TRAINING

REPORT
NAVAL SCIENCE &
TECHNOLOGICAL
LABORATORY (NSTL),
VISHAKAPATNAM
Submitted
By:
Himanshu
Sharma
VII Semester
Roll No. 14
D.O.S.T

INTRODUCTION TO NSTL

In order to meet the requirements of Naval R&D in the field of Underwater Weapons,
Warship Technology and Hydrodynamic Research, a decision was taken to set up a major Naval
Systems Laboratory at Visakhapatnam. The Naval Science and Technological Laboratory
(NSTL) was thus set up on 20th August 1969 in the premises of Andhra University,
Visakhapatnam. In these three and half decades this laboratory has grown in strength and
performance by making many unique contributions in the fields of Underwater Weapons,
Warship Technology Concepts, and Experimental Hydrodynamic Research. Spread over an area
of 194 acres on the west of National Highway 5 near Visakhapatnam airport, it has many work
centers and facilities for high-end research activities.
Keeping pace with rapid growth of technology, the laboratory has also grown manifold
in terms of projects, scientific and technological infrastructure development, technical
publications and talented human resources. Many products and systems have been delivered to
Indian Navy and in the process NSTL has received many national awards for its technological
excellence and innovations.

VISION AND MISSION

NSTL has established the competence to work towards design and development of
underwater weapons and associated systems and structural design of naval platforms. The vision
and current mission of the laboratory are as follows:

VISION
To be a Self Reliant Centre of Excellence in

Torpedoes, underwater targets and decoys, ship fire control systems and underwater
mines with competitive and cutting edge technologies

Hydrodynamics with expertise for supporting indigenous design of marine vehicles and
provide comprehensive model test facilities

Stealth technology for Naval platforms

MISSION

Design, development and evaluation leading to production of torpedoes, mines, targets,

decoys, fire control systems and induction into services and also to establish test facilities
for the same

Establish world class Hydrodynamic test facilities for evolving design criteria through
model tests for surface and sub-surface vehicles and torpedoes

Develop structural design capabilities and materials for mitigation of radar, infrared,
magnetic, acoustic and ELFE signatures leading to stealthier platform

MODEL ANALYSIS
Models have been used from the beginning of recorded history for visualizing the structure as
well as for planning the sequence of construction. In general ship models enjoyed a long and
useful history dating back to early Egyptian. Working model became a common usage during the
industrial revolution. Modeling of fluid mechanics phenomena started with experiments of
Reynold and Froude wherein they developed the criteria for viscous and inertial effects.
Structural models have been used for a long time and played a major role in structural
engineering and research. In ocean engineering models are playing a major role where the data
from the model are used for design or operation of the prototype
In all fields of engineering model testing has been adopted for various reasons. Some are,
1. When a problem cannot be solved by analytical method.
2. To obtain empirical coefficients required for the equations predicted.
3. To substantiate the results of a new analytical tool.
4. To investigate failures.
5. To demonstrate visually and with credibility what could happen in extreme conditions.

The Modeling Process

A successful model study is one that is characterized by careful planning of many diverse
steps and stages that goes into modeling process. An experimental study itself is an engineering
project and just as in any project logical and careful sequencing is absolutely essential.
The following sequence can be employed.
1. Define the scope of the problem. Decide what is expected from the model and what is
not.
2. Decide the required level of reliability or accuracy.

3. Specify similitude requirement for geometry, material, loading and extrapolation of

results. Particular attention must be paid to those similitudes which cannot be quantified.
For hydrodynamic tests these facts need special attention as dynamic similarity cannot be
met completely.
4. Decide for the scale factor.
5. Select model material. Good workable material should be given due importance,
provided it satisfies other similitude requirements.
6. Fabricate the models with the help of technicians.
7. Test facilities in the case of hydrodynamic testing and loading equipment for structural
model tests are both important aspects which influence the selection of scale factor and
model tests as a whole.
8. Instrumentation is an area where adequate attention should be given. Based on the
reliability requirement and the scope of the programme, instrumentation should be
planned. In some cases instrumentation has to be installed during the fabrication of the
model.
9. Observing model during the tests can reveal many interesting facts which may escape the
attention otherwise. Physical model study which has the capability of integrating different
natural effects is capable of providing more insight than what is possible in a
mathematical tool.
10. Analysis of data and preparation of report should receive equal attention. All efforts that
go into a model test are useless if the data collected is not analyzed and presented in a
comprehensible form. The PC- based data acquisition system can be programmed to
provide the results in the required format. Graphical representations of results are easy to
understand.

