26-04-2022

High Performance Marine

Vehicles

I N TR O DUC TI O N

High Performance Marine Vehicles

 High Speed Crafts or Advanced Marine Crafts

 Technologies used in these crafts are different from
that of a conventional ship
 Hydrodynamic behaviour of these crafts are different
from that of conventional crafts
 Advance Marine crafts may use higher level of
technology in several directions.
 Material for construction
 Very efficient and uncommon structural arrangement
 High operational efficiency and safety features
 26-04-2022

High Speed Craft

 High-Speed definitions
 There are many definitions , but all of them high
speed is related to size of the marine craft
 The ship operating at the surface of the water my be
defined for the purpose of hydrodynamics by
Length of the water Displacement
line at rest
V V
Fn  Fn  
gL g 1 / 3
 26-04-2022

 At higher Froude numbers, there is also a marked

development of hydrodynamic lift (an upward
vertical force) on the hull,
 so that the weight of the ship is supported partly by
buoyancy and partly by hydrodynamic lift.
 A third definition of high speed craft is thus a craft
operating at a speed at which less than 60 per cent of
the weight is supported by buoyancy
26-04-2022
 26-04-2022

 high speed craft designed to operate at high speeds may

perform badly at low speeds
 It is necessary to design the propulsion system so that it
can accelerate the high speed craft through the low speed
range
 The resistance high speed craft is higher than that of a
conventional craft of the same size.
 The operating speed, the wetted length of a high speed
craft may be significantly less than when it is at rest.
 Froude number based on length may not be an
appropriate criterion for comparing high speed craft

Types of High Speed Craft

 Displacement crafts
 Planing Craft
* Semi-displacement craft
* Semi-planing craft
 Hydrofoil Craft
 Air Cushion Vehicles (ACV)
 * Hover Craft * Surface Effect Ships (SES)
 Hybrid Concepts
* Catamaran * SWATH *SEA-CAT
 26-04-2022

Types of High Speed Craft

 Displacement crafts
 Vessel supported entirely by its own displacement
W = g
 A displacement craft cannot move beyond a certain speed.
 If a craft has to move at a speed higher than the limiting
speed, it must necessarily be supported by an upward force
due to the flow of water underneath.

Displacement vessels - hydrostatic pressure

Types of High Speed Craft

 Planing crafts
 The craft is supported to a significant extent at the design
speed by the hydrodynamic lift developed by the hull in
contact with water
 When stationary and at low speeds
weight of a planing craft = buoyancy
 As speed increases
 When half the weight or more than half the weight is
supported by DYNAMIC LIFT, the condition is called a
fully-planing condition
 26-04-2022

 Continuous transition from the displacement mode

to the planing mode The craft is partially
supported by Lift generated and partially by
Buoyancy.
 The Intermediate stages of this transition as semi-
displacement and semi-planing craft
 Volume of water displaced reduced.
W = 1g + Lift (when Planing
happens)
Planing vessels - hydrostatic pressure is much lower than
hydrodynamic ones.

Types of High Speed Craft

 Semi-displacement / Semi-planing craft

 In between the fully displacement mode and the fully
planing mode, a range of speed exist in which the
vessels plains partially and it is supported partially
by buoyancy.
 This is called semi-displacement or semi-planing
phenomena
 A vessel can be designed for semi-planing condition
as well as for fully planing condition (planing craft)
Semi-displacement vessels - hydrostatic and hydrodynamic
pressure have the same order of magnitude.
 26-04-2022

Types of High Speed Craft

 Planing craft
 If the lift generated is so high that it would more or
less equal the weight, the vessel comes out of water –
skimming the water
 Buoyancy component is very small
 26-04-2022

Types of High Speed Craft

 Hydrofoil craft
 Instead of the vessel bottom itself generating the lift,
 The hydrodynamic lift supporting almost the entire
weight of the craft at high speed is generated by
hydrofoils which are fully or partly submerged
extensions or appendages fixed to the main hull here
the lift is generated by an hydrofoil connected to an
appendage extending from bottom of the hull.
 The hydrofoils at small angle of attack will generate a
lift force ( V2)that would lift the vessel out of water
 No question of hopping
because the hydrofoil is still in water

