H. S. VICTORIA A NEW CONCEPT IN MARINE TRANSPORTATION

Transcription

1 H. S. VICTORIA A NEW CONCEPT IN MARINE TRANSPORTATION

2 A NEW CONCEPT IN MARINE TRANSPORTATION A most unique ship, the H. S. VICTORIA, the 75 passenger hydrofoil will be delivered to Northwest Hydrofoil Lines of Seattle, Washington for the inauguration of a new passenger service between Seattle and Victoria, B.C. The vessel, designed for Northwest Hydrofoil Lines by Gibbs & Cox of New York, and constructed by Maryland Shipbuilding & Drydock Company of Baltimore, is provided with General Electric Company LM 100 gasturbine engines, transmission and gears, and flight control system. The H. S. VICTORIA truly represents the most significant advance in the state of the art of hydrofoil vessels anywhere. The vessel is designed to carry 75 passengers and to fly in 8 to 10 feet waves at the designed speed of 40 knots. The fully submerged foil system with control surfaces activated by a General Electric flight control system was selected to obtain maximum vessel stability and minimum ship motion for passenger safety and comfort. The wing-like underwater struts and foils are constructed of high-tensile strength (HY-80) steel for maximum strength with minimum weight. The all aluminum hull, designed for two-compartment subdivision (i.e., any two adjacent compartments below the main deck may be flooded and the vessel will remain afloat) is a hard chine, high deadrise forward, planing hull form selected for easy entrance, good planing surface aft, and good re-entry characteristics for take-offs and landings. Approximately 65 per cent of the main hull is formed by extruded panels combining shell plating and toe stiffeners and is of the 5000 series aluminum material. The passenger cabin is arranged in aircraft fashion with three and four seats abreast on either side of a longitudinal aisle. The cabin is acoustically and thermally insulated and sheathed in aluminum, and the forward and after cabin bulkheads are covered with a Firn-a-Flex walnut wood veneer. The passenger cabin deck is covered with an acrylan carpeting, and the reclining seats are vinyl covered and are equipped with foot rests and seat belts. The cabin is complete with water dispensers, overhead racks, and two lavatories, one fore and one aft, are located in the main passenger cabin. All materials of construction, including curtains, are fire-proof in accordance with U. S. Coast Guard rules and regulations. The vessel is fully automated and is operated from the Flight Deck Control Center. The Flight Deck, located forward, has an unobstructed 360 visibility, and is equipped with duplicate steering controls for the Captain and First Officer. Passenger and crew spaces are fully heated and ventilated by means of a hot air system, and air conditioning is optional. The displacement drive compartment, auxiliary machinery space, fuel oil tanks, electronic compartment and baggage-freight compartment are all located below the main deck. The two 1000 HP General Electric LM 100 propulsion gas-turbines are located in watertight sponsons outside the main hull and drive through a single train right angle reduction gear system consisting of a reduction gear, upper and lower spiral bevel gear pairs, vertical shafting and non-reversing main propellers. The complete transmission system was furnished by the General Electric Medium Steam Turbine and Generator Department.

3 A Foil-Borne Control System, designed and manufactured by the General Electric Defense Electronic Division is provided to automatically maintain the stability of the "VICTORIA" in the foil-borne condition and provides height, heel, trim and heading control and power steering. A 100 HP Harnischfeger light weight displacement drive diesel engine is provided with a Hydro-Drive retractable right angle drive unit mounted through the stern of the main hull to facilitate easy maneuverability in docking, undocking, and is retracted during normal flight. The starting, stopping and operations of the main turbines and auxiliary diesel engine is remotely controlled from the Flight Deck. The remainder of the auxiliaries are remotely controlled from the control area aft of the main cabin. The "VICTORIA" is provided with a 24 volt DC electrical plant with power source from two (2) 500 amp, 30 volt aircraft type generators, one driven off each main turbine. Emergency power is provided by a separate auxiliary battery to serve illumination and instrumentation services in the event of loss of ship's service power. A second independent auxiliary power source is provided by a 300 amp generator driven off of the displacement diesel drive. A Carbon -Boron -Freon (CBRF 3 ) fixed flooding fire fighting system is installed to protect compartments below the main deck and the gas-turbine sponsons. A sea water fire main runs the length of the "VICTORIA" with two fire stations located so as to reach any point in the vessel with a 25 ft. hose. Four (4) twenty-five man self-inflating life rafts of the latest type are provided, as required by the U. S. Coast Guard. The life rafts are completely equipped with selfinflation equipment; distress signal equipment; first aid kits; emergency water and rations; and is further equipped with survival manuals, leak repair kits and anti-seasick pills. The "VICTORIA" is fitted with complete navigational aids and communications equipment, including radio telephone, a radio direction finder, radar, depth and forward looking sonar, electric horn and compasses.