Technical facilities
In order to carry out in-house research and support the indigenous efforts in shipbuilding
and underwater weapon and platform development programmes of the Navy, NSTL has set up
the following test facilities

1) High Speed Towing Tank (HSTT)

2) Cavitation Tunnel (CT)
3) Wind Tunnel (WT)
4) Vertical Planar Motion Mechanism (VPMM)
5) Large

Amplitude

Horizontal

Planar

Motion

Mechanism

(LAHPMM)

1) High Speed Towing Tank (HSTT)

It is a hydrodynamic test facility recognized by International Towing Tank Conference (ITTC).
The tank is fitted with a high speed towing carriage which runs at a maximum speed of 20 m/sec
and runs on parallel rails which are fitted to have a tolerance of 0.2 mmover100 m length and it
follow the earths curvature. It is fitted with a wave generator at one end to simulate random and
irregular sea conditions while testing the models. It is also equipped with a model making
workshop to make the scale down models of ships and submarines to carry out the model tests
for determining the performance characteristics and evaluation of the power plant requirements,
etc. The other features of High Speed Towing Tank (HSTT) are given below:

a) Tank Dimension, m

500 x 8 x 8

b) Carriage Speed, m/s

Ahead 20 (max)
Astern 3 (max)
With accuracy of 0.1% of set speed
c) Wave Generator

Dual flap type capable of generating regular and irregular waves

(unidirectional) up to wave height of 0.5 m.

d) Speed Control
By Ward Leonard System feeding power through
current conductors to 8 in number 129 kW DC drive motors.

The facility is equipped with a Large Amplitude Horizontal Planar Motion Mechanism
(LAHPMM) for carrying out planar motion studies of manoeuvring characteristics of surface
ships and submerged vehicles in surface condition.

Tests Performed in HSTT

1. Resistance and self propulsion tests to assess speed power characteristics
2. Flow visualization to identify flow separation, if any
3. Open water test to obtain propeller characteristics
4. Wake survey to determine flow velocities
5. Sea-keeping tests for head sea only
6. Dynamic tests for high speed vessels, such as, planning, multi-hulls, hydro-foil, SES, etc.
Hydrodynamic performance evaluation of 7m long heavy weight torpedo with PJP
through Vertical Planar Motion Mechanism (VPMM) tests.

Testing of foil catamaran in high speed towing tank

2) Cavitation Tunnel
The Cavitation Tunnel at NSTL is one of the most modern and the state-of-art facilities in the
world. This is used for study of cavitation inception of body profile and propellers. It is also used
for the study of Acoustic measurements due to cavitation of propellers.
This facility can provide a water flow speed of 15 m/sec and create cavitation numbers 0.03 to
10. In order to design highly efficient propellers for applications to naval ships and platforms it is
essential to carry out tests on these propeller models in the cavitation tunnel. The features of
cavitation tunnel are given below:
a) Test Section size

1.0 x 1.0 x 6.0 m long with an acoustic through positioned

below the test section housing 8 in no. B&K hydro-phone array
(PULSE) for recording noise signals generated by the radiating
hull and propeller in the test section

b) Drive System

Thyristor controlled 700 kW DC electric motor driving 2.1 m

diameter fixed pitch 7 bladed axial flow impeller with 9 stator
blades.

c) Maximum Velocity in
Test

15m/s

Section

d) Pressure Range
e) Minimum Cavitation

f) Back ground noise

10-300 kPa (absolute)

0.03 + 10/v2, where v is the flow velocity in test section.
< 90 dB ref 1mPa in 1-100 kHz band, 1/3 Octave scale.

