DI-004_REV_4_DESIGN_SUMMARY_REPORT.pdf

NPS RANGER IV

Preliminary/Contract Design

Contract No.: 6913G623P800007

DI-004

Revision (4)

DESIGN SUMMARY REPORT

Date: 8/12/2025

The Government is granted unlimited rights unless distributed to recipient directly by the U.S. Government. This document is proprietary to TAI Engineers, LLC. It contains information which is proprietary to and the intellectual property of TAI Engineers, LLC. and/or its subcontractors.

This information is furnished with the express understanding that the recipients recognize the proprietary nature of this information and will not copy or alter it in any manner, nor transfer it, use it for manufacture, sell it, or use it in any way to the detriment of TAI Engineers, LLC. without the express written consent of this Firm. The recipient further agrees not to disclose the information herein to any other party except for the purpose for which Loch Harbour Group is providing this to the U.S. Government.

DISTRIBUTION Statement C: Distribution authorized to the U.S. Government agencies and their Contractors. Other request for this document shall be referred to Volpe National Transportation Center.

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REVISION DESCRIPTION DATE AUTHOR

(-) Initial issued for review 06/26/2024 TAI 1 Updated to address Volpe

Comments

07/11/2024 TAI

2 Updated to address Volpe Comments

08/13/2024 TAI

3 Updated to address Volpe Comments

08/26/2024 TAI

4 Updated to accommodate final design changes and correct errors

08/12/2025 VOLPE

REVISION TABLE

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NPS RANGER IV

REVISION TABLE

TABLE OF CONTENTS

LIST OF FIGURES

LIST OF TABLES

ABBREVATIONS

1. EXECUTIVE SUMMARY

1.1. PRINCIPAL CHARACTERISTICS

1.2. HULL FORM

1.3. ARRANGEMENTS

1.4. STRUCTURE

1.5. CONTRACT DESIGN WEIGHT ESTIMATE (CDWE)

1.6. INTACT AND DAMAGE STABILITY REPORT

1.7. PROPULSION SYSTEM

1.8. SPEED AND POWERING

1.9. MANEUVERING

1.10. SEAKEEPING

1.11. AUXILIARY SYSTEMS REPORT

1.12. POLLUTION CONTROL SYSTEMS

1.13. ELECTRICAL POWER LOAD ANALYSIS

1.14. AIRBORNE NOISE REPORT

1.15. VIBRATION ANALYSIS

1.16. AUTOMATION CONTROL AND MONITORING SYSTEMS

1.17. CONCLUSION

2. DATA ITEMS LIST WITH FINAL REVISIONS IDENTIFIED

TABLE OF CONTENTS

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Figure 1 RANGER IV Design Rendering Figure 2 Top view of the wave pattern Figure 3: Profile View Pressure Coefficient Figure 4: Plan View Pressure Coefficient Figure 5 Final Hull Form Figure 6: Breakdown of Weight Across Systems Figure 7 Margin Line Definition Figure 8: Limiting KG Curve Figure 9: Brake Power (HP) vs. Ship Speed Figure 10: Zig-Zag Maneuvering Performance Figure 11: Airborne Noise Level Results

LIST OF FIGURES

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Table 1: Ranger IV Particulars Table 2 Berthing, Accommodation, Working decks, labs and storerooms Spaces Table 3 Summary of Contract Design Weight Estimate (CDWE) Table 4 RANGER IV Propulsion System Table 5 Total Installed Power Margin Table 6 Resistance Interpolation for Full Load (Draft: 9.0 ft) from Model Tests Table 7 Maneuvering Parameters Table 8: Empirical Turning Circle Test Results Table 9: Stopping Capability Table 10 Lake Superior Wave Characters per NOAA Buoy 45006, 45001, & 45180 Table 11: OPI Sea State 3 Table 12: OPI Sea State 4 Table 13: OPI Sea State 5 Table 14: OPI Sea State 6 Table 15: OPI Sea State 7 Table 16 Summary of Genset loading in winter ambient condition Table 17 Summary of Genset loading in summer ambient condition Table 18 Summary of Genset loading in temperate condition

LIST OF TABLES

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3D THREE DIMENSIONAL

ABL ABOVE BASELINE

ABS AMERICAN BUREAU OF SHIPPING

B BEAM

BHP BRAKE HORSEPOWER

BL BASE LINE

CDWE CONTRACT DESIGN WEIGHT ESTIMATE

CFD COMPUTATIONAL FLUID DYNAMICS

CFR CODE OF FEDERAL REGULATIONS

CG CENTER OF GRAVITY

CL CENTERE LINE

CTO CENTRUM TECHNIKI OKRETOWEJ S.A.

D DEPTH

DD&C DETAIL DESIGN AND CONSTRUCTION

DI DATA ITEM

DP DYNAMIC POSITIONING

DR DESIGN REVIEW

ECR ENGINE CONTROL ROOM

ECS ELECTRONIC CONTROL SYSTEM

eKW ELECTRIC KILOWATT eMW ELECTRIC MEGAWATT

EOL ELECTRIC ONE LINE

EPLA ELECTRIC PLANT LOAD ANALYISS

ESS ENGERGY STORAGE SYSTEM

GAL GALLON

HP HORSE POWER

HVAC HEATING VENTILATION AND AIR CONDITIONING

ISRO ISLE ROYALE NATIONAL PARK

L LENGTH

LBP LENGTH BETWEEN PERPENDICULARS

LCG LONGITUDINAL CENTER OF GRAVITY

LHG LOCH HARBOUR GROUP

LOA LENGTH OVERALL

LT LONG TON

MCR MAXIMUM CONTINOUS RATING

MEL MASTER EQUIPMENT LIST

NPS NATIONAL PARK SERVICE

PTI POWER TAKE IN

PTO POWER TAKE OFF

RMS ROOT MEAN SQUARE

ABBREVATIONS

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RPM REVOLUTIONS PER MINUTE

SLA SERVICE LIFE ALLOWANCE

SNAME SOCIETY OF NAVAL ARCHITECTURE AND MARINE ENGINEERS

SOW STATEMENT OF WORK

SQ. FT. SQUARE FEET

SWBS SHIP WORK BREAKDOWN STRUCTURE

T/S TOILET/SHOWERS

TAI TAI ENGINEERS, LLC.

