Ship Handling and Stability in High Seas - Tumblehome Hull Model Test
For a point of reference have been attached to two, and aboard three, separate classes of naval vessels in blue water, from 3,400 ton Fast Frigate to 37,000 ton Replenishment Oiler and 64,000 ton Aircraft Carrier. Received my helm and steering watch qualifications while serving on board the 3,400 ton warship, from both the bridge and after steering. Have discharged in excess of 150 rounds of 5" munitions upon targets of various nature, the vessel being awarded the Battle E. Having such experiences and skills, am dismayed by the apparent poor sea handling, healing, broaching, pitching bow, and wash water characteristics seen in the video complied by Defense News, Chris Cavas (Fall, 2006) and others such as ONR of the scaled model testing for the Tumblehome Hull, Zumwalt class destroyer DDG 1000, along with possible negative impact of the full range of ships movement, relative to other hull forms such the standard ONR Topside series design that is seen in the current frigate and destroyer classes.
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(Figs. 1, 2) Laboratory tank test of DDG 1000 Tumblehome hull sea worthiness, and hull response during moderate to high sea states (Defense News, Fall 2007).
In the video still frame at left, the stern along with both screws at the bottom of the Tumblehome Hull have risen completely out of the water (Fig. 1, red arrow) with the portside (left) rudder visible as a dark rectangular object. This condition leading to a non turn releated broaching of the ship, as the vessel is no longer being steered by the rudder. The effectiveness of the propulsion system, with the twin screws out of water and the underside of the hull exposed, being seriously reduced.
The video still frame at right reveals the simulated sea state conditions used during the tank test, relative to the scaled DDG 1000 model, and minus wind effects upon the superstructure in this case deskhouse. The largest single crest to trough height of the simulated waves measuring approximately 28-30 feet (~8.5 - 9.1 meters) or sea states 7+, the steady state waves being ~18 - 20 feet (~5.4 - 6.1 meters) or sea state 6, (Fig. 2, blue arrow) using a vessel freeboard height at the hanger bay of 22 feet (~6.7 meters) for scale. The conditions stated in the ONR tank test report being sea state 8 or ~30 - 46 feet (9 - 14 meters) (Menard, 2010) [2a].
The Zumwalt class ship, with its proposed use of a non flare hull design (O'Rourke, 2009) [3] along with high center of gravity, and topsail wind load, requiring extra ballast mass, resulting in some precarious open water testing scenes from relative sea state conditions that from scale, do not appear to reach a steady state minimum conditions of 6, (Figs. 6 - 8) and defiantly below sea state 8. The complex roll stability issues inherent to the Tumblehome hull (e.g. DDG 1000, USS Zumwalt) along with related catastrophic rollover (capsize) concerns during high sea conditions (Sea State 8) having been computer modeled prior to scale model simulations (Vanden Berg, 2007; Bassler, Peters, Campbell, Belknap, and McCue, 2007) [4] [5].
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(Figs. 3, 4) Laboratory tank and open water test of DDG 1000 Tumblehome Hull sea worthiness, and hull response during high sea states (Defense News, Fall 2007).
In the video still frame at left, with the simulated sea state conditions not exceeding 7+, the forward gun mount on the DDG 1000's weather deck is nearly completely submerged (Fig. 3, red arrow). The large curtain of water (blue line and arrow) being pitched upwards measuring ~20 feet wide, 6 feet deep and 30 feet in height. The estimated volume and mass of this water curtain being ~3,600 cubic feet, the total mass estimated to be 50 percent air by volume, or ~12,465 gallons (50,970 liters) of water, which is ~112,370 pounds (~56 tons, or ~51,077 kg) of ejecta.
In the video still frame at right, the scaled DDG 1000 model during open water testing experiences moderately high listing angles (Fig. 4, red lines with arc), given an estimated and non steady sea state condition of 5 to 6 (blue arrow).