Types of High Speed Craft

 Air Cushion Vehicle (ACV)

 Upward thrust due to pressurized air from a cushion
below the boat
 The upward force supporting the weight of the craft is
generated by creating a cushion of air at a pressure above
the atmospheric pressure between the bottom of the craft
and the surface over which the craft travels.
 The boat is lifted at zero speed
 Amphibious in nature
Different types:
1. Hovercraft (amphibious)
2. Surface Effect Ships (SES – watercraft)
3. Wing In-Ground Effect (WIG)
 26-04-2022

Types of High Speed Craft

 Hovercraft (ACV)
 A hovercraft is a vehicle that glides over a smooth
surface by hovering upon an air cushion
 Basically an amphibious vehicle
 The vessel is lifted at zero speed

Types of High Speed Craft

 Hovercraft (ACV) – The Theory

 A massive down-draft of air pushes the ‘hull’ upward
 The hovercraft creates vents or currents of slow-moving,
low-pressure air that are pushed downward against the
surface below the hovercraft.
 These currents are pushed beneath the vehicle with the
use of fans.
 Surrounding the base of the ACV is a flexible skirt,
(curtain), which traps the air currents, keeping them
underneath the hovercraft. These trapped air can create
an air cushion on any smooth surface, land or water
Key to ease of movement – Reduce Friction
 26-04-2022

Types of High Speed Craft

 Hovercraft (ACV)
 Use air propellers or fans
 The cushion of air is trapped
underneath the craft by a flexible
rubber skirt that can bend around
obstacles on water or land.

1. Air Propellers / fans

2. Air
3. Fan
4. Flexible skirt

Types of High Speed Craft

 Surface Effect Ships (SES)

– ACV
 The vessel is supported by an air
cushion that is bounded by flexible
seal systems at the bow and stern
and by two side walls
 Basically watercrafts
 An air fan system provides the
excess pressure in the air cushion
and lifts the SES up
 26-04-2022

Types of High Speed Craft

 Surface Effect Ships (SES) – ACV

 The excess pressure in the air cushion causes a water
level inside the cushion lower than the level outside.
 Typically the air cushion carries 80% of the weight of
the vessel
 Buoyancy of side hulls carry
the rest of the weight at zero
speed.
 Use propellers or water-jet
propulsion; quieter than
hovercraft

 Multihull vessels :
 Catamarans and SWATH (small waterplane area
twin hull) ships may also be regarded as advanced
marine vehicles..
 some catamarans may have sufficiently high speeds
to be classed as high speed craft
 SWATH ships are not normally intended for high
speed and are regarded as advanced for other
reasons
 26-04-2022

Types of High Speed Craft

 Air Cushion Vehicle (ACV)

 Wing-In-Ground (WIG) Effect
 Performs like a very low flying aircraft
 26-04-2022

Types of High Speed Craft

 Wing-In-Ground (WIG) Effect (ACV)

 Caused primarily by the ground interrupting
the wingtip vortices and downwash behind the wing
 Wingtip vortices are unable to form effectively due to
the obstruction of the ground

Types of High Speed Craft

 Hybrid Crafts
 Hydrofoil Catamaran
26-04-2022
 26-04-2022

 Displacement Craft
 like a conventional surface ship
 has a single hull
 provides buoyant lift to support its weight
 hull form specially designed for improved high speed
performance
 Adopting advanced technologies to reduce weight

The main advantages of displacement craft include :

 High transportation efficiency
 Small propulsion power and high endurance
 Ruggedness and simplicity
 Existing infrastructure for construction, operation
and maintenance
 Low cost.
 26-04-2022

 These advantages are obtained at the cost of a limit

on the maximum speed, 40 knots being the upper
limit for displacement craft
 greatly affected by the sea state.
 Displacement craft are widely used for commercial
and military applications in which extremely
high speeds are not required.

