MASSACHUSETTS INSTITUTE OF TECHNOLOGY

Department of Mechanical Engineering

2.701 PRINCIPLES OF NAVAL ARCHITECTURE
Fall 2014
PROJECT #1: HULL GEOMETRY
Date issued: September 5, 2014
Date Due: September 22, 2014
References: Chapters 1-3 and Appendix B (pg 292-296) of Gillmer and Johnson, Introduction
to Naval Architecture.
1. Introduction/background:
Ships lines are generally designed to be fair. To the naval architect, fairness means that the
lines have a continuous second derivative; this is the definition of a spline. Before the advent of
digital computers, naval architects checked every line on a lines plan for fairness by bending a
thin stick of wood, called a batten, on the line. If the line followed the natural bend of the batten,
the line was fair. This phenomenon follows from the beam equation, which shows that the
minimum energy in a beam with given boundary conditions and passing through given points
occurs when the beam has a continuous second derivative of position.
Typically designers will start with an existing ship, referred to as a parent hull, to develop a
new ships geometry and will use design lanes for various ship characteristics and coefficients
as a final sanity check of new hull form designs. We will visit some of those design lanes in
this project.
In lieu of drawing the ships lines, we will generate a conventional destroyer type hull by
specifying several primary ship characteristics and coefficients. Various computer aided ship
design tools can be used to develop a hull. For this assignment we will use a computer aided
design tool used by the U.S. Navy: the Advanced Surface Ship and Submarine Evaluation Tool
(ASSET).
Computers with ASSET version 6.3 software loaded are available to you in the 2N Ship Design
Lab. ASSET 6.3 is under All Programs > LEAPS > Applications > ASSET 6.3.0. An older
version, 5.3, is under >All Programs >ASSET. Make sure you are using ASSET 6.3 and not the
older version!
ASSET 6.3 Training Files are located on the design lab computers under \\CADFAC\2n design
lab share drive\ASSET Training Files.

2. Assignment:
Using ASSET 6.3, each student will generate a baseline hull based on a given set of ship
characteristics and form coefficients.
Each student will then perform a controlled variant study by changing one characteristic or form
coefficient at a time and inspecting the results.
Next, each student will determine/calculate the ships characteristics and form coefficients at the
Design Waterline (DWL) and compare computer generated results to hand calculations for
waterplane areas.
3. Procedure/Deliverables:
ASSET 6.3 is relatively new and somewhat buggy. It is not uncommon for it to freeze or crash.
Save your work often! If the program freezes and you have to force it to close, you may not be
able to reopen your databank because it contains a lock file. Simply go into the folder where
your databank is, find the lock file and delete it. Then you should be able to reopen your
databank. Feel free to contact the TA or the professor for advice.
3.1 Creating a Baseline Hull
First you need to copy reference ASSET databank to your profile. The reference databank is
provided to us by NSWCCD and contains parent hulls of several different types of navy ships.
From the recitation folder, copy the folder ASSET63RefDB to your profile. DO NOT MODIFY
THE ORIGINAL DATA BANKS ON THE LAB COMPUTERS! Inside this folder will be your
databank, ASSET63RefDB.pdbIndex, along with several other files. This is now YOUR data
bank for this and future projects. Second, perform the same procedure with the
HullformLibrariesV63 folder as both will be required for this and future projects.
Open ASSET 6.3 by double-clicking the desktop icon. You will be prompted to Select
DataBank. Choose the file ASSET63RefDB.pdbIndex from your copy of the data bank
folder on your desktop. The Messages window at the top in ASSET should indicate that the
databank was opened. Change to English units under the Options menu (this must be done every
time you open ASSET). Select the icon, , Open Current Model from Databank. Select
Destroyer-Mech from the list (the Destroyer model has an electric propulsion system while
the Destroyer-Mech model has a traditional mechanical propulsion system).
Now you will generate your baseline hullform. In the Surface Combatant Module Run
Manager, double-click Hullform Utility.