The seas from Hawaii to Guam in the winter reaching in excess of sea state 8, placing the radar mass on our 415' vessel below the tallest waves. In these conditions, still permitted outside on the weather deck to service the weapons fire control radar on the O-5 level. Having also experience very violent high sea and typhoon conditions while transiting the East-South China sea in route to the Philippines from Korea.
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(Figs. 5, 6) Freeboard angle effect, upon the helicoper pad (flight deck) during open water testing of DDG 1000 Tumblehome Hull during calm conditions (Defense News, Fall 2007).
In the video still frame at left (Fig. 5), with the relative sea state approaching calm conditions, and perhaps a direct effect produced by the non wallsided hull (Ellis, 1997) [10], and freeboard angle of the Tumblehome hull, has a tendency to displace large volumes of water to be washed onto the helicopter hanger pad. This volume and depth of water, given a high sheeting velocity, being sufficient to knock a person off their feet. The freeboard angle on the Arleigh Burke vessel tucking inwards, towards the vessels keel (see Fig. 13), hence causing the hull of the Arleigh Burke class ship to skim over the surface of a wave. Where as the hull of the Tumblehome, with the freeboard angle diverging away from the ship's keel (obtuse)(see Fig. 13), appears to force (shovel) displaced water up and over the sides of the freeboard, and onto the ship's flight deck (blue oval). Resulting in areas of the flight deck to experience large volumes of fast moving sheeting water as the ship reverts to full upright after healing during a turn as seen in Fig 5, or rolls about the keel (list) in the opposite direction during high sea state conditions. The fast moving sheeting water being a possible additional deck hazard during personnel movement, and VERTREP (vertical replenishment) operations. Myself, having been hosted multiple times to and from a moving ship, on to a hovering SH-53 or CH-46 helicopter overhead while underway, would not want to have the additional distraction of fast moving sheeting water upon the flight deck.
In the video still frame at right (Fig. 6), the scaled model of the DDG 1000 Zumwalt class vessel, from its inherently high center of gravity, a product of the enormous and overbearing deckhouse, experiences high heeling angles during relatively calm sea states.
Having been a member of the DES team, reviewed some of the final CAD drawings for the entire vessel, and readly apparent to many, is that not all of combat support systems can be entirely serviced from within the deckhouse. Some of the RF systems on the DDG 1000 class vessel requiring topside work, and from such locations representing a long moment arm distances from the ship's center of gravity. As such, resulting in personnel experiencing high angular velocities along with rapid transitions in direction as the ship list and heals from port to starboard while underway.
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(Figs. 7, 8) Freeboard (12a) angle effect upon the helicoper pad and hanger bay during open water testing of DDG 1000 Tumblehome Hull during moderate (quartering) sea states (Defense News, Fall 2007).
In the video frame at left, the forward port area of the Zumwalt helicopter flight deck, along with portions of the helicopter hanger bay door are subjected to a large body of water. The water rolling off of the hull of the vessel instead of being ejected away from the hull as is typical with a wallsided hull, or flaired hull. This body of water having travelled up along the port side of the hull, just below the deckhouse. The water transitioning into a breaking wave (blue oval) with a very large face, weight, and velocity.
The frame at right ...
So strong was the typhoon in the East-South China Sea area, the vessel making 18-20 knots, resulting in 43-45 degree rolls, per the inclinometer on the bridge, the ship pitching 17-20 degrees. During this event, nearly killed by a large metal desk in the weapons office that broke free from its bolts, while filling out the ASROC security log, violently slamming myself and the desk up against the bulkheads, the mess deck closed for the day being too rough, serving only crackers. This being the only time while I was a member of the crew that personnel were restricted from being on the weather deck while under way with a carrier task force.
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(Fig. 9) Aft section of DDG 1000, USS Zumwalt, Tumblehome Hull (flateric, 2012) [14]
The photo at left is the aft section of the DDG 1000, USS Zumwalt, Tumblehome Hull ... (flateric, 2012).