TCG TRANSVERSE CENTER OF GRAVITY

VCG VERTICAL CENTER OF GRAVITY

VOLPE VOLPE NATIONAL TRANSPORTATION SYSTEM CENTER

WH WORK HORSE

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1. EXECUTIVE SUMMARY

The Loch Harbour Group (LHG) team has developed this report to demonstrate the readiness to proceed into the contract design phase of the RANGER IV in accordance with the requirements of the contract based on the needs of Isle Royale National Park (ISRO).

The vessel is designed for unrestricted service under the 2024 ABS Marine Vessel Rules with the following notations: A1, Passenger Vessel, Great Lakes Service, Ice Class IE, Circle E, AMS, HAB, and COMF. The ship is designed in accordance with 46 CFR, Subchapter H (Passenger Vessels) requirements for inspected vessels and shall comply with all applicable federal regulations.

The RANGER IV is an all-steel construction monohull, twin screw, controllable pitch propeller ship powered by a diesel power plant with a dual power take off (PTO)/power take in (PTI) reduction gear set up with an energy storage system for propulsion system redundancy, and permitting electric transit below 8 knots and battery charging at full power.

The RANGER IV vessel has been designed to provide a robust operating platform for performing a variety of ISRO missions. The design focuses on supporting mission requirements with large indoor cargo spaces, large aft working deck space, accommodations for 150 passengers, and an outfit of capable cargo handling equipment. RANGER IV is designed to operate from mid- April through mid-October servicing ISRO with 45 to 50 round trips. As such, this vessel will be a highly capable platform for conducting missions for the ISRO for the next 50+ years.

The RANGER IV dimensions are 182.5’ L x 36' B x 18' D with a design draft of 9 ft. The main deck is located at an elevation of 18’ above the baseline. The vessel is outfitted with three large passenger areas designed to transport visitors, staff, and family to/from ISRO. The vessel is equipped with a main crane capable of reaching the entire aft deck and extending 22’ over the side.

To support cargo transport operations, the RANGER IV has over 3,500 square feet of cargo space capable of transporting power boats, hand-loaded boats, passenger baggage, refrigerated/frozen foods, non-perishable foods, general cargo, construction materials, and trash. RANGER IV is designed with integrated diesel tanks in addition to external stowage with deck crane capacity to accommodate fuel transport containers supplying ISRO with diesel, propane, gasoline, and aviation gas; in support of varying ISRO missions. The vessel design includes auto tensioning winches forward and aft to maintain a constant distance from the pier during cargo operations.

The proposed power plant using twin diesel engines with PTO/PTI capable gears and power storage system fully complies with the Propulsion System requirements in the Basis of Design.

The proposed design utilizes an arrangement of twin 1500 hp diesel engines, reduction gears fitted with PTO/PTI electric motors rated for 315 eKW, controllable pitch propellers, and

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1.0 eMW of battery stored electrical power. The system provides the Park with a fully capable design that balances operational need with environmental and park aesthetic considerations. The system can deliver a fully electric powering solution up to 8 knots with the diesel engines providing the necessary power to meet a design speed of 14 knots. This provides an excellent combination to match the power required for top speed capacity in accordance with expected operational load demands for all mission scenarios with optimum operating efficiency of the electric plant. The system is fully automated with a power management system.

Economy of operation such as minimizing crew workload for ship and cargo systems, high fuel efficiency, and reducing life cycle costs are the key criteria included in developing the RANGER IV design. Propulsion, electrical, auxiliary systems, and equipment are selected and designed to maximize fuel economy in all modes of operation. The ship’s hull form, appendages, and propulsive devices are for the most part designed to enhance fuel efficiency, minimize sea state induced motion, and maximizing vessel maneuverability. An Isometric view of the rendered 3D model of the RANGER IV is shown in Figure 1.

Figure 1 RANGER IV Design Rendering

Novel Features of RANGER IV Design:

The Novel Features of RANGER IV Design are presented in Table 1 and also summarized below:

RANGER IV is provided with greater than 1,500 Sq ft. of open cargo space and approximately 10,800 cubic feet of interior cargo space.

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Cargo Capacity:

o Greater than 75 LT of deck cargo on the 1,400 sqft exterior cargo deck o Interior cargo deck with space for thirty-four cargo carts o Integrated cargo refrigerator with space for nine carts o Integrated cargo freezer with space for three carts o Minimum internal capacity for 15,000 gallons of diesel.

Passenger Capacity o 162 – Interior Seats o 234 – Surge Capacity

Speed:

o Sustained speed of 14 knots at 90.0% MCR

RANGER IV two generators each are sized to handle the entire hotel load increasing the reliability, redundancy and lower the maintenance.

Fuel and Life Cycle cost savings: Optimized engines along with an Energy Storage System (ESS) for slow speed travel. Advantages – Lower operational costs, provides significant lifetime maintenance and repair cost savings by cutting engine time at slow speed with the ESS. Reduced engine time at slow speed improves the passenger and crew working environment during mooring by minimizing noise and vibration, reducing wear and tear, being reliable and redundant.