 Planing Craft
As the speed increases
 The vessel first tends to go down in the water and
trim by stern
 the bottom of the craft flat towards the aft to limit
the sinkage and trim
 fine entrance and narrow sections at the bow to
keep the resistance low
 improve wave-going performance
 26-04-2022

 the hydrodynamic pressures on the wetted surface result

in a vertical force that lifts the hull partly out of water so
that it tends to skim over the surface of water
 The generation of hydrodynamic lift and the breaking
away of the water from the hull surface are promoted by
either providing a hard chine or round bilge craft by
spray rails
 Hard chine craft generally have higher hydrodynamic
lift forces and a lower resistance, but greater vertical
acceleration in waves

 round bilge forms have lower hydrodynamic lift

forces
 therefore be termed semi-displacement or semi-
planing craft
 higher resistance but a more comfortable ride
 choice between hard chine (planing) forms and
round bilge (semi-planing) forms depends upon the
relationship between the speed, the length and the
weight of the craft
 26-04-2022

 large high speed craft at speeds upto 50 knots, round

bilge craft are better
 hard chine craft are often preferred because they are
easier and cheaper to build
 double chine hull is a compromise solution
 design of planing craft resistance the ride quality
and the manoeuvrability and control of the vessel in
expected sea conditions are also significant factors

Economics often becomes the controlling factor in

developing a successful project and must include
 all vessel development costs,
 the shore facilities,
 the number and size of the vessels dedicated to the
operation,
 the operational expenses
 long term maintenance costs

propulsion machinery and the development of

hydrodynamically efficient and light weight structural hull
forms
 26-04-2022

 Speed on the water surface is closely related to the

size of the vessel and the installed power
 Length is the principal dimension used to define
speed-size relationships at low speeds
 The non-dimensional ratio of the velocity of surface
waves to the square root of length (Froude number)
in deep water is equal to about 0.4
 when a vessel moves at a Froude number of 0.4 it
creates waves whose wavelength is equal to the
waterline length of the vessel

 Froude numbers above 0.4 will normally have a part of

their all-up-weight supported by dynamic forces.
The reasons for this are as follows :
 Below a Froude number of 0.3 marine craft spans two or
more waves of its own bow wave train
 At such speeds, the changes in draught and trim are small
and power requirements modest
 Also in this speed regime, the hull weight is supported
entirely by buoyancy forces
 26-04-2022

 Upto a Froude number of 0.268 the drag is

predominantly frictional.
 The hull is tapered at the stern and curved upward
towards the waterline to minimise flow separation as
the latter is a source of drag
 Above a Froude number of 0.268, the wave making
drag becomes increasingly important and at a
Froude number of about 0.357 the wave making drag
begins to increase at a very high rate

 Above a Froude number of 0.4, wave making

becomes a virtual barrier
 This is because the increased local velocities caused
by the rounded hull form result in negative
pressures which cause the vessel to settle down
deeply and trim down by the stern
 At such speeds the displacement vessel is literally
climbing the back of its own bow wave
 So it is necessary that the buttock lines flatter
terminating in a transom stern and avoids the
build up of negative pressures
 26-04-2022

 At higher design speeds even straighter buttock lines

are required and the transom must be broader and
more deeply immersed
 The high-speed semi-displacement or semi-planing
regime Froude numbers generally range from 0.387
to about 0.892.

 Hydrofoil Craft
 The lift developed by a foil is fundamentally different
from the lift in a planing craft
 In a foil, the major part of the lift arises from the
negative pressures on its upper surface.
 The lift in a planing craft is generated by the
positive pressures on its bottom (planing) surface
 The foils in a hydrofoil craft can be divided into two
main
 surface piercing foils and
 fully submerged foils
 26-04-2022

 Surface piercing foils may be arranged as dihedral,

anhedral or ladder foils
 A hydrofoil craft usually has two foils or sets of foils,
one forward and one aft, which together produce the
hydrodynamic lift necessary to support the weight of
the craft and raise it clear of water
 The lift distribution between the forward and aft
foils, dependent on the longitudinal centre of gravity
of the craft
26-04-2022
 26-04-2022

 conventional or “aeroplane” arrangement in which

the forward foil provides most of the lift,
 the “Canard” arrangement in which the after foil
provides most of the lift,
 the “balanced” or “tandem” arrangement in which the
forward and aft foils share the lift more equally than
in the first two arrangements
 26-04-2022

 hydrofoil craft with a system for varying the lift to

controlling the position of the craft with respect to
varying payloads
 take off
 crash landing
 for stability in terms of heel and trim
 course keeping
 manoeuvring
 motion control in waves

