Trans RINA, Vol 157, Part C1, Intl J Marine Design, Jan –Dec 2015


be pr


enefits in access for maintenance, but re quires electrical ropulsion or demanding shafting arrangements.


ropulsors were fitted in between the hulls. The inboard machinery is in


In the UCL design, mechanically driven azimuthiing pr


the main machinery space and this


location provides an angular range of 25 degrees to port and starboard. In addition to improving manoeuvrabili ity compared to fixed propellers, the propulsive efficiency normal cruising should be improved by the propellers eing located i in the relatively favourable flow between the hulls.


y in be


Figure 11: Houlder Marine Turbine Access System (TAS) [24]


4.6 “INFRASTRUCTURE” Functional Group


The final Functional Group is INFRAST This includes the galley and dining area in


RUCTURE. the forward


part of the superstructure, A/C and ventilation systems, fresh and black water tanks and systems; and two basic 3-berth cabins for the crew in the box structure.


F igure 9: “MOVE” Functional Group, highlighting the upperdeck machinery space and azimuthing propulsors


4.5 “SERVICE” FUNCTIONAL GROUP


The SERVICE Functional Group primarily consists of the seating and stores


an


technicians, upper deck stowage for spare parts and turbine access equipment. As shown in Figure 10, these three occupy over half the length of the vessel.


for the turbine maintenance


Figure 12: “INFRASTRUCTURE” Functional Group, showing galley and dining areas, ventilation and service tanks


4.7


USE OF THE DESIGN BUILDING BLOCK APPROACH IN THE DESIGN OFA WFSV


Although most research at UCL has focussed on the


application of the DBBA to larger vessels, early PhD work using a prototype system examined the utility of having the early stage configurational model available in patrol boat design [25]. Specific features of the approach of particular interest in developin


ng a WFSV design are:  Figure 10: “SERVICE” Functional Group


The aft location of the upper deck machinery space leads to a linear arrangement for the SERVICE function; the seating space is amidships, with the forward deck used for stowage of up to two 10 foot ISO containers (to a maximum total weight of 2 tonnes) and the Houlder Marine Turbine Access System (TAS), shown in Figure 11 [24] is located forward.


C-142 


 


The flexible configurational model allows innovative concepts to be assessed without relying on previous designs.


Having a configurational model increases certainty by permitted configuration--based, rather than interpolation-based estimates of weight etc. Interactive graphical displays of the layout can be used to elicit operator feedback on propo sed designs. The model can be parameterrised so that can be subjected to design space exploration or optimisation approaches. In the illustrative example, the hullform


mo © 2015: The Royal Instittu ution of Naval Architects


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