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USNAVY-DDG1000-ZumwaltClassDestroyer,TumblehomeHull

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USNAVY-TumblehomeHull-USSZumwalt,DDG1000

ShipHandlingandStabilityinHighSeas-TumblehomeHullModelTest

(anticipatedfullrelease,earlyspring2014)

This discussion on theUSNavy, 14,564DW (deadweight) ton, 600' ft (182.9m) long, 80.7' ft (24.6m) beam (width),Zumwalt class DDG 1000 Tumblehome Hull Destroyer (xxxx, 2013)[1] is primarily focused on the vessel's handlingcharacteristicsinhighseaconditionsof[7+],relativetothestandardflamorflaredhulldesign,alongwithshiptoshipinteractions.Foralistofseastateconditionsandassociatedwaveheights,see(Tab.1)below.

Forapointofreference,Ihavebeenattachedtotwo,andaboardthree,separateclassesofUSnavalvesselsinbluewater,from3,400DWtonFastFrigateand37,000DWtonReplenishmentOilerto64,000DWtonAircraftCarrierfromwhich, twice capitulated off the deck in S-3 Vikings. Receivedmy helm and steering qualificationswhile serving onboard the3,400 tonwarship, fromboth thebridgeandaftersteering. Inaddition,havedischarged inexcessof150roundsof5"munitionsupontargetsofvariousnature,thevesselbeingawardedtheBattleE,alongwithservicingFireControl(FC)systemsfromMk56,Mk86,SeaSparrowMk99toPhalanxCIWS,tothedischargingofsmallarmssuchasthe.50calM2fromthedeckofavesselwhileunderway.

Having such ship handling skills and weapon systems experience, dismayed by the apparent poor sea handling,healing,broaching,pitchingbow,andwashwatercharacteristicsseen in thevideo (Vid.1) and captured still images(Figs.1-8,10)oftheDDG1000tumblehomehull,compliedbyDefenseNews,ChrisCavas(Fall,2006).[2]Thestillphotosandvideobeing composedof laboratory tankandopenwater testsperformedby theNavalSurfaceWarfareCenter(NSWC),CarderockDivisionandOfficeofNavalResearch(ONR),utilizingavarietyofscaledmodelsoftheDDG1000,tumblehomehull.

[3] [4]

(Fig.22,left)Illustrationshowingashiphull'sfreedomofmotionandrespectivelabels,endingwithabroachingeventcondition(upperleft)asthevesselturnshardtostarboard(right)(xxxx,xxxx).[5](Vid.x,6.21MBwmv,right)CompiledvideooftheUSSZumwaltscaleddowntumblehomehull model performing maneuvering, and sea worthiness tests, reported by Defense News,ChrisCavas(2007).[6]Inthisvideo,theopenwatersteadystateseaconditions,scaledrelativetotheDDG1000model,neverappearingtoexceedseastate[6]orwavesinexcessof19'feet(5.8m) inheight.Refer to (Tbl. 1) for seastateconditionsandassociatedwaveheights.Thesternandfantailofthevesselappearingtoheaveandswaywildlyattime[01':28"-01':34"].

InadditiontohavingreservationsregardingtheDDG1000'sgeneralseahandlingcharacteristics,wouldliketohaveseenmore studies and or testing specifically orientated to address possible negative effects and new limits placeduponthefullrangeoftumblehomevesseltovesselmovementandinterventionmaneuvers,relativetootherhullformssuchthestandardONR"topside flared freeboard"or "topside flamfreeboard"hulldesignseriesandnearlyubiquitouswithcurrentfrigateanddestroyerclasses.

Theomissionofa flaredbowontheDDG1000,havingbeensupersededwithacenterlineslopping(inward)taperedbowasapposetoanoutwardsloppingbow,pertheDefenseNews(Cavas,2007)videooftheNSWCandONRtanktestof the DDG 1000 Tumblehome hull model, generating immediately noticeable and highly different wash watercharacteristicsupon thevessel's forwardhull sectionas theshippitchesdownwards.Theantithetical,nonoutward(forward)flaringbow,morespecificallythesegmentofthevessel'sbowthatisabovethewaterlineandknownastheprow,fortheDDG1000,ratherthandisplacingwaterawayfromtheleadingsectionofthehullasisthecasewithmostvessels(Figs.2),thusejectingwateroutandawayfromthevessel'spath,insteadresultinginwaterbeingdrawnrapidlyupandtowardsthevessel'sforwardarea.

Collection of video still frames showing thewater displacing and ejecting effect of a typicalflarebowduringroughseas.Thewaterdefectingawayfromthevessel,bothtothesidesandforwardof theprow ina fan likepattern,whereas theprowof theDDG1000USSZumwaltaccumlates water, shoveling displaced water up onto the vessels weather deck (xxxx, xxxx;adapted,McGraw,2014)[x].

TheshapeoftheDDG1000bow,asitsubmergesbelowthewater,resultinginamomentaryvolumevoid(airpocket)equalinsizetothenonintegratedflarebowsectionthatwouldotherwisebesituatedbelowthewaterline.Suchthat,astheinwardtaperedbowoftheUSSZumwaltdipsbelowthewaterlevel,pliedwatersimmediatelyadvanceupandontothevessel'sforwardweatherdeck(Figs.3,4).Therushingwatersultimatelyvectoredandejectedupwardsastheportandstarboardadvancingwaterscolumnscollidedaboveandnearthevessel'sbowcenterline,thisnewlyformedwavecresteventuallytofallbackupontheship'sweatherdeck.

Depending on sea state conditions and ship's speed, this potentially largemass ofwater landing near or upon theforward AGS gunmount housing, resulting in undesirable additional exposure to high pressure water. The highervelocitywater flowingoverthe liftingbody likeshapeof thegunmounthousings,givencertainconditionswhilethebowissubmerged,possiblyresultinginhydrodynamiceffectsverysimilartoaerodynamiceffectsactinguponafoiledwing,generatinga secondary liftingeffectupon thegunmount. Inveryviolent seastates,givena largevolumesofwater flowingover thegunmounthousing, as thebow submergesbelow thewater, perhaps sufficient in scale andvelocity to lift if not wash away (exfoliate) the forward AGS gun mount from the weatherdeck, flooding thecompartmentsbelow.

ThesignaturelikewashwatercharacteristicshownwiththemodeloftheDDG1000beinguniquetothecurrentlistofcommissionedUSNavalcombatantornoncombatantshipscurrentlyonthevesselregistry.

[7] [8]

Laboratorytanktest,stillframeimagesoftheUSSZumwalt,DDG1000Tumblehomehullseaworthinessandhullresponsecharacteristics(DefenseNews,Fall2007)[9]duringmoderatetohighseastateconditions.Inthestillframeatleft(Fig.1),thesternalongwithbothscrewsatthebottomofthetumblehomehullhaverisencompletelyoutofthewater(redarrow)withtheportside (left) rudder visible as a dark rectangular object. This type of situation, potentiallyleadingtoanonturnrelatedbroachingoftheship,asthevesselisnolongerbeingsteeredbytherudder.Theeffectivenessofthepropulsionsystem,withthetwinscrewsoutofwaterandtheundersideofthehullexposed,beingseriouslyreduced.

