Thesis: M.S., Massachusetts Institute of Technology, Department of Naval Architecture and Marine Engineering, 1945 / Bibliography: leaf 83. / by Lyle B. Ramsey and John P. Latimer. / M.S. / M.S. Massachusetts Institute of Technology, Department of Naval Architecture and Marine Engineering

Thesis: M.S., Massachusetts Institute of Technology, Department of Naval Architecture and Marine Engineering, 1936 / Includes bibliographical references (leaves 59-60). / by James Augustus Sweeney. / M.S. / M.S. Massachusetts Institute of Technology, Department of Naval Architecture and Marine Engineering

This thesis presents the results of a naval architecture analysis of the Civil War Ironclad CSS Virginia, built by the Confederate States Navy to break the Union Blockade of Hampton Roads, and which famously engaged the USS Monitor on the second day of the Battle of Hampton Roads, March 9th, 1862. The purpose of the analysis was to examine the ship from a naval architectural standpoint pertaining to hydrostatics, stability, weight and center of gravity, sea keeping, and basic resistance/powering requirements. The overall objective was to see if the story of the CSS Virginia, destroyed on May 11th, 1862 by its own crew to keep it from falling into Union hands, could have ended differently with an attack on Washington, a northern city such as New York or Boston, or a run to a friendly Southern port such as Savannah or Charleston. Paramarine software was used to build a geometry model based on lines included in a book by Sumner B. Besse for ship modelers. The geometry model provided the basic measures of displacement for the hull form at a draft of 21 ft forward and 22 ft aft which in turn allowed for a weight estimate to be undertaken. The goal of the weight estimate was to obtain, in particular, an estimate for the VCG of the vessel. It also allowed for gyradius calculations based on the resultant weight distribution to be calculated. Historical information coupled with the Paramarine geometry was used for the weight analysis. Paramarine was used to obtain Random Amplitude Operators (RAOs) for a sea keeping analysis and long term effectiveness ratings considering MSI and Deck Wetness criteria were obtained based on statistical wave data from NOAA taken from stations in the Chesapeake Bay and in the Atlantic, 64 miles east of Virginia Beach. A NAVCAD analysis was made for resistance requirements, though any resistance analysis of such an antiquated hull form that is also in its way unique has large uncertainties associated with it. The results of the analysis shed some light on the CSS Virginia and its history. The hydrostatic analysis leads one to speculate that draft reduction efforts made to allow the Virginia to escape Union capture by sailing up the James River were known to be hopeless, but undertaken anyway to save the honor of those involved and shift blame for the loss of the ship elsewhere. The resistance and powering analysis suggests that an upper speed of 6 knots was probably not outside the CSS Virginia's capabilities. Speeds much higher seem unlikely. The only way to know more would be to get better estimates of power provided by the ship's steam engines and do a tow tank test of a ship model. Assuming a speed of 6 knots and based on a coal consumption rate, it was found that range of the CSS Virginia was at best around 614 nautical miles, giving it the distance to attack New York or sail to Charleston or Savannah. However, the sea keeping analysis shows that the Virginia was very much at home on the relatively calm waters of the Chesapeake Bay, but would have run great risks in sailing on the open sea either to attack a Northern city or make a run to the South for safer waters to fight another day. The officers of the Virginia felt that the ship was likely to flounder; based on the deck wetness criteria chosen for the sea keeping analysis their professional judgment was correct. Details of the weight analysis and a full set of RAOs are provided in the Appendices. / Master of Science / This thesis presents an analysis of the Civil War Ironclad <i>CSS Virginia</i>, built by the Confederate States Navy to break the Union Blockade of Hampton Roads in Southeastern Virginia, using modern engineering techniques. The <i>Virginia</i> famously engaged the Union Ironclad <i>USS Monitor</i> on the second day of the Battle of Hampton Roads, March 9th, 1862. The analysis gives critical insight into how they ship may have performed in different scenarios (i.e. on the relatively calm waters of the Chesapeake Bay or the more unpredictable seaways of the eastern Atlantic Ocean). This thesis begins with a brief overview of the history behind the <i>CSS Virginia</i>, including the development of ironclad vessels up to 1862. Ironclad vessels featured wooden hulls that were covered in a layer of iron plating, held together by bolts. Ironclads were developed because the introduction of the exploding shell for naval use