Professional Documents
Culture Documents
NA 18
NA 32
NA 38
NA 42
November 2012
Thanlyin
Myanmar Maritime University
NA 18
NA 32
NA 38
NA 42
November 2012
Thanlyin
Myanmar Maritime University
NA 18
NA 32
NA 38
NA 42
November 2012
Thanlyin
Myanmar Maritime University
Department of Naval Architecture and Ocean Engineering
November 2012
Thanlyin
Myanmar Maritime University
Department of Naval Architecture and Ocean Engineering
We certify that we have examined, and recommended to the
Department of Naval Architecture and Ocean Engineering for an acceptance
of the paper entitled “Design of a Pleasure Craft with Catamaran Hull”
submitted by Htike Aung Kyaw NA 18, Kaung Zaw Htet NA 32,
Paing Hein Htet Tin NA 38 and Htaik Thu Aung NA 42 in partial fulfillment
of the requirements for the award of the degree of Bachelor of Engineering
(Naval Architecture).
Board of Examiners:
1. Daw Myint Myint Khine
Associate Professor and Head of Department --------------------
Department of Naval Architecture & (Chairman)
Ocean Engineering
2. Daw Khin Khin Moe
Lecturer --------------------
Department of Naval Architecture & (Supervisor)
Ocean Engineering
3. U Tin Tun
Part-time Lecturer --------------------
(Member)
4. U Myint Khin
Chief Engineer --------------------
Myanmar Shipyard (Sinmalike) (External Examiner)
Yangon
5. Lt. Cdr. Tin Tun Aung
Design and Planing Department --------------------
Naval Dockyard Headquarters (External Examiner)
i
Acknowledgements
It took a team of four people and a lot of hard work to create a
complete design of a powered catamaran. We really don’t know how to
express our gratitude to all those who provide assistance, encouragement and
constructive criticism. We totally are indebted to our teachers, professors and
rector of Myanmar Maritime University, friends and family.
We are also very grateful to Teacher Daw Khin Khin Moe, Lecturer of
Naval Architecture and Ocean Engineering Department, Myanmar Maritime
University for giving us guidelines, advices and close supervision.
We also thank U Htay Aung and U Sein Win from Dala Dockyard.
We would like to thank Maj. Aung Myo Khant, Sayar U Win Htun,
U Tin Aung Win and all those who have helped us in every ways.
ii
Abstract
This project will include the design of a motor catamaran. This
project approaches the basic design concepts. Using the ideas of new
inventions and technologies and applying them to reality, we may have more
decent designs. For some reasons, those designs may not always be
successful on the market or are not yet in common use. One of those designs
is possibly the catamaran design.
Table of Contents
Page
Acknowledgements i
Abstract ii
Table of Contents iii
List of Figures vi
List of Tables x
Nomenclature xi
Chapter Title
1 Introduction 1
1.1 Developments 1
1.2 General Definitions 2
1.2.1 Multihulls 2
1.2.2 Pleasure Crafts/Luxury Crafts 2
1.3 Objectives and Scope of Project 3
1.3.1 Objectives 3
1.3.2 Scope of Project 3
6 Model Making 89
7 Conclusion and Recommendations 99
7.1 Conclusion 99
7.2 Recommendations 100
References 102
Appendix 103
vi
List of Figures
Figure No Figure Name Page
Fig. 1.1 Typical sailing catamaran 2
Fig. 1.2 Typical racing trimaran 2
Fig. 1.3 Monohull pleasure craft 2
Fig. 2.1 Yacht 5
Fig. 2.2 General hull forms 8
Fig. 2.3 Hull forms 9
Fig. 2.4 General catamaran hull types 14
Fig. 2.5 Type-A catamaran hull 15
Fig. 2.6 Type-B catamaran hull 16
Fig. 2.7 Type-G catamaran hull 17
Fig. 2.8 Type-C catamaran hull 18
Fig. 2.9 Type-D catamaran hull 19
Fig. 2.10 Type-E catamaran hull 20
Fig. 2.11 Type-F catamaran hull 21
Fig. 2.12 Type-H catamaran hull 22
Fig. 2.13 HySuCat working principle 22
Fig. 2.14 Type-I catamaran hull (Bobkat) 24
Fig. 2.15 Type-J catamaran hull (Bobkat with HySuCat) 25
Fig. 3.1 Lines plan of Thidar catamaran 28
Fig. 3.2 Technical layout design of eCAT hybrid catamaran 28
Fig. 3.3 Body plan of designed hull 30
Fig. 3.4 Markers from offset table seen in perspective view of 33
Maxsurf
Fig. 3.5 Lines plan of designed craft 33
Fig. 3.6 Profile view 34
Fig. 3.7 Half-breadth plan 34
Fig. 3.8 Body plan view 35
vii
List of Tables
Nomenclature
b Ultimate Flexural Strength
U Ultimate Tensile Strength
Chapter 1
Introduction
1.1 Developments
Boats are really amazing. While studying Naval Architecture, we
became more and more interested in this field. We found that boats and ships
have much more capabilities than nowadays. Moreover, we were inspired by
the possibilities of multihulls. Multihulls have many superior facts than
similar size of mono-hulls. But why aren’t they very popular in the market?
So, we decided to focus on catamaran design for our graduation project.
This project concentrates on the concept of an easy to handle pleasure
motorboat constructed as a catamaran. We decided that this craft is to be of
easy to use and with a priority in luxury and distinctive design. Seeking the
current market situations, there aren’t any places for catamarans here in
Myanmar. Catamarans are used as luxury crafts mostly in Australia, New
Zealand and can also be found in America. Very few market places can be
found here in Asia.