Thevideostillframeatrightrevealsthesimulatedseastateconditions(lightblueline)usedduring the tank test (Fig.2), relative to the scaledDDG 1000model andminuswind effectsuponthesuperstructureinthiscasethedeckhouse.Thelargestsinglecresstotroughheightofthesimulatedwavesmeasuringapproximately28' -30'feet(~8.5-9.1meters)orseastate[7](darkbluearrow),thesteadystatewavesbeing~18'-20'ft(~5.4-6.1m)orseastate[6]using a vessel freeboard height at the hanger bay of 22 feet (~6.7 meters) for scale. Theconditionsstated in theONRtank test reportbeingseastate [8]or~30' -46' ft (~9 -14m)(Menard, 2010).[10] The entire foredeck and most of the leading AGS gun mount,[11] fullysubmergedbelowtheadvancingwave,astheship'slessbuoyantnonflaringbowpierceslowintothecressoftheadvancingwave,asapposetoridinghigher.Thewaterdirectlystrikingtheplanarfaceofthegunmountvisibleastwoupwardcolumnsofwater(tworedarrows).

Theabovewaterlinesegment,orinwardtapered,invertedprowsectionofthebowoftheUSSZumwalt, rather than displacing water away from the hull and vessel's path as it movesforward, instead causing just the opposite effect, with the encouraging ofwater to directlyencroach upon the vessel's weather deck. This dangerous volume of water for personneltopside, being composed of plied waters directly in front of the ship's bow to waterimmediatelyaft, to theportandstarboard (whitearrow)of the inwardslopingpiercingbowandhull.

TheZumwaltclassship,withitsuseofanonflared,orflamhulldesign(Lewis,1988;O'Rourke,2009)[12], [13]alongwithlowcenterofbuoyancy,highcenterofgravity(KG)[14],andlargesuperstructurewindload,requiringextraballastmass,resulting in some precarious open water testing scenes from relative sea state conditions that from scale, do notappeartoreachasteadystateminimumseaconditionof[6],(Figs.1-8)anddefiantlybelowseastate[8].Thecomplexroll stability issues inherent to the tumblehome hull (e.g. DDG 1000, USS Zumwalt) along with related catastrophicrollover (capsize) concernsduringhigh seaconditionsof sea state [8]havingbeencomputermodeledprior to scalemodelsimulations(VandenBerg,2007;Bassler,Peters,Campbell,Belknap,andMcCue,2007).[15],[16]

[17] [18]

(Fig.3,left) Inthisvideostill framewiththesimulatedseastateconditionsnotexceeding[7],the forward gun mount on the DDG 1000's weather deck is nearly completely submerged(whitearrow).Thelargecurtainofwater(redarrow)beingpitchedupwardsmeasuring~20'ftwide,6'ftdeepand30'ftinheight(~6.1x1.8x9.1m).Theestimatedvolumeandmassofthiswatercurtainbeing~3,600'cubicfoot(101.9m3),thetotalmassestimatedtobe50percentairbyvolume,or~12,465gallons(50,970liters)ofwater,whichis~112,370pounds(~56tons,or~51,077kg)ofejecta.

(Fig.4,right) In thisvideostill frame thescaledDDG1000model,duringopenwater testing,experiencesmoderatelyhighlistingangles(redlineswitharc),givenanestimatedsteadyseastateconditionof[5-6](bluearrow),measuring~11'-13'(~3.4-4m).ThescaledmodeltheZumwalt,fromthenonuseofafairedofflamhulldesignwithgreaterselfrightingpropertiesincombinationwiththeinherentlyhighcenterofgravity(KG)andlowcenterofbuoyancy(KZ)[19]associatedwiththeONRtumblehomedesign,inadditiontoalongmomentarmproducedbytheenormousandoverbearingdeckhouse,experiencinghighheelinganglesduringroughto very rough [5 - 6][20] sea states and not that unusual a condition or yet an extremeenvironmentfortheoceans.

TherangeofclaimedhighseastateconditionsexposedtothevariousscaledmodelsofthetumblehomehullstestedbytheNSWCandONR,appearingconsistentlygenerousifnotquestionablyoverstated,ratherthanbeingconservativelyrated,erringonthesideofriskmitigationandcrewsafety.TheperformancefocusoftheDDG1000tumblehomehulldesign, frompersonalexperiences,excessivelydesigndrivenfromtheperspectiveofmorestreamline, laminarhydrodynamic performance in calm seas, reduced RF radar cross section (RCS)(Ellis, 1997)[21], thermal and acousticsignatures, all ofwhich limited in value for a large surface object vulnerable to visual, hyper spectral sensors, andprecisioninertia/GPSguidedmunitionsasapposetoaccommodatingthefulldemandsofbluewaterenvironmentsandnavalassignmentsforthisclassofvessel.

[22] [23]

[24] [25]

(Fig.5,upper left)With the relative sea state approaching calm conditions, in addition to theapparent ease to which the tumblehome hull vessel list while maneuvering, these hulldynamicsmagnifiedwiththepresenceofhighseaconditions,perhapsadirecteffectproducedbythenondivergingorwallsidedhull(Ellis,1997),[26].Fromthevideo,thefreeboardangleofthe tumblehome hull, demonstrating a tendency to displace large volumes of water to bewashed onto the flight deck (blue oval) (Fig.xx,upper right). The fastmoving sheetingwaterbeing a possible additional deckhazard duringpersonnelmovement andVERTREP (verticalreplenishment) operations. The volume and depth of water, combinedwith a high sheetingvelocity,beingsufficienttoknockapersonofftheirfeet,ifnotoverboard.Myself,havingbeenhostedmultipletimestoandfromamovingship,ontoahoveringSH-53orCH-46helicopteroverheadwhile underway,would notwant to have the additional distraction of fastmovingsheetingwaterupontheflightdeck.

Examinationofthehydrodynamicpropertiesofatumblehomehull(Fig.x,lower left)usingthecross section of the Russian cruiser Aurora (Khramushin, 2012; adapted, McGraw),[27] thefreeboardangleconvergingtowardstheship'scenterline(acute),appearingtoforce(shovel)displaced water (green arrows) up the topside. The hull simultaneously rolling into thedirectionof thehighwateras thekeel listsabout thecenterofbuoyancy, (φKZ), (yellowdot)intothedirectionofthewavesbeingexerteduponthehull.Thetumblehomehullnotwithoutsomehandlingadvantagessuchasexperiencinglessyawinhighseasasthewavesimpactthetopside freeboardof thevesselwith less force, resulting inreducedacousticsignature.TheflaredfreeboardangleonahullsuchasthatfoundonanArleighBurkeclassdestroyerandthe similar flam hull modeled Russian cruiser Krozny (Fig. x, lower right)(Khramushin, 2012;adapted, McGraw),[28] the topside angle diverging outwards (obtuse), away from the hull'scenterline,resultinginthehulloftheArleighBurkeclassshiptomoveoverthesurfaceofthewater. The hull simultaneously rotating about the center of buoyancy (yellow dot) thoughunlikethetumblehomehull, theflamhullrollingawayfromthedirectionof thewavesbeingexerteduponthehull.

Thewaters in theCentralPacificOcean in thewintereasilyreaching inexcessofseastate [8],andononeoccasionfromHawaiitoGuam,estimatingconditionstohavebeenequivalenttoseastate[9].ThetopofthelargeAN/SPS40airsearchradaronour~415'(126.5m)vessel,withthehullsituatedinatrough,wellbelowthecrestofthetallestwaves.In these situations, if otherwisemildweather conditions,with safety gear donned, still permitted outside on to theweatherdecktoservicetheweaponsfirecontrolradarontheO-4.5level.

