WARSHIP 2008: NAVAL SUBMARINES 9

A set of VR display environments for our experiments. providing a sense of depth) allowing a better understanding of the spatial structure.

In the SRV Case Study Milestones

The SRV modelling with CAD software

Demonstration of the approach procedure with the DISSUB on the seabed,

The transfer of the Rescuees

Visually simulation of the Evacuation of the Rescuees 15. Rescuees transfer from the DISSUB to the SRV

Rescuees transfer on to the decompression chambers onboard the MOSHIP

Hatch opening procedure Evacuation of an immobile rescuee

Case Study Process & Results

Aims

Benefits

Expand our future work to

The development of the real-time visualisation of the SRV and associated Rescue Equipment

To prevent or minimise onboard or procedural accidents

Simulation

Implementation

Warships 2008

Asset management

Procurement Construction Operation Maintenance Life extension DisposalPlanning the future integrity of new to

Managing the ongoing integrity of existing legacy assets

ASSET LIFECYCLE

ASSET KNOWLEDGE MANAGEMENT – KEY TO ACHIEVING COST REDUCTIONAsset

Development of Asset Integrity Management Plan
Development of Integrity Management Requirements
Requirements, Feasibility & Demonstration for NDT
Technology Development for NDT
Qualification for NDT and inspection plan
Delivery and Implementation

Capture requirements for an NDT inspection system to find shaft defects before they compromise safety. Pit to crack transition occurs when fatigue crack growth rate exceeds rate of pit growth.

High Level Characteristics

The system shall be able to inspect tailshafts of Trafalgar (except HMS Trafalgar), Vanguard and Astute Class submarines

Sensor dependent

Sub- Systems

Options

Sensor technologies

TOFD

The safety and cost factors for lifetime tail axle ownership have been used to specify an Asset Integrity Management Plan. A technology development program is underway to have a qualified NDT inspection capability by the end of 2008.

TO BE: COLLABORATION

Governments remain willing to consider making the necessary investments to acquire this capacity.

SUBMARINES, NAVAL ARCHITECTS & SYSTEMS ENGINEERING

MILITARY CAPABILITY
SUBMARINES

PEOPLE
ORGANISATION
COLLECTIVE TRAINING
SUPPLIES
FACILITIES
SUPPORT

MANAGING COMPLEXITY - SYSTEMS ENGINEERING
THE SYSTEMS ENGINEERING PROCESS Systems Engineering has embraced a number of standard

NEEDS ASSESSMENT, CONCEPT EXPLORATION, AND BENEFITS
SYSTEMS ENGINEERING PLANNING The concept that moves forward for further development
CONCEPT OF OPERATIONS
SYSTEM LEVEL REQUIREMENTS
HIGH LEVEL DESIGN AND SUB-SYSTEM REQUIREMENTS
COMPONENT LEVEL DETAILED DESIGN At the Component Level Detailed Design step the
FABRICATION
SUB-SYSTEM INTEGRATION AND VERIFICATION
SYSTEM VERIFICATION
INITIAL SYSTEM DEPLOYMENT
SYSTEM VALIDATION
RETIREMENT/REPLACEMENT

KEY ACTIVITIES

REQUIREMENTS ELICITATION Elicitation is an activity that when performed correctly,
PROJECT MANAGEMENT PRACTICES Various project management practices are needed to
DECISION SUPPORT/TRADE STUDIES Technical decisions on alternative solutions are a key
TRACEABILITY

THE SYSTEMS ENGINEER
NAVAL ARCHITECTS
THE CHALLENGE
REFERENCES
AUTHORS BIOGRAPHY

This activity does not verify the work of the system integrator or component supplier [this is the system verification role]. System change management is a key process that runs throughout the system's life cycle. This integrity is maintained throughout the life of the system [management of changes in the system through its documentation].

Part of the design phase is the creation of structural and behavioral models of the system. The trade study then forwards the plan, which again influences the graphical representations of the system (without changing the requirements).

