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Subject: High Speed Planing Craft, the evolution of a species

Prof. Stefano Brizzolara, PhD, Virginia Tech, Blacksburg, VA

9 Feb 2017

Dr. Brizzolara calls planing hulls "the emblematic category of high speed marine craft." He will
start by reviewing the most significant planing hull designs of the past and their famous
designers, in Europe and the USA, such as Renato Levi, Peter du Caine, Pietro Baglietto, Eugene
Clement, Donald Blount, Ray Hunt; and their builders such as Riva, Pershing, FB Design, Wally
and Overmarine. He will explain their hydrodynamics and how they have integrated hull and
propulsion, touch on aspects of styling, especially for yachts, and show that few important
innovations have come in recent decades. He will then present new ideas and concepts that
appear to offer dramatic performance improvement. One of those, the Stepped Cambered
Planing Hull with Hydrofoils (SCPH2), has shown drag reduction of more than 30 percent in
model scale tests, compared with present designs.


Author Bio:

Stefano Brizzolara is Associate Professor in ocean vehicle dynamics in the Aerospace and Ocean
Engineering Department at Virginia Tech, as well as a research scientist at MIT, where he
founded the Innovative Ship Design Lab, iShip. As a Naval Architect and Marine Engineer with
a PhD in numerical hydrodynamics for ship design, he gained a solid high tech ship design
experience in the Navy Shipbuilding Division of Fincantieri, in Genoa, Italy. He developed
numerical methods for high-efficiency low-noise propeller design and unconventional highspeed
hull form design and optimization that have led to several innovative hull form and marine
propulsor technologies. He is the author of more than 150 scientific papers and inventor of six
patents (two pending).

A copy of his presentation can be downloaded here.

Click here to download MP4 video

Feb 9, 2017

Planing Stepped Hull Model Test

Subject: WaveCraft SES Development and Operational Experience
Author: William McFann, President, Island Engineering, Inc.

13 Oct. 2016

The offshore wind power industry is extensive and growing rapidly off the coastlines of western Europe, the UK and Scandinavia. As wind farm size and distance offshore have have increase, demand has also grown for crew transfer vessels (CTVs) that are both faster and able to operate in wave heights exceeding the general operational transfer limits of ~ 1.5m (Hs).

In response, Umoe Mandal, Norway, leveraged their extensive expertise in the design and construction of naval SES together with some novel low-speed dynamic heave control technology investigated for the USN (ONR) T-Craft program in which they had participated. The result is the Umoe WaveCraft, a26m, 40 knot wind farm CTV with better than 2m (Hs) capability. The first entered service in 2015, the third will be delivered later this year.



Author Bio:

Bill McFann established Island Engineering in 1999 for the development and testing of advanced marine vehicle designs and dynamic motion and flight control systems. He previously held positions as Design Engineer, Engineering Manager, and Director of Special Projects at Maritime Dynamics, Inc. (MDI). Over the years he has also managed key elements of the design, development and testing of numerous monohull, catamaran, SWATH and SES craft, including the USN SES-200, FRG SES-700, Cirr120P, Cirr200, Ulstein UT-904, Oceanfast UT-928, SEMO, PMS-02, Royal Schelde RS-23, Royal Swedish Navy Smyge, Royal Norwegian Navy MCMV and MTB SES, the ONR FSF-1 Sea Fighter, Egyptian Navy 63m 40 knot Fast Missile Craft, and the 26m Typhoon class SWATH crew vessel.
Bill received a BSME from Purdue University in 1985 and is a member of the American Society of naval Engineers, SNAME (and SD-5), and the International Hydrofoil SNaval Engineers, SNAME (and Panel SD SD-5) and the International Hydrofoil Society.

A copy of his presentation can be downloaded here.

Click here to download Adobe PDF version

Oct 13, 2016

Wavecraft, Dodging the Rocks

Wavecraft, Rough Seas 1

Wavecraft, Rough Seas 2


Subject: Hydrofoils: Design, Build, Fly
Author: Ray Vellinga

26 April 2016

While navies around the world no longer have operational hydrofoils, these craft are regularly
employed commercially and recreationally, most dramatically in the latest America's Cup
competitions. Interest is especially strong and growing in the "informal sector" of the maritime
world, where individual researchers and builders are developing hydrofoils in a wide range of
configurations, as an internet search will quickly reveal. The innovations are exciting, and
performance records are often broken.
Ray Vellinga is a noted figure in that world. In the late 1960s, after receiving training in
aerodynamics, he began trying to make things fly, first in aviation but then with hydrofoils. An
early attempt to make a business of it convinced him that would be financially uncertain, and he
pursued a successful career in industrial real estate development instead. But then he went back to
hydrofoils with complete freedom to create and innovate. The result has been a series of small
hydrofoil craft plus his well-received book, Hydrofoils: Design, Build, Fly, which shows that
typical enthusiasts can actually be hydrofoil creators and flyers.
Ray will show videos and photos of many different small hydrofoil designs, including his own but
also from other developers, and discuss their features and performance. He will also show some
larger craft that originated in this informal sector, including the AC72 America's Cup racers.


Author Bio:

After graduating from Bradley University in business Ray entered pilot training with the US Navy
and was at the top of his class studying aerodynamics in preparation for a year of pilot training in
T-28s and T-34s. He left the Navy as a Lieutenant and received his commercial and instrument
rating as a civilian pilot. He has flown or created numerous human-powered, motor-driven, and
wind-powered small hydrofoils. Ray is currently an owner of the Gig Harbor Marina in
Washington ( and a member of the Board of Directors of the
International Hydrofoil Society.