Another fact is that, there seems to be a gap between the design
qualities and technical superior concepts. Many engineering concepts apply
to boats and they are lacking design, style, grandeur and elegance. This
might probably be the reason why high technological inventions end up as
not practically useful and gradually lost its place for the market. What if we
took those high technological components and tried mixing them into most
stylish package providing luxury, will it fit the definition of a luxury yacht?
Is it even possible for a catamaran to bear these ideas at once?
Boats are designed with a wide diversity; no other means of
transportation is close enough to coming. Speaking of a wide diversity, there
are countless intentions for seagoing vessels. This states clearly that we can
never say any type of a boat without describing its purpose and usage. For
2
Fig. 1.1 Typical sailing catamaran Fig. 1.2 Typical racing trimaran
Chapter 5. The related tables and curves are plotted. The calculations are
done both by hand calculation and the aid of software.
Model making chapter, Chapter 6 consists of step-by-step model
making procedures, material list, photos while making model and the tests
done in towing tank.
In Chapter 7, conclusion and recommendation for the whole project of
designing a pleasure craft with catamaran hull is discussed.
5
Chapter 2
Types of Pleasure Crafts, Yachts and Catamarans
2.1 Yachts
2.1.1 Definition
A yacht (UK /jɒt/, US /jɑːt/) is a recreational boat. The term originated
from the Dutch Jacht meaning "hunt".
2.1.2 History
Yachts were used by the Dutch navy to pursue pirates and other
transgressors around and into the shallow waters of the Low Countries. They
were also used for non-military governmental roles such as customs duties
and delivering pilots to waiting ships. The latter use attracted the attention of
wealthy Dutch merchants who began to build private yachts so they could be
taken out to greet their returning ships. Soon wealthy individuals began to
use their 'jachts' for pleasure trips. By the start of the 17th century 'jachts'
came in two broad categories- speel-jachts for sport and oorlog-jachts for
naval duties. By the middle of the century large 'jacht' fleets were found
around the Dutch coast and the Dutch states organized large 'reviews' of
private and war yachts for special occasions, thus putting in place the
groundwork for the modern sport of yachting. Jachts of this period varied
greatly in size, from around 12 m (39 ft) in length to being equal to the lower
classes of the ship of the line. All had a form of fore/aft gaff rig with a flat
bottom and lee boards to allow operations in shallow waters. The gaff rig
7
remained the principal rig found on small European yachts for centuries until
giving way to the 'Bermudan sloop' rig in the 1960s.
Charles II of England spent part of his time in exile during the period
of the Commonwealth of England in the Netherlands and became keen on
sailing. He returned to England in 1660 aboard a Dutch yacht. During his
reign Charles commissioned 24 Royal Yachts on top of the two presented to
him by Dutch states on his restoration. As the fashion for yachting spread
throughout the English aristocracy yacht races began to become common.
Other rich individuals in Europe built yachts as the sport spread. Yachting
therefore became a purely recreational form of sailing with no commercial or
military function (see, for example, the Cox & King yachts at the beginning
of the 20th Century), which still serves a broad definition of both the sport
and of the vessel.
hull with a flat bottomed gliding hull. The idea of the construction may be
around two hundred years old but could now be optimized using modern
computer aided design and hydrodynamic simulations.
As the type of boat for this design study is defined precisely, I want to
restrict the explanation to the different types of hulls and their characteristics
with focus on catamaran constructions. Basically we can define, between
three differently operating hull forms, these being:
1. Displacement hulls,
2. Semi-displacement or Semi-planing hulls, and
3. Planing hulls.
water line length. The V at the transom is usually fairly flat with anything
from 3 to 7 degrees from baseline.
When this type of hull is over driven, the stern will drag in water and
will create large stern and bow wave. The boat may reach such an extreme
trim angle, where water could come in over the stern and swamp the vessel.
Displacement hulls should not be driver much in excess of their "hull speed".
If higher speed is required, consider Semi-displacement or Planing hulls.
Due to the hull shape with the characteristic straight cut transom a
hydrodynamic disturbance is created with an effective low pressure at the
stern pulling the vessel against its direction of movement through the water.
This makes the hull shape very energy consuming at speeds below the
planning threshold. At planing speeds, water is breaking cleanly from the
transom and the hull is riding on its straight aft sections. The greatest
resistance at planing speeds is frictional resistance. It takes more power to
climb out of the water over the bow wave than it does to maintain planing
speed once this is achieved.
To plane, the power-to-weight ratio must be high, since the planing
mode of operation is quite inefficient; sailing boats need a good sail area and
powerboats need a high-power engine. They should not be used as long
distance or passage making cruising powerboat. Depending on the particular
design, they can be driven at speeds in excess of 50 knots; however most are
designed to cruise at speeds between 30 to 35 knots. Its disadvantage is
mainly the high cost of operation.
2.4.4 Monohull and Multihulls
The hull types mentioned above are the three basic forms of hull and
they can be constructed in various ways, most commonly being a mono-hull.
A mono-hull is one type of boat having only a single hull, unlike multi-hull
boats: which have two or more individual hulls; most commonly, two, three,
five hulls; namely catamaran, trimaran and pentamaran. There are countless
types and designs of mono-hulls, which is why we will not explain them at
this point, but to go straight ahead to the design of catamarans.