Maneuvering and Track-lining capabilities: RANGER IV design with twin high lift rudders provides sufficient directional stability to meet maneuverability requirements while maximizing fuel economy. The ship can achieve a steady turning diameter of no more than 3 ship lengths in either direction at sustained speed, at full load condition and in calm water, without use of the bow thruster. The vessel is predicted to keep on track at all speeds and for all angles of incident from wind and waves.

RANGER IV design is equipped with twin high lift rudders for increased slow speed maneuverability and course keeping.

The following desired features are included in the LHG design:

o HVAC system design has been developed in accordance with SNAME T&R

Bulletin No. 4-16. Enhanced Automation will be provided.

o Minimum service life of 50 years.

o Black and Grey water capacities: Provided to collect and hold all blackwater and graywater generated within a 36-hour period, six-one-way voyages, with no overboard discharge of blackwater or graywater during this period.

Reliability, Redundancy and Maintainability- RANGER IV is provided with a quantity of two identical Main Gensets. Split bus provided further redundancies from a single point failure.

Excess Store Volumes and Additional Deck Areas are shown in Table 1.

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The following table discusses the principal characteristics of the RANGER IV.

Table 1: Ranger IV Particulars

Description

Hull Parameters

LOA 182’ – 6”

LWL 175’

LBP 162’

Beam 36’

Main Deck Abv BL 18’

Sustained Speed (at

90% MCR)

14 knots

Endurance 18 trips (refuel every 4 weeks)

Ice Classification

ABS Ice Class IE

Complement 7-13 persons

Passenger Seating 162 persons

Surge Passenger Capacity

234 persons

NPS Ship Rider Berths 5 Double Staterooms

Crew Berths 6 Crew, 3 Officer, and 1 Captain Stateroom

Lightship

Weight 627.77 LT

LCG (Aft of

FP) 84.45’

VCG (Abv

BL) 17.47’

TCG (+ve Stbd) 0.07’

Loading Conditions

Maximum Displacement 866.7 LT

Maximum Draft 9.29’

Minimum Displacement 722.9 LT

Minimum Draft 8.26’

Design Draft 9’

1.1. PRINCIPAL CHARACTERISTICS

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Physical Tank Volume @ 95%

Ballast Tanks 51,875 US GAL

Diesel Oil Cargo Tank

15,463 US GAL

Potable Water 3,639 US GAL

Fuel Tanks 7,277 US GAL

Day Fuel Tanks 2,899 US GAL

Def/Urea Tanks 1,023 US GAL

Lube Oil Tanks 544 US GAL

Sewage & Gray Water Tanks

2,729 US GAL

Sludge Oil Tank 284 US GAL

Used Oil Tank 284 US GAL

Oily Water Tank

426 US GAL

Structure

Frame Spacing 24 Inches

Material ABS Grade A

Structural Scantlings Draft

13’ Designed for ABS IE Ice Class

Upper Ice Waterline (at FP)

12’ ABL

Lower Ice Waterline (at FP)

8’ ABL

Electrical Power

Total Installed

350 eKW

Main Gensets

(2) EPATier III GENSETs

Emergency Gensets

(1) 110 eKW, EPA Tier III

Type of electric propulsion

(2) 315 eKW Motor to PTI on Reintjes LAF 675

Energy Storage System

Batteries for propulsion power during canal transit, 1 eMW-hr

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Maneuvering

Propulsion

(2) E PA Tier IV, CAT 3512E - 1502 BHP @ 1600 RPM, Reintjes LAF 675 w/ PTI/PTO, CPP Propeller

Bow Thruster(s) (1) Electric Tunnel Thruster

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The LHG team has completed the ship hull form and appendage design. The lines are faired and depict the entire hull. The LHG Team initially used the hull form of a highly successful and proven polar capable motor yacht designed by TAI and enhanced it to meet the requirements of this solicitation. This approach ensured that the implemented design changes are low risk and do not compromise the proven performance of the vessel. After applying this hull to the Ranger III Replacement application, LHG used CTO (Centrum Techniki Okretowej S.A.) to perform CFD with a non-linear potential flow analysis method to optimize the hull lines and validated the CFD results with model tests in CTO’s basin. In the hull form optimization process, three hull forms were generated and analyzed, these hull forms vary in wave making resistance and in complexity of construction. The selected optimized hull form is shown in Figure 5, based on the battery of CFD analytics and model testing this vessel hull form meets or exceeds maneuverability, stability, seakeeping, and speed criteria.

Figure 2 Top view of the wave pattern

1.2. HULL FORM

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Figure 3: Profile View Pressure Coefficient

LHG performed model tests at the CTO model basin and validated the CFD results. The resistance has increased slightly when compared to the MAXSurf analysis. However, LHG internal power margin has been partially consumed to offset the power requirements. LHG hull form is more efficient when compared to the parent craft in terms of resistance and this has been validated from the model test results. The LHG replacement vessel propulsion power requirement is less when compared to the parent craft.

The sustained speed achieved is 14 knots, which is more than the Ranger III. Reducing the required/installed power through optimization has a greater effect on lifecycle cost than any other design component. LHG

Figure 4: Plan View Pressure Coefficient

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1.3. ARRANGEMENTS

balanced these two parameters and developed an environmentally friendly hull form design with direct cost savings.

Figure 5 Final Hull Form

Lines, Offsets and Hull Appendage drawings developed by LHG are consistent with other data item submittals like sea keeping, stability, speed powering, endurance, and model tests.

The Ranger IV has been designed to support the ISRO operations. The arrangement is efficient and functional to perform missions like ferry passengers, transport supplies, and deliver fuel to Isle Royale.