Once the application window opens, click on the Open Existing Database icon, , and open
your HullformLibrariesV63.pdbIndex file. Next you will select a parent hullform, select the
HFT_DDG79_wsd hullform and click OK. This is a model of a U.S. Navy destroyer; wsd
means with sonar dome.
Once the hullform is opened, click the Shaper tab. At this point in the project, you will need to
balance your design. The goal is to create a hullform with the following parameters:
LBP = 450 ft
B = 60 ft
T = 20 ft

Cp = 0.60
Cx = 0.83
D10 = 37 ft

(Ensure values are within 0.5% tolerance)

Once you have balanced the parameters above, export the hullform into ASSET 6.3 by clicking
in the upper right corner. Click OK to any following windows acknowledging combining
or converging certain features. Then, select NO step to be added and go ahead and Start the
transfer. If you come across any messages that require the hullform to converge, select OK.
Once the transfer is complete, Save the Model As in the File menu as the name Baseline. Now
that you are back at the main ASSET window, click the Toggle Model Editor icon,
to enter
editor mode. Enter the values in Table 1. You can use the find function (the binoculars icon) to
search for the parameters. As you enter the data, right-click on the parameter names and read
their definitions. Think about what effect each parameter might have on the design. A list of the
organizational tree structure is in the Appendix.
DO NOT change any values in the Hull Form Parent Controls section. If one of your
searches winds up in the parent section where the parameter names are preceded by Ps, use the
find next function to find the same parameter in the current ship sections.
1) Derived Aviation Facilities Indicator = MINOR AVN
2) Derived Embarked Commander Indicator = NONE
3) Design Mode Indicator = SHIP WT
4) Design Endurance Displacement Indicator = FULL LOAD
5) Design Endurance Definition Indicator = USN
6) Design Sustained Speed Indicator = CALC
7) Design Endurance Speed Indicator = GIVEN
8) Design Endurance Speed = 15 KTS
9) Ship Type Description = SC

10) Main Deck Height = 37.0 FT

11) Hull Offsets Indicator = GIVEN
12) Hull Dimensions Indicator = NONE
13) Bulwark Height = 0 FT
14) Bilge Keel Indicator = NONE
15) Skeg Indicator = PRESENT (given in hullform)
16) Boundary Conditions Indicator = GIVEN
17) Hull Station Indicator = OPTIMUM

Table 1: Common Parameters

The following parameters were set in the Hullform Utility and will not need to be adjusted here.
Note that in ASSET, a blank cell is not the same as 0:
LBP (Hull Length Between Perpendiculars): 450 ft
T (Hull Design Waterline Draft): 20 ft
B (Hull Design Waterline Beam): 60 ft
Cp (Hull Prismatic Coefficient): 0.60
D10 (Hull Depth at Station 10): 37 ft
Cx (Hull Maximum Section Coefficient): 0.83
3

Next, calculate and input the Weight at Full Load (Ship Char > General Char > Principal Char)
using the following formula (do you understand why this works?):
!
!
Click the Toggle Model Editor icon to exit the editor. This will take you back to the Module Run
Manager window. Answer YES when asked if you want to store modifications to the current
model.
Now (and frequently hereafter) you should save your model; click File > Save Model
Allow ASSET to synthesize (converge) your model by clicking
, Toggle Synthesis Manager,
button and then double-clicking Surface Combatant Synthesis in the left pane. When it is done,
you will see a Design Summary Report in the Synthesis Manager window. For purposes of this
project, we are only interested in the hull geometry. So click
, the Module Run Manager
window, and double-click Hull Geometry Module. You will see a summary of the geometry
parameters and calculated values. Make sure you understand what they all mean. Look them up
in the Help files if you need to.
Double-click on Body Plan, Hull Isometric Plan, and the other graphics to see your ships lines.
Verify your displacement by checking the value of BARE HULL DISPL on DWL in the Hull
Geometry Report and comparing it to your input (hand-calculated) value. If it matches within
0.5%, you are good to goif not, verify your inputs from Table 1. Another check is to open
Hullform Utility and verify the displacement calculated for you but understand that the principal
dimensions coming out of Hullform Utility are inexact values. Another reason for the values to
be different is that ASSET treats appendages as part of your hand-calculated value. You
accounted for this in Table 1 but the hand-calculated value is the displacement of the molded
volume.
Deliverable D-1: Hull Geometry Report, Body Plan, and Hull Isometric View.