4 PRINCIPAL CHARACTERISTICS OF THE H. S. VICTORIA Length Over All Beam, Hull Maximum Beam, Maximum at Foils Full Load Draft, Displacement Full Load, Foilborne, Depth of Submergence at Foils (Maximum) Full Load, Foilborne, Depth of Submergence at Foils (Minimum) Speed, Normal Foilborne knots (42 mph) Speed, Maximum Foilborne knots plus (46 mph plus) Range at 37 knots, Foilborne, Full Load nautical miles Total Displacement 40 tons Gross Tonnage tons Passengers passengers Crew Payload tons Power, Normal Foilborne HP

5 GENERAL DESCRIPTION HULL FORM The hull form of the craft is a hard chine, high deadrise forward, planing hull. This form was chosen to meet the following requirements: (a) Easy entrance and good planing surface aft for 18- knot take-off speed. (b) Good re-entry characteristics to minimize hull pressure forward. Rapid buoyancy build-up forward is provided to prevent deck immersion in this condition. (c) Ease of fabrication, with minimum compound curvature consistent with the above. CONFIGURATION OF FOILS AND STRUTS FOILS A Canard configuration is employed, with full incidence control foil forward and two main foils, port and starboard, aft with trailing edge flaps. The foil forward supports approximately 20% of the weight, while each of the rear foils supports 40%. Acknowledging that a single foil aft of high aspect ratio would be a superior foil in lift and drag characteristics, it was decided that a pair of foils separated by some distance had merit in that they provided for: (a) The possibility of retraction with minimum design change in a second generation craft. (b) Greater roll stability with less flap motion, due to greater separation. (c) Only a small portion of the inboard tips is in the downwash of the forward foil when in steady ahead flight (a fact confirmed by Stevens model tests). All foils have straight taper in plan form. STRUTS Fore and aft struts are located approximately 1/ 8 and 3/ 4 (respectively) of the length of the craft from the bow. All strut leading edges rake forward from top to bottom and the struts

6 GENERAL DESCRIPTION (contd ) taper from top to bottom. The strut trailing edges thus have considerably more rake forward than the leading edges. This arrangement is intended to induce an upward flow which, in conjunction with fences and anti-ventilation plates over the propellers, should provide good stability in yaw and in turns. This flow pattern and its effect have been determined as a result of prototype testing. Strut length was chosen to permit the craft to perform well in the design sea state without producing excessive strut deflection in turns. STEERING The steering ability of the H.S.VICTORIA has been proven; therefore, this same system will be used on other vessels of this class; i.e., by a flap fitted to the forward strut. A turning circle radius of less than 4 boat lengths can be anticipated, as well as high maneuverability FLIGHT CONTROL SYSTEM GENERAL The General Electric autopilot system incorporates a simple design for high reliability and ease of maintenance. This specialized autopilot system is designed to provide excellent stability under a wide range of conditions, a characteristic highly necessary for mobile missile launching or gun platforms. Stabilizing and controlling submerged-foil craft is similar to controlling aircraft but faster control motions are required in the hydrofoil because of the denser medium. However, several components of the autopilot system are similar to those of an aircraft autopilot or missile control system, and the overall system design concepts are the same. SYSTEM REQUIREMENTS The system must control the height of the craft above the water. In addition to height control, the craft must be stabilized in the pitch and roll modes, and the control system must also be able to operate stably during changes in speed and sea states AUTOPILOT COMPONENTS The General Electric autopilot consists of the following components: 1. control computer 2. hydraulic actuators (3) 3. rate gyros (3) 4. vertical gyro 5. height sensor 6. accelerometers (2) 7. control panel 8. directional compass system The system makes maximum use of solid state electronics and of modular construction. Individual modules will have a Mean Time Between Failure of 10,000 hours and mechanical components will provide 2,000 hours operation between overhauls. The autopilot is designed to operate efficiently in a State 4 sea, which includes waves to a maximum height of 4 to 8 feet.