The RANGER IV will permit park employees to ferry more passengers to the island, transport more and larger supplies to the island, and eliminate the dependency on a fuel barge to provide vital diesel to the island. ABS Habitability (HAB) and Comfort (COMF) specific criteria were applied in the design of crew compartments, spaces, work and control stations, and facilities. Passenger areas were designed with wide view ranges to maximize their park experience.

The design of human interfaces and proposed space and machinery arrangements for all working, machinery, and living areas support the requirements of the National Park Service contract, and the mission of the ship. The RANGER IV design space and machinery arrangements represent an overall optimal solution to meet the functional needs of the total ship and crew in the most efficient, affordable, and safe manner.

The vessel has many mission capabilities usually found with larger vessels but in a compact design therefore requiring a highly efficient layout. The Main Deck is designed to provide enhanced accessibility in accordance with the specifications provided by the government. Located on the Main Deck are the Main

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Cargo Deck, Interior Cargo Area, Refrigerated Cargo Area and Frozen Cargo Area as well as the Passenger Processing Area and Wheelchair Accessible Area.

The LHG design includes permanent berthing accommodations and toilet/showers (T/S) for 15 persons (10 crew and 5 ship riders) and lifesaving gear capacity for 249 surge persons. The 01 Level is enclosed to provide a lounge and theater style seating for 122 persons, a purser’s office for passenger questions, and two gender specific heads. The passenger area continues to the aft section of the 02 level providing lounge style seating for 38 persons, a shoreside preparation food service area, and a family head with a changing station.

The crew staterooms are split between the Second Deck and the 02 Deck Level. The Second Deck consists of staterooms and offices for six crew and two officers, along with the rooms for crew lounge, a meeting room, crew dining area, crew galley, and five ship rider staterooms. The 02 Deck Level includes a single stateroom/office combination for the chief engineer and the captain stateroom and office.

The Pilothouse is designed with enclosed, overhanging bridge wings, and sloped windows for increased over the side and over the stern visibility. The visibility from the bridge on the forward end is 27.8% of Ship Length (L). A separate Ship’s Office is included adjacent to the Pilothouse. The Pilothouse top (fly bridge area) provides an aft unobstructed area for passenger outdoor seating. The main mast located on the Pilothouse top is designed to provide an accessible platform for necessary communication and navigation equipment.

The Main Cargo Deck, Interior Cargo Area, Refrigerated Cargo Area, and Frozen Cargo Area are all adjacent resulting in optimal workflow between these spaces. These cargo areas are configured to allow efficient use of the space with open, rectangular floor plans, and multiple cargo lashing points on the deck bulkheads and overheads. This allows for reconfiguration of the spaces as needed. The Refrigerated and Frozen area is located within the interior cargo area. The entire main cargo deck area is clear of non-essential gear and obstructions. The roller doors provide direct access between each cargo area and from the pier to the Internal Cargo Area.

The galley, mess, meeting room, and lounge, are optimally located to enhance the functionality and workflow. A Lounge has been provided in the vicinity of the crew mess and galley. The location of the Engine Control Room (ECR) provides direct visibility to the engine room and steering gear room. The Workshop is in a location which provides direct access to the engine room. The Exhaust stack is designed and located to minimize the obstruction of the visibility from the pilot house and limit the stack profile.

Vertical alignment of auxiliary machinery spaces and toilet and shower facilities are provided to minimize piping, ducting, cabling, etc. The RANGER IV design completely isolates the cargo operations and passenger areas and offers the crew a route throughout the interior of the ship without coming in contact with passengers.

This system of passageways and openings also provides the capability for easy ship’s personnel/crew and stores movement in the interior and exterior portions of the ship. The vessel has interior access from bow to stern without the need for a person to walk outside the vessel. Accesses allow for both ingress and egress.

Normal access is provided using a network of stairs and passageways. All interior stairways, other than those within the machinery spaces, are designed to have minimum width of 36 inches. Passageways where lines will form have a minimum clear width of 54 inches. The angle of inclination with the horizontal of such stairways does not exceed 50 degrees. The vessel has been provided with at least two means of escape from all areas where the crew or passengers may be quartered or normally employed. Vertical ladders are

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 18 not provided as means of escape for passenger and crew living areas. Public spaces are provided with two exits. These exits give egress to different corridors, rooms, or spaces to minimize the possibility of one incident blocking both exits. Dead end corridors are not included in the arrangements. The provided fire protection shall meet the requirements of 46 CFR Subchapter H. The Clear headroom in living, walking, and working areas is designed to have a minimum clearance of 6 feet 9 inches. Headroom in doors, arches, and van accesses is at least 6 feet 6 inches. Interior stair towers have been provided to access all above and below deck levels.

The vessel is outfitted with two auto-tensioning winches located on the Main Deck, one forward and one aft. The mooring wires from these winches are led through roller chocks to the pier to maintain the vessel’s position adjacent to the pier during cargo operations.

The cargo crane is capable of loading stores, fuel tanks, small boats, and pallets from shore to the main cargo deck. The 40-foot knuckle boom crane is located on the Exterior Cargo Deck at Frame 71. The centrally located crane is able to reach the entire cargo deck, 22-feet over the side, and 8-feet over the stern.

The crane is sized with a safe working load of 10 tons at 35-feet and 8 tons at 40-feet.

A Bosun’s Stores is located directly below the forward deck. This is easily accessible through a large hatch or via internal stairs.

The collision bulkhead is located at 12 feet from the forward perpendicular. The main transverse watertight bulkheads are located at least 15.3 feet (10 feet plus 3 percent of the vessel's LBP) apart from every other main transverse watertight bulkhead, the collision bulkhead, and the aftmost point on the bulkhead deck.

The vessel design is equipped with hinged doors for watertight bulkheads as required by the 46 CFR subchapter H. The forward main watertight bulkheads are extended to the main deck forming a continuous bulkhead deck to meet the stability criteria.