A copy of his presentation can be downloaded here.

Click here to download Adobe PDF version

July 20, 2016

Click for

Presentation: Brief Hydrofoil History Movie

Click for

Early Hydrofoils Movie

Click for

Williwaw Sailing Hydrofoil Movie

Click for

Americas Cup Foiling Movie

Subject: The Quadrimaran:
Author: William Hockberger

3 Feb. 2016

The Quadrimaran has four identical wedge-shaped planing hulls that are flat on the bottom and
sloped downward toward the stern. It was designed to operate at 45-60 knots but with relatively
lower drag than other high-speed ships, yielding power and fuel savings to compensate for the
increases in structure and outfit from having four hulls.
A 57-foot prototype impressed prospective investors and buyers, and several major European
companies supported further development and designs, with the major classification societies
involved. An 85-foot passenger ferry was built for Caribbean operation, and numerous other
designs were done, but contractual and financial problems stopped further construction.
The concept gained a degree of acceptance in the US for possible high-speed sealift application,
but recent analysis has shown that the problems experienced were due to fundamental technical
reasons, which will be discussed and explained. The French inventor has reenergized his
promotion of the Quadrimaran, so it is again a timely subject.


Author Bio:

William Hockberger is a naval architect and independent consultant in marine systems
planning, design and development. Following 27 years in the US Navy's ship design
organization, he now works mainly on commercial marine systems, especially ferries and
intermodal freight. He has a particular interest in high-performance ship design and chairs
SNAME's SD-5 Panel on Advanced Ships and Craft.
Bill holds a bachelor’s degree in naval architecture and marine engineering (MIT), master’s
degrees in operations research (MIT) and applied economics (American University), and is a
Registered Professional Engineer. Besides SNAME he is a member of IHS and ASNE and an
affiliate of the Transportation Research Board and active on its Committee on Ferry
Transportation and Committee on the Logistics of Disaster Response and Business Continuity.

A copy of his presentation can be downloaded here.

Click here to download Adobe PDF version

July 20, 2016


Subject: Performance by Design": Hydrodynamics for High-Speed Vessels
Author: Donald L. Blount: President, DLBA.


"My purpose in writing the book “Performance by Design” was to share technical information, decision criteria,
rules of thumb, and the opinionated experiences which have helped me in making choices for developing
marine craft intended to operate beyond displacement speeds. Chapter one is a reprise of my early
powerboat history article "Original Speed," published in 2008 in Professional BoatBuilder magazine.
Following are nine chapters of science, my skewed views of science, a few things I don't understand,
definitions of things on which no two naval architects will agree, design criteria which have been my
friend, and guidance on design procedures embracing technology. The focus of contents of the book is
about hydrodynamics of monohulls operating beyond displacement speeds. The presentation mostly
highlights material not published in previous papers or about which I have changed my understanding of
technical issues."

Author Bio:

Mr. Donald L. Blount founded DLBA, a naval architecture and marine engineering design firm, in 1988.
The company is noted internationally for design and engineering of high-performance military,
commercial and recreational vessels. Noteworthy vessels exceeding speeds of 60 knots include gas
turbine powered vessels M/Y Destriero (222 ft, 1,000 mt), which established in 1992 the current Atlantic
Ocean crossing record (58 hr 34 min) averaging 53.1 knots, and M/Y Fortuna (135 ft), the former Royal
Yacht of Spain. Previously Mr. Blount was a civilian employee of the Dept. of Navy for 35 years. In
the early years he conducted research and engineering programs relating to technology in the field of
hydrodynamics. The later years were with the Navy’s Combatant Craft Department conducting research
and designing and testing military craft, with the last nine as Department Head. In 2014 Mr. Blount
published a book, “Performance by Design: Hydrodynamics for High-Speed Vessels,” and has authored
or co-authored more than 50 papers and articles for international technical societies. He is a professional
engineer and is a Fellow of both The Society of Naval Architects and Marine Engineers and The Royal
Institution of Naval Architects. He earned a degree in mechanical engineering from GWU in 1963.

A copy of his presentation can be downloaded here.

Click here to download Adobe PDF version

Click here to see or purchase the Book:

October 26, 2015


Subject: Joint High Speed Vessel (JHSV) Design & Delivery Update
Author: Stephen L. Kantz: NAVSEA Ship Design Manager.


JHSV is a commercial-based non-combatant vessel design built to the requirements of the
American Bureau of Shipping High Speed Naval Craft Guide (ABS - HSNC) and, with the
exception of certain military characteristics, the International Maritime Organization High Speed
Craft Code (IMO-HSC). Military-unique requirements identified in its Performance Specification
(PSPEC) included armament, aviation, C4I, damage control, and fueling at sea. The JHSV is
capable of transporting 600 short tons (544 metric tons ) 1,200 nautical miles at an average speed of
35 knots. The ships are capable of operating in shallow-draft ports and waterways, interfacing with
roll-on/roll-off discharge facilities, and on/off-loading combat-loaded vehicles, including Abrams
Main Battle Tanks (M1A2). JHSV includes a flight deck for helicopter operations (up to and
including H-53E), airline style seating for 312 embarked troops, and troop berthing for 104.