7 HEIGHT CONTROL The General Electric height control loop will maintain an altitude at the stern of + 6 inches of a set value in calm water, including the effects of height and pitch control loops in cascade. Vertical accelerations of g's will be maintained in the design sea state. PITCH CONTROL LOOP Pitch attitude will be maintained within ± one degree from the vertical in the design sea state. A signal from the pitch loop is summed at the port and starboard servo amplifiers with a signal from the roll loop. The resultant signal, applied to a servo valve, causes the actuator ram at the top of each strut to activate the flap on each rear foil. ROLL CONTROL LOOP Roll attitude is maintained within ± one degree from the vertical while foilborne in the design sea state. This occurs through differential motion of the port and starboard flaps by means of the servo-actuators. A roll trim control is conveniently located for manual introduction of a small bank angle during turns. DIRECTION CONTROL LOOP The directional control loop will maintain the craft to within ± one degree of a set course while the craft is foilborne. For course correction and normal power steering, steering wheel torque acts on a torque transducer to control the electrohydraulic servo system.

8 MAIN PROPULSION SYSTEM The vessel uses two LM 100 marine gas turbines, supplied by General Electric's Marine and Industrial Operation, Cincinnati. Rated at 1000 shaft horsepower, the LM100 weighs only 350 pounds. It is a two-shaft engine with a power output turbine mechanically independent of the gas generator rotor. This free turbine arrangement permits a wide range of output speeds at high torque levels, and excellent operating economy is attained with thermal efficiencies up to 22%. The LM100 is equipped to burn Diesel 1D fuel. Other fuels can also be used. The compression section of the engine is a 10-stage axial-flow unit which can deliver more than 12 pounds of air per second at a pressure ratio of 8 to 1. Inlet guide vanes and the first three stages of stator vanes are variable to allow rapid starting, acceleration, and deceleration. Starting power is supplied from 28-volt batteries, and the turbine can attain full speed in less than one minute. The two-shaft design greatly reduces the starting power requirement. For high efficiency at all operating speeds, the full annular combustor is supplied by two fuel manifolds with eight single-orifice fuel nozzles each. Combustion system hot parts are cooled by compressor air for reduced metal temperatures and extended parts life. The gas generator turbine, a two-stage axial-flow design, mechanically drives the compression section of the engine. Both turbine wheels and turbine buckets are also cooled by compressor bleed air. Many maintenance and low cost features have been incorporated in the basic design of the LM 100 gas turbine. Compressor and combustor casings are split along the horizontal centerline to permit easy inspection and quick maintenance. Combustion liner and fuel nozzles are accessible through the split casing. Inlet guide vanes, variable stator vanes, and all compressor blades are individually replaceable; turbine buckets can be replaced in pairs without machining or rebalancing. The LM 100 is an outgrowth of the G-E T58 helicopter engine, widely used in the military services and in commercial operation. The T58 family, including the LM100, has amassed 1,000,000 hours of operating time. Not only has the LM 100 been used in a variety of industrial applicationsgas pipeline pumping, oil well fracturing, and emergency electrical power generation - it is a maritime veteran as well, and employs some of the most advanced features for operating in a marine atmosphere. LM100

9 ENGINE SPECIFICATIONS (Sea Level, 80 deg. F.) Rated Power ,000 hp Specific Fuel Consumption Engine Weight lbs. Overall Length in. Height in. Pressure Ratio :1 Compressor Airflow lb./sec. Power Turbine Speed ,500 rpm Exhaust Gas Temperature deg. F. TRANSMISSION SYSTEM The ship s transmission system consists of two units, one port and one starboard, which transmit the power of the LM100 gas turbine engine to the propellers. The two propellers turn in opposite directions. Each transmission is made up of five basic components, arranged in series as follows: SINGLE-REDUCTION GEAR UNIT The LM100 gas turbine engine is connected by a high-speed floating-shaft type flexible coupling to a single reduction gear box. This unit reduces the output speed of the engine of 19,500 RPM to 3,600 RPM, and also serves to drive ship s accessories. The oil-tight high-speed coupling guard also serves as a torque tube and as a support for the exhaust end of the gas turbine engine.