[29] [30]

(Vid.xx,5.61MBmp4,upperleft)Videoofthe2,420DWton,88m(~289'ft.)longMVCleliaIIintheSouthPacificOceannearAntarctica,December2010,transitingDrakePassage(CapeHorn).[32]The cruise vessel Clelia II, as seen from the 732 DW ton, 292' ft (~89m) long,MSNationalGeographicEndeavour(xxxx,2010),[33] in30footseasandexperiencinganaverageseastateconditionof [7], occasionallypitchingat thebow45' -60' ft (13.7 -18.3m) inelevation.Thesurfacewindconditionsinthevideo,beingrelativelymildwiththepassingofanabatroslikemaritimebirdinwhatappearstobecontroledflighttravellingpastingthecameralensfieldofview(FOV)attime00:19"-00:20".

(Fig.xx,upperright)Videostill framerepresentinghowtheseastateconditionfortheCleliaIIwasdetermined.Thereferencedimensionusedbeingthevessel'sbeamwidthof50'02".Thecrest to trough height of the largest visible wave straddled by the ship's hull while pitchneutral with the artificial horizon, and washing over the vessel's bow and weather deck,measuring~30'(~9.1m)(xxx,2010;adapted,McGraw,2013).[34]

(Fig. xx, lower) Photo of the MS National Geographic Endeavour (seen here as the formerCaledonian Star) (Shebs, 2001)[xx] With its higher center of buoyancy and lower center ofgravityfromthecombiningofflamandflaredhullformcrosssections,inadditiontobeinglessrectilinear in overall shape, more akin to that of a 3,200 ton, 378' ft (115 m) long, HighEnduranceHamiltonClassCoastGuardCutter,provingtobeamorestableplatformgivenhighseaconditions.

Havingbeenamemberof theDES(DirectedEnergySystem) team,reviewedsomeof the finalCADdrawings for theentirevessel,andreadilyapparenttomany,isthatnotallofthecombatsupportsystemscanbeentirelyservicedfromwithinthedeckhouse.SomeoftheRFsystemsontheDDG1000classvesselrequiringexteriortopsidework,andfromsuch locations long moment arm distances from the ship's center of buoyancy. As such, resulting in personnelexperiencinghighangular velocitiesalongwith rapid transitions indirectionas the ship list andheals fromport tostarboardwhileunderway.Damagecontrol(DC)repairefforts,beitfromenvironmentalfactorsorengagement,beingequallyhampered,resultinginextravulnerableactionsforthecrew.

Thepresenceofmildseastatesconditionsof4-5,suchasthoseexperiencedwhiletransitingtheIndianOceanseveralhundredmilessoutheastofSriLanka(Ceylon),andnotthatunusualfortheopenoceans,evenfora3,400tonvessel,challengingthecrew'sabilitytoperformcriticalmaintenanceandrepairfunctions.Inonesituation,whilerepairingtheIFF (Identification Friend or Foe) receiver for the weapons fire control radar, being rocked into an exposed 480Vterminalmount,the480Vgoinginmyrightelbowandoutthetipofthe4thfinger,knockingmeoffthestoolontothedeck.Myrightforearmandhand,forthenext7-8daysfeelinglikeIjusthitmy"funnybone".

[35] [36]

(Figs.xx,xx)Freeboard(12a)angleeffectuponthehelicoperpadandhangerbayduringopenwatertestingofDDG1000TumblehomeHullduringmoderate(quartering)seastates(DefenseNews,Fall2007).

Inthevideoframeatleft(Fig.xx),theforwardportareaoftheZumwaltflightdeck,alongwithportionsofthehelicopterhangerbaydooraresubjectedtoalargebodyofwater.Thewaterrollingoffofthehullofthevesselinsteadofbeingejectedawayfromthehullasistypicalwithawallsidedhull,orflaredhull.Thisbodyofwaterhavingtravelledupalongtheportsideofthehull, justbelowthedeckhouse.Thewater transitioning intoabreakingwave (blueoval)withaverylargeface,weight,andvelocity.

Theframeatright(Fig.8),...

Themostviolent,highseaandtyphoonconditionsI'veexperiencedandwithlittledoubtinmymindcertainlynottheworst theoceanshave tooffer,occurringwhile transiting theEast-SouthChinaSea in route to thePhilippines fromKoreaaspartof theUSSKittyHawkCV63carrier task force,ultimately inrouteunderdirectorders to theSeventhFleet byPresidentReagan forGonzoStation (ArabianSea). So strongwas the typhoon in theEast-SouthChinaSeaarea, the vesselmaking18 - 20 knots, resulting in 42o - 43o degree port to starboard rolls from centerline, per thebubble inclinometeron thebridge.Theshippitchingno less than17o -20o degreesbow to stern. The rolling seas,cresttotroughbeinginexcessof50'-60'feet(15.2-18.3m)withafewwavesbeingperhaps70'-80'feet(21.3-24.4m) in height, estimating the sea state condition for that very unnerving 5 - 6 hrs to be a constant [8] and for briefperiods[9]orgreater.ThisbeingtheonlytimewhileIwasamemberofthecrewthatallpersonnelwererestricted,regardlessondonegear,frombeingexteriorthevesselwhileunderway.

Recent oceanographic studies of surface and subsurface (internal) oceanwave formations in the area of the SouthChinaSeaknowngenerallyastheLuzonStrait(Lien,andHenyey,2010;Mercier,2013;Peacock,2013),thisexpansiveareaboundedbythe islandofTaiwan, to thenortheastand islandofLuzon,Philippinesto thesoutheast,coveringapproximately55,000squaremiles(~142,450sqkm)andperformedbytheUniversityofWashington,ONR,WoodsHoleOceanographic Institution, Ecole Centrale de Lyon, University of Grenoble Alpes and Massachusetts Institute ofTechnology(MIT) inconjunctionwithsatellite imageryoftheregioncollectedfromtheNASAMODISSatellite(Fig.xx),have concluded this body of water to contain some of the largest waves of all Earth's oceans.[37], [38], [39] The waveenergy levels being sogreat in scale, resulting inmorphological formations on the surface of the ocean so large inmagnitudeandamplitude,thattheirindividualwavestructureshapeinadditiontothedirectionofpropagatingmotionbeingvisiblefromlowearthorbit(LEO)(NASA,andGlobalOceanAssociates2013).[40]

[41] [42]

(Fig.xx,left)NASAMODISsatellitephotooftheLuzonStraitregionoftheSouthChinaSea.Thecentral region in the photo, spanning from the large circular atoll know as Pratas Island(Dongsha) near left center to Taiwan at upper right with Luzon Philippines at lower right,coveringapproximately250x220miles(400x350km)or55,000miles2(~142,450km2)ofoceanarea(NASA,andGlobalOceanAssociates2013;adapted,McGraw,2014).Thelargecontinuouswavecrest formationsranging inexcessof200km(155miles) in length, the individualwavecrests separated from one another by several to 10's of km.[43] The scale at lower leftrepresenting 150 kmand75miles. (Vid.xx, right) Recreation animation of subsurface (inner)oceanwavesgeneratedbythepresenceofoceanridgesandseamountsalongthebottomofthe Luzon Strait. The amplitude of thesewaves being upwards of 550' ft (170m) in height(Mercier,2013;Peacock,2013).[44]

Theinternal,subsurfacewavesformationsestimatedfromvariousstudies,andclearlyanimatedinvideo(Vid.xx)bytheteamatMIT(2013),tobeinexcessof550'feet(170m)inheight(Mercier,2013;Peacock,2013).[45]TheproductionofsubsurfaceturbulentstructuresintheoceanwaterbeingadirectresultofshallowseamountsandoceanridgesinthecentralregionoftheLuzonStrait(xxxx,xxxx).[46]Inasimpleanalogousmanner,theselargemagnitudewaveformationsandnonlaminarmovements,beingturbulentandconcentratedmuchliketheformationoforographiccloudformationsvisibleintheatmosphereasaresultofprotrudingsurfaceformations(e.g.mountains)(xxxx,xxxx).[47]Theseverylargeinternal ocean waves, though possessing different wavelength, frequently superpositioning in energy with themorphologyof theoverburdeningsurfacewaves, resulting inextraordinarysurfacewaveheightsandenergy levels(Lien,andHenyey,2010;Mercier,2013;Peacock,2013).[48],[49]