Author Bio:

Stephen Kantz graduated in 1978 from the US Coast Guard Academy with a BS in Marine
Engineering; he received a second BS degree in Chemical Engineering from the University of
Maryland in 1985. Steve served twenty years as a US Coast Guard officer where his assignments
included afloat and ashore engineering duties; commercial tank vessel structural and stability plan
reviewer; 13 years in varying roles with merchant marine safety and inspection; and as a regulatory
project officer for offshore lightering. After retiring in 1998, he joined CSC supporting Mobil Oil’s
tanker office and serving as CSC's Project Manager for the Navy’s LMSR Program and MPF(F)
program. He joined the NAVSEA Surface Ship Design group (SEA 05D) in 2007 where he was
the Navy Technical Authority/SDM for the transition of the SBX-1 Sea-Based X-Band Radar from
the Missile Defense Agency to the Navy. In 2010 he was selected as Deputy SDM for the JHSV
Program and in 2015 as the JHSV SDM.

A copy of his presentation can be downloaded here.

Click here to download Adobe PDF version


August 25, 2015



Subject: Ship to Shore Connector (SSC) Design Development /Evolution
Author: Jay Howell: CSC Advanced Marine Center.


Fully amphibious LCACs (Landing Craft, Air Cushion) were first delivered in December 1984 with a 60 short ton capacity and an expected service life of 20 years; 91 were acquired. In October 2006 the Navy formally commenced the SSC program to provide a functional LCAC
replacement with the same “footprint”, a 74 short ton capacity, increased range, a 30 year service life, and improved reliability and maintainability. A significant design effort was applied to addressing the “Top 25” LCAC maintenance items, and the Navy employed a Set-Based Design process to optimize the selection of systems for the SSC. The Technology Readiness Assessment process was rigorously applied to ensure new technologies included would be fully ready. Mr. Howell will discuss some of the aspects of the early stage design development and how the SSC has evolved from the LCAC.

Author Bio:

Jay Howell graduated in June 1972 from Webb Institute of Naval Architecture, with a bachelor of science in Naval Architecture and Marine Engineering; he received a Master of Science in Ocean Engineering from MIT in 1975. Jay was a civilian employee of the Federal Government for most of his professional career, primarily with the Naval Ship Engineering Center and Naval Sea Systems Command but also including four years at USCG Headquarters. He has been with CSC since 2005 and is currently a Senior Engineering Consultant/Systems Engineering Advisor in the Concept Development Team of the Carriers and Amphibious Ship Division of the CSC Advanced Marine Center. He has over 44 years of surface ship design and R&D management experience in progressively more responsible positions, with a focus on early stage total surface ship system research and development, design and acquisition support.

A copy of his presentation can be downloaded here.

Click here to download Adobe PDF version

May 7, 2015

Subject: Advanced Marine Vehicles Opportunities in Unmanned Maritime Systems
Author: Mr. Michael Bosworth, PEO LCS Science and Technology Advisor.


The most recent Joint Dinner meeting with SNAME SD-5 Panel was held 5 February 2015 at the Army-Navy Country Club in Arlington,VA with a maximum capacity attendance of 70 people. Mr. Michael Bosworth, PEO LCS Science and Technology Advisor, made an excellent presentation on "Advanced Marine Vehicles Opportunities in Unmanned Maritime Systems". Unmanned Surface Vehicles (USVs) and Unmanned Underwater Vehicles (UUVs) are less developed and less transitioned than Unmanned Air Vehicles (UAV), with energy and autonomy/communications issues to overcome, respectively. But unmanned maritime systems (UMS) represent a grand opportunity for AMV concepts, if they can translate from manned concepts to smaller unmanned concepts. Mr. Bosworth discussed some emerging UMS missions and needs and opportunities and then led a short discussion on this emerging technology development.

Author Bio:

Mike Bosworth graduated from the US Naval Academy in 1976 and spent 20 years in uniform in a wide variety of positions, first as a Surface Warfare Officer and then an Engineering Duty Officer. Midway through he attended MIT for a master's in Naval Architecture and Marine Engineering and the degree of Ocean Engineer. After retiring in 1996 he worked at Syntek Technologies for 6 years before returning to NAVSEA, where he has spent the past 13 years building surface ship and craft concept design, and R&D management and transition capabilities, in NAVSEA 05D and 05T. He recently left as deputy of 05T (the NAVSEA corporate CTO group) to take the position of Science and Technology Director for PEO LCS (which includes LCS, the new frigate derivative, mine warfare, and unmanned maritime systems).

A copy of his presentation can be downloaded here.

Click here to download Adobe PDF version

March 13, 2015

Subject: 50 Years of Hovercraft in the USA Put into Perspective
Author: Warwick Jacobs, Trustee, the UK Hovercraft Museum.


Although the hovercraft was officially invented in the UK back in 1955, the US has had a long
association with it and has now seen half a century of activity and contributions to it. From
GEMs (Ground Effect Machines) to ACVs (Air Cushion Vehicles) to SES (Surface Effect
Ships), the “hover craft” has had a presence in the US, and Warwick will discuss both its
military and civilian roles and explain the successes and failures. From the San Francisco ferries
and Vietnam conflict in the 1960s to the dream of a 100-knot Navy to present day giant military
craft worldwide, he will trace the rich diversity of hovercraft and what the future may hold. He'll
touch on today's hovercraft sporting and cruising clubs and their great differences from the UK.
Author Bio:

Warwick Jacobs is a trustee of the Hovercraft Museum in England and one of its founders. The
Museum now has over 70 full-size craft, including the SR.N4, the largest civilian hovercraft ever
built. He has been a hovercraft enthusiast from the age of four and has seen (and now acquired)
many of them. He knew Sir Christopher Cockerell, the hovercraft inventor, and was even
commissioned to paint his portrait (he's also a professional painter). Earlier he worked with the
ferry operator Hovertravel and cofounded and ran the company HoverHire. In 2012 he helped
HoverAid in southern Madagascar with their Hovering Doctor service.
Warwick's University of London degree specialized in transport geography, his thesis being
“The Hovercraft and the Difficulty in Finding a Modal Role.” He was for 15 years the honorary
Secretary of the Hovercraft Society.

