Trans RINA, Vol 156, Part C1, Intl J Marine Design, Jan -Dec2014
conditions. At a design speed of 18 knots, results show 7- 16% fuel reduction, depending on ship speed and sea state. The performed tests of speed loss in waves for a container vessel with the X-BOW compared to an equivalent vessel with a conventional bow, indicate that the X-BOW offers a significant speed advantage in sea states most probable on a North Atlantic trade route, where waves are expected to be above 2.5 metres 74% of the time. The X-BOW has an average improvement in speed loss of 19% in the 2.5-10.0 metre wave height range. The first X-BOW designs were AHTS and PSVs, since then the platform has been used for construction, rescue, and seismic vessels, as well as the heavy offshore and short-sea shipping segments [38].
Boote et al [39] developed a new approach for wave loads considered in the the
structural analysis of a trimaran fast ferry (HSC) using FEA. The results of the analysis show that transverse connections with side hulls well withstand even the highest
calculations
whereas the longitudinal strength of the main hull should be reviewed. The FE analysis highlighted the limits in using HSC rules for the preliminary scantling of trimaran structures even if they allowed to set a starting point for subsequent optimisation procedure. In further research [40]
loads by a seakeeping analysis on two hull geometries of two different
a procedure for the determination of global design loading conditions corresponding to the
maximum hogging and sagging bending moments. This was followed a procedure for structure scantling has been developed starting from a preliminary approach based on HSC rules, up to the determination of global design loads by a long term analysis. [41] In the structural assessment of a cargo trimaran, a finite element numerical model was set up to investigate the strength of the vessel when a quasi-static wave load is applied to it. In a second phase a more detailed FEM investigation was carried out to assess the structural
strength of the vessel under the action of global dynamic loads [42].
McCartan et al [43] presented a design concept based on this high speed platform to compete with road transport and air transport, supported by specialised infrastructure to optimise the vessel loading and unloading process for cars and HGVs. The vessel design combined the following functions: high speed ferry as an alternative to HGV road transport; passenger ferry as an alternative to flights; luxury cruising cabins. It
Spain, France and Italy. The project was an
engagement in Design-Driven Innovation (DDI), with the objective of changing the design meaning of what a multi- purpose commercial vessel can be. Proposing the CLF (Cruise Logistics Ferry) as a new market sector for the commercial marine industry, Figure 89. The key driver was sustainable luxury, as the vessel is multifunctional, providing a high speed alternative to less sustainable modes of transport. Thus addressing the growing European definition of green luxury with the
potential to create a new market sector between cruise ships and high end passenger ferries, while also reducing motorway traffic and hence logistics carbon footprint.
Figure 9: Exterior of CLF (Cruise Logistics Ferry)
Dudson and Gee [44] reported on the optimisation of the seakeeping and
performance of a transatlantic
pentamaran containership capable of 40 knots, which was extensively model tested. It established the feasibility of building a large steel 40 knot container ship, and demonstrated that the long slender stabilised monohull form of the Pentamaran provides additional seakeeping and performance benefits. A critical issue for fast freight vessels is their ability to maintain speed in adverse sea conditions. Where designs are ‘motions and accelerations’ limited rather than ‘power’ limited, and have to reduce power and speed in high sea conditions. The model testing demonstrated that in all conditions up to sea state 6, speed loss will be limited by power only, and will amount to an average of 2.7 knots.
In further is based on a 120m
trimaran platform designed to operate at 40 knots as a coastal cruiser in the Mediterranean, connecting the coast of
work [45] the hydrodynamic optimization of the central hull of a 290m Pentamaran for SeaBridge in order to maximize the speed of the vessel with a pre-determined machinery package. The optimization of the central hull was performed by combining the parametric CAD with the CFD via the generic optimization tool. A scale model of the optimized central hull was made and a series of resistance tests undertaken to verify the accuracy of the CFD calculations and to prove the validity of the optimization. The process of parametric optimisation through CFD provides the designer with a tool which significantly enhances the usability of CFD and results in a truly optimized hull, rather than an improved hull. The application of formal Pentamaran’s
central hull for transportation services proved to be successful.
McCartan et al [46] reported on a multidisciplinary superyacht design project engaging in Design-Driven Innovation through the application of a 130m pentamaran platform
combined with the implementation of a
culturally specific emotional design framework. Building on the emotional design aspects of high speed boating and contemporary Chinese luxury, including the heritage of Chinese Art Deco, this project proposes a change in the design meaning associated with superyachts by developing an Art Deco high speed superyacht coastal cruiser for the Chinese market, shown in Figure 10.
C-12 ©2014: The Royal Institution of Naval Architects
strategies to fine-tune the high-speed sea
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