Theexasperatedwaveheights typical to theLuzonStrait regionof theSouthChinaSea,needing tobecompetentlymastered by all US Navy combatant surface and subsurface vessels, independent of naval architectural designphilosophyselected.EverybluewaterratedUSmilitaryvessels, for thesakeofbeingcapableofwielding functionalcommand,thusnotfalteringfromofitsowndesigninducedaccord,forallweather,allseastateconditionsnaturallypresenceinmaritimeregions.Insodoing,theUSNavyretainingforwardprojectioncapacitywhilemaintainingopenallcriticalsea lanesandcustomary freepassageways in internationalwaters. Inconjuctionwithsuch task, retainshiphandling capabilities that remain well within the understood parameters of safe and prudent vessel handingcharacteristicsandresponsetraitswhiletransitingnaturallyturbulentwaters.

[50] [51]

(Fig. x, left) Photo of the still segmented and exposed cross section DDG 1000 tumblehome,forwardhullsegmenttobefittedaheadofamidships, justaftof thebow(xxxx,2012).[52]Thedeadrise angle of the hull's bottom, for this section of the vessel, as measured from thelongitudinalcenterlineofthevessel(keel)tothestartofbilgeturnmatingwiththefreeboard(sides),beingverystep.Thewidthof thehullnear thegunwale (top lip)beingmorenarrowthanthevessel'swidthatthewaterline(beam),asignaturecharacteristicofthetumblehomehulldesign.(Fig.9,right)Photoofthestillsegmented,crosssectionrevealingsternandfantailsection of the DDG 1000 tumblehome hull while in transport at the BathMaine IronWorks(xxxx,2012),[53] tobematedwith the rearmidsectionof thehull visibleat left.Thedeadriseangle of the hull's bottom for the stern segment of the ship being nearly 0o degrees, andessentiallya flatbottomwithslight inclinewedgeto the fantail.Usingsuchhulldesign, thecenter of buoyancy for the DDG 1000 translating along the vertical center plane a largeamount and suddenly from near amidships to the stern segment, the bottom of the vesseltransitioningpriortotheaftsuperstructureframe,perhapsaggravatingthevesselstendencyto lift thesternoutofthewater inhighseastateconditionsasseeninthevideostill frame(Fig.x).

Fromtheviolenthullvibrationsproducedbythebulboussonardome,whiletrasitingtheLuzonStrait,inadditiontotherapidpitching,heavingandrollingoftheship'shull,makingitnearlyimpossibletowalk,supportingoneselfwithbotharms reached out, pressing against the passageway. During this transit, nearly killed by a large steel desk in theweaponsofficethatbrokefreefromitsdecksecuringbolts,whilefillingouttheASROCsecuritylog,violentlyslammingmyselfandthedeskupagainstthebulkheads.Theship'smessdeckclosedforthedaybeingtooroughtoprepareanymeals includingsandwiches,servingonlycrackers,crewnotonwatchremaining intheirracks,conditionsbeingtoodangerousforgeneralquarters.Violentseastateconditions,suchasthosethatIexperiencedintheEast-SouthChinaSeas,perhapsoverwhelmingaZumwaltclassDDG1000tumblehomevessel, resulting in thecatastrophic lossof theshipandcrew.

[54] [55]

(Fig.10,left)AllthoughttheDefenseNewsvideo(2007)makesnotetotheclaimbytheUSNavythatthetumblehomehull,withtheinvertedtaperedbowpointingaft,enablestheDDG1000hull to be more streamline relative to the standard flam or flare hull bow design (brightyellow),wishtonotedthatthehydrodynamicresistanceanddragcoefficientsexperiencedbythe conventional hull used for the test is slightly disadvantaged relative to the tumblehomemodel. The conventional hull being void of a sonar dome or wave break equivalent, suchstructurepermittingavesseltoexperiencereducedforwardresistance(xxxx,xxxx).[56]Whereas the tumblehome model (dark yellow) selected for the performance test is fitted with astructuralequivalent toasonardome (yellowcircle)andperhapsprovidingaslightedge tothe tumblehome. A more realistic, parity based comparison of laminar flow performancebetweenthetwohulltypesbeingconductedwithatumblehomemodelvoidofabulboussubwaterlineprolatedlikeleadingstructure.

ThesectionoftheDDG1000Tumblehomebowthatistopsidethewaterlineandinvertedprow(red lines), leading to the vessel's distinctive forward shape, is noticeably void of a forwardinclining flaring "hurricane" bow structure, and clearly visible on the prow section of thecomparative standard hull model. This typical, flaring feature providing added structuralreinforcement to the hull's horizontal centerline plane and buoyancy for the pitching bowduring high sea state conditions (xxxx, xxxx).[57] With the mechanical structure enhancingtopsideprowfeaturebeingdismissedfromtheDDG1000hulldesign,shouldattheveryleast,experiencehigherlevelsofstructuralstressuponthepointedtaper.Thesumofthestressesbeingacombinationoftension,compressionandshearingintheareasofthehulldemarkedwith a pair of vertical (orange) lines, the dynamic forces being distributed into a smallersurfaceareaandvolume,withhigherenergydensity.

(Fig. 11, right) The large external forces being the product of the tremendous oscillatinghorizontal(lateral)forces(lightpurplearrows)relativetotheship'spitchingmotion(vertical)and associated forces (light green arrows) generated by the bow fitted sonar dome (wavebreak) as this heavy ship's accelerating bow is forcibly driven below thewater surface at asubmergeddepthandvelocity,greaterthanthatexperiencebyavesselwithstandardflaredhurricanebow.

The orthogonal lateral forces placed upon the hull being similar to those experienced by apersonplayinginaswimmingpool,attemptingtoforcetheiropenhanddownintothewater,thehandmimickingasonardome,oscillatinglefttorightasitmovesverticallyinthewater.Aship'ssonardome,andorwavebreakbehavinginthesamemanner.Theseoscillatingforcesupon thehull, beingnoticeably visible in (Vid.xx) of theF-70 class FrenchFregate LatoucheTrevillebelow.

TheDDG1000,tumblehomehullbeingvoidofafairingbow(hurricanebow)submergingtoagreaterdepth,andvisiblefromtheDefenseNewsvideooftheONRtanktest,thetumblehomehullgeneratinglessdisplacedwaterasafunctionof increasing draft depth of the forward bow. The tumblehomehullwhen submerged, thoughpossessing lessmassthana typicalscale toproportion flaredbow,andsmall fractionof theentirevessel'smass,possessing lessbuoyantforceasthebowsubmerges.Thereducedbuoyantforcepresentinthebow,shouldintheory,resultinthetumblehomehull being prone to deeper and longer duration submerge cycles. Indications of precisely this type of hull pitchingresponsetohighseasbecomingapparentfromtheNSWC/ONRtanktest(Vid.1).

