea state 6
Crew: Two crews of 5, plus 8 person boarding team
Payload Weight: 7000 lbs inclusive of 18 persons at 285 lbs each plus 650 lbs gear
Deadweight: 21,200 lbs including 6,200 lbs margin
Hull Material: Aluminum 5383
A tactically sized, highly reliable, combat craft capable of operating from Land or Maritime Platforms
(Amphib well decks)
Capability persistently to patrol shallow littoral areas beyond sheltered harbors and bays, and into
less sheltered open water
For the purpose of force protection of friendly and coalition forces and critical infrastructure
Cartagena de Indias, 16th to 18th March 2011
 Coast Guard Design

Cartagena de Indias, 16th to 18th March 2011

Riverine Patrol Vessel Design
General Arrangement Overview
19m Design

Cartagena de Indias, 16th to 18th March 2011

 Lockheed Martin Business Model

Observe Operations Firsthand

Identify Metrics that define success
(Safety, Availability, Costetc)
Identify benefits, Lockheed Martin would
bring to these operations

Quantify Benefits Through Operational

Analysis
Observing Operations
Engineering development and demonstration Operational Analysis
of system solution to realize operational
benefits in practice

Analysis and Test Potential Solutions in a

Tow Tank or Model Basin
Demonstrations
Establish Relationships With Key Meetings with
Teammates, Suppliers and Operators
through out the process Teammates
Tow Tank Tests

System Solution for Applications from Best

in Class Technology Cartagena de Indias, 16th to 18th March 2011
 Lockheed Martin Provides:

Proven, Tailored Design

Cost Efficient Fuel Consumption

Vessels

Successful Design , Build and On-time

Delivery

More Operational Days

Better Safety for All Weather Transfer

More Workers Arrive Ready and Able to

Work

Results: Low Risk, Increased Safety and Lower Operational Cost

Designs Driven by Operational Requirements
Cartagena de Indias, 16th to 18th March 2011
Cartagena de Indias, 16th to 18th March 2011