The tunnel is equipped with an Automatic Control System (ACS) for its operation and
control; Data Acquisition & Analysis System (DAAS) for conduct of tests, acquisition of test
data, analysis and prediction of results. It is also provided with a stand alone Acoustic

Measurement System (AMS) for acoustic measurements, analysis and extrapolation to full scale
results. Various types of towing and propulsion dynamometers, component balances, wake rake,
hydro-phones pressure transducers, photographic and video recording systems and stroboscopes
are also available to conduct model tests.
Tests Performed in CT
1. Propeller tests in open water to measure performance characteristics in cavitating and
non-cavitating conditions.
2. Tests with hull propeller model to measure self propulsion characteristics, propeller
working in the wake of the model in cavitating and non-cavitating conditions. Hull
propeller interaction.
3. Measurement of forces and moments on surface ships and submerged bodies including
their control surfaces.
4. Determination of towing resistance of surface ships and submerged bodies.
5. Cavitation tests. Inception and decay.
6. Flow visualisation.
7. Wake survey.
8. Measurement of hull pressure fluctuations induced by propeller and cavitation.
9. Measurement of acoustic radiation caused by cavitating and non-cavitating propeller and
hull.

Test Section of cavitation Tunnel

Cavitation of Torpedo Nose Cone

Tip Vortex Cavitation

Testing of contrarotating propeller

3) Wind Tunnel
A wind tunnel to study the aerodynamic characteristics of surface and submerged platforms and
underwater weapons has been set up at NSTL with a test section of 1.5 x 1.5 x 4 m. A maximum

speed of 60 m/sec can be produced with a 125 kWfan in this wind tunnel. The detailed features
are given below:
a) Test Section size

1.5 x 1.5 x 4.0 m long

4.3 x 4.3 x 4.0 m long

b) Plenum Chamber

c) Contraction Nozzle

Varying from 4.3m x 4.3 m square to 1.5 x 1.5 m square; 4.0

m long
Varying from 1.5 x 1.5 m square to 3.5 m diameter; 7.8 m

d) Diffuser

long

e) Fan Size

3.04 m diameter made of CFRP

f) Drive Motor

125 kW DC motor at 750 rpm

g) Maximum Speed at Test

Section

60 m/s

The Wind Tunnel is equipped with projection manometers, differential pressure

transducers, velocity measuring probes, vertical catheto-meters, hot film anemometers, 48 port
Scanivalve traversing gear as well as PC based data acquisition system and analysis software
packages.

Tests Performed in Wind Tunnel

1. Flow visualization and boundary layer studies for underwater vehicles.
2. Wake survey and velocity distribution behind a body for propulsor
development
3. Pressure and velocity distribution over axi-symetric bodies

4. Estimation of forces and moments on control surfaces of a submerged body,

etc.

Wind tunnel at NSTL

Wake measurements

Propulsion test for pump jet

Aerofoil section in wind tunnel

Planar Motion Mechanism Systems

4) Vertical Planar Motion Mechanism
The VPMM is used for determining the hydrodynamic coefficients required for prediction of
stability and control characteristics of submerged bodies by testing the model in vertical plane.
Following are the main components of the VPMM system

1. Model Support and Positioning Equipment, consisting of a tilt table, support frame and a
pair of towing struts
2. Forced Motion Mechanism, mounted on the tilt table. It provides motions with variable
amplitude and frequency to the model to undertake dynamic tests
3. Forced Rolling Mechanism, produces rolling oscillations to the model about its
longitudinal axis
4. The motion characteristics of the VPMM in HSTT are as follows:
i. Tilt table range: +- 20 deg with 1 deg interval
ii. Heave amplitude: 0 to 50 mm

Pitch: +- 1.3 deg

Roll: +- 2 deg

Five discrete frequency for dynamic motion: 0.2 - 0.7 Hz

iii. Phase angle adjustment: 0 to 360 deg

iv. Strut spacing adjustment: 1.3 m to 2.3 m

5. Dynamometry includes modular force gauges, roll gauge, rudder torque gauge, model
propulsion system, etc.
6. Control Equipment and Data Acquisition System, located on board carriage are used for
setting the test parameters, remote control of model and data logging