 The lift L developed by a foil is given by :

 Where
 𝜌 is the density of water,
 A the area of the planform
 V the velocity of the foil with respect to water.
 CL is the lift coefficient and depends upon the shape
of the foil and the angle of incidence
 26-04-2022

 In a fully submerged foil, the area of the foil remains

constant,
 surface piercing foils the area of the foil increases as
it goes down into water and the resulting increase in
liftcauses the foil to rise,
 surface piercing foils are inherently self-stabilising
with respect to their depth in water at constant
speed.
 For controlling the lift of fully submerged foils, it is
necessary to provide either trailing edge flap control
or angle of attack
 26-04-2022

 foil produces most of its lift through the negative

pressures on its upper surface
 the pressure of water above the foil surface may drop
to values close to vapour pressure and cause
cavitation
 adverse effects including a reduction in lift because
the reduction in pressure is limited to the vapour
pressure, and noise and erosion due to the collapse
of the cavities

 Steps to avoid cavitation

 increasing the depth of the foil below water
 by increasing the area of the foil so that the magnitudes
of the negative pressure is reduced
 adopting a foil section shape which gives a uniform
pressure distribution without an excessive negative
pressure peak

 it is necessary to ensure a high lift-drag ratio so that high

foil borne speeds can be attained without requiring
excessive powers
 26-04-2022

 After a certain speed, it is impossible to avoid

cavitation on the foils
 wedge shape which promotes cavitation, creating a
cavity starting at the leading edge and extending well
behind the foil

 problem sometimes encountered by hydrofoils

 the phenomenon of air entrainment by which air is
drawn down from the atmosphere to the low
pressure region of the foil resulting in a sudden loss
of lift
 usually occurs with surface piercing foils in the
region close to the air-water interface
 on fully submerged foils if a path exists for air to flow
from the atmosphere to the upper surface of the foil
 26-04-2022

 Sometimes, air is deliberately introduced into the

low pressure region to create an air filled cavity on a
supercavitating foil during the acceleration of the
hydrofoil craft, since the wedge shaped section is
otherwise very inefficient at low speeds
 the size of the foils is governed by the weight of the
craft since weight is totally supported by lift
 The weight of the craft is proportional to the cube of
its linear dimensions, while the lift of the foils is
proportional to their area or the square of their
dimensions

 A higher lift may be obtained by increasing speed of the

craft or the lift coefficient of the foil, but cavitation
imposes a limit on speed and lift coefficient
 Foils of a higher aspect ratio (span/chord) have a greater
lift
 hull form of a hydrofoil craft must be designed taking
into consideration its operation in the hull-borne and
foil-borne modes
 sufficient power margin must be provided, perhaps as
much as 20-25 per cent, to take-off and in rough sea
 26-04-2022

 Hovercraft
 Weight is supported by a self-generated cushion of
air
 two main types
 air cushion vehicle
 surface effect ship
 air cushion vehicle no contact with the surface over
which it operates
 surface effect ship has “side walls” which are
immersed in water, thereby sealing the air cushion at
the sides
 26-04-2022

 air cushion below the bottom of the craft is supplied

by one or more fans whose discharge is directed into
the air cushion
 air cushion vehicle
 weight of the craft = air cushion pressure
 The air cushion pressure is higher than the
atmospheric pressure, air tends to escape from the
air cushion to the atmosphere

 leakage of air from the air cushion is minimized by

 sealing the air cushion by a peripheral jet in some air cushions

 reducing the clearance between the craft and the

water or land surface in a “plenum chamber” type of
air cushion
 Air loss from the air cushion is further reduced
without the danger of contact between the solid
structure of the air cushion vehicle and the rough
surface over which it may be travelling by providing
flexible skirts
 26-04-2022

 surface effect ship

 weight of the craft = air cushion pressure +buoyancy of the
side walls
 high speeds
 weight of the craft = air cushion pressure +buoyancy of the
side walls + vertical hydrodynamic
 the air cushion is sealed at the sides by the side
walls immersed in water
 the bow and the stern air cushion is sealed by
inflated flexible skirts
26-04-2022
 26-04-2022