2.5 Catamaran
2.5.1 Definition, History, Advantages and Disadvantages
2.5.1.1 Definition
A catamaran is a type of multihulled boat or ship consisting of two
hulls, joined by some structure, the most basic being a frame. Catamarans
13
against mono-hulled boats that they were barred from racing till 1970s. In
1947, the first modern ocean-going catamaran was built and designed in
Hawaii by the surfing legend, Woodbridge "Woody" Brown and Alfred
Kumalae.
As a constructive characteristic, they cannot achieve the high pay load
of mono-hulls with a square-like cross-section. Also the advantage of low
resistance and a higher cruise speed is lost with the growing size of a
catamaran, as the hull-speed increases in proportion to the length of a mono-
hull. At the same time propulsion power needed to use a possible efficiency
benefit of a catamaran grows exponentially.
So there is a size range and boat type where the constructional
advantage of a catamaran comes to best effect. What makes it interesting is
that this range covers well the areas where a mono-hull has its most
drawbacks.
If the water is deep enough, they have a sinusoidal shape with the
steepest gradient always less than 20° and mostly 10° or less. When Type-A
runs straight into these rollers, it will try to act like a wavepiercer with its
fine, low-lift bows until buoyancy lifts the bows with the help of the tunnel
roof, if necessary. In the process it will slow down a fair amount because of
the increased resistance caused by the extra wetted area and, of course, the
gradient. No vehicle or vessel will go faster up a hill than down. And talking
about the downward run, after cresting a head sea it is usually an exhilarating
feeling, the acceleration and the higher speed.
If the wave length is long enough, say six times the boat’s length then
nothing strange should happen when you arrive at that trough and start up
the next wave. Running beam-on to the big swells, either on top or in the
bottom, is no problem. Quartering the head seas without wind and chop may
make the passengers feel a small uneasiness when the cat leans away from
the higher water, but there is no real chance of overturning.
reduction of wetted area. Long, slim sponsons with fine entry have very little
wave-making resistance.
The speed range is approximately between 15 to 25 knots, to give
reasonable economy. This speed is a lot quicker than normal displacement
speed for a hull of same length. Round-bilge shape gives a soft ride and can't
slam but short flat tunnel does that with vengeance when trying to go
directly into a head sea. The fine entry and deep forefoot slice through the
chop nicely, but it lacks the buoyancy or lifting surfaces to save it from some
stuffing into the back of the next wave.
Type-B has a relatively small water plane area so it can carry light
loads and when overloaded to the extent where the tunnel roof stays in
contact with the sea, there will be a large increase in resistance. Type-B can
benefit from some new patented idea such as the HySuCat to lift it at speed
and improve the top speed.
low, round-tunnel roof and finds that it has nowhere to go. As a matter of
interest, it is our conviction that the well-known spitting (sneezing) of a
bucketful of water forward, out of the tunnel mouth at speed, is caused by
the speed of sound in the two phase medium being exceeded. This happens
when aerated water is suddenly compressed.
Type-G usually uses chines on the outside and, together with the
tunnel which is submerged at rest, has considerable lift at speed. As a matter
of fact it probably is the best load carrier of all catamarans, providing it can
get over the hump, another big difference from Type-B which has no real
hump in its resistance curve.
bottoms, it can have a good ride even in rough seas and will react safely
when sliding sideways off large swells. In following seas, it behaves well
because of the full bows, but at an angle, a broaching action may be felt
when the leading bow hits the bottom of the trough and then veers off.
Lateral stability is excellent and it will need abnormal loads to make it
roll too far. Ride wetness will depend on the detail shape of the forward
chines and the amount of flare in the bows, but it should be much better than
the Type-A. It can carry reasonable loads and its CG is not critical, within
bounds, of course.
Therefore Type-E is fine in small chop and wave lengths of less than
half the boat length, but it urgently needs a helping hand in the way of a
third sponson or tunnel roof extension to prevent stuffing. Vertical
acceleration from the sponsons is very low, but the tunnel roof will slam if it
is flat and not high enough for the sea state.
Because of the low water plane area, Type-E is sensitive to load shifts
and it becomes important to control people movement and other factors that
can offset the critical center of gravity. Because of its wave penetrating
action, it cannot be used offshore or where large waves and rollers occur.
In other words, this is a protected-water boat similar to Type-A and
Type-G. The narrow sponsons pose problems in installing wide engines and
long cardan-shafts, such as those used in SWATHs and SES may be needed
and that adds to the cost. Lateral stability will depend on aspect ratio, but is
less than on other, more normal types of catamarans. Construction is not
difficult but speeds (for economy) are within a narrow range.
21
The SES was developed by people who were unhappy with the normal
hovercraft where air-propulsion is needed. They thought that these slim
sponsons would allow propulsion by water jet or propeller and so make it
more efficient. Another handicap of a pure hovercraft is its susceptibility to
cross winds and its consequent need to weathercock to counter them. So
don’t be surprised if you see one traveling almost sideways to go along a
certain course. Having slim hulls in the water helps offset this to a
considerable extent but it is costly to build and maintain and its ride
characteristics are not acceptable to many.
It is load-sensitive and the CG has to be dead right. The ride is wet and
becomes hard when the waves hit the relatively low tunnel. On the upside, it
is capable of good speeds in calm conditions. As an afterthought, it is
probably unfair to compare it with normal cats.
22
Fig. 2.12 Type-H catamaran hull Fig. 2.13 HySuCat working principle
dangerous. It was also very expensive to produce, and large shaft angles
made propulsion inefficient.