3.2 Variant Creation

Use ASSET with the parameters given in Table 2 below to generate your hull variants. Dont
forget to recalculate and re-input your full load weight. SAVE these ships in your databank
individually!
Variant
Baseline
1A
1B
2A
2B
3A
3B

LBP(ft)
450
475
425
450
450
450
450

Cp
0.60
0.60
0.60
0.56
0.64
0.60
0.60

Table 2: Variant Parameters

Cx
0.83
0.83
0.83
0.83
0.83
0.78
0.88

D-2: Perform a comparative analysis of your baseline hull and six variants using the above
characteristics and form coefficients in Table 2. Are there any evident relationships and/or
conclusions that you can derive/detect? Comment on how the various parameters affect the lines
and the displacement. Which parameter has the greatest impact on GMT? On AWS? etc.
Variant
Baseline
1A
1B
2A
2B
3A
3B

KB

BMT

CWP

Table 3: Comparative Analysis

AWS

GMT

3.3 Methods of Numerical Integration

There are two numerical integration techniques that you will conduct to calculate the waterplane
area at a specific waterline. The ships stations are generated automatically according to the
selected option in ASSET, OPTIMUM, in order to create an optimal numerical model of the
hullform. This part of the project checks those calculations with Simpsons rule and the
trapezoidal rule.
D-3: For the Design Waterline (T=20 ft) determine/calculate the following hull form
characteristics and form coefficients using the information from the ASSET Hull Geometry
reports for the Baseline hull:

LBP
B
T
Underwater Vol
AWP
AM
AX

L/B
L/T
B/T
UwVol /(L/10)**3
/ (L/100)**3
LCB
KB

CB
CP
CWP
CM
CX
CIL
CIT

D-4: A sectional area curve for your ship, Hull Sectional Area Curve Graph.
This next section requires understanding the Simpsons and trapezoidal rules (Appendix B in
Gillmer and Johnson). Since, they require an x value (station location) and y value (half
breadth/beam), you must pull these values from the Hull Offsets report in the Hull Geometry
Module. You should notice that the section spacing isnt uniform; therefore, you must interpolate
the y values based on evenly spaced stations that you specify. The same procedure for
waterplane areas (AWP) applies to calculating sectional areas (AM) with exception of the
reference value. For example, given the data below; find the y value at station location, x= -10
ft for a 40 ft waterline.
STATION NO. 6, AT X = -10.328 FT
POINT
HALF BEAM,FT
WATERLINE,FT
1
0.000
38.832
2
0.735
40.019
3
1.484
41.184
4
3.029
43.493
5
4.583
45.789
STATION NO. 7, AT X = -8.834 FT
POINT
HALF BEAM,FT
WATERLINE,FT
1
0.000
37.303
2
0.751
38.668
3
1.521
40.001
4
3.331
42.888
5
5.185
45.706

Answer: y = 0.908 ft (half beam)

Refer to Appendix for interpolation help.
6

D-5: By hand, using Simpsons rule and the offsets ASSET calculated, calculate the following
characteristics and form coefficients at the DWL (T=20 ft) and compare your results to those
generated by ASSET (note: ASSET does not provide a value for LCF). Explain any significant
(> 5%) differences.
CWP
CM
CIL
CIT

AWP
AM
LCF

D-6: Recalculate AM using the trapezoidal rule and comment on your results.
D-7:

Conclusions and Recommendations

4. Appendix:
4.2 Calculating Hullform Coefficients and Parameters
It may be useful to note that, according to Gillmer and Johnson,
!

and
!