 Typical values of air cushion pressure (above atmospheric

pressure) range from 0.015 atm to 0.050 atm, i.e. 150-500 Pa
 Lower pressure gives a softer ride and more passenger
comfort
 higher pressure results in a more compact craft and allows
higher speeds
 The fans used to maintain cushion pressures are usually of the
centrifugal or mixed flow types,
 sufficient discharge to compensate for the leakage of air from
the air cushion and ducting losses.
 In air cushion vehicles, there may be several fans each
supplying air to different sections of the peripheral sealing
arrangement

 surface effect ships

 One fan provide the cushion air
 Second one is used to provide the air to seal the
forward and aft ends of the air cushion
 Initial hovercraft designs
 peripheral jet air cushion which is more efficient
than the plenum chamber air cushion
 plenum chamber air cushion is much simpler
arrangement
 26-04-2022

 The introduction of flexible skirts improved the efficiency

of the plenum chamber
 the structural clearance of the craft from the surface to be
increased without increasing the daylight clearance

 modern hovercraft therefore have plenum chamber

air cushions
Flexible skirts have improved
 The efficiency
 motion stability
 ability to operate in waves of air cushion vehicles
 allowing operation over rough seas without hard
contact with water and yet keeping air losses low
 26-04-2022

 Some of the early designs of skirts caused serious

problems such as tucking in under the craft when
coming into contact with water in waves
 causing the craft to plough into the water and even
capsize
 Other types of skirts resulted in a low frequency
oscillation called skirt bounce
 modern skirt designs overcome these problems
 26-04-2022

 Behaviour of ACV over water

 ACV is stationary the water surface is depressed under
the cushion
 At low forward speeds, the water begins to pile up ahead
of the craft, resulting in a trim by stern
 surface of the water under the cushion remaining parallel
to the base of the craft,
 this creates a wake astern and a surface wave pattern
 At intermediate speeds the trim increases to a maximum
value
 At high speeds, the water surface cannot react sufficiently
rapidly to the motion of the air cushion because of
inertia, so that the trim reduces
 26-04-2022

 Resistance of a hovercraft can be divided into a

number of components
 Aerodynamic (profile) drag:
This is made up of frictional resistance and
viscous pressure resistance, and can be
expressed in terms of a profile drag coefficient
based on the transverse projected area above the
waterline.

 Momentum drag :
This is caused by the air drawn into the air
cushion from the atmosphere and accelerated
from zero to the craft velocity. The rate of
increase of the momentum of the air gives the
momentum drag.
 Induced drag:
This is the horizontal component of the resultant
of the cushion pressures due to trim.
 26-04-2022

 Wave making drag:

The hovercraft generates waves in the water and
this gives rise to the wave making drag in a
manner similar to displacement craft.
 Note that this wave making drag occurs even when the hovercraft
is not physically in contact with water.
 Wetting drag:
This arises from the direct contact between the
craft or the skirts and seals with water, and
includes skin friction, cushion pressure effects
and spray resistance.

 Side wall drag :

 This is a major component of the drag of a surface effect ship.
 26-04-2022

 An air cushion vehicle which has no direct contact

with the surface over which it is travelling can
undergo large yaw and sway
 The dynamic response of the fans to the fluctuations
in cushion
 The pressure as the height of the craft above the
water surface varies has a major influence on the
behaviour of the air cushion vehicle
 maximum heave and pitch occur when the hovercraft
heads into waves of length between 0.5 and 2.0 times
the craft length
 26-04-2022

 contouring
 The craft tends to follow the wave surface when travelling
over long waves
 platforming
 follow a horizontal path over short waves,
 sometimes leads to high frequency skirt oscillation