At right (Vid. 2) is a compiled video of the USS Zumwalt, DDG 1000 scaled down Tumblehome Hull maneuvering, and sea worthiness test reported by Defense News, Chris Cavas (2007)[27]. In this video, the open water steady state sea conditions, scaled to the model, never appearing to exceed sea state 6 or waves in excess of 19 feet in height (click the play button to start, 6.21 MB, wmv).
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(Figs. 10, 11) Location and impetuous of DDG 1000 Tumblehome hull material fatigue, and forward hull integrity concerns during very high sea states, (Defense News, Fall 2007).
The forward portion of the DDG 1000 Tumblehome hull, leading to the vessel's distinctive hull shape, the external design driven by hydrodynamic drag and radar cross section (RCS), (Ellis, 1997) [17] is noticeably void of a topside "hurricane" bow structure (Fig. 9, red lines), and clearly visible on the bow of the comparative standard hull model at the top of the video frame. This typical bow feature providing added structural reinforcement to the hull's horizontal centerline plane. With this topside bow feature being dismissed from the DDG 1000 hull, should at the very least, experience additional levels of structural stress, of a shearing nature, along with vertical flexure just aft of the ship's bulbous sonar dome (Figs. xx, xx, yellow oval). The large external forces being the product of the tremendous oscillating horizontal (laterial) forces (Fig. 11, blue arrows) relative to the ship's verticle (drop) motion, generated by the bow fitted sonar dome (wave break) as this heavy ship's pitching bow is forcibly driven below the water surface at a verticle rate and depth, greater than that experience by a vessel with standard hurricane bow.
Hence, the forward portion of the DDG 1000 Tumblehome hull, from cursory examination of the structural design and vector forces produced by a pitching bow, in theory, should experiencing much greater material stresses, and flexure than that experienced by a lower displacement Ticonderoga or Burke class surface combatant vessel.
The orthogonal laterial forces being discussed being similar to those experienced by a person playing in a swimming pool, attempting to force their open hand down into the water, the hand oscillating left to right as it moves in the water. A ship's sonar dome, and or wave break behaving in the same manner.
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(Figs. xx - xx) Yaw Motion of a Destroyer Hull in High Seas from Laterial Forces Produced by the Sonar Dome [kc]
The sequence of still frame video images at top (Fig. xx) shows yaw motion in the hull of a destroyer (translations and or rotation about azimuthal plane from bow to stern) [kd] as a result of lateral forces upon the forward bow section generated by the ship's sonar dome. This force being the direct result of the pitching hull, moving the bow and sonar bow about the vertical plane as they plunge into the water. The lateral forces and total horizontal translation distance traveled by the bow hence total extent of yaw, damping with depth. The estimated sea state condition being ~7. The second sequence of still frame video images beneath Fig. xx) showing the same vessel ... The video from which the still frames were collected can be seen below [ke] (click the play button to start, 11.5 MB, wmv).
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At left (Fig. 12) is a photo of the forward bow section of the USS Zumwalt, DDG 1000 ... (Simthsonian, 2012) [ec]). Notable is the structural omission of a hurricane bow ... [ed].
At right (Vid. 1) is a video of a pitch and heave tank test using a model of a standard hull vessel with hurricane bow USS Zumwalt, DDG 1000, void of a hurricane bow, more prone to pitching into the water, as the forward portion of the ship hull, occupying less volume, displacing less water. Hence, producing ... (..., 2007)[ef] (click the play button to start, 0.70 MB, wmv).
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At left (Fig. 13) is a plot representing the transformation of ships forward motion from crest to trough ... [ed].
Hull comparison between the Arleigh Burke class DDG 51 Flight IIA, and Zumwalt class DDG 1000
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(Figs. 13, 14) Model images of DDG 51 Arleigh Burke (Miles, 2012)(upper) and DDG 1000 USS Zumwalt (Miles, 2012)(lower) [20].
