HU[ A.s9 594 STABILITY CLCULIITIONS FUR HRIIPH FEASIBILITYi/DErIONSTRRTION(U) HENRY (J Ji CO INC RRLINGTON VAP J PIERCE Ot SEP 82 N00019II S N TI1

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Commander C m a d82

Naval Air Systems Command D T ICDepartment of the Navy ELECTEWashington, D.C. 20361 E CT n,,,4 ; V

00 Attention: Mr. J. J. Mulquin OCT3 9

M ~ NAVAIR ADPO-15

Y..4 Dear Sir: A j/ V/ t' " '

J. J. Henry Co., Inc. (JJH) has completed a review,,of ARAPAHO as it would beconfigured for the upcoming feasibility demonstration aboard C5-S-73b (Export Leader)

: container~ships, as requested. This review has included contact with the U.S. Coastact Guard, the Maritime Administration (MARAD), the Norfolk International Terminal, and a

visit to the ARAPAHO system on site at NAEC in Lakehurst, New_,*jj,\ The CoastGuard has Indicated that they will inspect the vessel at ttherequest of MARAD, but

V. will not issue a Certificate of Inspection. During this inspection, the requirementsof Title 46 CFR, Parts 90 through 109, will be applied. They also desire a demon-stration schedule, so traffic problems in the area can be avoided.

-The C5-S-73b ships will be compatible with ARAPAHO for the feasibilitydemonstration. Visibility for the ship's officers from the navigation bridge will beadequate, as the entire ARAPAHO system will be aft of the forward house. Deck areaand load capacity are sufficient for the intended application, and stability issatisfactory. Metacentric height JGM) should be approximately 8.5', compared to theminimum requirement of approximiately 4.01. It is ant-cipated that the mean draft ofthe ship during the demonstration will be about 15'-2t, with a trim of 9'-1"pby thestern, which povides a trim angle of less than 1.0t.z Additinally, loading of the

:>- ARAPAHO aboard this class of ship in its light condition at the Norfolk International ,!*.~ Terminal will remain unhampered by vertical clearances at any stage of the tidal

cycle. The above considerations indicate that the physical properties of theARAPAHO/ship class combination will be acceptable for the feasibility demonstration.

LU Seakeeping characteristics of the vessel should not be of major concern since the-.J demonstration is going to be conducted in protected waters (the Chesapeake Bay).S According to statistical meteorological data, the normal average wind speed during

the month of October Is on the order of 10 miles per hour. The waves associated withS this wind are 1 to 2 feet high. For the size of the ship and its motion

characteristics, this will not cause any significant problem. The natural period ofroll was estimated at 12.0 seconds and the natural period of pitch was estimated tobe on the order of 16.0 seconds. With these natural period parameters, only swellsabove 8 to 10 feet in height would cause significant ship's motions. po"

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This review has also considered supporting systems. It is advised thatthe plan to use two tugs for the feasibility demonstration be retained.Safety considerations dictate that both tugs remain in constant radio contactwith the pilot and master on the demonstration ship's navigation bridge, andthat the tug not involved in the towing operation maintain a vigilant watch onstation nearby for rescue operations or emergency maneuvers. Internal communi-cations systems and ship's radio must provide contact between the navigationbridge and the following areas, as planned: tugs, machinery spaces, anchorwatch area, helicopter control station, both after and forward houses, D.C.Central, and other vessels in the area. As a minimum, the ship's radio should

Nbe operational and in compliance with Title 33 of the Code of Federal Regulations(CFR) Part 26, and Title 47 CFR, Parts 81 and 83. The proposed firefightingsystems seem adequate. Review of correspondence by Cerberonics, Inc. Indicatesthat C02 flooding will not be available in the machinery spaces. Particularcaution must be exercised in the protection provided this area. The generalalarm system should be fully operational. The fuel farm and its connectionsand hoses are not in compliance with Coast Guard regulations for commercialvessels, so caution must be exercised here also. The ARAPAHO system will beprone to spills of the JP-5 because no provision has been made for spillcontainment or periodic shut-off valves in the lines to isolate possibleruptures. It is assumed that lifesaving equipment will be provided in quantityand location as required by the Coast Guard and as detailed by Title 46 CFR,Part 94. In the area of accommodations, the Coast Guard requires that allsystems be activated. This Includes: ventilation, air conditioning, lighting,fresh water, sanitary water, the general alarm system and firefighting.

Some areas of potential risk to the success of the ARAPAHO feasibilitydemonstration are listed below. These are not considered to have a majorImpact on the tests to be conducted in the Chesapeake Bay, but are presentedhere to complete the review.

a. Safety Nets - should be used around the edge of the landing areadg the feasibility demonstration.

b. Escape Routes - NAEC personnel have expressed concern that somemodules have only one access.

c. Electrical Power Distribution Center - Moisture present in thismodule may be the cause of short circuits which have occurred. Thesolution may be to install dehumidification equipment.

d. Fuel Handling - no provision has been made for spill containment oration of leaking sections of rubber hose, as mentioned above.

e. Lashing System - the lashing arrangement was not entirely in placeJH review. Therefore we cannot comment on the adequacy of the" lashi ng system.

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In conclusion,(as far as naval architectural aspects are concerned, theship 6Export Leader4 is matched to the purpose Intended and the demonstrationshould be technically sound and effective.

Very truly yours,

JJ.HE NRY C IC

G. onesMan er

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Stability Calculations for

ARAPAHO Feasibility Demonstrationaa'

Prepared by:

J.J. Henry Co., Inc.Suite 13051235 Jefferson Davis Highway

Prepared: , jI Arlington, VA 22202

Checked:l September 1, 1982

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