10 UPPER BEVEL GEAR UNIT The output torque of the single reduction gear box is transmitted by means of a flexible coupling to an upper bevel gear box. The upper bevel gear box consists of a horizontal input shaft and a vertically downward output shaft. In addition to changing the direction of the power transmitting shaft, the upper bevel gear unit reduces the input speed of 3,600 RPM to an output speed of 2,080 RPM. This unit also contains a brake which is used to restrain the torque of the free power turbine of the engine at idle speed. VERTICAL SHAFT The downshaft couples the output of the upper bevel gear unit to the input of the lower bevel gear unit. It is approximately 13-1/2 feet long and is supported by bearings which are flexibly mounted so as to allow the shafting, during operation, to follow the deflection of the strut in which it is mounted. LOWER BEVEL GEAR UNIT The lower, or pod-mounted, bevel gear unit is flexibly coupled to the downshaft and serves to change the direction of power from vertical to horizontal. This gear box also reduces the speed of the downshaft to the propeller speed of 1,200 RPM. PROPELLER SHAFT The pod-mounted bevel gear box is connected to a propeller shaft by means of a floating shaft type flexible coupling. The propeller shaft supports the propeller, and in combination with the propeller shaft cartridge assembly, serves to absorb and transmit the propeller reactive loads to the ship's structure. The hydrofoil transmission system was designed to obtain an optimum routing of the power path and to fit within the space envelope as permitted by the ship's structure.

11 ARRANGEMENT AND OUTFIT The flight deck is located forward, provided with 360 visibility and an excellent view forward. The Captain and First Officer are provided with duplicate steering controls, and headphones and boom microphones for easy communication. The main passenger cabin and flight deck are acoustically and thermally insulated and sheathed in aluminum. Seats, vinyl-asbestos deck covering, and the fiberglass-backed vinyl bulkhead covering are essentially fire-retardant or incombustible. Windows are double-glazed Thermo-pane, factory sealed to exclude noise. The exterior pane is heattreated glass for strength and tinted to reduce transmission of heat and glare. The flight deck windows are heat-treated glass. The main cabin and flight deck are fully ventilated and heated by means of a hot-air system. Flight deck windows are de-iced by means of ducted hot air, and provided with electrically operated windshield wipers. STRUCTURAL ARRANGEMENT The structural arrangement is intended to provide minimum weight, combined with the required load-carrying capacity. Some compromises with this criterion in the form of added weight have been made, to ease construction problems, but these have been kept to a minimum. The special problem of foil-strut system attachment to the hull has been carefully considered. The basic attachment has been made by CRES bolts in special inserts in the hull. This structure is so designed that failure of the connection occurs in the bolts, leaving the watertight integrity of the hull envelope intact. MATERIALS The basic hull is constructed of weldable aluminum alloy, while the foils and struts are HY80 steel. Certain special alloys, including Monel, K-Monel, Maraging steel, and 17-4PH-H1075, have been used where their properties were appropriate. Suitable insulation has been provided between adjacent dissimilar metals, and a dock-side cathodic protection system is specified to ease the problem of the basic dissimilarity between the steel foils and struts and the aluminum hull in the displacement condition.