The..., (Miles, 2012) [21] ...
Hence, the forward portion ...(Miles, 2012) [22] ...
The ...
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At left (Fig. 16) is an aft perspective, and exterior hull comparisons diagram of DDG 1000, Zumwalt class verse DDG 51 Flight IIA, Arleigh Burke class (Indian Defense Forum, Nov 2011) [25] with wallsided hull (Ellis, 1997) [26]. Note the very different different freeboard [26a] angles (orange lines) at the stern of the two vessels, and extending along hull water line to beyond the hanger bay of the Zumwalt (acute), and Arleigh Burke (obtuse) class vessels. The acute angle of the freeboard on the Zumwalt class vessel perhaps leading to additional water to be displaced upon the flight deck.
At right is a photo of the (Fig. 16a) 900-ton steel and composite deckhouse for the USS Zumwalt, DDG 1000 (Huntington Ingalls Industries, and Defense News, 2012) [26b]. The external deminsions of .... [26c].
Hull comparison between ONRFL Topside Series and ONRTH Tumblehome Zumwalt Class DDG 1000
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(Fig. 15) Section views of ONRFL Topside Series Hull Forms (left) and ONRTH Tumblehome Hull (right) with respective Polar Plot representing Capsize Risk (Peters, Campbell, Belknap, and McCue, 2007) [rb].
Basic Vessel Seamanship
Inaddition to Head Seas, there are 3 critical wave to vessel orientations i) Beam Seas, ii) Quartering (oblique) [aa1] Seas, iii) Following (stern) Seas ... [aa] ....
The illustration at left (Fig. 15) represents beam seas. [ae] The illustration at center (Fig. 16) represents quartering (oblique) seas. [ag] The illustration at right (Fig. 17) represents following (stern) seas. [ah]
Per common teaching, there are 3 primary means, other than structural failure of the hull, that a ship can invert or capsize. The first being a sudden and Pure-loss of Stability caused by a non repetitive motion of the hull, resulting in capsize. Such events typically occurring near the vicinity of a wave crest and region with negative reversion and roll restoration initiated by insufficient forward motion relative the surrounding water as the vessel attempts to transit the wave.
The second means of capsizing being caused by Parametric Instability. This being the product of progressively increasing rolls of the vessel hull from port to starboard (left-right) as result of basic mechanical properties inherent to the vessel, such as momentum and inertia. This being a more common concern for vessel operating with a high center of gravity, such as the USS Zumwalt, DDG 1000.
The last common means of vessel capsizing being the product of Broaching. In simple term, the lost of directional control from an otherwise controlled vessel followed by an even larger and unintended rotation about the azimuthal plane. The inherent mechanical loads upon the vessel, as it heels in a turn, leading to capsizing post the critical angle for the given conditions. This event occurring more frequently with the vessel’s amidships situated near the wave trough, the vessel being less than one wave in length. A slightly quartering (oblique) sea, with waves moving inwards towards the stern of vessel with a shallow angel relative to the longitudinal axis of the vessel compounding the effect of capsizing. [ga]
The act of broaching by a ship being very similar to an automobile sliding in a fishtailing manner as it make a high speed tight turn, reaching a point where the driver is no longer in controller as to which direction the automobile is heading, eventually flipping the vehicle over at some point about the arcing path, away from the central point of revolution. A slight wind from the rear of the vehicle, lowing the flipping thresh hold.
Matching ship's velocity with wave frequency to help alleviate pitching of the hull, and handling option not typically available to an engaging warship ... [ba]. Altering ship's velocity with wave timing to reduce parametric rolling of the hull... [bb].
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(Figs. 20 - 21) Vessel Motion in High Seas
The still video frame at left (Fig. 20) shows a frieghter experiencing pitching in high seas... [ae]. The still video frame at right Fig. 21) shows a cruise ship experiencing parametric rolls in high seas... [af].
