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D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
D. David Andrews London College
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D. David Andrews London College

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Presentación del ponente D. David Andrews de UCL Mechanical Engineering, London College, en la Jornada Transnacional "Demostración Tecnológica en la Industria Auxiliar del Naval" …

Presentación del ponente D. David Andrews de UCL Mechanical Engineering, London College, en la Jornada Transnacional "Demostración Tecnológica en la Industria Auxiliar del Naval"
Realizada el 26 de enero de 2010, en Santiago de Compostela

Published in: Business, Technology
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  • 1. Design Issues for Naval Auxiliaries David Andrews, FREng, RCNC Professor of Engineering DesignDesign Research Centre, Marine Research Group University College London
  • 2. Introduction – The UCL DRC• Professor David Andrews FREng• Computer Aided Preliminary Ship Design• Ship Design Methodology• The Design Environment• Design of Unconventional Vessels• Design Assessments and Reviews• Technical research projects
  • 3. Atypical naval architect• Warship Project Manager – new amphibious shipping (LPD, LPH, ATS) plus Royal Yacht study• Future Projects PM – New concepts CVF, AO, FASM, FSC and Trimaran• Professor of Naval Architecture UCL – Trimaran and SURFCON research• Director Surface Ships – Building Frigates and MCMVs plus new FSC plus R. V. TRITON• Professor Engineering Design UCL – Preliminary design of complex entities
  • 4. Landing Ship Dock
  • 5. RFA ARGUS
  • 6. HMRY Replacement
  • 7. Research Vessel TRITON
  • 8. Some Thoughts on Naval Ship Design
  • 9. Some Thoughts on Naval Ship Design• NSS are designed and built very frequently and are all different for very good reasons
  • 10. Some Thoughts on Naval Ship Design• NSS are designed and built very frequently and are all different for very good reasons• Ship Characteristics tend to dominate the overall design – weight dominated by structure, space/form by personnel + propulsion, topside/development costs by combat system
  • 11. Some Thoughts on Naval Ship Design• NSS are designed and built very frequently and are all different for very good reasons• Ship Characteristics tend to dominate the overall design – weight dominated by structure, space/form by personnel + propulsion, topside/development costs by combat system• Innovation in Design Characteristics can be battle winning - need to explore at initial stages – this can change the Requirements (e.g. Trimaran and helo fit)
  • 12. Some Thoughts on Naval Ship Design
  • 13. Some Thoughts on Naval Ship Design• NSS are designed and built very frequently and are all different for very good reasons• Ship Characteristics tend to dominate the overall design – weight dominated by structure, space/form by personnel + propulsion, topside/development costs by combat system• Innovation in Design Characteristics can be battle winning - need to explore at initial stages – this can change the Requirements (e.g. Trimaran and helo fit)• S5 - STYLE (robustness, adapt, TLC, lean manning, etc) scope for innovation AND we now have the tools to explore options
  • 14. Design Building Block realisation -Surface Ship Concept Tool SURFCON
  • 15. Implementation in PARAMARINE Tabular Hierarchical Graphical Assessments
  • 16. Functional GroupsFLOAT (& Access) MOVE FIGHT INFASTRUCTURE
  • 17. Example DRC Warship Design Studies• Mothership Studies with BMT DSL for MoD• JSS study for Canadian JSS bid team
  • 18. UCL Mothership Studies
  • 19. Summary of Studies Deep Study Ballast Speed Accommodation Displacement te te knotsDock Ship 32000 25100 18/25 368 Command Variant 32200 25100 18/25 368 Support Variant 34000 27000 18/25 412Heavy Lift Ship 38000 49300 18/25 368Crane Ship 25500 4000 18/25 257Fast Crane Ship 46200 6900 40 257Gantry Ship 25500 1650 18/25 247Deep Draught Ship 45700 18800 18/25 247SSK Dock Ship 20650 35500 18/25 172
  • 20. UCL Canadian JSS Study – Tree of configurational studies
  • 21. Four Initial Studies
  • 22. Four Initial Studies
  • 23. Four Initial Studies
  • 24. Four Initial Studies
  • 25. Two Refined Studies
  • 26. Two Refined Studies
  • 27. Joint Support Ship
  • 28. Damaged Stability Assessment: Worst Case
  • 29. Float
  • 30. Fight