The LHG Team developed the tank arrangement by optimizing the location of ballast and fuel tanks to improve stability and manage trim. The design contains fuel tankage providing approximately an 18 trip range. The design has no requirement for cross flooding the tanks. Table 2 lists the provided areas and volumes for the RANGER IV design.

Additionally, dedicated space has been provided for the energy storage system. The batteries are located as close to the longitudinal center of buoyancy as possible to minimize their effect on vessel stability and motion.

Table 2 Berthing, Accommodation, Working decks, labs and storerooms Spaces

CATEGORY AREA (FT2) VOLUME (FT3)

CONTROL & NAVIGATION 1,444 19,953

CREW ACCOMODATIONS 3,407 26,855

ENCLOSED CARGO 1,629 13,847

FUEL & OTHER LIQUIDS 96 11,701

MACHINERY 2,950 26,715

PASSENGER SPACES 3,428 27,171

OPEN CARGO SPACE 1,525 -

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1.4. STRUCTURE

The vessel arrangement was designed considering equipment maintenance and operational access for sustainment purposes. Welded equipment removal plates (WERP) are to be provided for removal of engines, generators, propulsion motors, thruster motors, air conditioning, refrigeration plants, etc.

WERPs are selectively provided based on the regularity of necessary equipment removal based on long mean time between replacement data.

The design and specification of the hull and superstructure scantlings and materials are in accordance with ABS Ice Class IE notation with a “minimum air temperature” of 9°F for structural reinforcement and operating temperatures.

The hull of the vessel (Main Deck and below) is to be built of steel, with a 24" frame spacing. The superstructure (above Main Deck to Pilot House) is also designed to be built of steel and is transversely framed with 24" frame spacing.

The structural arrangement and calculations are based on ABS’s, “Marine Vessel Rules (2024) and 46 CFR Subchapter H. ABS Grade A steel is used as hull material with minimum yield strength 34 ksi. Scantlings in the vessel are optimized for lightest possible structural weight and comply with Ice Class IE requirements.

A transverse stiffening arrangement has been preferred, as the vessel has adequate longitudinal strength against hull girder bending which can be satisfied with plating alone. The rule required longitudinal strength is met with shell plating, main deck plating, and wing tank boundary plating over the midship region.

Longitudinal strength assessment is performed excluding the plating material which is cut for openings giving stairway access, hatches, and trunks. The inner bottom plating is also excluded from the strength assessment as they are not continuous over the midship region and have openings in the engine room. The Forward bow area is additionally strengthened with higher grade, high strength steel, increased shell plate thickness, intermediate stringers, and intermediate transverse frames, complying with ABS Ice Class IE requirements.

The Main deck is designed as the strength deck and is effective in reinforcing hull girder strength excluding the permanent openings like access ways and bolted hatches. The Aft main deck is additionally strengthened by way of the Main and Interior cargo deck area. Access openings for equipment removals are provided at suitable locations.

Strengthening in way of cargo crane, auto-tensioning winches, and main mast shall be included in the detailed design phase. Compartmentalization of the enclosed superstructure decks is mostly accommodation and passenger spaces comprising non-structural partition bulkheads separating the cabin spaces. This requires stanchions to be added at several locations to support the deck girders.

The stanchions are positioned by way of non-structural partition bulkheads to avoid hindrance, nor obstructing the passageways or service spaces. The stanchions are arranged such that the loads from the topmost decks are transferred to the bottom structures without any major discontinuity.

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1.5. CONTRACT DESIGN WEIGHT ESTIMATE (CDWE)

Deck structures are locally stiffened keeping vibration levels within the desired limits as per ANSI S2.25 Guide for the Measurement, Reporting, and Evaluation of Hull and Superstructure Vibration in Ships.

Primary supporting members are designed such that adequate space is maintained between the ceiling paneling and primary member for the passage of vent ducts, service pipes, and electrical cable ways. Wide windows are provided in the Pilot House and Passenger Areas aiding in good all-round visibility and clear line of sight without compromising structural strength.

The contract design weight estimate (Table 3) has been developed using the standard US Navy based Ship Work Breakdown Structure (SWBS) format. The lightship weight of each SWBS group has been estimated based on the available design information. The 100 group, structural weight, has been calculated manually.

The major equipment in the 200 – 600 groups are individually estimated.

LHG included design and building weight and KG margins. The lightship weight and KG margins included are as follows:

12% Total Margin: Remaining 5% for use as a Service Life Allowance and 7% for use during detail design and construction.

3% lightship KG for use during detail design and construction.

The decrease in the margins shows maturity in the weight estimate.

Table 3 summarizes the lightship weight including margins in accordance with SAWE. The same is used across to develop and analyze the stability, seakeeping, speed power, fuel endurance etc. and is consistent across all the data submittals.

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Table 3 Summary of Contract Design Weight Estimate (CDWE)

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1.6. INTACT AND DAMAGE STABILITY REPORT

Figure 6: Breakdown of Weight Across Systems

The intact and damaged stability assessment of the RANGER IV is in compliance with the requirements of intact and damaged stability as defined by the System Specification, 46 CFR Subchapter H, and ABS Marine Vessel Rules. The following load conditions have been evaluated:

Light Ship.

Full Load Condition @ Typical Pax & Cargo Transport.

Full Load Condition with Cargo Fuel @ Typical Pax & Cargo Transport.

Light Load Condition @ Typical Pax & Cargo Transport.

Full Load Condition @ Surge Pax Transport.

Full Load Condition with Cargo Fuel @ Surge Pax Transport.

Light Load Condition @ Typical Pax & Surge Pax Transport.