Preventing the vessel from broaching... [ca] The driving effects to broaching being two fold... [cb]....
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(Figs. 22 - 23) Vessel broaching and conditions...
The illustration at left (Fig. 22) shows a typical broaching condition as the vessel turns ... [ce]. The graph at rightFig. 23) indicates some of the typical conditions in which a vessel may experience broaching... [cf].
The ... [28] ....
Performance Predictions for DDG 1000 Tumblehome Hull
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(Figs. 24, 25) Coordinate reference frame diagram and variables along with varibles and simplified general equations representing the sum of the forces and linear moment of inertia acting on a kayak hull representing the DDG 1000 Tumblehome Hull [31].
Upper is ... [32].
Lower is ... [33].
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Complete non linear (horizontal) equations of motions (Fig. 26) for kayak hull representing the DDG 1000 hull ...
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(Figs. 27, 28) The equations of ... [37].
At left is ... [38].
At right is ... [39].
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(Figs. 29, 30) Equations for non-linear axial (upper) and crossflow (lower) drag coefficients [42].
At top is ... [43].
At bottom is ... [44].
USS Zumwalt Naval Gun System
In particular, the Process of Deploying of the Deck Gun Barrel [45p] ....
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(Figs. xx) Comparison of Deck Gun System Configuration between DDG Burke and DDG Zumwalt (xxx, 19xx, 2012) [48p].
At left is a photo of the US Winston Churchill (DDG 81) exercising her 5 inch MK 45 Mod 4 Gun, controlled by the MK 160 Gun Computer System (GCS) ..... (22 Sep, 2004) [49p].
At right is a computer generated image of the stowed deck gun on the USS Zumwalt ....(xxxx, 20xx) [50p]
Physical Ship to Ship Movement Intervention
Ships movement, in particular, the concept of Free or Innocent Passage [45] ....
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(Figs. 31, 32) Photos of ship to ship contact in an effort to prevent ships movement. The naval act of ship to ship contact being fairly common (Rolph, 1992: Pedrozo, 2012) [48, 48a].
At left is a photo of the US Navy Ticonderoga class cruiser USS Yorktown (CG 48) exercising the international maritime right of Innocent Passage in Black Sea near the Crimean Peninsula, being struck along the port side (left) by the movement inhibiting Russian frigate SRN Bezzavetny (FFG 811), 12 February 1988 (Hurst, 1988) [49].
At right is a photo (Morita, 2012) taken on 15 August 2012 of two Japanese Coast Guard vessels (Taylor, 2012) [50] of the Raizan Patrol Ship class, or the former Bizan Class (renamed Banna)(Wertheim, 2007), [50a] JCG Muzuki PS 11 and JCG Nobaru PS 16 [50b] colliding in the East China Sea near Uotsuri Island in the Senkaku Islands Chain (Japan)(Diaoyu, PRC)(Tiaoyutai, ROC) (Taylor, 2012) [50c] in an attempt to inhibit movement by a fishing vessel from Hong Kong (Brown, 2012) [50d].
The inverted shape of the Tumblehome hull perhaps strongly limiting the opportunity for ships movement intended to inhibit the forward progress or the forced vectoring of a secondary vessel. Upon contact, the far forward portion of the Tumblehome hull, from shape, being submerged upon impact, hence slowed in forward motion (Fig. 22).
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(Fig. 33) Ship profile (elevation) diagram compairing the USS Ticonderoga CG 47 class relative to the USS Zumwalt DDG 1000 class [52].
The leading portion of the sonar dome, as the furthest extending portion of the vessel's hull, being highly vulnerable to damage of a non at sea serviceable nature, severely disabling the vessel's capacity to perform anti-submarine warfare mission post collision. The Tumblehome vessel, more than likely suffered acoustic blinding with the loss of the principle sonar transducer.