 Heave motions can be reduced by increasing the daylight

clearance
 decreasing skirt heights, reducing cushion pressures and
using cushion fans in which the pressure does not vary
sharply with discharge

 surface effect ship, the hydrodynamic forces on the side

walls and underwater appendages cause ship motions
 these submerged parts of the ship also provide motion
damping
 Pitch and roll motions of a surface effect ship are affected
by the damping and added mass characteristics of the
side walls
 Side walls provide hydrostatic restoring forces and
moments for heave, pitch and roll
 Transverse stability is important during high speed
manoeuvres
 26-04-2022

 The roll and pitch stability can be improved by

dividing the air cushion to longitudinal and
transverse compartments by flexible skirts or by air
jet curtains
 Ride control systems have been developed to
minimize the motion of a hovercraft in waves

factors in structural design

 High strength-weight ratio
 high corrosion resistance
 high fatigue strength
 production considerations
Structural materials
 high strength marine aluminium alloys
 fibre glass for the smaller craft
 high strength steels for the larger craft
Skirts are usually made of nylon fabric coated with
neoprene or natural rubber.
 26-04-2022

 Propulsion arrangements in surface effect ships are

similar to those used in other high speed craft
 upto about 40 knots, conventional subcavitating
propellers
 higher end of this speed range it may be necessary to
adopt transcavitating propellers which can operate
efficiently even with significant amounts of
cavitation
 At very high speeds (60-80 knots) water jet
propulsion is sometimes adopted
 Air cushion vehicles are usually propelled by air
propellers with or without shrouds

 Multi-hull Vessels
Catamaran
 Its main advantages over a single hull vessel
 large deck area,
 high stability
 high speed at low powers in some speed ranges
 Low draught
 low structural weight may also be obtained.
 26-04-2022

 The individual hulls of a catamaran may be

symmetrical about their respective centre lines or
they may be asymmetric.
 Asymmetric demi-hulls can be advantageous for
propulsion when placed close together to give a
tunnel of uniform width.
 Because each demi-hull is very narrow, wave
resistance is small
 High speed catamarans have demihulls of a semi-
planing form with V sections and transom sterns
 26-04-2022

 Catamarans have a higher resistance than single hull

vessel at low speeds (Froude number less than 0.35)
 but at speeds corresponding to a Froude number of
about 0.5, catamarans may have a lower resistance
than mono-hulls of the same displacement
 manoeuvrability and directional control of a
catamaran is good because
 The seakeeping performance, however, is not very
good particularly in bow seas when pitch and heave
motions tend to be excessive
 Roll amplitudes can be small because of large
metacentric heights
 26-04-2022

The conventional ship is a single or mono-hull vessel.

If one departs from this form, a number of variations
are possible :
 A mono-hull with a small stabiliser, e.g. the outrigger
canoe.
 A mono-hull and two small stabilisers
 A twin hull vessel or catamaran
 Symmetric catamarans
 Asymmetric catamarans.
 Trimarans
 26-04-2022

 General considerations:
main advantage they possess over mono-hull vessels are :
 increased deck area
 reduced high-speed resistance, for certain
configurations.
 wetted surface area of a catamaran > mono-hull of equal
carrying ability
 catamaran must be designed with smaller light weight if
it has to compete with a mono-hull of the same carrying
ability
 26-04-2022

 In catamaran capacity of the vessel is related to deck

area and not to deadweight carrying ability
 tend to have large stowage factors
 Catamarans do not have appear to have an
advantage over mono-hulls below a Froude number
of 0.284
 It may be regarded as two single screw vessels side
by side
 higher hull efficiencies than twin-screw monohulls

 Propulsion efficiency is found to be appreciably

higher than in a twin-screw mono-hull of
comparable design and much higher than in an
equivalent single screw mono-hull
 when the draft of the vessel is restricted
 large beam to draft ratio in a mono-hull
 catamaran configuration is considered
 More prominent for higher speed
 26-04-2022

disadvantages of catamarans
 Unless the ship is very large, the inter-hull portion of
the ship is of restricted depth and hence relatively
useless.
 There is considerable increase in weight due to the
bridging structure and the two additional sides of the
vessel.
 The necessity to have two engine rooms increases the
cost of the vessel and perhaps its weight.