Click here to download Adobe PDF version

October 16, 2014

Subject: The Mk V Patrol Boat
Author: Bryant Bernhard and Vincent Almerico, Jr.
of United States Marine, Inc.


United States Marine, Inc. designs and builds high-performance craft in aluminum and in advanced composites for the US and Foreign Military Sales military markets. The 27m MK V Patrol Boat and its Assault Craft variant are the culmination of over 25 years of MK V variants produced for US Special Operations Forces and subsequently for FMS customers. They are heavily armed for their size and have an operational speed of 45 knots, and their high-deadrise hull provides excellent stability characteristics along with significant seakindliness. This is the same hullform as the original 82m air-deployable Mk V SOC craft. USMI also produces the 11m RIB for Naval Special Warfare and the SOC-R for USSOCOM.
Author Bio:

Bryant Bernhard is President of USMI. He earned his Master’s Degree in Naval Architecture and Marine Engineering from the University of Michigan and is a Professional Engineer with over 30 years of experience. He has had extensive design and construction experience utilizing advanced materials and systems in high-performance ships and craft for both military and commercial

Vincent Almerico, Jr. is the MK V Project Manager. With over 50 years experience in the
industry, he is responsible for the coordination of the company's engineering, procurement, production, customer communication and contract administration activities.

Click here to download Powerpoint version

February 20, 2014

Subject: LNG Fuel for Advanced Ships
Author: Philip Wasinger
MAN Diesel North America.

Use of LNG (liquefied natural gas) as ship fuel is growing rapidly in response to its attractive price, environmental benefits, and increasing availability. About 350 LNG-fueled ships are in service and over 100 more are in advanced planning or on order.
The fact that LNG is stored at -260 degrees F and that its energy density is only 60 percent that of diesel fuel means there must be significant changes in a ship's engines, its tankage and fuelhanding systems, and its overall design and operation. What are these changes and how are different types of ships affected? Is LNG suitable for smaller vessels and high-speed ships as well as large conventional ships? One of the latest LNG-fueled ships is a 50-knot Incat vehicle/passenger catamaran ferry driven by a pair of LM2500s. With LNG its fuel bill will be much lower than otherwise.

Author Bio:
Phil Wasinger is a long-time member of both SD-5 and IHS who has been involved with advanced ship projects for many years and understands their requirements. He is Director, Government Relations & Business Development, for MAN Diesel North America, and prior to that was Managing Director of the MTU Detroit Diesel Washington office. After four years as a field engineer primarily for PHM hydrofoils he moved to application engineering on the SES 200 propulsion system, AAAV engines, Mark V SOC craft, USCG 87-foot Coastal Patrol, Virgin Atlantic and Gentry Eagle trans-Atlantic record holders, and high-speed yachts Octopussy and Moonraker. He later led MTU efforts on the X-Craft CODOG and NSC CODAG propulsion systems.

Click here to download Powerpoint version

July 31, 2013

Ride Control for High-Performance Ships

Alan Haywood and Benton Schaub Naiad Dynamics US, Inc.

Even moderate waves can generate substantial forces on a ship or boat and produce significant motions that can disturb passengers and cause damage to cargo and equipment. This is especially true for smaller high-performance vessels encountering waves at high speed. Ride control systems have been developed to reduce these motions significantly, and a major developer has been Maritime Dynamics, Inc. (MDI), now part of Naiad Dynamics. The presentation will provide an overview of ride control devices (fins, trim tabs, interceptors, T-foils and air cushions), their incorporation into systems for ride control, and examples of their applications and resulting effectiveness in a range of high-speed ships. These will include commercial ferries, private yachts, and military vessels (for which the technology has been largely adopted from the commercial sector). A particular focus will be ride control systems on currently operating trimarans.



Alan Haywood was educated in the UK, receiving degrees in mathematics and computer science.

He has worked in the marine and offshore industries for over 30 years. At Curtin University in Australia he was on the team designing the Ocean Leveller motion control system for Austal Ships, responsible for the control software and system commissioning. Since 1997 he has worked for MDI/Naiad as Simulation Manager and has conducted many sea trials and tank test programs.


Benton Schaub received his BSE in Naval Architecture and Marine Engineering from MIT in 1968. He joined the David Taylor Research Center in 1981, where he was responsible for all engineering activity related to the operations and testing of the SES-200 surface effect ship. With MDI/Naiad since 1985, he is an expert in the design of motion control systems, including seakeeping simulation, development of simulation software, and mechanical, structural and hydrodynamic design of control devices.



Click here to download Powerpoint version

Feb 21 2013

T-Craft —What, Why & How?