(Figs. xx, xx upper) Video still frame sequence of porpoising like breaching of the waves andassociated bow pitching (rising and submerging) of the 139 m (456' ft) French Fregate,Latouche-TrévilleD646. [62]Thesequenceofstillframevideoimagesshowingthepitchingandcantilevering of the flare hull Latouche-Tréville's forward section (Marine Nationale, 2012;adapted, McGraw, 2013).[63] The vessel surging forward as the surface area of the hull incontactwith thewaterdecreases, reducingthenetsurface friction imposedupontheship'shull.ThisviscosityinteractionfunctionofthewaterwiththehullofthevesselbeingexplainedwithMichel's integral for wave resistance coefficient, the resistance coefficient (Rx) or (Cr)beingproportionaltothevessel'swetareaAw(ϑ)asafunctionofwavelength(λ),phaseangle(k) and wave incident angle (θ) with the hull (Taylor, 1979; Lewis, 1988; Bassler, 2007;Khramushin, 2012).[64], [65], [66], [67] Themoment arm of the bow's thrusting and compressingforce as the sonar domemakes contactwith thewater, being determined from the forwardlocationofthefirstsupportingwave.Thiscantileveringdistancebeingcloseto150'ft(46m),extendingtothevessel'saftbridgewingframe.(Fig.xx,upper center)Still framevideo imagesshowingthesubmergingoftheLatouche-Tréville'sbowandhull,fromthemomenttheship'skeel makes first contact with the surface of the water (Marine Nationale, 2012; adapted,McGraw, 2013).[68] The vessel's topside section of the flared bow or prow, displacing a nonlinear and increasing rate ofwater volume as a function of submerged depth. The forwardsectionoftheflaredprow,inparticulartheportionforwardofthehull'swaterline,inadditiontoretardingthedepthtowhichthebownosedivesintothewater,simultaneouslyincreasingtheamountofbuoyantforceasthevolumeofdisplacedwaterisreplacedbythebow.(Fig.xx,lower center) Video still frames of the entire bow, to include the foredeck, of the Latouche-Trévillebelowthesurfaceofthewater.Thevesselbeingfashionwithaflaringprow,reducingthe vertical velocity of the bow as it enters the water in addition to providing increasedbuoyancy, thus inhibiting thepitchingvessel fromsubmergingexcessively.The~1m(~3' ft)tall lifeline railing directly above the bow's most forward point and bull nose, beginning tosurfaceinthelastframeatright(MarineNationale,2012;adapted,McGraw,2013).[69](Fig.xx,lower) Profile photo of the French Marine Nationale, F-70, Georges Leygues class, anti-submarine Fregate, Latouche-Tréville D 646, seen here at Greenock, UK in preparation forOperationJointWarrior(ShipSpotting,2012).[70]

Unlikeothersurfacewarfarevessels intheUSNavy(seeFig.xx), thesternsectionof theDDG1000tumblehomehull,beginningitstrailingkeeltapertowardsthefantailfromjustpastamidships,resultinginalargereduceddraft.Themajorityofthisdraftreductioncompletebytheendofthekeelfin(seeFig.9).

TheshallowdraftcrosssectionoftheDDG1000hullfromjustpastthedeckhouse,reducingthenetvacuumrestoringforceforthesternastheshippliesovertheleadingedgeofalargewavecrest,followedinkindwiththebowpitchingdownwards in an accelerating manner (see Fig. xx). The lost of this countering force, and partially responsible forregulatingtheamountofcantileveringexperiencedbythehullinadditiontowherealongawavecresttheship'spitchbecomesnegative.

(Figs.12,13)YawmotionofFrenchFregate(officiallydestroyerclass)Latouche-TrévilleD646insea state [7] conditions. This traditional hull type displaying yaw induced lateral forcesproducedbytheship'ssonardome.[73]

Thesequenceofstillframevideoimagesattop(Fig.12,upper)showsyawmotioninthehullofthe F-70, Georges Leygues class, 4920 DW ton, 139 m (456' ft) French Fregate (officiallydestroyer class) Latouche-Tréville D 646 (Marine Nationale, 2012; adapted, McGraw, 2013),(translationsandorrotationaboutazimuthalplanefrombowtostern)[25]asaresultoflateralforcesupontheforwardbowsectiongeneratedbytheship'ssonardome.Thisforcebeingthedirect result of the pitching hull,moving the ship's bow and sonar dome rapidly about theverticalplaneas theyplunge inandoutof thewater.The lateral forcesand totalhorizontaltranslationdistancetraveledbythebowhencetotalextentofyaw,dampingwithdepth.Thelateral resistive forces produced by the submerging flared hurricane bow, and bilaterallysymmetricandcoincidentalongthevesselsverticallongitudinalcenterplane,providingsomelistingandyawingstabilizationtotheforwardsectionof thevessel,withthemaximumprowflar expanding just past the vessel's bull nose and longest effective moment arm. Theestimated steady state, sea condition being [7] with periods of sea state [8], the maximummeasurablewavebeing~36' feet (11m)crest to trough.Thesecondsequenceofstill framevideoimagesbeneath(Fig.13,lower)showingthesamevessel...Thevideo(Vid.xx,11.5MB,mp4)fromwhichthestillframeswerecollected(MarineNationale,2012)canbeseenbelow.[74]

Intheory,suchshiphandlingcharacteristic,resultingintheDDG1000,andconcurrentwithwhatcanbeviewedfromtheONRtanktest(seeVid.x)withthevesselexposingherscrews,resultingintheship'sbowtosubmergedeeperbelowthesurfaceofthewaterinhighseaconditions,thehullrotatingsooner,thevessel'sbowplacedclosertothecenterofthewavetrough.

SeaStatesandHeights,m(ft)(xxxx,xxxx)[76]

0 01 0.0-0.1(0.0'-0.3')2 0.1-0.5(0.3'-1.6')3 0.5-1.25(1.6'-4.1')4 1.25-2.5(4.1'-8.2')5 2.5-4.0(8.2'-13.1')6 4-6(13.1'-19.7')7 6-9(19.7'-29.5')8 9-14(29.5'-45.9')9 14-20*(45.9'-65.6')10* 20-28(65.6'-91.9')11* >28(>91.9')

(*)ProposedSeaStateScaleModifications

(Fig.xx,left)Contrastenhancedstillframevideoimagedemonstratinghowtheseawaveheight,thus sea state range of [7 - 8] was determined for the underway scenes of the Latouche-TrévilleD646(MarineNationale,2012;adapted,McGraw,2013).[77]Thereferenceobjectusedtoverticallyscaletheareaofinterestbeingtheship's39.4m(~129.2'ft)antennamast(greenline) (xxxx, 2012),[78] asmeasured from the vessel's waterline. The largestwavemeasurablefromthevideoinwhichtheshipisplacedin,being~36.0'ft(~11.0m)inheight(redline),withthe largest wave crest in the same video frame though not valid for determining sea stateconditions, not having a visible local trough for reference, measuring ~48.2' ft (~14.7 m)(yellowline)relativetothevessel'slocaltrough,withanestimatederrorof+/-10"inches(25cm).(Tbl.1,right)Tableofseastateconditions(leftcolumn)comparedtotheirrespectivewaveheights (right column). This author proposing that the current sea state condition range isincreasedby twoseastate levels.Extending the topend,heightdefinedwaveprofile rangefrom[0-8]withseastate[9]beinganontopendundefined>14mtoadefinedwaveprofilerangeofseastates[0-10]withseastate[11]accommodatingnonheightlimitdefinedwavesinexcessof28m(>92'ft).