Such as the incident occuring on 12 February 1988, the US Navy exercising Right of Free (Innocent) Passage, the USS Yorktown (CG 48) transiting in the Black Sea near Sebastopol, being hit by the Russian frigate SRN Bezzavetny (FFG 811). The SRN Bezzavetny attempting to inhibit, with hull to hull contact, ships movemnent by the USS Yorktown. Below are video 1 and video 2 of the incident recorded from the USS Yorktown, taken by .... (US Navy) [53a]
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(Vid. 7, left) The video at left is part I of the ship to ship confrontation between the US and Russian Navies that occured... The US Navy exercising in international territory the international maritime right of Free (Innocent) Passage by the USS Yorktown (CG 48) in Black Sea near Sebastopol, colliding with the movement inhibiting Russian frigate SRN Bezzavetny (FFG 811) [55](click the play button to start, 14.5 MB, wmv). (Vid. 8, right) The video at right is part II of the incident. [56](click the play button to start, 13.4 MB, wmv).
[1, 2] Video still frames of USS Zumwalt DDG 1000 Tumblehome Hull model test, Defense News, Chris Cavas, Fall 2006.
[2a] Predication of Performance and Maneuvering Dynamics for Marine Vehicles Applied to DDG-1000, Louis-Philippe M. Menard et. al., (Massachusetts Institute of Technology), Master of Science in Naval Architecture and Marine Engineering and Master of Science in Mechanical Engineering, 04 June 2010, Massachusetts Institute of Technology, Cambridge Massachusetts, retrieved 04 Nov 2012, (6.55 MB pdf); http://dspace.mit.edu/bitstream/handle/1721.1/61913/707091168.pdf?sequence=1.
[4] Dynamic Stability of Flared and Tumblehome Hull Forms in Waves, 04 Sep 2007, Christopher Bassler, et. al., Andrew Peters, Bradley Campbell, William Belknap, and Leigh McCue, (Seakeeping Division, Naval Surface Warfare Center, Carderock Division; QinetiQ; Seakeeping Division, Naval Surface Warfare Center, Carderock Division; Seakeeping Division, Naval Surface Warfare Center, Carderock Division, Aerospace and Ocean Engineering, Virginia Tech), pg. xx, retrieved 02 Jun 2012, (551 KB pdf); http://http://www.dept.aoe.vt.edu/~mccue/papers_archive/bassler_etal_stab07.pdf.
[5] Non-Linear Rolling of Ships in Large Sea Waves, Master's Thesis, 11 May 2007, Scott M. Vanden Berg, et. al., Jerome H. Milgram ad., Joel P. Harbour rd., (Massachusetts Institute of Technology, Boston MA), pgs. 13, 16, 26, 47, 48, retrieved 27 May 2012, (5.67 MB pdf); http://dspace.mit.edu/bitstream/handle/1721.1/40367/190861393.pdf.
[6 - 9] Video still frames of USS Zumwalt DDG 1000 Tumblehome Hull model test, Defense News, Chris Cavas, Fall 2006.
[10] An Investigation Into The Damaged Stability Of A Tumblehome Hull Warship Design, Masters Thesis, Brian T. Ellis, September 1997, et. al., Charles N. Calvano, ad., (Naval Postgraduate School, Monterey CA), pgs. 16 - 18, Unclassified, NSN 7540-01-280-5500, retrieved 27 May 2012, (3.30 MB pdf); http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA338783.
[11 - 12] Video still frames of USS Zumwalt DDG 1000 Tumblehome Hull model test, Defense News, Chris Cavas, Fall 2006.
[14] Illustration, BIW shipbuilders moved the 1,850-ton Ultra Unit comprising the stern section of Zumwalt (DDG 1000) on to the Land Level Transfer Facility, flateric et., Zumwalt (DD-21/DD(X)/DDG-1000), Balancer.Ru, 2012, retrieved 10 Nov 2012; http://forums.airbase.ru/2011/06/t82261,7--zumwalt-dd-21-dd-x-ddg-1000.html.