Robert Wilson and Dr. Alfred Skolnick

The T-Craft is an amphibious concept combining the best capabilities of the catamaran, surface effect
ship and air cushion vehicle. It answers ONR's requirements for a seabase-to-shore “connector” capable
of self-deployment across open ocean, high speed while fully-loaded, operation in relatively shallow
water, good seakeeping for at-sea cargo transfer, and fully amphibious delivery “feet dry” on the beach.
Results show sufficient technological maturity to permit a full-scale T-Craft demonstrator to be designed
and built today. The presentation covers the importance of the T-Craft concept, its key technologies,
development of its configuration by three design agents, and technologies warranting further attention in
the near term.
Robert A. Wilson is an Independent Consultant for development of advanced marine vehicles and
systems, a pursuit he has been engaged in since 1964. Until 1996 he worked at the Carderock Division
of the Naval Surface Warfare Center, successively heading the New Vehicle Office, Systems
Engineering Division, Programs Department, and, for his last seven years there, the Innovation Center.
Since retiring from NSWC he has served on various Navy study groups and has played a major
mentoring role for high school STEM students. Mr. Wilson holds a BS in Aeronautical Engineering and
MS in Mechanical Engineeering.

Dr. Alfred Skolnick founded System Science Consultants in 1991 to perform Navy strategic planning,
technology assessment and engineering analyses. Previously as a US Navy officer he served in various
weapon and combat system development projects, and subsequently was vice president of two leading
Navy support companies. He has published many papers, taught university courses, served on select
advisory groups, served two terms as ASNE President, and received many awards. Dr. Skolnick holds a
BS in mathematics and economics, MA in mathematics and philosophy, MS in electrical/aeronautical
engineering, and PhD in electrical engineering and applied mathematics.

Click here to download Powerpoint version

12 June 12 2012

50 Plus Years of Hovercraft Development

David R. Lavis
General Manager, Band, Lavis Division, CDI Marine
and Senior VP, CDI Government Services

This presentation will cover the evolution of hovercraft technology from its early beginnings to its present mature state, including the major progress made in the USA over the last 15 or so years in improving operational capabilities and affordability. It will review breakthroughs in vehicle powering, seakeeping, maneuvering, reliability, and cost reduction, which have been achieved through the development of innovative new cushion seals, maneuvering devices, lift-air fans, and airscrew propellers, as well as through development and application of unique whole-vessel design software. Numerous craft have benefited significantly from these advances in technology, as will be discussed. This progress is timely in view of current worldwide interest in acquiring fast assault and logistics connector craft.
David Lavis has been the General Manager of the Band, Lavis Division of CDI Marine and Senior VP of CDI Government Services since 1998 and was previously Chairman of Band, Lavis & Associates, Inc. from its formation in 1977. Prior to this, starting in 1959, he worked eight years with the British Hovercraft Corporation in their Towing Tanks and Hydro Office before emigrating to the U.S. to work for Bell Aerosystems and Aerojet General Corp. During these 52 years he has been engaged continuously with the design and development of ACVs and SES for numerous foreign and domestic projects. He has published 51 technical conference papers on fast craft, is a Fellow of the
Royal Institution of Naval Architects and a Chartered Engineer in the U.K., and holds an MS degree in Aeronautical Engineering from Cranfield Institute of Technology in the U.K.

Click here to download Powerpoint version

11May 2011

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The SES SeaTrain

Dr. Robert M. Scher of Alion Science and Technology

The SES SeaTrain is an articulated cushion-borne marine vehicle consisting of multiple units connected in such a way that they can be added or removed as desired. The analogy with a railway train is clear. Its hinged connections use coupler designs based on articulated tug-barge practice. The vehicle's ability to deflect vertically, unlike a rigid SES, allows an extremely high length-tobreadthratio without requiring increases in freeboard, wet deck clearance, draft, and structuralweight. Very low propulsive power per ton has been confirmed both theoretically and by model
testing. The presentation will review recent design efforts, experiments, and possible future developments. Potential commercial applications will be discussed as well as possible use in military sealift

Bob Scher has been a student of advanced marine transportation concepts for nearly 40 years. He is Senior Principal Naval Architect at Alion Science and Technology, and has been at Alion (and formerly JJMA) for over 26 years. Recent projects have included the design, analysis, and model testing of advanced vehicle concepts for high-speed marine and amphibious transport, the development of ship-to-ship transfer systems for containers and rolling-stock at sea, and small craft and amphibious vehicle design efforts. He received a Ph.D. in 1985 and M.S.E. in 1977, both in Naval Architecture and Marine Engineering from The University of Michigan, and a B.A. in Physics in 1970 from Johns Hopkins University

24 Feb 2011


Hydrofoils & Chesapeake Ferries

Mark Rice, President and Jeanne Torstenson, Naval Architect of Maritime Applied Physics Corp.

Non-traditional transportation solutions have been growing, driven by increasing energy costs and emissions constraints, and water transportation itself is increasingly seen as part of the solution to land transportation problems. A ship or ferry may offer a shorter direct route or relieve congested highways by means of parallel water routes. New technologies receive much attention, but some that have been around awhile are particularly relevant now. The hydrofoil is a prime example. It can substantially reduce the power and fuel consumption to make a respectable speed and can be highly cost-effective.
Maritime Applied Physics Corporation has been developing new passenger hydrofoil designs and has also done the groundwork for some specific ferry routes on the Chesapeake Bay. They will present both their hydrofoil designs and their concepts for hydrofoil passenger services on the Chesapeake.

Mark Rice is President of the Maritime Applied Physics Corporation, which designs and manufactures military systems and vehicles and also conducts R&D for DARPA, ONR, NAVSEA and several shipbuilders. He formed MAPC in 1986 after working at the Naval Ocean Systems Center, in Hawaii, and the Carderock Division of NSWC. He has a degree in physics from the University of Maine and is a licensed Professional Engineer.