 Hydrodynamic considerations
 wetted surface of a catamaran is always greater than
that of a mono-hull of the same displacement
 wetted surface is increased further by greater
inherent displacement due to the weight of the
bridging and the extra shell
 proportions are reasonably normal, i.e. except in
cases of very shallow drafts and hence high breadth-
draft ratios
 The increase in the wetted surface is of the order 40
to 50 % of the total wetted surface of an equivalent
mono-hull
 26-04-2022

 The inherent resistance of twin hull ships at low

speeds must be much greater than that of mono-
hulls
 At higher speeds where the residuary resistance
becomes increasingly important
 finally there is a resistance advantage to catamarans
at Froude numbers above 0.285
 generalization does not apply in the following cases
 proportions of the mono-hull are distorted in order to obtain
adequate stability
 very shallow operating conditions require excessive beam-
draft ratios

 The basis of comparison between catamarans and

mono-hulls of the same length should be the
displacement - length ratio
 This ratio for a catamaran is always only just over
half that for the mono-hull
 it is this that produces the reduction in residuary
resistance
 The design approach must depend upon how it is
intended to obtain an improvement in performance
 reduce power at a given speed
 Increase speed for a given power
 may be to reduce waves
 26-04-2022

 The hydrodynamic considerations that apply to

catamarans of restricted draft are different from
those that apply to catamarans in which draft is
unrestricted.
 one considers catamarans of restricted draft
 each hull is slightly over half the displacement of an
equivalent monohull
 major variables left for comparison are breadth,
block coefficient and midship section coefficient

 A relatively high block coefficient with a low breadth

will minimize wetted surface,
 while larger breadths and low block coefficients can
be used to minimize residuary resistance
 beam-draft ratios and midship section coefficients it
has been found that for a nearly rectangular section
the optimum beam-draft ratio for minimum wetted
surface is about 2.2
 while for a semi-circular midship section the
minimum wetted surface is given by a beam-draft
ratio of exactly 2
 if heavily U-shaped sections are used the optimum
beam-draft ratio increases by approximately 0.2
 26-04-2022

 case of catamarans of unrestricted draft

 main variables are block coefficient, beam and draft
 draft cannot be much greater than in the mono-hull
to remain within practicable limits

 Hybrid HPMV
 High-speed craft are supported by varying
proportions of four kinds of lift force,
 Static Buoyancy,
 Hydrodynamic Lift,
 Aerodynamic Lift,
 Air Cushion Lift.
 26-04-2022

 Introduce some hybrid craft

 Planing monohull craft + Air Cushion Cavity = Air Cavity Craft
(ACC)
 Catamaran + Hydrofoil = Foil-Assisted Catamaran (FACAT)

 SWATH craft + Hydrofoil = Hydrofoil SWATH Craft

(HYSWAC)
 Semi-SWATH CAT with Bulbous Bow

 Air Cushion + Catamaran = Partial Air Cushion-Supported

Catamaran (PACSCAT)
 M Craft

 Air Cavity Craft

 The ACC concept
 originates from the high-speed planning craft with transverse
steps,
 In this a thin air layer attaching to the bottom of the craft

 The downside is that such craft require higher power

levels for similar speed at a given size compared to
SES.
 The upside is that they could be larger in size
 26-04-2022

1-air compressor;
2-air duct;
3-side keel or skeg;
4-central longitudinal keel (for improving transverse
stability);
5-transverse step;
6-air layer

 1-forward hull
bottom;
 2-hard chine;
 3-skeg or side keel;
 4-edge of air cavity;
 5-planing stern
part of bottom;
 6-holes for feeding
compressed air to
the cavity
 26-04-2022

