Te optimisation of a yacht hull is beset Generic image - hull lines plan.
be a clear idea of the mix of characteristics that are needed to be incorporated; partial propeller tunnels, required return in stern buttocks and forward waterline curvature are all parameters which we optimise at this time. Te use of CFD can be useful at this stage to compare the impact of subtle refinements and to assist in positioning appendages such as bilge keels or to study theoretical flow patterns in areas of special consideration. An excellent example of a design where
efficiency has not been overly compromised by function is the 73m motor yacht Silver (2008). In this case the GRT of the design (internal volume, and therefore function) has been restricted in order to save weight resulting in an internal volume of only 60% of a typical 73m vessel. Te result is that a high length beam ratio can be adopted together with a high length displacement ratio. Tis resulted in the vessel achieving a 27knot maximum speed with only modest levels of propulsive power. It is evident in this design that the owner has accepted fewer functional luxuries in order to achieve a fundamentally efficient design; less accommodation space, no helicopter pad, no large swimming pool etc.
Optimisation of appendage alignment (Roll Fins).
with challenges, many beyond the control of the naval architect. In the interest of ensuring efficient hydrodynamics, BMT Nigel Gee attempts to manipulate the yacht’s layout such that the impact of these constraints are minimised allowing the highest level of optimisation to be achieved. However the dynamics of the particular project, relationships and parties involved often means that on many large yacht projects significantly higher levels of compromise are required
than would be expected for a commercial vessel. Educating the client and stylist in a quantified manner as to the impact of compromise is as much part of the design process as the naval architecture. Ultimately it is up to the client to decide how much compromise they are willing to accept but involvement of a naval architect at the very early design stage of a project will ensure that the hydrodynamics and design intent of the stylist can be harmoniously integrated with minimal compromise. NA
The Naval Architect July/August 2010
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