You cant use the ASSET-generated offsets to hand calculate the section area at midships
with Simpsons rule, because the waterline spacing is not uniform. You can use your
interpolated values at the "round number waterlines, but to get sufficient accuracy, you will
need greater resolution that the 2 ft waterline intervals in the table.
4.3 ASSET Tree to Find Parameters
Ship Requirements > Derived Requirements > Derived Mission Requirements > Derived
Facilities
1 - Derived Aviation Facilities Indicator MINOR AVN
2 - Derived Embarked Commander Indicator NONE
Ship Requirements > Derived Requirements > Design Endurance
3 - Design Mode Indicator Ship WT
4 - Design Endurance Displacement Indicator Full Load
5 - Design Endurance Definition Indicator USN
Ship Requirements > Derived Requirements > Design Speeds
6 - Design Sustained Speed Indicator CALC
7 Design Endurance Speed Indicator GIVEN
8 Design Endurance Speed = 15 kts
Ship Characteristics > General Characteristics
9 Ship Type Description SC
Ship Geometry > Molded Form Views > View of Decks > Hull Decks
10 Main Deck Height 37 ft
Ship Geometry > Molded Form Views > View of Hulls > Hull 0000001 > Hull Form Factors

11 Hull Offsets Indicator - GIVEN

12 Hull Dimensions Indicator - NONE
13 Bulwark Height 0 ft
Ship Geometry > Molded Form Views > View of Hulls > Hull 0000001 > Hull Shell Appendage
14 Bilge Keel Indicator NONE
15 Skeg Indicator PRESENT (given in hullform)
Ship Geometry > Molded Form Views > View of Hulls > Hull 0000001 > Hull Boundary Cond.
16 Boundary Conditions Indicator GIVEN
17 Hull Station Indicator - OPTIMUM
4.4 Interpolation:
To interpolate the ! value:
! , ! , ! and ! need to be entered/copied from the table.
! defines the point to perform the interpolation.
! is the interpolated value and solution

! !
! !
! !




! ! (! ! )
! =
+ !
(! ! )

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2.700 Principles of Naval Architecture

Fall 2014

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MASSACHUSETTS INSTITUTE OF TECHNOLOGY

Department of Mechanical Engineering
2.700/2.701 Principles of Naval Architecture
Fall 2014
Project #2: Hydrostatics
Date issued: September 22, 2014
Date due: October 1, 2014
The file hull.3dm contains the hull sections in the form of points and curves1, as well as the
profiles of the bow and stern. Using Rhinoceros implement the following tasks:
1. Approximate the given hull points with smooth curves (ship sections), which have
uniform distribution of control points along their length, and smooth distribution of
curvature without unnecessary inflection points. The smoothed ship sections should be
as close as possible to the original ones.
Deliverables: The .3dm file that contains the original and smooth ship sections. A technical
report describing the steps that you follow and also 3D snapshots of the ship sections with
the curvature graph on (Display scale = 105).
2. By interpolating the smooth ship sections create a surface that is smooth everywhere
except from the stern area.
Deliverables: The .3dm that contains 3D model for the ship hull. A technical report
describing the steps that you follow; 3D snapshots of the ship hull model and 3D snapshots
of the surface curvature (curvature range 0.05).
3. Compute the hydrostatic characteristics (displacement; center of flotation; horizontal
and vertical position of the center of buoyancy, wetted surface; waterplane area) for 5
waterlines, which are uniformly distributed over the vertical direction.
Deliverables: Hydrostatic diagram.
The 3dm files should be emailed to the instructor with the filename format:
!_!_x.3dm where x is 1 for the ship sections and 2 for the 3 model.

The hull data used in this project is a modification from a hull used in a CAD/CAM project by Prof. Kaklis and
Dr. Gkinis - School of Naval Architecture and Marine Engineering at National Technical University of Athens.