(Vid.xx,13.8MBmp4)VideooftheF-70GeorgesLeyguesclassFrenchFregateLatouche-TrévilleD646whileunderway in theNorthAtlanticOcean (MarineNationale,2012),[80] the estimatedseastateconditionbeing[7-8].Thisexcellentvideoproductionclearlypresentingduringtimes[01':06"-01':12"],[01':18"-01':20"],and[02':12"-02':14"]thepronouncedvibratingeffectsupontheship'sflaredhullandbowdesignasthefullybreachedandexposedsonardome,locatedatthemostforwardsectionofthehull,thevesselstillacceleratingduetoreducedsurfaceareainducedhullfrictionwiththewater,penetratesthewaves,rapidlydecelerating.Themeasuredmomentarmforthiswaterreentryforcebeing~150'(~45.7m)astheshippitchesforwardinaporpoising likemanner.Thesubmergedportionof thehull's stern,as thebowof thevesseldrops inelevation,resulting inaslightvacuuminducedrestoringforce, thuspreventingtheship'sbowfromexperiencethefullkineticenergyassociatedwiththerotatingmomentarmofthehull'sforwardsection.

[81] [82]

[83] [84]

Atleft(Fig.12,upperleft)isaphotooftheforwardbowsectionoftheUSSZumwalt,DDG1000...(Cavas,andDefenseNews,2013).[85]Mostobviousinthisphotoisthestructuralomissionofaflared, outward sloping, topside prow or hurricane bow and submergence inhibitor. As atertiary concern, as the bow of the DDG 1000 tends to shove water up on to the vesselsforedeck,amcurioustoknowifsuchacuteandinwardslopingprowdesignwillbemoreorlesspronetoaccumulatingice.ThecurrenttumblehomehullhavingmesuspectthattheDDG1000willaccumulatemoreicethanthattypicallyexperiencedbyaflaredhullbow.Theforwardhullstructure,havinganangledthoughstilluprightsurfaceforicetobondandstartaccumulating,iceona flaredhullbowvesselhaving tobe secured inan invertedandhangingorientation,thusraisingtheprobabilitythatthetumblehomehullmaygainiceweightinamostundesirableand forward location of the hull adversely effecting ship handling, the vessel turning noseheavy. A location of the vessel, should ice start forming, not easily addressed if not nearlyimpossiblewhileunderway tomitigateusing the typicalmechanicalmeansutilizedby theUSNavytoday,myselfhavingremovedicefromaUSNavyvesseloncebeforewhileunderwayintheSeaofJapanwiththestandardsuppliedicepickandhammer.(Fig.xx,upperright)HeadonphotooftheforwardbowsectionoftheleadshipUSSArleighBurke,DDG51(USNavy,2005).[86]Notethe large flaringhurricanebowandnotpresentontheDDG1000. (Fig.xx, lower left)HeadonbowshotphotooftheunderwayTiconderogaclasscruiser,USSMobileBay(CG53)(xxxx,xxxx)ThisvesselhavingthemostflaredhurricanebowofanyUSNavycombatantvessel.(Vid.x,696KBwmv,lower right) isavideoofapitchandheavetanktestusingamodelofastandardhullvesselwith hurricane bowUSS Zumwalt, DDG 1000, void of a hurricane bow,more prone topitching into the water, as the forward portion of the ship hull, occupying less volume,displacinglesswater.Hence,producing...(...,2007).[32]

[88] [89]

(Fig.xx,left)ComputerwireframesimulationoftheDDG1000tumblehomehullbroachingtotheportsidewhileattemptingtoperformahardtostarboardmaneuver(ONR,andCFDShip-IOWA,2011).[90] From examining the lone nature of the vessel's wake can deduce that the thisbroachingeventoccursinclaimwaterconditionsofseastate[0].(Vid.3,667KB,wmv,right)Videoshowing the bottom view perspective of the ONR tumblehome hull, USS Zumwalt DDG 1000during broaching. The vessel near the end of the broaching event experiencingpure-loss ofstability resulting incapsizingof theshipto theport (left)side(xxxx,2007).[91]Thesimulatedseaconditionsusedforthetest,andeasilydeterminablebyscalingthestarboard(right)bowwakerelativetothedestroyer'shullwidth,operating innearstillseas,seastate[0],or idealenvironment.

Thetumblehomehullinthevideo,experiencingseaconditionsfromwhichthevesselshouldbeleast vulnerable or susceptible to broaching and or capsizing. The DDG 1000 design, percomputermodelingofcapsizerisk(seeFig.15)inrealworldcircumstances,inclinetobemorevulnerabletosuchcompletesystemsrequirementsfailureofthevessel,compoundedwiththetragic potential of the loss of all hands. Furthermore, the tumblehome's susceptibility tobroachingshouldbeaccentuatedwhile inhigh seaconditionsorwhileperformingahard toport or starboard maneuver at flank speed in rough choppy seas, windy conditions, whileexperiencing intervention maneuvers performed by another vessel(s), and perhaps in somerarecircumstances,whiletraversingthewakeofafastmovinglargervesselsuchasanaircraftcarrier.

HullcomparisonbetweentheArleighBurkeclassDDG51FlightIIA,andZumwaltclassDDG1000

[92],[93],[94],[95],[96],[97],[98]

(Fig.13,above)Scaleddrawingscomparing theUSSZumwaltDDG1000(topright)[99]with theArleigh Burke DDG Flights I, II, IIA (US Navy 2005; adapted, McGraw, 2013)[100] and F-70Latouche-Tréville D 646 (xxxx, xxxx; xxxx, xxxx; adapted,McGraw, 2013)(left column)[101], [102]alongwiththeUSSNevadaBB36(centerright)(Raven,andFriedman,1986;Walkowiak,xxxx;adapted Lipiecki, 2007; adapted,McGraw, 2013)[103] andUSS TiconderogaCG 47 (xxxx, xxxx;adapted,McGraw,2013).[104]TheUSSNevadameeting theclassicdefinitionofa tumblehomehull,withthewidthofthevesselatthegunwale lip(weatherdeck)beingmorenarrowthanthewidthofthevesselatthebeam(waterline)presentingaconvexcurvatureontheexteriortopsides (xxxx, xxxx).[105] The hull's converging topside acute angles resulting in a naturallyforming,rearwardpointing,taperedbowontheUSSZumwalt,andsimilartothatseenontheUSSNevada.Thisbowmorphology,andfrequentlyunderstoodasavisiblecharacteristicofatumblehomehull,isinfact,anonabsolutedefiningelementofthedesign,therebeingothervesselswith inward sloping rearward taperedbows suchas that seenon theGreek triremegalleys (Fig.xx,below left) used during the PeloponnesianWar (406 - 404 BCE)(xxxx, xxxx)[106],fittedwithaflamlike,outwardslopingtopsideshullforthemajorityofthevessel'slength(Fig.xx,belowright).

[107] [108]

[109] [110]

[111] [112]

(Fig.xx,upperleft)Sternviewofthenewlyfloatedandslightlylistingtoport,USSZumwaltDDG1000(Bukaty,andAP,2013).[113](Fig.xx,upperright)SternviewofArleighBurkeclassdestroyerFlightI(51-71),USSGonzalezDDG66(USNavy,2005).[114]ThissternviewscaledtomatchthephotooftheUSSZumwaltat left.TheArlieghBurkeclassvesselhavingaflaredhull,placingtheship'sgirdle (vessel'swidestwidth irrespectiveofwaterlinewidthorvesselbeam)abovethe waterline near the top of the freeboard where as the girdle and beam location on theZumwaltclassvesselbeingatthesameheightbeinglocatednearthebaseofthefreeboard.Fig. 16, lower left) Aft perspective, and exterior hull comparisons diagram of the DDG 1000,Zumwalt class verse the DDG 51 Flight IIA, Arleigh Burke class (Indian Defense Forum, Nov2011)[115]withwallsided upper hull (Ellis, 1997).[116]Note the very different freeboard angles(orangelines)atthesternofthetwovessels,andextendingalongthehullwaterlinetobeyondthehangerbayof theZumwalt (acute), andArleighBurke (obtuse) shapedhulls. Theacute,inward sloping angle of the freeboard on the Zumwalt class vessel, perhaps leading toadditionalwatertobedispersedupontheflightdeckwhileperforminghardturnsandduringroughseaconditions.TheflaringnatureofthefreeboardontheArlieghBurkeclassprovidingaselfrightingpropertytothehull,helpingtomitigatetheonsetofparametricoscillationofthehull. (Fig.xx, lower right) Photo of the 1,000 ton steel based (Huntington Ingalls, andDefenseNews,2012),[117]balsawoodandsyntheticcompoundcompositedeckhousesuperstructurefortheUSSZumwalt,DDG1000 (xxxx,2012)[118] Theexternaldimensionsof ....[119] TheUSNavalSeaSystemsCommand(NAVSEA)decidinginAugust2013toproducethethirdZumwaltclassdeckhouseforDDG1002,theUSSLyndonB.Johnsonfromallsteelasapposetobeingasteelandcompositeblend.Theneedfor integratingcompositematerials forweightreduction,perNAVSEAbeingalleviatedwiththeremovalofmassfromotherareasofthesuperstructure,thuspermittingtheuseofallsteelforthisportionofthevessel(LaGrone,2013).[120]