Full Load Condition @ Gasoline, Aviation Gas, or Propane Transport.

Full Load Condition with Cargo Fuel @ Gasoline, Aviation Gas, or Propane Transport.

Light Load Condition @ Gasoline, Aviation Gas, or Propane Transport.

Full Load Condition @ Specialty Cargo Transport.

Full Load Condition with Cargo Fuel @ Specialty Cargo Transport.

Light Load Condition @ Specialty Cargo Transport.

Full Load Condition @ Keweenaw Canal Cruises.

Full Load Condition with Cargo Fuel @ Keweenaw Canal Cruises.

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Figure 7 Margin Line Definition

Light Load Condition @ Keweenaw Canal Cruises.

Full Load Condition @ Late Season Transport with Ice Load.

Light Load Condition @ Late Season Transport with Ice Load.

Light Load Condition @ Late Season Transport without Ice Load.

A margin of 12 percent of full load displacement (considered to act at the ship’s full load center of gravity (CG)) and 0.5 foot (150 mm) of full load vertical center of gravity (KG) has been provided to allow for future growth of the ship. All the above load conditions are evaluated without the roll stabilization system operating and with/without predicted ice loading. The design meets applicable regulatory body requirements in all loading conditions.

The vessel meets 46 CFR 171.080 (Damage Stability Standards of Vessels with Type II Subdivision) as a category Z vessel. The extent of damage as per 46 CFR Table 171.080(a) is as follows:

The longitudinal extent of damage is 15.25 ft (.03L+10 ft, where L = 175 ft).

The transverse extent is 7.2 ft (B/5, where B is the beam of the vessel measured at or below the deepest subdivision load line) applied inboard from the side of the vessel, at right angles to the centerline.

The vertical extent is from the baseline upward without limit.

Intact and damage limiting KG curve is presented in , which is derived based on the above specification requirements along with the individual loading condition resultant KG values.

The margin line was defined as a continuous line located at least 3 inches below the upper surface of the bulkhead deck drawn at the side of a vessel with a continuous bulkhead deck and a side shell watertight to a higher deck. This was done to ensure that the vessel has a sufficient margin of safety in the event of flooding. The main deck height used a value of 17ft 9in for stability calculations in accordance with the rules of 46 CFR and is shown here for illustrative purposes. The margin line was illustrated as a horizontal red line in Figure 67. The transverse watertight bulkheads are indicated by the vertical red lines in Figure 7.

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 24

Table 4 LHG VESSEL Propulsion System

1.7. PROPULSION SYSTEM

Figure 8: Limiting KG Curve

The propulsion system design provides maximum capability while meeting the mission and physical requirements of the design specification. The propulsion system includes diesel engine sets, propulsion motors, propulsion motor drives, reduction gears with power take off (PTO) and power take in (PTI), transformers, battery energy storage system, controllable pitch propellers, and relevant associated equipment. Design considerations included: speed and power, maneuverability, reliability, flexibility, and efficiency.

The selected propulsion system configuration is an integrated hybrid diesel and electric system with twin controllable pitch propellers and one tunnel bow thruster. The details of the equipment are listed in Table 4 below. The propulsion system was designed in close coordination with the integrated electrical plant design. This design approach leads to a capable propulsion system that is effective and efficient for the varied operational and mission demands of a ferry and resupply vessel. The propulsion system exceeds all the propulsion requirements with spare margins.

The selected propulsion power exceeds the required power to sustain a speed of at least 14 knots in calm seas with a 15% sea margin at full load (including service life allowance) at 90 percent of propulsion plant maximum continuous rating (MCR). LHG used the power required at different speeds from the design model test results for the operating profile. LHG validated the quantity and size of generator sets using the EPLA after incorporating the model test results.

Stored Electrical Power (2) 534 eKW Corvus Orca ESS Battery Banks; 1,086 eKW total stored power.

Propulsion Power

(2) 1,502 BHP CAT 3512E Diesel Engines; (2) 315 eKW VEM Electric Motor; (2) Reintjes LAF 675 w/ PTO/PTI; (2) Controllable Pitch Propeller w/ Ice Class

Bow Thrusters (1) Electric Tunnel Bow Thruster

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 25

1.8. SPEED AND POWERING

The ship is powered by an integrated hybrid diesel electric plant, where the ship’s hotel and the propulsion loads are powered from a common bus. Electrical power feeds into a combined bus to allow for the generators to charge the propulsion batteries. An integrated electric plant was then selected based on maximizing the following criterion:

Low capital cost.

High fuel efficiency.

Low maintenance and operating costs.

High system redundancy and operational flexibility.

Efficient engine room arrangement.

Low Risk.

The total required electric load is the addition of ship service electric load, any losses, design margins and the applicable SLA margins. The proposed integrated electric system generators are capable of variable speed operation rated to generate 480 VAC. The generator operating frequency is as per the manufacturer’s recommendation, however, will not exceed 1800 RPM. The ship service power distribution is using 60 Hz frequency. Table 5 represents the total installed power margin.

System harmonic analysis and sub transient reactance calculations were performed; results show that the power quality characteristics meet the IEEE 45 standards for all operating conditions including associated performance of scientific missions.

Table 5 Total Installed Power Margin

Max. Required Power (Winter Ambient

Transit Condition, FLC+SLA)

Total Installed

Power

Total Available Power (90% loading on the gensets Installed Power)

Margin

Required Qty

Gensets

Provided Qty

Gensets

152.12 eKW

350 eKW

315 eKW

48.3%

The vessel meets all the speed and powering requirements of the contract specification. The LHG Team performed the speed and power estimates using Maxsurf software and the estimates were validated with the model tests performed at Centrum Techniki Okretowej, S.A. (CTO). Results from the model testing were used to make predictions of the resistance of the vessel and inform the wake survey. These results defined the parameters by which the off the shelf design of the FPP propellers was chosen to minimize acquisition and replacement cost while maintaining necessary efficiencies. Final powering was calculated based upon both the propeller data provided by the manufacturer and data gathered from the resistance testing.