The Hoppe solution, registered as HySuCat, is a low-cost compromise
that has been developed to give excellent results within its effective speed
range. The foils between the sponsons are positioned to not only lift the boat
when planing speed is reached, but also to adjust the trim for optimal main
foil and sponson attack angles. In the early HySuCat designs the main foil
was placed just forward of the Center of Gravity and small trim foils were
mounted near the transom, all of them above the bottoms of the sponsons.
However, the world patent covers many other possible configurations.
Production models of the HySuCat had a higher deadrise to improve the ride
in rough water and help the vertical tunnel sides for banking less in turns.
Without the non-trips, the lateral stability – in Extreme conditions – could
lead to tripping and flipping if the Center of Gravity is too high.
The sweeping bow with the chine going right up to the gunwales has
poor buoyancy and dynamic lift with all the problems previously mentioned
for asymmetrical hulls. At low speeds the tunnel may slam a bit, but once the
foils come into action at about 14-18 knots, and lift the whole boat a
considerable amount, the tunnel clearance is also increased and very much
larger waves are needed to create an uncomfortable slamming. We have
found that the foils also dampen action such as heaving and pitching, which
improves the ride even further.
The main advantage of the foil system is the dramatic reduction in the
resistance, resulting in a higher top speed and improved economy. Recent
applications of the HySuCat system on other hull shapes such as Type-A
improved the speed and lifted the tunnel a bit but it could not cure the other
inherent bad habits in the basic design.
24
Table 2.1 Point score for 10-types of catamaran hull relating to the given
aspects
Aspects A B C D E F G H I J
6. Resistance to Barrel-Rolling 1 5 9 3 7 7 7 5 9 9
8. Transverse Stability 6 6 7 3 4 3 4 7 7 7
9. Pitching Stability 4 5 6 7 4 3 6 7 7 8
Total Score 54 62 74 56 59 57 65 74 90 95
27
Chapter 3
Designing Concepts and Detail Design of Pleasure Craft with
Catamaran Hull
3.1 Principal Particulars
Maxsurf, AutoCAD and related software are used to create the hull
form. The principal particulars of our ship’s hull form are as follows:
Length overall – 15 m
Breadth (maximum) – 6.75 m
Depth – 2.1 m
Draught, at design waterline – 0.7 m
Speed – 15 knots (Maximum 20 knots)
No. of Passengers – 6
Propulsion – 2xVolvo Penta IPS 600, 2x320kW
(2x435hp)
Fuel & Fresh Water Capacity – 3387.131 liter, 680.045 liter
Classification – Lloyd’s Register of Shipping
Fig. 3.4 Markers from offset table seen in perspective view of Maxsurf
of the main deck is formed by stairs where the passengers can swim, dive or
just simply sit, putting the feet into the pleasant sea.
The aft part of bridge deck formed a sea view area with luxurious
settees where you can sip a cold drink while enjoying the view of the sea.
The mid portion of the bridge deck forms a small home theatre where you
can spend your time with your family, laughing and smiling while having
surround sounds of a home theatre. In the forward part of the ship, there is a
navigation deck with less complicated but efficient systems which are user
friendly.
The bridge deck then declines to the tunnel deck with the series of
circular stairs. You will arrive to the dining room. The bridge deck
windshield formed a sky light for the dining room. The compartment in front
the dining room is the master bedroom with bathroom attached. The
bathroom is located on the tunnel deck so it kind of needs to go down the
few steps of stairs. The aft part of the tunnel consists of the life boat and two
tanks containing fuel and fresh water.
Lower deck is reachable by the stairs from the dining room. The
forward port side is the galley while the starboard side contains the bathroom
from master bedroom. There is also a small bathroom on the after part of the
port side. Two compartments near the midship section are the bedrooms for
4 persons. The aft-most part of the lower deck is the engine room.
As this catamaran is a six passenger capable pleasure craft, there will
be six beddings. The maximum limit for the no. of passenger boarding this
boat is eleven. If twelve, there will be more rules and regulations that must
be applied and approved. For the same dimension of ship, if used as the ferry
boat, it can carry about 30-50 persons but must be approved by the
authorities. As this is a pleasure craft design, it is only designed for a family
size of 6 persons.
The lifeboat is of rigid inflatable boat type, also called ribs, with a
capacity of 11 passengers just for safety, although only 6 persons is to board
in case of emergency. The outboard motor is mounted in the aft part of the
38
lifeboat. The lifejackets are located below the beds and the extra ones are
located in the stair case cabinet. A total number of eleven lifejackets are
placed on the boat. The lifejackets are to be of approved type.
Requirements Design
The Volvo Penta IPS system can be installed in various ways, either as
a compact system or with an extended jackshaft, giving opportunities for
different boat designs. The system is always installed in a twin or multiple
engine configurations. A special mounting collar is integrated in the hull
construction. The propulsion unit is lifted in place from beneath the hull,
with the combined rubber suspension and sealing in place. The clamp ring is
positioned and attached with standard bolts. No time-consuming alignment is
46
needed. Steering, shift and throttle plus instrumentation are connected in the
simplest way possible.
Volvo Penta IPS systems do not need shaft alignments. With the
Volvo Penta IPS 600 propulsion units placed under the hull, and all
components exposed to seawater made of either nickel-aluminum-bronze or
stainless steel, excellent corrosion resistance is achieved, and marine growth
is minimized.