3D VISUALISATION OF SUBMARINE RESCUE SYSTEMS AND RESCUE MISSION SIMULATION

INTRODUCTION
PREDETERMINED MODELLING AND SIMULATION

MODELLING
SIMULATION

RATIONALE

DESIGN EVALUATION
EXPLANATORY PRESENTATIONS

REAL-TIME SIMULATION ENVIRONMENT The off-line visual simulations described in the previous

HARDWARE
INTERACTION DEVICES
SOFTWARE
LEVELS OF INTERACTIVITY
USE OF ANIMATION

DISCUSSION
CONCLUSIONS
ACKNOWLEDGEMENTS
REFERENCES
AUTHOR BIOGRAPHIES

Explanatory text has been introduced wherever possible to help potential users assimilate the information provided more quickly. The precise maneuvering of the SRV into position on the DISSUB was also replicated to simulate as closely as possible all the various aspects of such a mission. The scenario was visually simulated with emphasis on the evacuation of rescuers and their transfer from the DISSUB to the SRV and onward to the decompression chambers on board the MOSHIP.

The tools and techniques described above enable the inspection and revision of the static design model. Based on the success of this case study, we intend to expand our future work on developing real-time visualization of SRV and associated Rescue Equipment.

THE DELIVERY OF THE SUCCESSOR DETERRENT SUBMARINE CONCEPT DESIGN - A COLLABORATIVE APPROACH

THE ISSUES AND CHALLENGES IN SETTING UP A COLLABORATIVE TEAM
THE ROLE, STRUCTURE AND METHOD OF WORKING OF THE IPT

BUSINESS DELIVERY
CAPABILITY DELIVERY
SUBMARINE DELIVERY

THE DEVELOPMENT AND
THE PLANNING AND THE DELIVERY OF A VIABLE SUBMARINE CONCEPT DESIGN

KEY USER REQUIREMENTS
KEY DECISIONS
COMMON UNDERSTANDING OF WHOLE LIFE COST
THE BUSINESS CASE
THE DEVELOPMENT OF A SINGLE INTEGRATED PROGRAMME

THE DELIVERY OF AFFORDABLE AND AVAILABLE SUBMARINE PLATFORMS
AUTHORS BIOGRAPHY

The business delivery element of the organization is responsible for the financial and commercial management of the program. The Submarine Delivery Element of the organization is charged with the delivery of the Submarine Concept. The development of a set of overarching design principles was a key outcome of the program's pre-concept phase.

The development of the Business Case for the program and its monitoring at higher levels within Defence. A set of key processes are being developed to support the collaborative development of the concept phase.

HYBRID NUCLEAR/FUEL-CELL SUBMARINE

BACKGROUND
REQUIREMENT
SUBMARINE CHARACTERISTICS
POWER PLANT

FUEL STORAGE SELECTION
OXIDANT STORAGE SELECTION

SAFETY ANALYSIS

INCREASED AIR INDEPENDENT PROPULSION REDUNDANCY

CONCLUSION
ACKNOWLEDGEMENTS
BIBLIOGRAPHY
AUTHOR’S BIOGRAPHY

Therefore, the fuel cell system was sized for the typically low speeds used in operations. In the absence of a specific mission profile, it was assumed that the submarine would have to conduct fuel cell operations for up to 7 days. Any increase in size associated with the reversible nature of the fuel cell is expected to be offset by further improvements in PEMFC power density.

Producing oxygen for crew consumption in SSN mode would require additional electrolyzers with a fraction of the compressed oxygen used for the same purpose in fuel cell mode. The total volume of the fuel cell system (RFC, H2 cylinders, O2 cylinders, O2 compressors, RO devices, BOP and 100% accessible envelope) is 285 m3.