The model test results are summarized in Table 6. The vessel can make the required sustained speed of 14 knots with a 15% sea state margin at full load with 90% of MCR.

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 26

Brake Power(hp) vs. Ship Speed(Kts)

Without Appendages With Appendages

0 2 4 6 8 10 12 14 16

Ship Speed (Knots)

1.9. MANEUVERING

Figure 9 shows the speed power curve of the vessel and also includes the speed attained at 90% MCR. The purpose of the design margins provided is to ensure that the delivered vessel exceeds the propulsion system requirements listed in the Basis of Design.

Table 6 Resistance Interpolation for Full Load (Draft: 9.0 ft) from Model Tests

Speed

(Knots)

Appended Hull

Resistance RT

(kN)

Effective Power PE

(kW)

Effective

Horsepower PE

(HP)

PD

(HP)

PB (HP) 90%

MCR

4 5.6 11 15 30 40 5 8.6 22 30 62 84 6 12.6 39 52 108 148 7 17.6 63 85 178 243 8 24.1 99 133 271 370

10 40.5 208 279 583 797 12 65.9 407 545 1140 1560 13 85.2 570 764 1614 2208 14 105.7 762 1020 2159 2953 15 126.2 974 1239 2788 3815

The total brake power required at 90% MCR for the vessel is 2,953 HP in accordance with the model test results. The LHG team selected engines that exceed the requirement of the model test results and provide an input of 3,004 HP to account for variables, providing slight overhead without adding to risk and with negligible cost.

Figure 9: Brake Power (HP) vs. Ship Speed

The method used to estimate the elements of the Turning Circle Maneuver are taken from the ABS Guide for Vessel Maneuverability - February 2017. While the method is technically limited to

B ra ke P ow er hp

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 27 single-screw monohulls, it may be used as an initial indicator of performance. Initial maneuvering performance results did not consider the high-lift rudders, therefore the RANGER IV is expected, based on empirical data of high-lift rudders, to have better maneuvering than what is estimated here. This method was the only appropriate way to verify maneuvering performance at this point in the design process. During detailed design, a further refined CFD analysis can be performed to substantiate and validate this maneuverability analysis.

Table 7 describes the parameters from the current design that is used to empirically estimate the maneuvering characteristics of Ranger IV.

Table 7 Maneuvering Parameters

Parameter Value Unit

Cb Block Coefficient

0.56 -𝜹𝑹 Rudder angle

35 deg

Trim Trim 0

L LBP 51.38 m

B Molded breadth 10.97 m

Sp Span of Rudder

1.78 m

Ch Mean chord

1.29 m

T Design draft

2.74 m

ST Stern type 2 -

TL Draft 2.74 m

AB

Submerged bow profile area

3.214 m2

Vs Test speed 15 knots

The turning ability of a vessel is a measure of the ability to turn the vessel using hard-over rudder, the result being a minimum “advance at 90° change of heading” and “tactical diameter” defined by the “transfer at 180° change of heading”.

The steady turning diameter (STD) is calculated using the estimating formula. The vessel is estimated to have a steady turning diameter of under 3 ship lengths at 35 degrees rudder angle initiated at a speed of 14 knots at the full load draft. The LHG Team recognizes that this equation was developed based on the premise that a conventional rudder system characterizes the propulsion system. All ship parameters are indicative of vessel particulars of the vessel, except for the rudder span (Sp) and rudder chord (Ch). The rudder span (SP) and rudder chord (Ch) designations are approximate values of nominal rudder sizes for a vessel of this size.

Advance, Tactical Diameter, Transfer, and the Velocity in Turn, were estimated empirically from the ABS formulation. The results obtained for varying rudder angles are provided in Table 8.

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 28

Table 8: Empirical Turning Circle Test Results

Rudder Angle

STD/L TD/L Ad/L Tr/L Vt/Vs

10 8.68 9.41 6.21 4.61 0.85

20 4.67 5.75 4.32 2.79 0.57

30 3.33 4.53 3.68 2.19 0.48

40 2.66 3.92 3.37 1.89 0.44

50 2.26 3.56 3.18 1.70 0.41

60 1.99 3.32 3.05 1.58 0.39

70 1.80 3.14 2.96 1.50 0.38

The results for boundaries of stopping distances are presented in Table 9 to give an idea of stopping capability which is between 6L and 8L (where L is ship’s LBP).

Table 9: Stopping Capability

Parameter In ship lengths

In meters

S low 6.06 311.36

S high 8.54 438.70

The preliminary estimate of the vessel equipped with two high lift style rudders, skeg, and bow thruster system are illustrated in Figure 10: Zig-Zag Maneuvering Performance.

Figure 10: Zig-Zag Maneuvering Performance

-50 -25

-10 0

-20

-30

-40

25 50 75 100 125 150 175 200 x-coordinate (m)

10 Degrees Zig-Zag 20 degrees Zig-Zag y-co or di na te

(m

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 29

Seakeeping characteristics of the vessel have been analyzed to predict vessel responses when subject to wave excitation in sea states 3, 4, 5, 6, and 7. Wave heights and modal periods for each sea state were developed from real world area of operations wave data as described in Table 10.