Volvo Penta IPS patented propellers means increased blade area, half
the load on each propeller, and smaller propeller diameter with minimized
tip losses and cavitation. Furthermore, the propeller system prevents
rotational losses and does not create any side forces. The thrust the
47
propellers produce is horizontal with all the force driving the boat forward.
The propellers are at the front of the propulsion unit, working in undisturbed
water with a minimum of pressure pulses affecting the hull.
A conventional shaft system loses efficiency with the thrust angled
downward and the propellers working in water disturbed by the propeller
bracket and shaft. Selecting propellers is also very easy, since Volvo Penta
provides optimized gear ratios and a complete and systematic series of
propellers developed for the Volvo Penta IPS system.
Onboard comfort is one of the main factors for a pleasure craft design.
Minimal amounts of sound, vibration and exhaust fumes make life aboard
that much more pleasant. Volvo Penta IPS new technology leads to major
improvements for all comfort enhancing factors. The propulsion forces and
vibrations are absorbed by the combined rubber suspension and sealing.
Engine vibrations are reduced thanks to a U-joint drive shaft, which makes it
possible to have the engine soft suspended.
The propellers are working in undisturbed water with no cavitation,
and have good clearance from the hull. There is an increased number of
propeller blades to distribute the forces. This means that the pressure pulses
created by the propellers have very little effect on the hull. Exhaust fumes
48
are truly minimized. First of all, the new engines have very low exhaust
emissions, and secondly, the exhausts are emitted through the propulsion
unit into the prop-wash and carried well behind the boat.
Voltage - 12 V or 24V
Incineration cycle is started with the push button. Both heater and
blower come on when button is pushed. Heater alternates off and on for a
preset period of time, blower continues on until unit has cooled. Several
people may use the toilet in rapid succession. Push the start button after each
use to reset the timer.
Chapter 4
Rules and Regulations which this Pleasure Craft Complies
4.1 SOLAS
The International Convention for the Safety of Life at Sea (SOLAS),
1974, currently in force, was adopted on 1 November 1974 by the
International Conference on Safety of Life at Sea, which was convened by
the International Maritime Organization (IMO), and entered into force on 25
May 1980. It has been amended and consolidated since then.
In SOLAS it is stated that “unless expressly provided otherwise, the
present regulations apply only to ships engaged on international voyages.”
As our catamaran is only designed to go within coastal regions or shallow
water inland, it doesn’t matter whether it comply all the rules but it will be
best if it obeys all.
In this chapter, we will only focus on the fundamental equipments
required by SOLAS. We will emphasize on SOLAS Chapter-4 Part C and
SOLAS Chapter -5. Chapter-4 Part C points out the required Radio
Communication Equipments and Chapter-5 focuses mainly for pleasure craft
users.
Our designed ship will be going in sea area A1. That is “Sea Area A1
is between 30~40 nautical miles from land, i.e., an area within the
radiotelephone coverage of at least one VHF coast station in which
continuous DSC alerting is available.” Where DSC here means “DSC
(Digital Selective Calling) is a technique using digital codes which enables a
radio station to establish contact with and transfer information to another
station or vessels.”
that the users have not applied the basic principles outlined here, they could
be prosecuted.
4.2 Rules and Regulations for the Classification of Yachts and Small
Craft, (Lloyd’s Register of Shipping)
If the yachts and small crafts want to be registered under the Lloyd’s
Register of Shipping class, the rules and regulations must be applicable.
Some of the important facts are listed below for our designed craft.
55
in positions readily accessible at all times. The valves, cocks, inlet chests are
made of corrosion resistance material.
The openings in the shell have suitable pads, which the attached
fittings are spigotted. The fittings are secured with an external ring under the
bolts made of brass.
Bilge pumping system is fitted, arranged that any green water entering
any compartment can be pumped overboard. The diameter of bilge suctions
is to be in accordance with the following formula:
d = (L/1.2) +25mm
Where,
d = internal diameter of the bilge line, in mm,
L = Rule length of the craft, in m.
Thus, the required size of bilge suctions is approximately 3.7cm.
At least two pumps, one power pump and one manual pump is to be
fitted. The capacity of the pump must not be less than 180 l/min for this
craft, which is calculated by the equation:
Q = 25 (d-25) – 112 l/min
Where,
d = the internal diameter of the bilge line
The bilge pumps are connected to a bilge line with a branch
connection to each compartment. Each branch bilge suctions, from the main
bilge line and each separate pump suction is controlled by a non-return
valve.
The power pump is driven by an electric motor. The manual bilge
pump is accessible from the deck, above the waterline. (Part 3, Chapter 3)
4.2.2.5 Batteries
Batteries are located in the starboard side compartment which is
adjacent to the engine room. Drip trays are provided, resistant to the effects
of spilled electrolyte. Cable entries to battery compartments and enclosures
are to be effectively sealed. Switches, fuses and other equipment liable to
cause an arc are not located within the compartment.