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2.700 Principles of Naval Architecture

Fall 2014

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MASSACHUSETTS INSTITUTE OF TECHNOLOGY

Department of Mechanical Engineering
2.701 PRINCIPLES OF NAVAL ARCHITECTURE
Fall 2014
PROJECT #3: SHIP INTACT STABILITY
Date issued: October 1, 2014
Date Due: October 10, 2014
1. Introduction/background:
An intact stability analysis follows naturally from the hydrostatic analysis. Hydrostatics
(determination of KM and knowledge of KG) can be used to predict initial stability. This intact
stability analysis will evaluate the range of stability at various angles of inclination.
Various computational tools can be used to compute the hydrostatic properties and righting arms
for an inclined hull form. For this assignment we will use the Advanced Surface Ship and
Submarine Evaluation Tool (ASSET) and the Program for Operational Ship Salvage Engineering
(POSSE). Computers with ASSET and POSSE software loaded are available in the 2N Ship
Design Lab.
2. Assignment:
From baseline the ship developed in Project #1, produce righting arm (GZ) cross-curves and
static stability curves for a displacement range of design 1000 LT.
Load your Project #1 ship into ASSET and save it under a new name. Use the Hydrostatic
Analysis Module to produce general stability curves for your ship. Then import the ship into
POSSE to generate the cross-curves of stability. Detailed instructions Taking a ship from
Asset 6.3 to POSSE 5.1 and a macro-enabled spreadsheet are provided.
3. Procedure / Deliverables
3-1: Generating Static Stability curves in ASSET
a) Run the Hydrostatic Analysis Module. ASSET will generate your static stability
curves and also calculate limiting KGs for 100 kts beam winds and high speed turns. You can
see these limiting KGs on the Intact Static Stability report. For this first run, your
displacement should match your design displacement. You can verify this by checking the
displacement on either of the graphic reports or on the Hydrostatics Summary.
b) To generate curves at other displacements, open the editor and change the Hydrostatic
Indicator to WT TRIM (see the ASSET help files to understand what this means). Then change
the value of Hydrostatic Weight to the displacement desired (e.g., 500 tons less than design).

Run the Hydrostatic Analysis Module again, selecting the same reports as before. ASSET will
also ask you to enter several other hydrostatic condition parameters. Use the values from the
design condition for all cases. Displacement should match your input displacement. Repeat
for other values of displacement.
D-1: A plot of the general stability curve (intact static stability curve) for your ship at
displacements from design 1000 LT in 500 LT increments. Discuss your results, noting
trends.
3-2: For the Roll period calculation below, refer to Introduction to Naval Architecture, Gillmer
and Johnson, page 265-266, for a suitable relationship between roll period and GM. Use 0.45 as
your value of C.
D-2: For the three displacements 500 LT, determine the maximum KG for each of the
following conditions:
a) Beam winds (100 kts)
b) High Speed turning (35 kts)
c) Roll period 15 seconds
d) GM 2.0 ft
Which of these conditions is the limiting condition for each displacement, and which is
limiting overall? What does this mean to you as a ship designer?
3-3: Generating Static Stability curves in POSSE
a) Follow the attached instructions Taking a ship from ASSET 6.3 to POSSE 5.1 Part I to
generate the offsets file for your ship.
b) Use the POSSE Ship Project Editor to import the offsets file and generate the cross
curves of stability at the specified displacements.
D-3: A plot of the cross curves of stability for your ship at displacements from the design
1000 LT in 500 LT increments. Discuss your results, noting trends.
.

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MASSACHUSETTS INSTITUTE OF TECHNOLOGY

Department of Mechanical Engineering
2.701 PRINCIPLES OF NAVAL ARCHITECTURE
Fall 2014
PROJECT #5: HULL SUBDIVISION and DAMAGE STABILITY
Date issued: Oct 20, 2014
Date due: Oct 31, 2014
Reference: Gillmer and Johnson Chapter 10
1. Introduction/background:
As discussed in class, there are many hazards your ship will encounter over its service life. Your
ship design must take these hazards into account. You must design your ship to handle various
conditions that account for the extent of the damage as well as the location of the damage. Then,
you must ascertain an acceptable ship condition after the damage. Things you must consider
include sinkage, drafts, heel, trim, metacentric height (GM), righting arm (GZ), range of stability
(ROS), righting energy, etc. One method of evaluating a ships ability to sustain damage and
remain afloat and stable is to develop a Floodable Length Curve and subsequently subdivide the
hull, using watertight transverse bulkheads, so that it meets damage stability requirements.
Various computational tools can be used to compute the Floodable Length Curve and perform a
damage stability analysis. For this assignment we will use the Advanced Surface Ship and
Submarine Evaluation Tool (ASSET). Computers, with ASSET software loaded, are available in
the 2N Ship Design Lab (Room 5-306).
2. Assignment:
Using your baseline ship from Project #1, locate transverse bulkheads such that your ship meets
the minimum damage stability criteria specified in DDS-079-1.
3. Process:
Run Synthesis again on your ship from Project #1 (you should do this any time you reopen a
previously saved model).
In the Editor:
Verify that Hull Subdivision Indicator = GIVEN (why? Check the Help files)
Set the Floodable Length Permeability = .9. Delete all other instances
Run the Hydrostatics Analysis Module and print out the Floodable Length graphic. Stretch it as
large as you can on the page, because you are going to be doing some pencil work on it.