THE VICTORIA CLASS SUPPORT: – A CLASS DESK PERSPECTIVE

ACCEPTANCE INTO SERVICE
IN-SERVICE SUPPORT
CLASS PLAN
COREX
WORKING WITH INDUSTRY The support from industry has been in numerous forums
VCS SUPPORT STRATEGY
SUBMOAR
LIFEX
SELEX
EXTENDED DOCKING WORK PERIOD (EDWP)
WEAPONS CONTRACT
CONCLUSION
ACKNOWLEDGEMENTS

In routine operations roughly analogous to peacetime operations, VICTORIA-class submarines will conduct operations within the formation commander's area of interest. VICTORIA is currently located in drydock at the Cape Breton Naval Maintenance Facility at CFB Esquimalt.[6] The remaining maintenance support includes both scheduled and unscheduled requirements. The DMEPM(SM) SM 5-5 section has overall responsibility for the In-Service Support management of the Victoria class submarines.

During VISSC, the contractor will perform the role of design agent for Canadian submarines. Owning these four VICTORIA-class submarines allows Canada to stay in the submarine business, and no one expected reactivating the vessels to be an easy task.

A PARTIAL SAFETY FACTOR FOR PRESSURE HULL COLLAPSE PREDICTION USING FINITE ELEMENT ANALYSIS

SUMMARY OF THE VALIDATION EXERCISE
ADDITIONAL 29 FRAME MODEL
WELDING RESIDUAL STRESSES
CONCLUSIONS
ACKNOWLEDGEMENTS
REFERENCES
AUTHORS BIOGRAPHY

The residual stresses are then simply included as an initial equilibrating condition in the appropriate components of the structural model. These results are shown in parentheses and all results agree to within 6% of the observed collapse pressure. Examples of the latter include residual stress due to welding and anisotropic non-linear material behaviour.

It was suspected that this would have changed the OOC of the model, but it was not remeasured. Despite this conservatism, the tendency was to overpredict the collapse pressure, albeit within +6%.

FINITE ELEMENT MODELING OF COLLAPSE EXPERIMENTS OF RING STIFFENED CYLINDERS WITH SIMULATED CORROSION DAMAGE

EXPERIMENTAL SPECIMENS
EXPERIMENTAL PROCEDURE
FINITE ELEMENT MODELLING 1 MESHES

NUMERICAL PROCEDURES
MEASURED GEOMETRY
MATERIAL PROPERTIES
BOUNDARY CONDITIONS
APPLIED LOADS
SIMULATED CORROSION

RESULTS AND DISCUSSION

SUMMARY OF EXPERIMENTAL RESULTS The experimental results indicated that the cylinders
SHORT CYLINDERS
LONG CYLINDERS
CYLINDER WITH PENETRATIONS
OVERVIEW OF FINITE ELEMENT RESULTS Experimental collapse pressures for all of the cylinder

ACKNOWLEDGMENTS

The joints were located in the mid-plane of the shell elements, except for the corrosion parts (see section 4.7). Concentrated axial forces were applied at the end of the model where axial translation was allowed. A local mesh refinement was used to accurately represent the behavior in the vicinity of the corrosion pitting in the central bay.

The ultimate strength of the corroded cylinder was achieved with significant yielding and collapse in the region of the uncorroded shell close to the corrosion. The final FE model configuration shown in Figure 6 predicts a half sine wave deformation pattern above the corrosion patch.

ADVANCES IN EXPERIMENTAL TECHNIQUES FOR UNDERSTANDING THE MANOEUVRING PERFORMANCE OF SUBMARINES

THE FORCES AND MOMENTS ON A SUBMARINE

COEFFICIENT BASED MODELS
REVIEW OF NUMERICAL METHODS There are various levels of sophistication associated with
CONSTRAINED MODEL EXPERIMENTS The concept of a constrained model experiment is simple

MODELLING CROSS-COUPLING BEHAVIOUR

CURRENT MATHEMATICAL MODEL In the model of Gertler and Hagen [2], the force and

IDENTIFICATION OF CROSS- COUPLING FORCE AND MOMENT

FITTING A MODEL TO THE DATA

RAMP TESTS
CONCLUSIONS
ACKNOWLEDGEMENTS
REFERENCES
AUTHORS’ BIOGRAPHIES

The fidelity of numerical methods needs to be improved to better understand the forces and moments acting on a maneuvering submarine. This methodology revolves around the use of large-scale vortices that are related to the geometry of the submarine. Thus, at present, physical model experiments are still necessary to generate most of the coefficients that satisfy the mathematical model.