Jeanne Torstenson has led design teams at MAPC involved with hydrofoils, HYSWAS ships, and sealift vessels. She has bachelor’s and master’s degrees from the Webb Institute of Naval Architecture and is a licensed Professional Engineer in naval architecture.


Fast Track Amphibian
Kenneth G. Wernicke, CEO Fast Track Amphibian, LLC

Previous road-capable amphibious vehicles have performed well either on land or on water but noton both. And all have employed separate systems for propulsion in the two environments, resultingin high complexity, weight and cost, which has constrained their development and use.
A promising new amphibian has been developed that has a single power plant, employs tracks for propulsion on both land and water, and attains high speed on land and on water. The prototype test vehicle, FastTrack 1, has achieved 65 mph on roads and 39 mph on water powered by a 148 horsepower engine. The secret lies in countering the Coanda effect on the tracks. Concepts have
been developed for larger vehicles for various purposes: patrol, emergency response, riverine warfare, etc. They could also be employed as amphibious buses, passenger ferries, delivery vehicles, and so on. The tracked amphibian can negotiate shorelines and terrain that would stop a hovercraft. The presentation covers the development of the concept, explain how the tracked propulsion
works, and show videos of the prototype operating.

Ken Wernicke led the design, fabrication and testing of the FastTrack 1 concept demonstrator and performed the analyses and correlation of its performance and characteristics. He holds a BS and MS in Aerospace Engineering from the University of Kansas, is a Registered Professional Engineer in Texas, and holds numerous patents. He is the acting CEO of Fast Track Amphibian LLC and also consults on varied rotary wing aircraft projects. From 1955-1990 he worked for Bell Helicopter, where he was Chief Engineer for the XV-15 Tiltrotor and Director of Engineering for the V-22 Osprey Tiltrotor Aircraft.

Fast Track Amphibian LLCweb site:

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The Joint High Speed Vessel (JHSV) Program

Major Christopher Frey, USMC Strategic and Theater Sealift Program Office

The Joint High Speed Vessel (JHSV) Program is taking advantage of extensive commercial investment in high speed vessel technology to develop an effective, affordable intra-theater military sealift capability. This ship will enable combatant commanders to transport 700 short tons of combat-ready units over a distance of 1200 nautical miles at 35 knots. It will have the ability to off-load in an austere environment
with minimal shore infrastructure. On November 13, 2008 the Navy awarded a fixed price incentive contract to Austal USA for detail design and construction of the lead JHSV, plus nine JHSV options.
Major Frey graduated from the United States Naval Academy in May 1994, was commissioned into the US Marine Corps, and charted a course in logistics. After several Logistics Officer assignments ashore and at sea, he attended the Naval Postgraduate School for a Master of Science degree in Operations Research. In November 2000 he became a logistics analyst with the Readiness and Analysis Department of Marine Corps Logistics Command in Albany, Georgia. Following operations and logistics assignments at 3rd Marine Division, on Okinawa, he deployed to Kabul, Afghanistan in November 2006 as part of a newly established Afghan National Army Embedded Training Team. There he served as an operations and intelligence trainer, mentor and advisor. Since August 2007 Major Frey has been a Deputy Project Officer in the Strategic and Theater Sealift Program Office of PEO Ships, working to acquire the Joint High Speed Vessel. Earlier this year he was selected for promotion to the rank of Lieutenant Colonel.

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T-Craft TransformableThe Amphibious Craft
Kelly Cooper, Program Officer, Office of Naval Research

The T-Craft Program is an Office of Naval Research effort to develop a prototype transformable amphibious craft. The T-Craft will be capable of self-deploying from an intermediate support or advanced base to a sea base (2500 nm), taking on cargo (primarily wheeled and tracked vehicles) in high sea states (SS 4), transporting this cargo to the beach (up to 500 nm unrefueled), then transforming into a completely amphibious vehicle and delivering its cargo “feet dry” on the beach. It will carry 4 to 10 times the payload of current craft (300 LT Threshold / 750 LT Objective).
Phase II of the program—technology development, detail design, and modeling and simulation—is currently underway with three contractor teams: Alion, Textron, and Umoe Mandal. Following a downselect in May 2010, Phase III—prototype construction, demonstration, and testing—will extend to 2014.

Kelly Cooper is a Program Officer with the ONR Naval Warfare Department, Sea Platforms and Weapons Division. She is also responsible for the National Naval Responsibility for Naval Engineering/University Research Initiative, and more recently the Ship Design Process Workshop Series, with NAVSEA and OSD. Prior to her ONR assignment Mrs. Cooper was Director of Operations of the Center for Innovation in Ship Design, a partnership between ONR and NAVSEA. CISD is the Navy hub for supporting the National Naval Responsibility for Naval Engineering, a dedicated effort to ensure the sustained national capability to develop innovative designs for Navy ships. Mrs. Cooper began her DoD career in 1996 at NSWCCD managing programs supporting the DARPA/ONR Mobile Offshore Basing Program. In 1998 she was selected as the NSWCCD Industry Liaison to one of the DD(X) design teams, managing multiple multi-disciplinary R&D programs in support of new ship design and acquisition. She holds a BS in Ocean Engineering from Florida Atlantic University.