Using the longitudinal locations of your watertight transverse bulkheads from the editor,
determine the worst-case damage condition at each longitudinal location on the ship. To do this,
you will need to add 15% LBP to each transverse bulkhead location and determine how many
other transverse bulkheads would be damaged in that situation. Using the Floodable Length
graphic, draw the corresponding flooded length triangles from the bracketing intact transverse
bulkheads to see if the extent of damage exceeds the floodable length at that location. For
purposes of this project we are using a 90% permeability curve for the entire length of the ship.
This is a simplification; each compartment has a specified permeability based upon its use
(engine room, berthing, etc).
If your flooded length exceeds your floodable length anywhere on the ship, you will need to
adjust your transverse bulkhead locations in the editor, or possibly add transverse bulkheads. If
your flooded length is too conservative (i.e., well below the floodable length curve), then your
transverse bulkheads are too close together or you have too manyyou are adding unnecessary
weight and restricting access. You should increase the distance between them or remove a
transverse bulkhead.
In the Editor:
The location of transverse bulkheads is listed in the array Transverse Bulkhead X
Location. Select Transverse Bulkhead 000001 and then click on the button View Data
in Table Format to see the entire array.
Run the Hull Subdivision Module and Synthesis to incorporate your changes.
After each adjustment, run Synthesis and then the Hydrostatic Analysis Module again, and
recheck your flooded length triangles by marking up the floodable length graphic. Go through
this process at least twice. Get your flooded length triangles as close as you can to the flooded
length curve without exceeding it, but you dont have to iterate more than twice. Your final
design must not EXCEED floodable length anywhere.
4. Deliverables:
D-1: Three printed floodable length graphics, indicating where you moved/added/deleted
bulkheads and showing all appropriate flooded length triangles.
D-2:

A table showing the original and final locations of your bulkheads as a fraction of LBP.

D-3: Answers to the following questions:

1. Does floodable length analysis account for off-center flooding? If so, how? If not, do we
account for it?
2. Weight and access are negatively affected by overly-conservative watertight subdivision.
Name two other things that are negatively affected.
3. Compare the US Navys 15% LBP damage criterion with commercial integer
compartment criteria (< 100ft LBP-1 comp, 100-300ft LBP-2 comp, > 300ft-3 comp).
Which is more conservative, and what makes it so?
4. Using your floodable length curve as a reference, explain how increasing and decreasing
permeability would affect your design.

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MASSACHUSETTS INSTITUTE OF TECHNOLOGY