However, with accurate information about the trajectory, techniques are being developed that allow the reconstruction of the forces and moments acting on the body at any given moment. KIMBER N., "The Role of Submarine Model Testing in Controller Design", RINA Warship 2002, Naval Submarines 7, June 2002.

MANOEUVRABILITY OPTIMISATION FOR THE NAVANTIA S-80 SUBMARINE PROGRAMME

STABILITY AND CONTROLLABILITY

STABILITY CRITERIA Horizontal plane
DESIGN DECISSIONS

2008: Royal Institution of Naval Architects The acceleration of a submarine point is taken as rigid. The well-known approach used in cases where the forces are essentially defined as orthogonal to the characteristic velocity, (advance velocity) is called that of hydrodynamic derivatives. As can be easily ascertained, the solution of the characteristic equation in the vertical plane depends on the speed of the submarine, due to the hydrostatic torque term.

The table also shows the main influence of controllability parameters, useful for addressing design decisions. In the last part of the article, the figures related to the structure and representations of this code are presented.

IMPROVING “SIMUSUB” CODE

The general nonlinear DTNSRDC equations of motion were implemented as the mathematical representation of the six degrees of freedom for the physical S-80 Class behavior. Coefficients are only representative of the CBD forward speed maneuvers when avoiding detachment phenomena under high rudder angles. The coefficients of these matrices include hydrodynamic derivatives for the CBD model and depend on surge velocity and the properties of the underwater vehicle.

Regarding the first part of the paper, the main conclusions that can be underlined are: So, from a practical point of view it is necessary to supplement the control system with a suitable Kalman filter to correct the state data provided by the submarine sensors.

MATHEMATICAL MODEL OF SUBMARINE NONLINEAR DYNAMICS (TIME

STATE SPACE METHOD

CONTROL SYSTEM

MATHEMATICAL MODEL OF SUBMARINE LINEAR DYNAMICS (TIME DOMAIN)

LQ CONTROL

STATE SPACE

USER STATE INPUT (“Path”)

OBTAIN “FEEDBACK FORM” [L]

MEETING THE CURRENT CHALLENGE OF DESIGNING HIGH CAPABILITY SSKS

ENDURANCE AND RANGE
COMMUNICATIONS
BROWN AND BLUE WATER OPERATIONS It is now very commonly highlighted that the focus of
OFFBOARD SYSTEMS
CREW HABITABILITY
EMBARKED MILITARY FORCES (EMF) Since the First World War, submarines have been used
HIGH CAPABILITY REQUIREMENTS SPACE
SUBMARINE DESIGN OPTIONS AND DRIVERS
HULL CONFIGURATION
RANGE AND ENDURANCE
COMPLEMENT
CONCEPT DOWN-SELECTION
INDICATIVE DESIGN SOLUTION - VIDAR-36
GENERAL DESCRIPTION
AIP PLUG
RECONFIGURABLE WSC
RE-CONFIGURABLE ACCOMMODATION SPACES
MODULAR MAST BAYS
AKNOWLEDGEMENTS
GENERAL REFERENCES
DISCLAIMER

Range capability was partly responsible for the relatively high displacement of the Australian Collins class. In the current climate of the global war on terrorism there has been an increase in the importance of these types of operations. A summary of the upper and lower limits of what are considered to be the main drivers of naval architectural design.

A comparison of single and double hull concept designs with baseline and advanced capability is presented in Appendix A. The figure illustrates that a few knots can have a significant impact on the size of the platform in long transits.