(Download Adobe Accrobat version click here) Rev 090723wnw



Connectorless SEATRAIN for High Speed, High Payload, and Austere Port Access

by Gabor Karafiath, NSWCCD, Resistance & Propulsion Division

Several "seatrain" concepts have been proposed in recent years. The design philosophy and reasons for examining the twin tail connectorless seatrain concept developed at NSWCCD are explained. Model test results indicate a 37 to 44 percent reduction in resistance per unit at high speed. The capability to carry large cargoes normally associated with sealift ships is maintained, and at the end of the voyage the units can disengage to enter shallow and restricted-size ports. Some of the complexities of the concept will be described, including motions and loads, structural design, and propulsion with vectored thrust. Its operational flexibility and benefits will be explained with regard to lighterage, and sealift missions.

Gabor Karafiath is a senior staff Naval Architect at NSWC Carderock Division, where he has worked for 35 years in the area of resistance and powering for surface ships, high-speed craft, and advanced marine vehicles. He has directed the design evaluation for powering on a large number of ship designs. He has led several energy saving efforts for USN ships including the design, test and installation of prototype stern flaps. He received his combined B.S. degree in Naval Architecture and Aerospace Engineering in 1971 and his M.S. degree in Naval Architecture in 1972, both from the University of Michigan.

(Download PowerPoint version click here) Rev 090215wnw


Presenting NATO Fleet Composition, Capabilities, and Design

by Howard Fireman
Director, Future Concepts and Surface Ship Design Group, Naval Sea Systems Command, 05D

NATO Member and Partner nations have increased levels of cooperation with the aim of blending capabilities to support a diverse sustainable, affordable fleet. Diversity in fleet asset capabilities is proving to be critical in providing a flexible response to traditional and asymmetric naval threats. Maritime Capabilities Group 6 on Ship Design and Mobility Capability is at the forefront in linking operators to affordable technology needed to guarantee sufficiency in current, planned and future operations. This presentation discusses the MCG/6 ongoing program of work in the parent and subordinate organizations and the multinational programs that have spawned from these activities. Ongoing technical projects supporting the maintenance of stability in littoral environments with an emphasis on mobility, survivability, and warfighting effectiveness enabled by high-speed ships are presented.

Howard Fireman is Director, Future Concepts and Surface Ship Design Group, in the Naval Sea
Systems Command (NAVSEA 05D). After serving as a Senior Ship Design Manager on several major ship programs, he was assigned in 1994 to be the LPD 17 Acquisition Program Manager. In 1999 he served as Science and Technology Advisor to COMSEVENTHFLT, in Yokosuka, Japan, and in 2001 was selected as Special Assistant for Science and Technology to the CNO Executive Panel. He was then selected to the Senior Executive Service as Director for In-Service Submarine Programs (NAVSEA 92B), serving in that capacity until his assignment as NAVSEA 05D. Mr. Fireman attended the University of Michigan and graduated with a BSE and MSE in Naval Architecture and Marine Engineering. In 1993 he earned a Masters Degree in Technical Management from Johns Hopkins University. He is a member of the Society of Naval Architects and Marine Engineers, American Society of Naval Engineers and the United States Naval Institute. In 2006 he was awarded the American Society of Naval Engineers Gold Medal.

(Download PowerPoint version click here) Rev 081014 wnw


Large Trimaran Concepts and Technology Elements

Dr. Igor Mizine
Technical Lead & Senior Manager for Special Projects
Computer Sciences Corp. - Advanced Marine Center

The Center for Commercial Deployment of Transportation Technologies (CCDoTT) has sponsored a multi- year program to develop key elements of High Speed Technology, including a series of innovative ship concepts. The CCDoTT funded work was integrated with support from the Office of Naval Research (ONR) and the Navy’s Sealift R&D Program, resulting in design concepts for military sealift (Very High Speed Sealift Trimaran -VHSST), Seabasing and Rapid Deployment (Heavy Air Lift Support Ship – HALSS), and for commercial Short Sea Shipping transportation service.
Extensive towed resistance and head seas speed and power model testing of these innovative hull forms were accomplished in the model basin at the Carderock Division, Naval Surface Warfare Center in 2000-2001 and 2005-2006. These tests, together with comprehensive Computational Fluid Dynamics (CFD) analyses, validated feasibility and predicted performance of the Trimaran concepts and constitute an important contribution to the understanding of multi-hull hydrodynamics.
The presentation will discuss some of the key High Speed Trimaran technology findings and will focus on the latest HALSS development as an alternative concept to complement Seabasing as well as potential for US Army Advanced Afloat Forward Staging Base missions.
Dr. Mizine has more than 30 years experience in naval architecture and ship design and is a recognized authority on high speed ship systems.  He has directed research and development programs for high speed vessels, including High Speed Trimarans for military and commercial applications and development of Design/Evaluation Tools for a spectrum of multihull ship types. Dr. Mizine holds a Ph.D. in Applied Hydrodynamics and Ship Design from the Krylov Ship Research Institute, St. Petersburg, Russia.

(Download PowerPoint version click here) Rev 080401 wnw


Response Boat–Medium (RB-M) Ramping Up the Coast Guard's Capabilities

By Mr. David M. Shepard, PE, RB-M Project Officer, US Coast Guard Office of Boat Forces

In response to heightened security challenges, the Coast Guard is acquiring several classes of new boats having substantially increased capability and performance over their predecessors. The 45-ft Response Boat–Medium (RB-M), with 42-knot speed, will replace the 41-ft Utility Boats (UTB—26 knots) that have been in service for over 30 years. The RB-M will serve as a primary asset at Coast Guard Stations, performing a wide range of missions including Search and Rescue (SAR) and Ports, Waterways and Coastal Security (PWCS).