  • 31. JSS - Final Developed ConfigurationDimension Value Unit Condition Displacement UnitLength WL 186 m NTGLength OA 196 m Deep 33297 teBeam WL 29.8 m Light 21602 teBeam OA 31 m Light Sea Going 20728 teDouble Hull 1.5 m Working 26879 teDepth MS 19.3 m JFSMax Draught 9.3 m Deep 26193 teMax Air Draught 39 m Light 21602 teMin Deckhead 2.75 m Light Sea Going 22208 teEnclosed Volume 121600 m3 Working 23125 te
  • 32. Survivability• Susceptibility – Probability of being hit• Vulnerability – Probability of being disabled when hit• Recoverability – Probability of rectifying the disability after being hit• Probability of survival = 1 – (S x V x (1 – R))
  • 33. Vulnerability Assessment• For determining the probability of ship’s systems surviving a particular weapon detonation• Example analyses – Simulation of structures and ship services affected – Crew casualty analysis – Validated against test trials
  • 34. Vulnerability Reduction• Prevention of sinking – High level of compartmentation and genuine watertight integrity• Preservation of functionality – Duplication of systems, zoning• Damage Control and Firefighting – Damage Control parties, Zone boundaries, HVAC zoned• Magazine protection – Low, armour, spray / flood
  • 35. Adapting Merchant Shipping• Weapon fit – Unlikely except for non-lethal weapons• Sensors and communications – Close – in, CCTV, better comms• Protection – Protect bridge and ship control centre, duplicate• Survivability – Improved damage resistance, citadels, (N)BC• Configuration – Evacuation but also zoning?
  • 36. Simulation in Preliminary Warship Design -“Guidance on the Design of Ships for EnhancedEscape and Operations”1. To explore the impact on naval ship configurational design of issues associated with crew manning numbers, function and movement.2. To identify key performance measures for successful crew performance in normal and extreme conditions.3. To extend the ship evacuation software maritimeEXODUS to include additional non-emergency personnel movement simulation capabilities.4. To extend the ship design software so that it can provide a modelling environment that interactively accepts maritimeEXODUS simulation output for a range of crew evolutions.5. To demonstrate a methodology for ship design that integrates ship configuration design with modelling of a range of crewing simulation issues through PARAMARINE-SURFCON.
  • 37. Additional Design Model Features for Personnel Simulation: Connectivity ItemsDoors in SURFCON Nodal crowding points
  • 38. VRML Visualisation Tool
  • 39. VRML Visualisation Tool
  • 40. What Simulation Could Bring to Preliminary ShipDesign• Believable solutions – Both technically balanced and descriptive• Coherent solutions – Dialogue with the customer more than numerical measures – Include visual representation• Open methods – Responsive to the issues that matter to the customer – Elucidated from the customer or user teams• Revelatory – Likely design drivers are identified early – Aids effective design exploration• Creative – Options are not closed down – Rather they are fostered• The “fifth S” - STYLE
  • 41. Why Ship Synthesis should be 3 Dimensional- Improve Initial Design• Naval ships need to be less costly - need to better understand what is wanted - achieve through 3-D informed dialogue
  • 42. Why Ship Synthesis should be 3 Dimensional- Improve Initial Design• Naval ships need to be less costly - need to better understand what is wanted - 3-D informed dialogue• More information rich to avoid mistakes (see DJA’s listing below). Achievable by better articulation through 3-D informed dialogue.• - Type 23 and choice of cellularity• - FOST ferries not being multihull• - LPH merchantship standards• - delay to FSC• - seeing FSC (C1) as “too big”• - CVF survivability standard
  • 43. Why Ship Synthesis should be 3 Dimensional- Improve Initial Design• Naval ships need to be less costly - need to better understand what is wanted - 3-D informed dialogue• More information rich to avoid mistakes (see DJA UK list) by better articulation through 3-D dialogue• Better articulate design issues to wider world (All Stakeholders - wider Navy, MoD, the rest of government and to parliament, the media and the public )
  • 44. http://www.mecheng.ucl.ac.uk/research/marine-systems/design-research/
  • 45. Trimaran LCS Study –Fly-around of Final Design

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