posed a significant threat to the wooden hulled warships that had been state of the art for centuries. The shells could penetrate the wooden hulls and explode inside the ship, causing tremendous damage. The iron plating which gave the ironclad its name deflected these exploding shells, allowing an ironclad to survive a naval engagement that a wooden ship of war could not. Ironclads were propelled by steam engines, which also representeded a recent technological development in maritime propulsion. At the outset of the American Civil War, the Confederate States Navy realized that the only way to break a Union Blockade (made up entirely of wooden vessels) was to construct an ironclad that could defeat the Union Fleet in Hampton Roads. An ironclad, armed with shell guns, would be a severe threat to the Union Fleet, as it could act with virtual impunity unless another ironclad vessel arrived to meet it. On March 8th, 1862, the <i>CSS Virginia</i> sailed into Hampton Roads and engaged the Union forces, sinking two ships while suffering very little damage. On March 9th the <i>USS Monitor</i>, which had fortuitously arrived on the evening of the 8th, fought the <i>CSS Virginia</i> to what most would consider a draw, with neither ship able to significantly damage the other. This engagement is significant in naval history, as it largely is viewed as the final death knell of the wooden hulled warship. Historical information in the form of model plans and books was used to construct a 3D geometry model of the <i>CSS Virginia</i> in a naval architecture (ship design) software suite called Paramarine. The geometry model was used to determine various naval architectural characteristics of the <i>Virginia</i> which can be used in various analyses. In parallel, a weight estimate of the <i>CSS Virginia</i> was made to determine the overall weight and center of gravity (the location of the overall weight inside the ship). Microsoft Excel was used to estimate the weight, and a variety of sources and methodologies were used to estimate different aspects of the weight. These different aspects include but are not limited to: • Ship’s structure (the hull, decks, iron armor, etc.) • Armaments and ammunition • Provisions • Weight of personnel serving on board and their effects • Propulsion machinery weights The weight and center of gravity were input into the Paramarine computer program which, combined with the geometry model, could now analyze various aspects of the <i>Virginia</i>. Of particular interest was hydrostatics (i.e. how the ship sits in the water given its weight and center of gravity and how stable it is) and sea keeping characteristics (i.e. how the ship behaves in waves when moving at a certain speed: its seaworthiness). An analysis was also made concerning how much power from the steam engines would be necessary to propel the <i>Virginia</i> at different speeds. The <i>Virginia</i> was a slow vessel, only able to move between 4 – 6 knots (about 5 – 7 miles per hour). The range (how far the <i>Virginia</i> could travel) was also estimated. The results from these disparate analyses were used to discuss the likelihood of the <i>Virginia’s</i> story having a different ending. After the battle of Hampton Roads, the <i>CSS Virginia</i> continued to play a cat and mouse game with the <i>USS Monitor</i> until May 11th, 1862, when Norfolk, VA (where the <i>Virginia</i> was based) was taken by Union soldiers as part of the 1862 Peninsula Campaign. The <i>Virginia’s</i> commander desired to sail up the James River towards Richmond, but the ship sat too deep in the water to get over a sandbar that lay at the entrance to the James. Efforts were made to lighten the ship but these proved futile, and it was decided that the only course of action was to evacuate and destroy the <i>Virginia</i>. One notable aspect of the hydrostatic results presented in this thesis is that they suggest that efforts to lighten the ship in a bid to escape James River were known to be hopeless, but were ordered anyway to shift the blame for the loss of the ship away from its commanding officer and onto the ship’s pilots. But were there other options open? Could the <i>CSS Virginia</i> set sail for the friendly ports of Charleston or Savannah? Could it have made an attack on New York City or Washington DC? The results of the different naval architecture analyses were used to answer questions like these. It was found that the <i>CSS Virginia</i> was very much at home on the relatively calm waters of the Chesapeake Bay, but in all probability would have encountered seas too rough for it to successfully navigate a transit on the open ocean. In making a run to Savannah, Charleston, or New York, the <i>Virginia</i> in all likelihood would have sunk. This thesis presents new insights into the <i>CSS Virginia</i> and its performance, and provides a useful springboard upon which future research might be conducted on this unique and historic vessel.