Table 10 Lake Superior Wave Characters per NOAA Buoy 45006, 45001, & 45180

Sea State Wave Height [ft] Modal Period [sec]

3 1 1.367

4 3 2.388

5 5 3.082

6 8 3.899

7 12 4.770

Seakeeping analyses were performed using Maxsurf Seakeeper software. The Bretschneider wave spectrum was implemented considering long-crested seas. The analyses were performed to examine seakeeping behavior of the vessel when operating in the minimum as well as maximum operating conditions, the Bilge keels damping factor was incorporated into the model used in these seakeeping analyses.

The design offers a high Operability Index (OPI) in sea state 3, 4, 5, 6 and 7. The motion response of the vessel complies with the vessel operation standards. The maximum roll motion happens in intervals between the beam waves (90°) and the following waves (120°) avoiding these conditions will reduce roll motion. At sea state 5, 6 and 7, there is a decrease in OPI for roll motion. However, the design provides a greatly improved platform compared to the Ranger III reducing pitch and the motion sickness incidence. Additionally, these extreme operational conditions induced by these sea states occur less than 7% of the time reducing their operational impact. OPI of sea states 3-7 are provided below in Tables 11, 12, 13, 14, 15.

Table 11: OPI Sea State 3

Departure Arrival OPI for Departure

OPI for Arrival

Roll, [deg] 10.390 0.290 100 100 Pitch, [deg] 0.059 0.407 100 100 Lateral Acceleration at Pilot house [in g] 0.163 0.090 100 100 Vertical Acceleration at Pilot house [in g] 0.010 0.027 100 100 Motion Sickness Incidence [%] 0.033 0.263 100 100

1.10. SEAKEEPING

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 30

Table 12: OPI Sea State 4

OPI for Arrival

Roll, [deg] 14.170 12.200 100 100 Pitch, [deg] 0.430 0.380 100 100 Lateral Acceleration at Pilot house [in g] 0.188 0.104 100 100 Vertical Acceleration at Pilot house [in g] 0.037 0.037 100 100 Motion Sickness Incidence [%] 1.629 2.379 100 100

Table 13: OPI Sea State 5

OPI for Arrival

Roll, [deg] 16.340 14.110 88.9 94.4 Pitch, [deg] 0.840 0.920 100 100 Lateral Acceleration at Pilot house [in g] 0.191 0.105 100 100 Vertical Acceleration at Pilot house [in g] 0.066 0.076 100 100 Motion Sickness Incidence [%] 10.005 12.263 100 100

Table 14: OPI Sea State 6

OPI for Arrival

Roll, [deg] 18.470 16.190 83.3 88.9 Pitch, [deg] 1.390 1.470 100 100 Lateral Acceleration at Pilot house [in g] 0.195 0.106 100 100 Vertical Acceleration at Pilot house [in g] 0.086 0.098 100 100 Motion Sickness Incidence [%] 16.455 19.258 100 94.4

Table 15: OPI Sea State 7

Departure

Arrival

OPI for Arrival

Roll, [deg] 20.850 18.170 72.2 83.3 Pitch, [deg] 2.040 2.220 100.0 100 Lateral Acceleration at Pilot house [in g] 0.203 0.110 100 100 Vertical Acceleration at Pilot house [in g] 0.131 0.137 100 100 Motion Sickness Incidence [%] 26.441 27.913 88.9 88.9

Use or disclosure of the data contained on this sheet is subject to the restriction on the title page of this document. 31

1.11. AUXILIARY SYSTEMS REPORT

LHG designed the auxiliary systems IAW Basis of Design, ABS Marine Vessel Rules, USCG 46 CFR Subchapter H and other applicable regulatory body rules. All the auxiliary systems and equipment either meets or exceeds the requirements of Basis of Design. The LHG Team ensured that these systems and equipment are operable up to the ambient design service temperatures. The following auxiliary systems are developed for Phase I preliminary/contract design.

Seawater Service including Main Seawater

Potable Water System Fire Main System

Lubrication System

Compressed Air System Ballasting/ De-ballasting including Ballast Water Treatment System

Bilge System Fuel Oil Fill, Storage, Transfer, Purification, Service, and Workboat and Rescue Boat Refueling

Seawater System including Main Seawater: The Seawater system is provided to remove heat from the Main Engine Heat exchangers, Genset Heat Exchangers, and provide water to Utility spaces of accommodation areas. The Seawater system is supplied from two seachests separated port and starboard on the vessel. The seachests are cross connected by a main and auxiliary seawater suction main. Quick opening Duplex Strainers with associated valving are provided on the seamain. Strainers are located downstream of each seachest valve, as close to the seachest as possible. The seawater cooling system discharge from the Main and auxiliary engines are combined and led to a single discharge main with discharge connections on the port and starboard sides feeding to overboard discharge.

The seawater system provides seawater to the Provisional Cooling Plant and the accommodation spaces including the Wet modules, Weather deck Hose bibs, Toilets and Urinals, Crew spaces, Offices spaces, and Staterooms through two Sea Water Cooling Pumps. Wastewater from these spaces not used for cooling will be collected through the sewage and grey water system and stored in the storage tank.

Potable water system: The potable water system is sized with two equal sized freshwater storage tanks, two pressure set pumps, pressure set including hydro-pneumatic compression tank, water heaters, two hot water circulating pumps, shore supply connections, and UV disinfection unit.

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The pressure sets supply the entire system demand with one pump in standby. The Hydro-pneumatic tank is installed to regulate system pressure without the need for continuous pumping. The UV disinfection unit is included to sterilize the freshwater from the storage tanks.

The cold potable water system will receive potable water via port and starboard shore connections to fill the potable water tanks.

The cold potable water system supplies water to the water heaters. Two hot water recirculation pumps are provided in the hot potable water system, and it will be controlled by thermostat.

The potable water system will be provided for service sinks, galley sinks, drinking fountains, window wipers, and showers.