In June 2006 the Coast Guard awarded the RB-M production contract to Marinette Marine Corporation and its partners, including Kvichak Marine Industries, with the goal of producing 180 RB-Ms. This award was the culmination of an extensive requirements development process that included the testing of boats from three different builders. The presentation covers the technical characteristics and performance of the RB-M, the system that is being developed to support it throughout its life cycle, and the acquisition process.

David Shepard has over 20 years' experience working with Coast Guard boats, and for the last 7 years has served as the RB-M Project Officer with the Office of Boat Forces at Coast Guard Headquarters. He has a bachelor’s degree in naval architecture and marine engineering from Webb Institute, a master’s degree in engineering from George Washington University, and is a registered PE.


(Download PowerPoint version click here)


A Pentamaran Bridge Over the Sea

Mr. Stephen P. Flott
Founder and Chairman of the Board, SeaBridge, Inc.

SeaBridge Inc. is proceeding with plans to build and operate a fleet of large high-speed ro-pax ferries (roll-on/roll-off vehicles plus passengers) along the US East and Gulf coasts.  Previously referred to as short sea shipping but now as "America's Marine Highways," this new service will be an attractive alternative to clogged highways and uncertain travel times for truckers and motorists.  It will also reduce rail and highway congestion in an environmentally friendly and profitable manner. 

Early plans envisioned conventional monohulls carrying 1600 passengers and 2400 lane-meters of vehicles.  Subsequently the Pentamaran design, by Nigel Gee and Associates, was shown to be capable of both greater capacities and higher speed for the same investment, and it was adopted.  The ship will be over 900 feet long and have a 42-knot service speed.  Details of its design, including technical and operational characteristics and notable features for freight vehicles and passengers and Intended ports and routes are included.

(Download PowerPoint version click here)


High Performance Boats & Craft for Expeditionary Patrol, Riverine Warfare & Harbor Security

Jean-Michel Coughlin, PMS 325G, Gary Weaver, NSWC CCD

The U.S. Navy is aggressively increasing its use of high speed/high performance ships and craft to enable it to maneuver rapidly from the sea and operate in the littorals, through the harbors, and up the rivers.  The Navy's Small Boats Program Office, PMS 325G, procures boats and small craft for all Navy warfare communities from vendors across the U.S.  With the establishment of the Navy Expeditionary Combat Command (NECC), PMS 325G is in the forefront of procuring new boats and craft to accomplish maritime expeditionary security force missions, including riverine warfare, as well as continuing its procurement of boats in support of homeland defense.

(Download PowerPoint version click here)

Joint High Speed Vessel

LtCol Lawrence Ryder, USMC, JHSV Deputy Project Manager

Joint High Speed Vessel, Covers the growing importance of high-speed ships in the transformation efforts of the Navy, Marine Corps, Army and SOCOM.  Gives an overview of the JHSV Program, and addresses several areas, including: what has been learned from operating JOINT VENTURE, WESTPAC EXPRESS, SWIFT and SPEARHEAD; what they can do that conventional ships can't; the value of higher speed and shallower draft; capabilities that must be retained, shortcomings to be remedied; military aspects to be provided or improved upon; and other capabilities and features needed for a spectrum of future operations.  Summarizes the JHSV's Top Level Requirements and its Performance Specification. (Download PowerPoint version click here)

SEA FIGHTER (FSF-1) Myth and Reality

James Harrison, Naval Sea Systems Command

SEA FIGHTER (FSF-1), previously called X-Craft, is a high-speed catamaran designed to test both a unique littoral warfare ship hull form and an innovative way of installing warfare systems for that mission.  from Joint Meeting INTERNATIONAL HYDROFOIL SOCIETY & SNAME Panel SD-5
28 June 2006. (Download PowerPoint version click here)

LCS, Littoral Combat Ship Presentation from Joint Meeting INTERNATIONAL HYDROFOIL SOCIETY & SNAME Panel SD-5 by Pete Czapiewski NAVSEA 05D2/PMS 501SDM
23 Sept 2004

ONR High Speed Craft Development from Joint Meeting INTERNATIONAL HYDROFOIL SOCIETY & SNAME Panel SD-5 by Scott Littlefield of ONR 33X
2 Dec 2004

SEALION Jenny Speirs, Naval Archi-tect and Program Manager, Naval Surface Warfare Center, Carderock Division (NSWCCD) Combatant Craft Division, gave a talk on
SEALION: A Technology Demonstrator for the US Navy. She related that recent gains in hullform design can enhance the seakeeping capability of future small combatant craft. She forecasted that the SEALION’s improved seakeeping will reduce fatigue and injury experienced by onboard personnel during training and operations. (Dec 2005)

SKJOLD The Skjold Class Fast Reaction Craft.

Skjold Background
• Lead Boat of Class Completed in April 99
– SES Technology Based on Successful MCMV Program
– 9 MCMVs Built & Deployed
• Successfully Tested in Norwegian and Arctic Waters
– Norwegian Navy OPEVAL Completed in 2000
– 1000 Hours of Operation in Rigorous Sea States (1-6)
– All Performance Requirements Achieved

Air Cushion Vehicle (ACV) Developments in the U.S. Presented
to the Joint SNAME SD-5/HIS Dinner Meeting by Brian Forstell Director of R&D CDI Marine Co. Systems Development Division
9 June 2005

LCAV video

ACV Model Seakeeping test video

Finnish T-2000 Combat ACV (2nd Gen).


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