Department of Mechanical Engineering
2.701 PRINCIPLES OF NAVAL ARCHITECTURE
Fall 2014
PROJECT #6: SHIP RESISTANCE MODEL TESTING
Date issued: October 31, 2014
Date Due: November 12, 2014
Reference:
1. Principals of Naval Architecture Series: Ship Resistance and Flow. Chapter 8
2. A simple method for the evaluation of the form factor and the low speed wave
resistance (C.W. Prohaska)
1. Background
In ASSET, initial powering estimates come from ratios with like-type ships and then further
refined using one of many other methods such as Taylor Standard Series method. However in
model testing the total resistance force is measured directly. The method used to turn model
scale resistance data into full-scale ship EHP was developed by William Froude in 1872.
The Froude method, as discussed in class, considers the total model resistance as the sum of a
frictional resistance component and a residuary resistance (literally everything other than
friction) component. Under his hypothesis the two are separated and each scaled differently.
The frictional component is scaled based on Froudes experiments with flat plates towed under
water. The residuary resistance is scaled by requiring the coefficient of residuary resistance to be
the same for two geometrically similar ships traveling at corresponding speeds. Corresponding
speeds are speeds where the speed-length ratio is constant (constant Froude number in nondimensional terms).
Over the years towing tank facilities in different countries developed improvements to the basic
Froude approach. In 1978 the International Towing Tank Congress (ITTC) adopted a updated
standardized procedure for performing ship resistance experiments and calculations. The ITTC78 method considers the total model resistance as the sum of a viscous component and a wave
making component (see reference material). The viscous component uses the 1957 ITTC friction
line to estimate a frictional resistance coefficient. To include the effect of hull shape and viscous
pressure drag a form factor is estimated and applied to the frictional resistance coefficient to
make a viscous resistance coefficient. Froudes hypotheses is still applied to the wave making
resistance, where the coefficient of wave making resistance is the same for two geometrically
similar ships traveling at the same Froude number.

2. Assignment
Observe/conduct a model test for a 1/100th scale model of the USS ARLEIGH BURKE DDG-51
Class guided missile destroyer. Compare the model test results to full scale resistance data
provided from ASSET.
3. Process:
3.1. Prepare for model testing:
Tests will be conducted using a 1/100th scale model ( = 100) of the DDG-51 class
guided missile destroyer at ship speeds from 5 to 30 knots in 5 knot intervals.
Use Froude scaling to determine the model speeds for the towing tank tests.
Given the full load displacement for the DDG-51, determine how much the model must
weigh (in lbs) to replicate this condition
3.2 Conduct model tests:
The MIT Towing Tank is located in the Parsons Laboratory
Calibrate the force block (or calibration data provided)
Record the water temperature in the towing tank
Record the voltage output for each speed and use the calibration to convert into the total
model resistance (in lbf).
Truncate the data over a period of at least a few seconds where the model has reached full
speed and take the average value of total resistance
3.3 EHP Expansion:
Use the ITTC-1978 method to expand the model test data to full scale.
Use the measured water temperature (fresh water) for the model and 59 F (salt water) for
the ship.
4. Deliverables:
D-1: Describe and comment on your observations during the tow tank experiment. What are the
limitations of most model tests? How are you able to account for or resolve them?
D-2: Comparative plot of predicted and actual full scale EHP vs speed for the DDG151.
1. Use the data below for full scale comparison.
2. Calculate the form factor using Prohaskas method (section 8.3.3) and include a copy of
the plot in your report (see Figure 8.6 for an example).
3. You can approximate the frontal area for the DDG-51 as AT = B x B/2
D-3: A plot of the predicted ship scale resistance coefficients vs. Froude number for the DDG-51
1. Plot the CTS, (1+k) CFS, CWS, CF and CAA.
2. Comment on the shape of the coefficient of wave making resistance graph.
D-4: Spreadsheet with your calculations.

D-5: Answer the following questions:

1. From section 8.2.2 is the model an appropriate size for the MIT towing tank? What
happens when a model is too large for the tank it is tested in? MIT tank dimensions
are 100ft x 8 ft x 4ft.
2. From section 8.2.2: Do we need to be concerned about the critical depth Froude
number in any of our tests? What assumption is violated if we do exceed this value?
3. Determine the static ballasting requirements (draft and weight) for the model to
replicate the full scale ship in the condition listed below.
4. Are there any runs that will not be in the turbulent regime (by Reynolds number)? If
so, how do we account for this? Why do we want the model tests to be in the
turbulent regime?
5. Comment on any significant differences between the EHP from the ITTC-78
expansion and the values from ASSET.
Use the following values for the characteristics of the full scale DDG51:
LOAD LENGTH, FT
FULL LOAD DRAFT, FT
FL WETTED SURF AREA, FT2
FULL LOAD WT, LTON
SPEED
KT
5.00
6.00
7.00
8.00
9.00
10.00
11.00
12.00
13.00
14.00
15.00
16.00
17.00
18.00
19.00
20.00
21.00
22.00
23.00
24.00
25.00
26.00
27.00
28.00
29.00
30.00