Battery compartment is well ventilated to remove the hydrogen
evolved during charging and is constructed so that pockets of hydrogen
cannot accumulate. Ventilating systems for battery compartment is made
independent from other spaces. Although mechanical ventilation is used, the
fan motors are kept away from the air stream and it is arranged that the
charging of the battery cannot start unless the ventilation fan is on and
running. Inlet air level is located below the level of the battery and the outlet
vent is at the highest point of the compartment. (Part 3, Chapter 4, Section 4)
Chapter 5
Design Calculations for Pleasure Craft
Displacement
0 deg 5 deg 10 deg 15 deg 20 deg 30 deg 40 deg 50 deg
(t)
Phase
Phase
Phase
Phase
Phase
Phase
Phase
0.00
0.15
0.30
0.45
0.60
0.75
0.90
0.95
Draft
0.759 0.702 0.615 0.527 0.593 0.718 0.767 0.766
Midship. (m)
Displacement
21.09 21.09 21.09 21.1 21.1 21.09 21.1 21.1
(Long Ton)
Heel to
Starboard 0 0 0 0 0 0 0 0
(deg)
Draft at FP
0.921 0.444 0.012 -0.08 0.579 1.167 1.14 1.049
(m)
Draft at AP
0.597 0.961 1.218 1.138 0.608 0.269 0.394 0.482
(m)
Draft at LCF
0.734 0.755 0.756 0.702 0.596 0.677 0.71 0.725
(m)
Trim (+ive by
-0.33 0.517 1.206 1.221 0.03 -0.9 -0.75 -0.57
stern) (m)
WL Length
14.1 13.63 12.48 11.84 13.83 13.02 13.59 13.96
(m)
WL Beam
6.292 6.253 6.352 6.434 6.467 6.434 6.355 6.322
(m)
Wetted Area
74.46 73.54 68.1 62.44 56.28 66.8 75.08 75.77
(m2)
Waterpl.
46.17 48.7 45.52 41.12 35.31 42.09 47.16 47.44
Area (m2)
Prismatic
0.553 0.474 0.613 0.518 0.394 0.465 0.531 0.545
Coeff.
69
Block Coeff. 0.304 0.276 0.329 0.423 0.329 0.385 0.303 0.293
Midship Area 0.837 0.618 0.778 0.819 0.836 0.83 0.833 0.834
Coeff.
Waterpl. 0.81 0.604 0.638 0.83 0.605 0.772 0.845 0.835
Area Coeff.
LCB from
Amidsh. (+ve -1.26 -1.25 -1.25 -1.25 -1.26 -1.26 -1.26 -1.27
fwd) (m)
LCF from
Amidsh. (+ve -1 -1.32 -1.52 -1.86 -1.21 -0.6 -0.99 -0.93
fwd) (m)
KB (m) 0.579 0.576 0.506 0.504 0.539 0.505 0.538 0.56
KG solid (m) 0.445 0.445 0.445 0.445 0.445 0.445 0.445 0.445
BMT (m) 9.518 9.755 9.601 9.093 7.861 8.891 9.854 9.73
BML (m) 29.47 31.21 24.76 17.66 10.92 21.12 29.91 31.24
GMT
9.653 9.886 9.663 9.153 7.955 8.951 9.947 9.846
corrected (m)
GML
29.6 31.34 24.82 17.72 11.02 21.18 30 31.36
corrected (m)
KMT (m) 10.1 10.33 10.11 9.597 8.4 9.396 10.39 10.29
KML m 30.05 31.79 25.27 18.16 11.46 21.63 30.45 31.8
Immersion
(TPc) (Long 0.466 0.491 0.459 0.415 0.356 0.425 0.476 0.479
Ton/cm)
MTc (Long 0.48 0.509 0.403 0.287 0.179 0.344 0.487 0.509
Ton.m)
RM at 1deg =
GMt.Disp.sin 3.554 3.639 3.557 3.37 2.929 3.295 3.662 3.625
(1) Long
Ton.m
Max deck
inclination 1.4 2.3 5.3 5.4 0.1 4 3.3 2.5
(deg)
Trim angle
(+ve by stern) -1.4 2.3 5.3 5.4 0.1 -4 -3.3 -2.5
(deg)
70
5.1.6 Limiting KG
The following figure shows the limiting KG values of our design ship.
The Limiting KG analysis may be used to obtain the highest vertical position
of the centre of gravity (maximum KG) for which the selected stability
criteria are just passed. This may be done for a range of vessel
displacements. At each of the specified displacements, Hydromax runs
several large angle stability analyses at different KGs. The selected stability
criteria are evaluated; the centre of gravity is increased until one of the
criteria fails.
However, at lower speeds, when Fn is less than 0.42, the two separate wave
systems may have some cancelling effects on each other, resulting in a
relative decrease of the wave resistance. The total wave energy generated by
a catamaran may be measured behind the hull and is analogous to the wave
resistance. The wave resistance can also be assessed by integrating the
pressure field around the hulls (ideal fluid). The wave interference at
relatively low speed disturbs the pressure field on the hulls, however, at
higher speeds the wave interaction occurs behind the hulls and thus no
pressure field disturbance acts directly on the hulls.
0.075
CF
(log Rn 2)2
Lm 1.364
Ls 15
Length Ratio 11
Correspondin Vm=Vs*(Lm/Ls)^
g Speed 0.5
(Lm/Ls)^0.5 0.301551543
2)2
Table 5.11 -Values relating to hull separation to length ratio for each model
3. The values (1+k) and are obtained, (1+k) from previous model
test datas and values from the equation.
4. Thus CW is achieved.
CTM 1 k C FM
CW
Table 5.12 Calculation of Cw and
vM (m/s) RTM (N) RnM CTM CFM Cw
0.931 1.423 1406099.80 0.0056 0.0044 0.440 0.0007
1.087 2.795 1640449.77 0.0081 0.0042 0.892 0.0033
1.242 5.095 1874799.73 0.0113 0.0041 0.948 0.0066
1.397 7.715 2109149.70 0.0135 0.0040 0.962 0.0090
1.552 13.159 2343499.66 0.0187 0.0039 0.977 0.0142
1.708 19.839 2577849.63 0.0232 0.0039 0.983 0.0189
1.863 30.512 2812199.60 0.0300 0.0038 0.988 0.0257
2.018 39.184 3046549.56 0.0329 0.0037 0.989 0.0286
2.173 39.221 3280899.53 0.0284 0.0037 0.987 0.0242
2.329 39.554 3515249.50 0.0249 0.0036 0.985 0.0208
5. Similar to calculation for model, the RnS and CFS are found. CW is
assumed to be the same for both model and design ship.