Testing of submerged body model using VPMM

5) Large Amplitude Planar Motion Mechanism
The equipment is used for study of maneuvering and control effectiveness of surface ship
models by determining the complete set of hydrodynamic coefficients essential for formulation
of mathematical models of ship motion and to carry out computer simulation of trajectories of
the vessels for a wide variety of maneuvers of practical interest. The equipment comprises of
the following~
1. Integrated Towing System, capable of towing 4-7 m long models up to 3000 kg
displacement and up to a speed of 3.5 m/sec for 7 m long and 7 m/sec for 4 m long
models
2. Heel & Roll Mechanism, allows model to be free in heel and roll during test and impart
rolling motion as required
3. Model Tracking System, consisting of 5 video cameras for on-line recording and display
of 6 motions and course of the model in calm waters and in waves
4. Drift Angle Apparatus, to set drift angle upto:t 30 deg at 2 deg intervals e) Sway
Apparatus, capable of producing sway amplitude from 0 to 1000 mm
5. Frequency Setting Apparatus, for imparting oscillatory motion of 0.01 - 0.3 Hz to the
model
6. Yaw Apparatus
7. Rudder Angle Apparatus, for setting rudder angle of:t 45 degrees at increment of 2
degrees
8. Control System, all apparatus are controlled by servo motors through power amplifiers
containing overload and control switches
9. Dynamometry, includes force gauges, model propulsion system and rudder gauges and
actuators

10. PC based Data Acquisition & Analysis System, includes 20 channel conditioning units
for

acquiring and processing signals from sensors, all acquisition and on - line / off-

line analysis programs

Tests Performed with PMM Systems

1. Resistance and self propulsion tests
2. Static tests, in vertical plane for submerged bodies using VPMM and in horizontal plane
for surface ships using LAHPMM, for estimating forces and moments at different angles
of attack drift
3. Dynamic tests, in vertical plane using VPMM for submerged models, such as pure
pitching, pure rolling, and pure heaving and in horizontal plane using LAHPMM
4. Maneuvering tests for high speed crafts subjected to large roll / heel during turning.

Testing of Surface ship model using LAHPMM

TYPES OF TESTS

Resistance test

Resistance experiments are carried out with ship models to determine the resistance of
the model and thereby of the ship in a given condition. Such experiments are useful in
optimizing the hull form and for predicting the power requirements of ship at a specific speed.

Open Water Experiments

The open water experiment is to determine the open water characteristics of a propeller. A
geometrically similar model is made of the propeller, the size of the model being governed by the
size of the ship model if it is intended to be used to use the model for ship self-propulsion tests
also. If only open water tests are to be carried out, when generating propeller methodical series
for example, the model propeller is made somewhat larger, its size depending on the capacity of
propeller dynamometer available.
A major concern is that flow should be sufficiently turbulent. It can be facilitated by:
=> making the propeller sufficiently large
=>by giving a highly polished propeller surface
When sufficient turbulence (3.2x105 at 0.7R) is not attained turbulence needs to be artificially
stimulated by roughening the leading edges of the blades.

The propeller dynamometer measures the thrust and torque of the propeller. The propeller shaft
extends a sufficient length from the boat to ensure that the flow around the propeller is not
disturbed by the boat. A fairing cap is provided at the forward end of the propeller boss. The
open water boat is ballasted so that the propeller shaft is horizontal and its depth below the water
surface at least equal to the model propeller diameter.

The open water experiment is conducted by towing the open water boat at a steady speed while
running the propeller at a constant revolution rate. The speed of the boat (i.e. speed of advance

VA), and the revolution rate n, thrust T and torque Q of the propeller are measured in each run.
The speed of advance is varied in steps from zero to the value at which the propeller thrust just
becomes negative. The measured thrust and torque are corrected for the idle thrust and torque
measured by a dynamometer when the experiment is carried out with a dummy boss of equal
weight replacing the propeller.