HullcomparisonbetweenONRFLTopsideSeriesandONRTHTumblehomeZumwaltClassDDG1000

(Fig.xx,upper)Graph comparing the "restoring" or "rightingmoment" (GZx) of a topside seriesONRflarehull(left)tothatofanONRtumblehomehull(right)relativetolistingangle(φ)aboutthecenterofbuoyancy(KZ),bothhullsbeingidenticalbelowthewaterline(lightblueline),thecenter of gravity (KG) being equal to 7.5 m (24.6' ft)(Belenky and Bassler, 2010; adapted,McGraw,2013).[123] The rightingmoment (GZx) displacement being greater for the flare hull(blue curve) having nearly 2.5x times more resorting moment at ~41o degrees than thetumblehome hull and over 3x times the restoringmoment at the curve'smaximum value of~59odegrees.Inaddition,theONRflarehullpossessesgreaterangularrestoringrangepriortoexperiencingpurelossofstabilitywithavalueof~109odegrees,bestingthevalueof~93odegreesforthetumblehomehull(redcurve).Theamplitudeofthegraphsreducingforbothhulltypes,thepeakvalueofeachcurvetranslatingtotheleftandtrailingofffasteratrightassea state conditions increase. At the angular moment the tumblehome hull has reachedtechnicalcapsize,(∆)havingzeroresortingmoment(GZx)remaining,theflarehullforthesameamount of listing, (φKZ) retainingmore (GZx) than the tumblehome hull had at itsmax (GZx)value.Overall,the(GZx)vs.(φKZ)graphindicatingthatatumblehomehullshouldsuccumbtopure lossofstabilityor technicalcapsize,prior toa flarehulledvesselofsimilarproportion.(Fig.15,lower)SectionviewsofONRFLflarehull(left)andONRTHtumblehomehull(right)withrespectivepolarplotrepresentingcapsizerisk(Peters,Campbell,Belknap,andMcCue,2007).[124]

BasicVesselSeamanshipandShipHandling

InadditiontoHeadSeas,thereare3criticalwavetovesselorientationsi)BeamSeas,ii)Quartering(oblique)[125]Seas,iii)Following(stern)Seas...[126]....

[127] [128] [129]

(Figs.17-19)Wavetovesselorientation(TransportCanada,2003)

The illustration at left (Fig. 15) represents beam seas.[130] The illustration at center (Fig. 16)representsquartering(oblique)seas.[131]Theillustrationatright(Fig.17)representsfollowing(stern)seas.[132]

Percommon teaching, thereare3primarymeans,other thanstructural failureof thehull, thata shipcan invertorcapsize.ThefirstbeingasuddenandPure-lossofStabilitycausedbyanonrepetitivemotionofthehull,resulting incapsize.Sucheventstypicallyoccurringnearthevicinityofawavecrestandregionwithnegativereversionandrollrestorationinitiatedbyinsufficientforwardmotionrelativethesurroundingwaterasthevesselattemptstotransitthewave.

[133] [134]

Atleft(Fig.13)isaplotrepresentingthetransformationofshipsforwardmotionfromcresttotrough....[135]Thegraphatright(Fig.23) indicatessomeofthetypicalconditionsinwhichavesselmayexperiencebroaching,...[136].

The second means of capsizing being caused by Parametric Instability. This being the product of progressivelyincreasingrollsofthevesselhullfromporttostarboard(left-right)asresultofbasicmechanicalpropertiesinherentto thevessel, suchasmomentumand inertia.Thisbeingamorecommonconcern for vesselsoperatingwithahighcenterofgravityandlowcenterofbuoyancy,suchastheUSSZumwalt,DDG1000.

The last commonmeans of vessel capsizing being the product ofBroaching. In simple term, the lost of directionalcontrol fromanotherwisecontrolledvessel followedbyaneven largerandunintendedrotationabout theazimuthalplane.Theinherentmechanicalloadsuponthevessel,asitheelsinaturn,leadingtocapsizingpostthecriticalanglefor the given conditions. This event occurringmore frequently with the vessel's amidships situated near the wavetrough,thevesselbeinglessthanonewaveinlength.Aslightlyquartering(oblique)sea,withwavesmovinginwardstowardsthesternofvesselwithashallowangelrelativetothelongitudinalaxisofthevesselcompoundingtheeffectofcapsizing.[137]

Theactofbroachingbya shipbeingvery similar toanautomobile sliding ina fishtailingmanneras itmakeahighspeedtightturn,reachingapointwherethedriverisnolongerincontrollerastowhichdirectiontheautomobileisheading, eventually flipping the vehicle over at some point about the arcing path, away from the central point ofrevolution.Aslightwindfromtherearofthevehicle,lowingtheflippingthreshhold.

Attemptingtomatchship'svelocitywithwavefrequencytohelpalleviatepitchingofthehull,andhandlingoptionnottypicallyavailabletoanengagingwarship....[138]Alteringship'svelocitywithwavetimingtoreduceparametricrollingofthehull....[139]

[140] [141]

(Figs.20-21)VesselMotioninHighSeas

Thestillvideoframeatleft(Fig.20)showsafrieghterexperiencingpitchinginhighseas...[63].ThestillvideoframeatrightFig.21)showsacruiseshipexperiencingparametricrollsinhighseas....[142]

(Vid.4,10.4MB,wmv,)Thevideoaboveshowsa....tanktesthullmodelundergoingparametricoscillation...(Romu,20xx).[66]

[144] [145]

(Vid. 5, 5.38 MB wmv, left) The video at right shows the effects of frequency detuning ofparametricoscillationbyallertingshipvelocity..(xxxx,xxxx).[146].(Vid.6,2.78MBwmv,right)Thevideo at right shows a cruise ship in high seas experiencing parametric oscillation ...(xxxx,xxxx).[147]

Preventingthevesselfrombroaching...[148]Thedrivingeffectstobroachingbeingtwofold...[149]....

PerformancePredictionsforDDG1000TumblehomeHull

(Figs. 24, 25) Coordinate reference frame diagram and variables along with varibles andsimplifiedgeneralequationsrepresentingthesumoftheforcesandlinearmomentofinertiaactingonakayakhullrepresentingtheDDG1000TumblehomeHull[152].

Upperis...[153].

Loweris...[154].

Completenonlinear(horizontal)equationsofmotions(Fig.26)forkayakhullrepresentingtheDDG1000hull...

(Fig.27,upper)Forceequationsforfluidinertia...[158].