467.35
21.90
32248.8
9000.9

FULL
FULL
FULL
CORR

LOAD BEAM, FT
LOAD PRISMATIC COEF
LOAD MAX SECT COEF
ALW

------------EFFECTIVE HORSEPOWER, HP-----------FRIC

RESID
APPDG WIND MARGIN
TOTAL
76.
27.
81.
3.
15.
203.
130.
46.
131.
5.
25.
337.
202.
73.
197.
8.
38.
520.
298.
110.
280.
12.
56.
756.
419.
156.
382.
18.
78.
1052.
569.
214.
504.
24.
105.
1415.
750.
289.
648.
32.
137.
1855.
965.
400.
817.
41.
178.
2401.
1217.
540.
1011.
53.
226.
3046.
1508.
719.
1233.
66.
282.
3808.
1842.
941.
1484.
81.
348.
4696.
2222.
1119.
1759.
98.
416.
5614.
2649.
1336.
2064. 118.
493.
6661.
3127.
1633.
2405. 140.
584.
7889.
3658.
1950.
2777. 165.
684.
9234.
4246.
2545.
3199. 192.
815.
10996.
4892.
3517.
3679. 222.
985.
13295.
5600.
4434.
4188. 256.
1158.
15635.
6371.
5347.
4731. 292.
1339.
18080.
7210.
6397.
5318. 332.
1541.
20797.
8117.
7842.
5966. 375.
1784.
24085.
9097.
9933.
6692. 422.
2092.
28236.
10152.
13267.
7533. 473.
2514.
33937.
11283.
18092.
8502. 527.
3072.
41476.
12495.
24037.
9575. 586.
3735.
50428.
13789.
30763. 10733. 648.
4475.
60407.

59.56
0.6023
0.8301
0.00040

DRAG
LBF
13214.
18328.
24190.
30784.
38095.
46115.
54961.
65196.
76355.
88646.
102015.
114330.
127679.
142814.
158377.
179167.
206302.
231591.
256159.
282376.
313935.
353886.
409595.
482701.
566643.
656149.

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2.700 Principles of Naval Architecture

Fall 2014

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MASSACHUSETTS INSTITUTE OF TECHNOLOGY

Department of Mechanical Engineering

2.701 PRINCIPLES OF NAVAL ARCHITECTURE
Fall 2014
PAPER: SURVEY OF NAVAL ARCHITECTURE LITERATURE
Date issued: October 6, 2014
Date Due: November 3, 2014 (identification of paper);
December 1, 2014 (written review);
December 8, 2014 (presentations on 8th and 10th of December)
1.
Paper Review/Written Summary
As one of the earliest 'sciences' as well as 'art', naval architecture is rich in history, tradition, and
documentation. As discussed in class, a naval architect is considered a "jack-of-all-trades". As
such, maintaining a razor-sharp knowledge in all disciplines is quite a task. To facilitate our quest
for knowledge, each student will review a paper, article, summary, etc. of their choice related to
one of the following topics:
Ship Geometry and Hydrostatics,
Initial Stability,
Longitudinal Stability and Trim,

General Stability at Large Angles,
Submarine Hydrostatics,
Damaged Stability,
Ship Resistance,
Ship Powering,
Shipbuilding Materials,
Ship Structures,
Ship Propellers and Propulsion Systems,
Ship Motions,
Ship Maneuverability and Control,
Etc.
Each student will identify and provide a copy of the paper they will review on/before November 3,
2014. Each student will prepare a "typed" 2-3 page summary of their review. The summaries will
be copied and provided to all students for their reference library. Your written summary is due
December 1, 2014.
2.
In-class Presentation
In addition to your written summary, prepare a 5-10 minute oral presentation and present your
summary to the class on December 8 or 10, 2014.

MIT OpenCourseWare
http://ocw.mit.edu

2.700 Principles of Naval Architecture

Fall 2014

For information about citing these materials or our Terms of Use, visit: http://ocw.mit.edu/terms.