[eg] Deffinition of broaching, Vessel Instabilities, Marcelo A. Santos Neves et. al. (LabOceano – COPPE/UFRJ), Engenharia Naval e Oceanica, Congrega os cursos de pós-graduação em engenharia, Universidade Federal do Rio de Janeiro, 07 Feb 2010, retrieved 11 Nov 2012; www.pasi.aoe.vt.edu/presentations/neves.pdf.
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[22] Video of USS Zumwalt DDG 1000 Tumblehome Hull model test, Defense News, Chris Cavas, Fall 2006.
[ra-rb] Dynamic Stability of Flared and Tumblehome Hull Forms in Waves, 04 Sep 2007, Christopher Bassler, et. al., Andrew Peters, Bradley Campbell, William Belknap, and Leigh McCue, (Seakeeping Division, Naval Surface Warfare Center, Carderock Division; QinetiQ; Seakeeping Division, Naval Surface Warfare Center, Carderock Division; Seakeeping Division, Naval Surface Warfare Center, Carderock Division, Aerospace and Ocean Engineering, Virginia Tech), pgs. 2, 11, 12, retrieved 02 Jun 2012, (551 KB pdf); http://http://www.dept.aoe.vt.edu/~mccue/papers_archive/bassler_etal_stab07.pdf.
[aa1] Vessel Instabilities, Marcelo A. Santos Neves et. al. (LabOceano – COPPE/UFRJ), Engenharia Naval e Oceanica, Congrega os cursos de pós-graduação em engenharia, Universidade Federal do Rio de Janeiro, 07 Feb 2010, retrieved 11 Nov 2012; www.pasi.aoe.vt.edu/presentations/neves.pdf.
[23] Predication of Performance and Maneuvering Dynamics for Marine Vehicles Applied to DDG-1000, Louis-Philippe M. Menard et. al., (Massachusetts Institute of Technology), Master of Science in Naval Architecture and Marine Engineering and Master of Science in Mechanical Engineering, 04 June 2010, Massachusetts Institute of Technology, Cambridge Massachusetts, retrieved 04 Nov 2012, (6.55 MB pdf); http://dspace.mit.edu/bitstream/handle/1721.1/61913/707091168.pdf?sequence=1.
[23a] Photo, Deckhouse for the USS Zumwalt, DDG 1000 (Huntington Ingalls Industries, and Defense News, 2012), >Huge DDG 1000 Deckhouse Ready for Shipment, Christopher Cavas, et. al., Intercepts, The official blog of Defense News, 09 Oct 2012, Defense News, retrieved 12 Nov 2012; http://blogs.defensenews.com/intercepts/files/2012/10/DDG1000-1210-deckhouse-021.jpg.
[26a] Nautical Knowledge for Pacific Island Mariners, Restricted Class 6 - Master/Engineer, SPC O21B, Learner’s Guide, Secretariat of the Pacific Community, Government of Taiwan/ROC, pg. 39, retrieved 11 Nov 2012; www.spc.int/DigitalLibrary/Doc/FAME/Manuals/nautical_lg.pdf.
[35] An Investigation Into The Damaged Stability Of A Tumblehome Hull Warship Design, Masters Thesis, Brian T. Ellis, September 1997, et. al., Charles N. Calvano, ad., (Naval Postgraduate School, Monterey CA), pgs. 16 - 18, Unclassified, NSN 7540-01-280-5500, retrieved 27 May 2012, (3.30 MB pdf); http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA338783.
[36] Freedom of Navigation and the Black Sea Bumping Incident: How Innocent Must Innocent Passage Be?, Lieutenant Commander John W. Rolph et. al., (Judge Advocate General's Corps, United States Navy), Military Law Review, Winter 1992, Volume 135, pgs. 137-165, Charlottesville, Virgina, Dep`t of Army Pamphlet 27-100-135, retrieved 02 Nov 2012; http://iilj.org/courses/documents/W.E.Butler.InnocentPassageandthe1982Convention.pdf.