6. CTS is calculated from the equation, CT = CF + CR = (1 + k)CF + Cw.
Substituting related values, and using (1 + k)=1.219 and
(1+k)=1.1344, the equation becomes:
1
RTS CTS S S vS
2
2
PE RT vS
Thus the effective power for the ship speed of 15 knots is 387.25kW.
In this design, we used Volvo Penta IPS 600, which could deliver the power
PD of 307kW for each engine. Since two units are installed, PD of 614kW is
achieved. Assuming Quasi-Propulsive Efficiency of 65% or more is
obtained, the PE provided by the engines can be above 399.1kW. This power
is enough for our design to archieve the speed of 15 knots or more. Volvo
80
Penta IPS 600 gives out the shaft power PS of 320kW and deliver power PD
of 307kW, thus only 4% of shaft transmission is lost.
In other words, for 15 knots of ship speed, the PD needed will be below
595.77 kW.
40000.00
Speed (knots) vs.
30000.00
Resistance (N)
20000.00
10000.00
0.00
0 2 4 6 8 10 12 14 16
-10000.00
300.00
Speed (knots) vs.
200.00 Power (kN)
100.00
0.00
0 5 10 15 20
-100.00
Where,
2. For the stiffner sections, the corrected section modulus obtained from
the table is to be multiplied by the factor KZ,
85 1
KZ (OR) K Z
U 15G C 6GC 1.45
2
Where,
U = ultimate tensile strength, in N/mm
2
together. The outside hulls have gel coat. Where changes in hull form
occurs, such as at the transom boundary or chine, the reinforcement is to be
carried through and past the knuckle, the ends of various layers staggered.
The hull is to be locally increased in thickness in way of fittings for
propulsion units, etc. The increased laminate weight is to be gradually
reduced to the normal laminate weight, and the exposed edges of any
openings in the hull laminate are to be sealed with resin.
Chapter 6
Model Making
VS
VM
Thus we choose the ratio λ =11 in order to reduce the model speed
(carriage speed) to 3.1 m/s. Reduction in 0.2 m/s doesn’t seem to be much if
90
you look at the magnitude but what if you look in inches per sec. It would be
about 8 in/sec. But there was more trouble. Only after we made the fiber
model, we did not get permission to test with 3.1m/s. We only got the
permission to test up to 2.33m/s. Thus, the designed ship speed of 15 knots
can only be achieved.
So, the model dimensions and speed were as follows:
LOA = 1.364 m
LBP = 1.812 m
LWL = 1.268 m
B = 0.614 m
T = 0.064 m
D = 0.191 m
VM = 3.106 m/s (expected), 2.33 m/s (reality)
Once we got the main dimensions and the scale factors we needed,
we started making a mould. We needed sheets of 3-plywood and 2"x1"
timber blocks. Firstly, as we have a Maxsurf design file, we printed out the
stations that we’ve created. As the breadth of the model is about 2 feet
maximum, Half-breadth is only around 12 inches. Actually, we needed to
print out the stations with A3, B4 or papers of larger size using a plotter. The
only things we have was legal papers and a printer. So we only printed out
half the stations.
The printed out papers are cut using a small paper knife and are
drawn on the 3-plywood. After which they are sawed out using a hacksaw.
For this model, we used 18 stations. The more stations or frame you include,
the more precise your model will be.
The stations are joined using 2"x1" wooden blocks which are sawed
out according to the station spacing calculated. Just before this, some small
wooden blocks are nailed to the station to enable the shell plating to attach
the stations. All blocks and stations are joined with ½" nails. Following this
you will get a fish-bone like structure, which all the stations are erected and
connected.
plating. The shell plating of the tunnel and the inner side of the demi-hull
wasn’t of any trouble but the side shell plating really does.
So, we have finished cutting out the stations, erecting and joining
them, shell plated them and the gaps are filled with sealant. After all these,
the only thing left is to sand the plywood to obtain a smooth finish. First, we
used a No. 3, P: 36 sandpaper, following with a No. 0, P: 120 sandpaper.
Wipe out all the dust and finally, we get a primary male mould made of
plywood.
we could get a final male model without making a female mould out of
fiberglass.
Fusion Fiberglass had agreed us to make a final male model which
would cost only around 140,000 Kyat but we would not be able to get back
the wooden primary mould. The way they make the model sounds
interesting. Although we couldn’t see the making with our eyes, they
explained us how they made it. First, they put a tape fully around the primary
mould. They then applied really thick putty around it and let it dry. After
which they destroyed the wooden primary mould, which is lying inside the
putty, taking care not to harm the putty. After peeling of the tapes, the putty
now forms as a female mould. Care must be taken in all stages afterwards.
The male model is made just the same as the steps mentioned above.
Finally, we get the required fiber model as shown below.
When Fusion Fiberglass delivered us the model, they said they have
tested that the model is watertight. But we have to see it for ourselves. There
is no lake or tank where we could test the model immediately, so what we
did was we filled up the model with water and see if there were any leaks.