(Fig.27,lower)Thefollowingsetofequations...[159].

Atrightis...[160].

(Figs.29,30)Equationsfornon-linearaxial(upper)andcrossflow(lower)dragcoefficients[163].

Attopis...[164].

Atbottomis...[165].

Physical,ShiptoShip,MovementIntervention

Shipsmovement,inparticular,theconceptofFreeorInnocentPassage[166]....

[167] [168]

(Figs.31,32)Photosofshiptoshipcontactinanefforttopreventshipsmovement.Thenavalactofshiptoshipcontactbeingfairlycommon(Rolph,1992:Pedrozo,2012).[169],[170]

AtleftisaphotooftheUSNavyTiconderogaclasscruiserUSSYorktown(CG48)exercisingtheinternational 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 SRNBezzavetny(FFG811),12February1988(Hurst,1988).[171],[172]

At right is a photo (Morita, 2012) taken on 15 August 2012 of two Japanese Coast Guardvessels (Taylor,2012)[173] of theRaizanPatrolShipclass,or the formerBizanClass (renamedBanna)(Wertheim,2007),[174]JCGMuzukiPS11andJCGNobaruPS16[175]collidingintheEastChina Sea near Uotsuri Island in the Senkaku Islands Chain (Japan)(Diaoyu, PRC)(Tiaoyutai,ROC)(Taylor,2012)[176]inanattempttoinhibitmovementbyafishingvesselfromHongKong(Brown,2012).[177]TheoutwardslopingprowofbothoftheJapanesevesselspermittingforthecoordinated apprehending via compression capturing of the vessel of interest. An inwardslopingprow,suchasthatintegratedtotheUSSZumwalt,beyondsimplyblockingthepathofavessel,makingcoordinatedcapturemaneuverswithanothervesselextremelychallengingifatallpossibletoperform.

TheinvertedshapeoftheTumblehomehullperhapsstronglylimitingtheopportunityforshipsmovementintendedtoinhibittheforwardprogressortheforcedvectoringofasecondaryvessel.Uponcontact,thefarforwardportionoftheTumblehomehull,fromshape,beingsubmergeduponimpact,henceslowedinforwardmotion.(Fig.22)

(Fig.33)Shipprofile(elevation)diagramcompairingtheUSSTiconderogaCG47classrelativetotheUSSZumwaltDDG1000class.[179]

Theleadingportionofthesonardome,asthefurthestextendingportionofthevessel'shull,beinghighlyvulnerabletodamageofanonatseaserviceablenature,severelydisablingthevessel'scapacitytoperformanti-submarinewarfaremissionpostcollision.TheTumblehomevessel,morethanlikelysufferedacousticblindingwiththelossoftheprinciplesonartransducer.

Suchastheincidentoccuringon12February1988,theUSNavyexercisingRightofFree(Innocent)Passage,theUSSYorktown(CG48) transiting in theBlackSeanearSebastopol,beinghitbytheRussian frigateSRNBezzavetny(FFG811).TheSRNBezzavetnyattemptingtoinhibit,withhulltohullcontact,shipsmovemnentbytheUSSYorktown.Belowarevideo1andvideo2oftheincidentrecordedfromtheUSSYorktown,takenby....(USNavy).[180]

[181] [182]

(Vid.7,14.5MBwmv,left)RecordedfromtheportsideofthebridgeontheUSSYorktownCG48,PartIoftheshiptoshipconfrontationbetweentheUSandRussianNavies(USNavy,xxxx)[183]that occurred .... The US Navy exercising in international territory the internationallyrecognizedmaritime right of "Free (Innocent) Passage" by theUSS Yorktown (CG 48) in theBlack Sea near Sebastopol, colliding with the movement inhibiting Russian frigate SRNBezzavetny(FFG811)(xxxx,xxxx).[184](Vid.8,13.4MBwmv,right)PartIIoftheUSSYorktown(CG48),BlackSea freepassage incident (USNavy, xxxx).[185] The staticnoise seenon the videosbeingproducedbythevariousradiatingRFsystemsonboardthetwoships,thecrewmanontheUSSYorktownheardmentioningtheAN/SPS49airsearchradaraspossiblycorruptingthequalityoftherecording.

AncillaryDiscussion-USSZumwalt,DDG1000NavalGunSystem

TheProcessofDeployingofthedeckgunbarrel,ontheUSSZumwalt,unliketraditionalshipbornegunsystemsforthepast100years,...[113]....

[186] [187]

(Fig.xx,left)Photoof theArleighBurkeclassUSWinstonChurchill (DDG81)exercisingher5inchMK45Mod4Gun,controlledbytheMK160GunComputerSystem(GCS),(USNavy,2004).[188](Fig.xx,right)Photo(Cavas,2013)ofthetwo155mmAGS(6" inch)deckgunsontheUSSZumwalt.[189] The aft gun closest the deckhouse superstructure having its full gun barrelforwardshroudonthegunmounthousinginstalled.Notehowthegunbarrel,andvisibleofthe forwardgunmount, is not coincidentwith the longitudinal centerline of thegunmounthousing,fashionedinanasymmetricmanner,andratheruniquefortheUSNavy.[190]

...(xxxx,xxxx)[xxx]....

Inclosingandindependentofthisdiscussionalongwithsharedconcernspertainingtopossibleseaworthinessissuessurrounding theuseofa tumblehomehull for theUSNavy,DDG1000USSZumwalt,havingbeen launchedwith thevesselbeingfittedforservice,wishtheshipandhercrewallthebest,safelyreturningaftereachdeployment.

[x]...,et.al.,...,...,...,retrieved02Nov2012;http://www.xxx.

[1,2]VideostillframesofUSSZumwaltDDG1000TumblehomeHullmodeltest,DefenseNews,ChrisCavas,Fall2006.

[2a]PredicationofPerformanceandManeuveringDynamicsforMarineVehiclesAppliedtoDDG-1000,Louis-PhilippeM.Menardet.al.,(MassachusettsInstituteofTechnology),MasterofScienceinNavalArchitectureandMarineEngineeringandMasterofScienceinMechanicalEngineering,04June2010,MassachusettsInstituteofTechnology,CambridgeMassachusetts,retrieved04Nov2012,(6.55MBpdf);http://dspace.mit.edu/bitstream/handle/1721.1/61913/707091168.pdf?sequence=1.

[3]NavyCG(X)CruiserProgram:Background,OversightIssues,andOptionsforCongress,20Nov2009,RonaldO'Rourke,et.al.,(SpecialistinNavalAffairs),CongressionalResearchService,7-5700,RL34179,pg.18,retrieved30May2012,(358KBpdf);http://www.policyarchive.org/handle/10207/bitstreams/19963_Previous_Version_2009-11-20.pdf.

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[aa1]VesselInstabilities,MarceloA.SantosNeveset.al.(LabOceano�COPPE/UFRJ),EngenhariaNavaleOceanica,Congregaoscursosdep�s-gradua��oemengenharia,UniversidadeFederaldoRiodeJaneiro,07Feb2010,retrieved11Nov2012;www.pasi.aoe.vt.edu/presentations/neves.pdf.

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[36]FreedomofNavigationandtheBlackSeaBumpingIncident:HowInnocentMustInnocentPassageBe?,LieutenantCommanderJohnW.Rolphet.al.,(JudgeAdvocateGeneral'sCorps,UnitedStatesNavy),MilitaryLawReview,Winter1992,Volume135,pgs.137-165,Charlottesville,Virgina,Dep`tofArmyPamphlet27-100-135,retrieved02Nov2012;http://iilj.org/courses/documents/W.E.Butler.InnocentPassageandthe1982Convention.pdf.

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