END-OF-LIFE PREPARATION FOR SUBMARINES

KEY ISSUES & DRIVERS
NEW IMO REQUIREMENTS 1 AIMS & OBJECTIVES

GUIDELINES

UK INTERPRETATION

VESSELS INTENDED FOR FURTHER USE With UK Government-owned vessels intended for resale,
VESSELS DESTINED FOR RECYCLING AND DISPOSAL

MINISTRY OF DEFENCE IMPLEMENTATION
ADDITIONAL INFORMATION
AUTHORS BIOGRAPHY

By virtue of governing disposal issues, the Basel Convention also informs the proposed IMO Convention through its relevance to the design and operation of ships, as well as minimum standards required at shipbreaking facilities. Other relevant technical guidelines from the Basel Convention on Shipbreaking Processes and Facilities [2] will also be the basis for guidelines issued under the proposed Convention. Ship Recycling Plan Developed by the ship breaker in consultation with the vessel owner to describe the appropriate way in which the ship will be dismantled and recycled.

Signatory states are required to authorize and regulate ship recycling facilities located within their jurisdiction. Vessel specific document issued by the Ship Recycling Facility reporting on the completion of recycling activities of the specified vessel and submitted to both the recycling State authorities and to the flag administration.

ASSURANCE OF SUBMARINE SAFETY IN A CHANGING ENVIRONMENT

CLASSIFICATION PRINCIPLES Although classification has its origins in the coffee
EVOLUTION OF NAVAL CLASSIFICATION During the Second World War the Royal Navy procured
SAFETY REGULATION AND VALUE Safety regulation is sometimes treated, particularly when
PROCESS AND PROJECT RISK MANAGEMENT
STANDARDS AND COMPLIANCE
THROUGH LIFE
CONCLUDING REMARKS
ACKNOWLEDGEMENT
AUTHORS’BIOGRAPHIES

During the last decade, there has been a renewed interest in the application of the classification process to marine vessels. The Development of Rules and Regulations for the Classification of Marine Ships [5] has provided for a. It is unlikely that the greatest benefits will be achieved if the selection of standards is not sufficiently thorough and rigorous.

The next two sections take a closer look at the issues of norms and the lifelong continuum of the classification process. The classification process provides opportunities to reduce risk through a progressive review of the design to determine compliance and agreed alternative and additional standards.

ASSURING SUBMARINE SAFETY FOR THE FUTURE SSBN

INTERNATIONAL MARITIME ORGANISATION Such a goal based strategy has been proposed by the
FUTURE SUBMARINE SAFETY GOAL The top tier safety goal for the future submarine is to
HAZARDS AND THE CONTROL OF HAZARDS
FUNDAMENTAL SAFETY FUNCTIONS Such an approach has been applied by the nuclear
KEY SAFETY FUNCTIONS
VEHICLE CONTROL
POWER AND PROPEL
GENERATE NUCLEAR POWER
SUSTAIN LIFE
HANDLE MUNITIONS
NAVAL SHIP CODES
PROPULSIVE AND NON-PROPULSIVE POWER The functional diagram for the provision of non-
CONTROL FIRE HAZARDS
TOOLS
INTERNATIONAL MARITIME ORGANISATION, 'Goal-Based Construction Standards for New
INTERNATIONAL ATOMIC ENERGY AGENCY, 'Safety of Nuclear Power Plants: Design', IAEA
INTERNATIONAL ATOMIC ENERGY AGENCY, 'Defence in Depth in Nuclear Safety, International

The Control of Major Accident Hazards therefore applies as much to environmental protection as to safety. Fire threatens each of the Key Safety Functions, therefore the control of fire hazards is managed as a Key Safety Function in its own right. 2008: The Royal Institution of Naval Architects x Claims are made about the control of human activities in.

Control of fire hazards underpins each of the key safety functions and thus the whole of ship safety; fire that has the potential to inhibit any or all of the basic safety functions. The basic safety features to enable fire hazard control are shown in Figure 10.