Luckily there were none. So, finally we got our model which we wanted for
just around 175,000 Kyat, saving between 45,000 Kyat to 1 lakh.
To test in a towing tank, we needed to fit wooden pieces on the fiber
model so that the dynamo can be seated properly and the guiding arms be
fitted. The dynamo must be fitted at the center of gravity both longitudinally
and transversely. So it is fitted in the tunnel where CG is located. The design
waterline is drawn around the model. The LCG position is calculated from
Maxsurf and is verified by putting the model, subjected to a tipping point,
most likely to be a chair and is seen whether it is balanced and stabled.
The instruments were fitted and the model was now in place for a
resistance test. The results were shown in Chapter-5.
Fig. 6.12 Fiber model placed in Fig. 6.13 Assembly to towing tank
towing tank carriage
98
Chapter 7
Conclusion and Recommendations
7.1 Conclusion
In our project, detail definitions relating to catamaran hull forms and
pleasure crafts, designed hull, drawn with Maxsurf and its calculations, rules
and regulations required and model making are included. Our project will
help the development of using catamaran hull forms in ship industry in our
country.
The fact that we chose a chine hull form is because we intended to
design a semi-displacement/semi-planing craft. Thidar Catamaran which we
used as a reference is a round bilge craft, meaning which it is a displacement
hull form. Displacement hull forms are useful for load carrying but they have
very slow speeds. As our design is a pleasure craft, speed is a factor that is
needed to be considered. Planing hulls are designed for speed but they need
more power to plane. So, we chose a semi-displacement/semi-planing hull
form.
Maxsurf software is easy to use and calculations are fast compared
with other types of software. We used Maxsurf Pro Software to initially
create required catamaran hull form, bonding and trimming surfaces as
necessary. From the hull form obtained, we designed general arrangement
plan using AutoCAD and creating complete 3D design back in Maxsurf.
Stability calculations are calculated using Hydromax Software and the
result of curves and table are plotted. Intact Hydrostatics, Large Angle
Stability, KN values, cross curve, Longitudinal Strength, etc. are also
calculated using Hydromax. Freeboard and Tonnage calculations are not
required by this type of craft.
Resistance test is carried out in towing tank located in Myanmar
Maritime University compound. Calculation is done with Insel & Molland
100
Theory. Here we can notice that the viscous resistance interference and wave
resistance interference factors are needed to be considered in calculation of
resistance for catamaran. Strength and Section Modulus required by Rules
and Regulations for the Classification of Yachts and Small Crafts, Lloyd’s
Register of Shipping are interpolated linearly from the given tables with
respect to length and speed to length ratio. Model making chapter will help
understand the basic model making and fiberglass technology.
In Myanmar, FRP boat building is not widely used yet and is not well
developed. Development in this technology is necessary as this will help
production of locally manufactured boats which could be definitely cheaper
than the imported ones. In mass production of the same design, fiber boat
building is more beneficial and less costly compared to conventional boat
building but if built only a few numbers, the cost of making a fiber mould is
expensive and unprofitable.
Catamaran is another technology that our country need to
development. This project states the superior facts of catamarans compared
to monohull. We have Thidar Catamaran, Japanese technology which we
could base on but it is rather old. Further developments are necessary. Fast
ferries should be designed as catamarans. In other countries, the Research
and Development Centers of their universities studies and research for
improvement of catamaran design. We don’t have this in our university, so
this technology could not be studied widely.
If we could study this technology, we can have stable, fast and
profitable catamaran designs. Our project could be a revolution to catamaran
development in our country.
8.2 Recommendations
We used the principle dimensions limiting the boundaries of 15m
catamaran offset derived from Thidar Craft using GEOSIM method. Simply
101
speaking, we could say that our craft does not have a mother ship. It is a new
design with the set of limitations using a similar length catamaran. It would
be better if we have a mother ship of this hull form. Calm water wave
resistance is estimated by using theories and previous test data. It would be
better if all separation to length ratio for specific type of hull form is tested.
In this project, the resistance due to appendages is neglected when
calculating resistance. It will be more accurate, if these data are considered.
Strength calculation is incomplete. More theory and rules must be
studied for strength calculation of FRP boats and crafts. Most people use
AutoCAD software to design a full ship with all superstructures and
appendages but we found using Maxsurf when drawing a 3D design hull is a
bit more easy and less time consuming. But AutoCAD is necessary software
for all engineering students.
From this project, we can change the general arrangement form to
change the design to a ferry boat of same size with the capacity of 30-50
passengers but more rules and regulations would be required. Or we could
head to resistance, verifying the wave resistance with respect to hull
separation. Or fit hydrofoils to form a HySuCat arrangement. Or making use
of this boat and install solar panel to form either electric only or diesel-
electric hybrid system or hydrogen fuel hybrid system. Many new directions
can be made using this project as a base.
“Design of a Pleasure Craft with Catamaran Hull” is just a graduation
project which we approached design aspects with the availability of data and
resources all we could get. It takes a lot of hard work to gather data as there
is no former project to rely on and most data from the internet are incomplete
and costly. We really hope this project could be the start or foundation of
many projects relating this field of study for students in our country.
102
References
1. eCat Hybrid – Power Catamaran Design Study, Juri Karinen, 2011
7. Rules and Regulations for the Classification of Yachts and Small Craft
(Lloyd’ Register of Shipping), 1994
11. http://en.wikipedia.org
12. http://www.thaiboating.com
APPENDIX
103