2010-05-17 Erik818

Economical coastal cruiser

Based on the faux tri concept

INTRODUCTION

This document describes a stabilised monohull boat design, also called faux tri. The purpose is to describe the design solutions and the rationale for them, in order to invite suggestions on improvements. Its commonly agreed, and supported by calculations, that long and narrow hulls provide high efficiency. The challenge is to make a useful leisure boat from such a hull. English is not my native language and naval English even less so. I ask the reader to remember this and not let linguistic horrors take the focus from the technical issues.

2 2.1

REQUIREMENTS ON THE BOAT Intended use

The boat will mainly be used to cruise the Stockholm Archipelago, the coasts of the Baltic Sea and Swedish lakes. There will typically be two persons on board, but on occasion additionally 2 4 persons will join. The boat should be possible to use for two persons when resupplying every second week. The boat will be used when the ice situation allows, typically from beginning of May to the end of November. It will be on land during winter.

2.2

Statement of requirements

Maximum 12 m LOA Possible to handle by one person Bedroom for two persons Possibility to arrange extra beds for four more persons Galley with stove, sink and refrigerator Spartan sanitation facilities; hand pump operated shower on deck OK, but an indoor john is strongly desired

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2010-05-17 Erik818 Max 0.4 litres/nm at 12 knots Max speed 15 knots desired Inboard diesel Possibility to walk on side decks from aft to fore

2.3

Other constraints on the design

The boat will be a home build and built in plywood/glass/epoxy. The purpose of this design assumption is to evaluate if a faux tri hull (stabilised monohull) will meet the requirements, so the basic hull type is given. One reason to prefer the faux tri over e.g. a planning hull, if such a hull would meet the efficiency requirement, is the very low power requirements at speeds slower than 8 knots. Low draft at the fore is desired, to allow the boat to come close to a beach with the fore. The draft aft is not critical.

2.4

Displacement

Target displacement is 2 tons for the empty boat. With supplies and two persons onboard the displacement will increase to 2.5 tons. Fully loaded with 6 persons and supplies the displacement will be 3 tons. The weight budget indicates that the target displacement can be met.

HULL EFFICIENCY

The hull is a faux tri, a stabilised monohull. Minimum beam in the central hull is restrained to 0.8 m to allow the inboard diesel to be installed. The total beam including the two amas has been limited to 2.5 m to keep the total beam at less than 3 m to minimize complications if it has to be towed on trailer on public roads.

The stabilizing hulls (amas) are 3 m long, 0.3 m wide, flatbottomed and barely touch the water. At 2.6 tons they are submerged 0.05 m. Central hull side view:

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The hulls may not be the optimal hulls with the given constraints, but they are believed not to be far from it. The blue line is the waterline at 2.5 tons. The reason for the aft part of the central hull is to avoid a free water surface above the propeller. It is feared that aeration could be a problem otherwise. The cross-sections of the hulls are close to rectangular but with a slight curvature on the bottom.

3.1

Comparison of 10 m to 12 m boat

LWL is 9.5 m for the 10 m boat and 11.5 m for the 12 m boat. Displacement for the 12 m boat is 2.575 m. The 10 m boat will be slightly lighter, so a displacement of 2.325 m is used for the 10 m boat.

The beams, for all hulls as well as for the total boat, are constant between the boats. Simulation with Michlet reveals that the heavier 12m boat requires less power than the 10 m boat, 7.9 kW vs. 9.1 kW at 6m/s (app. 12 knots). The rationale for not giving the longer boat a larger displacement penalty than 0.25 m is that the extra area is just empty deck area. The same installations are needed in both boats, and they are both required to carry the same payload. The 10 m boat was dropped from further considerations.

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3.2

Downloading the boat to 4.2 tons

If the (12 m) boat is loaded to 4.2 tons instead of the nominal 2.5 tons, it will sink deeper and more power is needed.

The required power is very close to proportional to the displacement. If the boat gets heavier than the weight target it will affect the fuel consumption proportionally

3.3

Hull form

The hullform is defined in the input file to Michlet.