Thesis. 1980. M.S.--Massachusetts Institute of Technology. Dept. of Political Science. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND DEWEY. / Bibliography: leaves 116-124. / M.S.

Thesis (M.S.) in Mechanical Engineering--University of Maine, 2002. / Includes vita. Bibliography: leaves 109-113.

Thesis (Naval Engineer and M.S. in Mechanical Engineering)--Massachusetts Institute of Technology, 2002. / Includes bibliographical references (p. 60). Also available online.

Thesis (M.S. in Mechanical Engineering)--Naval Postgraduate School, September 2009. / Thesis Advisor(s): Kwon, Young W. "September 2009." Description based on title screen as viewed on 6 November 2009. Author(s) subject terms: Vacuum assisted resin transfer, VARTIM, composite, fiberglass, metal wire, metal composite, Mode I, ANSYS 12.0. Includes bibliographical references (p. 39). Also available in print.

The aim of this research is to develop computational tools to predict the large amplitude motions and loads on ships travelling with forward speed in waves. An experimental research programme was completed to validate the non-linear prediction method. In this thesis, the results of theoretical and experimental investigations to predict the non-linear ship motions, slamming pressures and bending moments in regular head seas are presented. The ship hull is considered to be a Timoshenko beam, where the vibratory elastic response of the ship is calculated by the modal superposition method with the solution represented in terms of a series of normal modes. It is assumed that the mode shapes and natural frequencies can be determined by a separate structural analysis where this modal information is appropriate to the vessel in the equilibrium reference condition when floating in calm water. The global dynamic shear force and bending moment values are predicted using two different methods:The first method developed is based on the elastic vibratory response due to the total hydrodynamic force; The other is based on the rigid body response due to the linear force superimposed with the elastic response due to the impact forces. The results by the elastic vibratory response due to the total hydrodynamic force (method 1) have a good agreement with the experimental results and these are much better than the results by the rigid body response superimposed with the elastic response (method 2). The non-linear effects due to the change of the hydrodynamic coefficients and the non-linear restoring force should be considered in the ship motion and load predictions. The nonlinearity of ship motions as well as a significant nonlinearity between the hogging and sagging wave and global bending moments are shown in the results obtained from the non-linear theoretical predictions and the experimental data. The non-linear ship motions and sea loads, predicted by the practical computational tools, newly developed in this thesis, can be used to further ship structural strength analysis and guide ship hull design.

The SWATH ship has been claimed as one of the advanced high performance vessels which can provide good seakeeping characteristics as well as maintaining high speed in rough seas. Despite the considerable amount of research and development carried out in the last fifteen years, there is still a lack of design data in the open literature concerning many of the specialised aspects of SWATH design. Two of these areas are the motion characteristics of hulls which are operating fairly close to the water surface and the design of active control systems to reduce static trim and motions in waves. This study is an investigation, both theoretically and experimentally using a model, into SWATH motion characteristics in the vertical plane. It aims to have an understanding of the seakeeping behaviour with and without the effect of fins in waves. The computer program for the motion prediction involves the computation of the hydrodynamic coefficients of the equations of motion on the practical range of frequencies, depth of submergences and column widths. The effects of these factors on the sectional hydrodynamic coefficients are discussed and are curve-fitted into approximate formulae in order to save computer time. The total (three dimensional) hydrodynamic coefficients are integrated stripwise, taking into account the forward speed and viscous effects. Analytic methods for the wave induced exciting forces were formulated and obtained by two approaches; the modified Morison's formula and the strip theory. The sectional Froude-Krylov force, caused by the undisturbed incident wave pressure and a diffraction component resulting from the distortion of the wave train by the presence of the hull integrated over the mean immersed surface of the hull section. Phase differences of the sectional forces are considered during the integration procedure. The forward speed and viscous effects are included together. In addition, a series of laboratory tests in calm water and waves as well as theoretical studies aimed at the design of vertical-plane control surface (fins), which would keep the SWATH ship on a near level trim at speed in calm water and reducing the inherently low level of motion in wave have been carried out. The forces generated by fins are composed of inertia effects and viscous induced lift and cross-flow drag. Since the fins are attached to the hull, the lift-curve slope were corrected by the fin-body effect. Only after fins are considered in the study, the combination of the forward fins are believed could be summed linearly. However, the downwash effect on the after fins by the forward fins are not able to be included. Since the exciting and restoring forces of a SWATH involved are smaller than those of the comparable monohull, adequate control forces can be generated for a SWATH at speed by reasonably sized fins. The good agreement of the comparisons of the analytical calculations and the experimental measurements confirms the accuracy of the study.

The British Small Craft display, installed in 1963 as part of the Science Museum’s new Sailing Ships Gallery, comprised of a sequence of twenty showcases containing models of British boats—including fishing boats such as luggers, coracles, and cobles—arranged primarily by geographical region. The brainchild of the Keeper William Thomas O’Dea, the nautical themed gallery was complete with an ocean liner deck and bridge mezzanine central display area. It contained marine engines and navigational equipment in addition to the numerous varieties of international historical ship and boat models. Many of the British Small Craft displays included accessory models and landscape settings, with human figures and painted backdrops. The majority of the models were acquired by the museum during the interwar period, with staff actively pursuing model makers and local experts on information, plans and the miniature recreation of numerous regional boat types. Under the curatorship supervision of Geoffrey Swinford Laird Clowes this culminated in the temporary ‘British Fishing Boats’ Exhibition in the summer of 1936. However the earliest models dated back even further with several originating from the Victorian South Kensington Museum collections, appearing in the International Fisheries Exhibition of 1883. With the closure and removal of the Shipping Gallery in late 2012, the aim of this project is to produce a reflective historical and cultural geographical account of these British Small Craft displays held within the Science Museum. In this process it reveals the hidden stories behind the collection and individual boat models. The research therefore considers the former British Small Craft display in terms of its geographical visual and textual presentation of national and local identity, the cultural transference of knowledge from local regional areas to a national/international stage, its evocation of coastal and river landscapes, and its techniques of landscape/seascape miniaturisation in mid twentieth century Britain.