12 MACHINERY ARRANGEMENT The propulsion gas turbines are located outboard of the main hull in watertight sponsons and drive through single-shaft right-angle drives. The main propellers are not reversible. A 100-HP displacement drive diesel engine is provided, with a reverse gear and retractable right-angle drive. The displacement diesel is located in the aftermost compartment and the drive is through the transom. Most of the auxiliary machinery, including lubricating oil system, salt water cooling system, and air heater, is located in the auxiliary machinery compartment, just forward of the displacement drive compartment. Gas turbine and diesel starting, stopping and operation are from the pilot house. Starting and stopping of many of the auxiliaries are from a control panel in the control area in the pilot house. Hydraulic power for the foil control system is provided by three 5-HP constant-pressure hydraulic oil pumps driven, one each, by the two General Electric gas turbines and the displacement diesel engine. ELECTRIC PLANT The vessel is provided with an electric plant having a nominal 24 volts D.C. The power sources are: (a) Two 500-ampere, 30-volt, aircraft-type generators, one driven off each main turbine. (b) One 170-ampere-hour (at the one-hour rate) 24-volt nickel cadmium battery. (c) One 35-ampere-hour (at the one-hour rate) 24-volt nickel cadmium battery. (d) One 200-ampere, 30-volt aircraft-type standby generator, arranged for belt drive by the diesel engine. Quick-connecting, aircraft-type receptacles are provided on the weather deck of the craft for supplying shore power while at the dock. These connections, and the shore power supply, will be sized to carry the entire ship's load, including battery charging requirements, while at the dock. A separate shore power connection is provided for the lube oil heater NAVIGATIONAL AIDS Requirements were established for communication and navigational equipment considered essential for safe and efficient craft operation. This equipment includes radio-telephone, a radio direction finder, radar, echo depth sounder, electric horn, and three compasses. FIRE FIGHTING The fire-detection system is electrically operated, and has sensing elements in all of the compartments in the vessel, including the gas turbine sponsons, except the ground tackle compartment. A warning signal sounds in the flight deck, and warning lights indicate the location of the fire. The system will normally be energized at all times, including at dock side. A fire main runs the length of the ship with one 1 1 / 2 " fire plug in the flight deck and one 1 1 / 2 " fire plug at the aft end of the cabin. Each fire plug is provided with a 25-foot hose, capable of reaching any point in the ship. The fire main is provided with 50 GPM of water at 60 PSI by a fire pump belt driven by the displacement diesel engine. This fire pump can also be used for bilge service and is self-priming. A 5-GPM hand fire pump is provided. The fixed Carbon-Boron- Freon (CBrFe 3 ) flooding system can flood all of the compartments below deck and the gas turbine sponsons. A 35-pound bottle located forward supplies the system for all compartments, and will meet U. S. Coast Guard requirements. The bottle release which admits CBrFe 3 to the CBrFe 3 main is located in the flight deck. The valve releases for the individual compartments are located in the flight deck. A portable 15-pound CBrFe 3 fire extinguisher is located in the flight deck, and two portable fire extinguishers are located in the main cabin.

13 BILGE SYSTEM A bilge main serves all of the compartments in the ship. The fire pump driven by the displacement diesel engine is selfpriming and also serves the bilge main. Its capacity is 50 GPM. This pump operates in the displacement condition. The saltwater cooling pump, which serves the lubricating oil cooler and hydraulic oil cooler, is self-priming and also serves the bilge system. Its capacity is 60 GPM. This pump operates in the flying condition. All bilge suction valves are mechanically operated from the deck. AUXILIARY SYSTEMS & EQUIPMENT (a) Main Engine Starting System (b) Displacement Diesel Starting System (c) Survival and Rescue Equipment (d) Small Boat Handling Gear (e) Instrumentation (f) Salt Water Fire and Bilge System (g) Carbon-Boron- Freon (CBrFe 3 ) Fire Fighting System (h) Fuel Oil System (i) Hydraulic Oil System (j) Lubricating Oil System (k) Miscellaneous Electrical Systems and Equipment (l) Anchor and Anchor Handling Equipment (m) Whistle and Siren (n) Furnishings (o) Radar, Sonar, Navigation and Radio Communications Equipment (p) Galley Equipment (q) Air conditioning (r) Space Air Heaters (s) Sanitary System 1. AFT HEAVE ACCELEROMETER 2. FORWARD HEAVE ACCELEROMETER 3. CONTROL COMPUTER 4. RATE GYRO & VERT. GYRO ASSEMBLY 5. HEIGHT SENSOR TRANSDUCER 6. FORWARD FOIL ACTUATOR 7. BOW RUDDER ACTUATOR 8. STARBOARD FLAP ACTUATOR 9. PILOT CONTROL PANEL 10. COMPASS SYSTEM INDICATOR 11. LM GEAR & TRANSMISSIONS 13. STRUT 14. NACELLE

14 NORTHWEST HYDROFOIL LINES, INCORPORATED PRESENTS THE H. S. VICTORIA CLASS HYDROFOILS 75 PASSENGER HYDROFOIL CONSTRUCTED BY MARYLAND SHIPBUILDING AND DRYDOCK CO. IN ASSOCIATION WITH GENERAL ELECTRIC COMPANY DESIGNED BY GIBBS & COX, INC. FOR NORTHWEST HYDROFOIL LINES, INC. 482 WHITE-HENRY-STUART BUILDING, SEATTLE, WASHINGTON