DESIGN

The amas are filled with foam and bolted to the boat. They provide some minor buoyancy, but their main function is to improve initial stability. The central hull provides 98% of the buoyancy for the boat. The total volume of the central hull is close to 5 m. In the fore, the depth of the central hull is used to provide standing height below the low house on the foredeck. From 1 m in front of the midpoint and all the way to the aft the central hull is used for technical installations, i.e. engine, and for stowage. As much as possible should be located low in the central hull to keep CoG low. Standing height is defined as 2 m. The helm area is in the forward part of the saloon. The helm area is on the same level as the saloon. A bridge deck, raised 1 m relative to the saloon, was considered but the solution was discarded because it would have separated the driver from the passengers. A bridge deck would have had the advantage of better rear view and better height for the side door. Page 4

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The saloon is located relatively far forward to move the CoG forward. The consequence is a relative large rear deck. The sleeping cabin is in the fore. Between the forward cabin and the helm area is a corridor that is used as the galley.

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STABILITY

Stability has not been calculated. The initial stability is thought to be good enough and can if needed be adjusted by changing the amas. Centre of gravity is located approximately 0.55 m above DWL. Mid section View from behind

CoG
0.3m 0.4m 2.5m

At a tilt somewhere between 45 and 90 water will pour over the sheer onto the rear deck, or through an open side door into the saloon. If all doors are closed, water on the rear deck is no major danger. It will drain out. As long as the doors are closed and the integrity of the hull is not breached, the boat should be unsinkable (as Titanic was thought to be). Plans are to add flotation devices to make the boat unsinkable when completely flooded with water, and to make it self-righting if upside-down and flooded. The hull material is wood, so the hull itself plus the XPS insulation provide buoyancy, approximately 4.1 m according to calculations. The boat will be made unsinkable, but it remains to be seen if it can be made self-righting when flooded and upside-down. When flooded, it should float with the sheer sufficiently above the waterline to allow the boat to be emptied with pumps or buckets. To bring the sheer above the waterline it will be necessary to apply approximately 1 m of foam blocks low in the boat. This is not perceived to be a problem.

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PROPULSION AND FUEL CONSUMTION

The preliminary engine selection is a 27 hp inboard diesel from Sol, Mini-29. The engine is a marinized version of a Mitsubishi engine.

At 3500 rpm the available engine power is about 20kW. The power needed to achieve 7.5 m/s (15 knots) is 14kW plus aerodynamic resistance. Its questionable whether 70% efficiency from engine to water can be achieved, so the maximum speed target may not be reached unless a more powerful engine is installed. If the propeller is designed to propel the boat 7.5 m/s at 3500 rpm, 6 m/s will be achieved at 2800 rpm. At 6 m/s 8 kW plus aerodynamic losses is needed. The engine output is about 17 kW. Cross section area is 6 m, and Cd is assumed to be around 0.3. The aerodynamic losses when going with 6 m/s into a headwind of 5 m/s should be 1 2 kW. The required efficiency from engine to water is approximately 55%, which should be achievable.

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2010-05-17 Erik818 Conclusion: Design the propeller for 7.5 m/s at 3500 rpm and 27 hp. Producing 17 kW at 2800 rpm, the engine will burn about 4.8 liters/h. This corresponds to 0.4 litres/nm if the boat makes 12 knots at 17 kW. Increase drive line efficiency and the fuel efficiency will increase correspondingly.

SCANTLINGS

Bottom of central hull = 24 mm plywood (+ sole 12 mm) Sides of central hull = 20 mm plywood Amas = 4 mm plywood Bottom of upper hull =12 mm plywood (+ sole 12 mm) Sides of upper hull = 12 mm plywood + 30 mm foam + 4 mm plywood Cabin sides = 7 mm plywood + 30 mm foam + 4 mm plywood. Cabin roof = 12 mm plywood + 30 mm foam + 4 mm plywood. Deck = 12 mm plywood + 30 mm foam + 4 mm plywood Sole = 12 mm pine or pine plywood Reinforcements and bulkheads, add 30% weight. All surfaces except the central hull will be double-skin structures. XPS foam blocks will be used for insulation between the plywood skins for all sides, decks and roofs. The sole of the upper hull will be permanently attached to the bottom of the upper hull to provide a double-skin structure. The sole on the central hull bottom will however be detachable. The amas are expendable and allowed to be damaged also in a small collision. All outer surfaces are sealed with epoxy/glass. The central hull is sealed from the inside as well. 1 kg/m is used on the central hull exterior, 0.6 kg/m on all other surfaces.

WEIGHT BUDGET
1353 kg 607 kg 200 kg 200 kg 240 kg 2600 kg

Total hull and superstructure Installed equipment Diesel Consumables and stowed equipment 2 passengers with luggage Typical weight

+ 4 extra passengers with less luggage 400 kg Max weight 3000 kg

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