The open water characteristics of model propeller can be easily calculated from the measured
values of VA and n, and corrected values of T and Q. The open water characteristics of the ship
propeller will be slightly different because of the difference in Reynolds numbers of the model
propeller and ship propeller.

Self Propulsion Tests

Self propulsion experiments are used to determine the performance of the ship hull and propeller
taken together. Self propulsion experiments gives:

o Delivered power at a given speed of the ship

o The revolution rate of the ship propeller at a given speed of the ship
o Wake fraction
o Thrust deduction fraction
o Relative rotative efficiency

For a self propulsion test model propeller is fitted in its correct position at the stern of the ship
and connected to a propeller dynamometer for measuring the thrust and torque of the propeller at
various revolution rates. The ship model should be fitted with all the appendages as possible,
particularly those lying in the propeller slipstream, e.g. a rudder. The ship model is fitted to a
resistance dynamometer, which in this test measures the force required to make the ship model
move at a constant speed with the propeller running. The ship model is accurately ballasted so

that it floats at the correct waterline. The model is then towed at steady speed with the propeller
running at constant revolution rate, and the thrust and torque of the propeller and the force
applied to the ship model through the resistance dynamometer are applied.

HYDROFOIL
Hydrofoil craft uses hydrodynamic lift generated by the wings. Surface piercing foils has
good stability and submerged hydrofoil with ride control system has good sea keeping qualities
can be employed as fast attack craft and transport vessel.
Salient features:

High Speed power ratio

Wide operating range

Good maneuvering

High endurance, low speed

Loss in waves, good sea worthiness

SURFACE EFFECT CATAMARAN

This is an advanced hybrid marine vehicle which reduces drag using aerostatic lift,
aerodynamic lift and hydrodynamic lift can be used for river and shallow water transportation
Salient features:

High Speed power ratio

Wide operating range

Large deck area

High stability

Large carrying capacity

Good stealth features

FOIL CATAMARAN
Foil craft is a high hybrid hull from combining features of catamaran, hydrofoil &
planning vessels may be used for military and civilian applications
Salient features:

High Speed power ratio

High stability

Good sea keeping performance

Good stealth features

Low speed loss in waves

SUPER CAVITATING PROPELLERS

Propulsor for high-speed vehicles where subcavitating propellers fail to develop thrust
without loss of efficiency and damage of propeller
D=250mm

Rpm 1500
Cavitation number 0.3
>60%
Speed: > 40Knots
Salient features:

Very high-speed cavitation beyond 40 knots

Performance under intense cavitating conditions

No failure to generate thrust & damage of propeller due to cavitation

High efficiency

SURFACE CAVITATING PROPELLER

Propeller for high speed vehicles working under partially submerged conditions with
ventilated blades and no cavitation and damage of propeller
Diameter =250mm
Rpm 1800
No. of blades 4
>60%
Speed: > 40Knots
Blade area ratio 0.65
Salient features:

High efficiency

Performance under partially submerged condition with ventilated blades

No damage of propellers

High-speed application beyond 40 knots

PUMPJET PROPULSOR
Ultra quiet modern propulsor for submarine & torpedo applications with excellent
cavitation and stealth features
Specifications:
Diameter =392mm
Rpm 1800
No. of blades on rotor 17
No. of blades on stator 27

80%

Speed: 50Knots
Power 310Kw
Salient features:

Very high-speed applications up to 80knots

High cavitation inception speeds

Nominal wake & turbulence left in slipstream

Very high efficiency

Major areas of work at NSTL

Center of excellence for underwater weapon technologies and associated systems.

Design, Development, Testing, Evaluation and Leading to production of torpedoes,

mines, decoys, targets, simulators and launchers.

Activities on Warship Technology, Stealth Technology and Hydro-dynamic research

services.

Development of Materials for Marine Applications.

Fleet support activities like Evaluation of machinery for their specified shock resistance,
online vibration monitoring and Noise and Magnetic ranging & analysis.