[39] The U.S.-China Incidents at Sea Agreement: A Recipe for Disaster, Pete Pedrozo et. al., (U.S. Naval War College, ret.), Journal of National Security Law & Policy, Vol. 6, pgs. 207-226, 03 July 2012, retrieved 02 Nov 2012; http://jnslp.com/wp-content/uploads/2012/08/07_Pedrozo-Master.pdf.
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[46] Photo, US Navy, Right of Free (Innocent) Passage, cruiser USS Yorktown (CG 48), Black Sea near Sebastopol, and Russian frigate SRN Bezzavetny (FFG 811), Defense Image VIRIN: DN-SN-92-00306, Robert Hurst et. al., (USS Yorktown, CG 48), NavSource Online: Cruiser Photo Archive USS YORKTOWN (DDG/CG 48), updated 07 Oct 2012, Paul R. Yarnall, and David Black ed., NavSource Naval History Photographic History of the U.S. Navy, retrieved 08 Nov 2012; http://www.navsource.org/archives/04/1148/04014822.jpg.
[47] Photo, Japanese Coast Guard patrol boats after Chinese activists near Uotsuri Island, 15 August 2012, Masataka Morita et. al., (Yomiuri Shimbun / AP), Anti-Japan Protests in China, Alan Taylor et. al. (The Atlantic), In Focus with Alan Taylor, 17 Sep 2012, The Atlantic, The Atlantic Monthly Group, retrieved 12 Nov 2012; http://cdn.theatlantic.com/static/infocus/jpcn091712/s_i19_65090714.jpg.
[48] Freedom of Navigation and the Black Sea Bumping Incident: How Innocent Must Innocent Passage Be?, Lieutenant Commander John W. Rolph et. al., (Judge Advocate General's Corps, United States Navy), Military Law Review, Winter 1992, Volume 135, pgs. 137-165, Charlottesville, Virgina, Dep`t of Army Pamphlet 27-100-135, retrieved 02 Nov 2012; http://iilj.org/courses/documents/W.E.Butler.InnocentPassageandthe1982Convention.pdf.
[48a] The U.S.-China Incidents at Sea Agreement: A Recipe for Disaster, Pete Pedrozo et. al., (U.S. Naval War College, ret.), Journal of National Security Law & Policy, Vol. 6, pgs. 207-226, 03 July 2012, retrieved 02 Nov 2012 (157 KB pdf); http://jnslp.com/wp-content/uploads/2012/08/07_Pedrozo-Master.pdf.
[49] NavSource Online: Cruiser Photo Archive USS YORKTOWN (DDG/CG 48), updated 07 Oct 2012, Paul R. Yarnall, and David Black ed., NavSource Naval History Photographic History of the U.S. Navy, retrieved 08 Nov 2012; http://www.navsource.org/archives/04/1148/040148.htm.
[50a] Naval Institute Guide to Combat Fleets of the World: Their Ships, Aircraft, and Systems (Naval Institute Guide to Combat Fleets of the World), 15th Edition, March 2007, Eric Wertheim et. al., United States Naval Institute Press, pg. 409, ISBN 978-1591149552
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[13]
[24]
[15]
[16]
[ka]
[kb]
[ea]
[eb]
[eg]
[eh]
[ei]
[18]
[19]
[23]
[23a]
[ra]
[ab]
[ac]
[ad]
[bc]
[bd]
[cc]
[cd]
[29]
[30]
[34]
[36]
[40]
[41]
_5_inch_MK_45_Mod_4_Gun.jpg)
[46p]
[47p]
-and-Bezzavetny_(FFG-811).jpg)
[46]
[47]
[51]