Some key to success is the design

Irregular water surface at sub-planing speeds
 pressure variations as surface waves pass the ship
hull outside, and
 generation of waves from the front of the cavity
which will vary with.
 The cavity has to have sufficient volume and static
pressure

 most important issue in ACC research has been how

to resolve the problem concerned with thrust and
efficiency
 26-04-2022

 Key Features of ACC may be summarized as follows

 Low total drag : The
 friction drag 70–80% and total drag 20–25%
compared to conventional planing
 Low lift power :
 fans absorbing only 2–3% of total power compared to cushion
typically takes more than 25% for ACV, and 15% for SES
 Low impact loads :
 wave slamming load on the hull may be reduced by up to 50%

 the cavity must be carefully designed so that waves inside the

cavity are suppressed by the fan pressure
 flow sufficiently to avoid cavity blockage and consequent
increased hull resistance,
ACC key design challenges are as follows :
 Loss of air layer :
 Since the air layer is thin, it can also be lost when running in rough seas
with heavy motion. The ACC is therefore better suited to coastal and
estuarine conditions rather than deep sea routes.
 Performance in a seaway :
 The ACC is limited in the wave height that it can operate due to the
dynamics of the air cavity. This presents clear limits to the environment
an ACC craft can be designed for as it is not practical to deepen the cavity
unless the configuration is changed radically—effectively to a catamaran
with a stiff bow seal and an air lubricated stern seal between the side
hulls.
 26-04-2022

Foil-Assisted Catamaran
 The idea is to hydrofoils could assist to stabilize
motions at high speed and combine the positive
attributes of the catamaran i.e. two craft types.
 26-04-2022

 FACAT type “Superfoil-40”

 foils are used to raise the bow of the catamaran out
of the water allowing it to plane on the stern part of
the hulls only
 the craft was to be fitted with stern interceptors
 “Superfoil-40” are Loa 41 m, Boa 12.4 m, Max draft
foils down 3.4 m, foils retracted 1.7 m, craft running
on foils 1.2 m.
 speed of 55 knots driven by 4 × MTU 12V4000M70
high-speed diesels of 1,740 kW each, driving 4 MJP
water jets. It can accommodate 286 passengers.
 26-04-2022

 The two retractable foils arranged at the bow under the twin
hulls support about half of craft weight, and
 the twin hulls bottom at the stern is designed as fl at and wide
so as to support planing at high speed with minimized wetted
length, supporting about half of craft weight

 The interceptor is a vertical plate moving automatically in vertical

direction, a small distance protruding below the stern transom to
adjust the hydrodynamic pressure and lift acting on the stern bottom of
the twin hulls for improving the seakeeping quality and takeoff
performance.
 26-04-2022

 The height of interceptor below the transom is about

0.1–0.2% of craft length;

 The interceptor height is so small, less than the

thickness of the turbulent boundary layer under the
stern, the drag due to the “roughness” is small.

 Advantages of the FACAT

 High speed : up to 50 knots, compared to usually 35 knots for
CAT
 Spacious payload deck area
 Seaworthiness
 Stability
 Easy mooring alongside jetties

 limitations of the FACAT

 In rivers, lakes and sheltered coastal conditions, it can
perform well, while in open seas the bow foils will surface in
wave troughs and performance will degrade towards the
basic catamaran.
 26-04-2022

Foil-Assisted SWATH (HYSWAC)

 useful for medium speed craft, say around 18–25 knots
 craft amidships is the large submerged lifting body that
encloses right angle gearboxes and horizontal shafts out to
the twin propellers.
 26-04-2022

 The craft has a displacement of between 274 and 325 t

depending on ballast
 condition, length 48.78 m, beam 13.1 m draft 5.6 m.
 It is powered by two 4,000 kW diesel engines, mounted
inside the main hulls driving propellers via two right
angle gearboxes at deck and in the lifting body,

 The lifting body has a length across the vessel of 10

m giving a displacement of 163 t, equal to about half
of the craft displacement
 It is used in the same way as the two cylindrical
buoyant bodies of a normal catamaran SWATH,
providing large added mass and damping force
restraining the craft motion in waves
 the buoyant body is shaped as a hydrofoil and
generates lift force at high speed in addition
 26-04-2022

 The resulting key attributes of the HYSWAC

 Seaworthiness
 fineseaworthiness at high speed, similar to an fully submerged
hydrofoil catamaran, where the hulls emerge above the water
surface to reduce both wave-making and friction drag, and also
wave interference
 Long range
 Medium speed

 Semi-SWATH CAT with Bulbous Bow

 a fast catamaran “semi SWATH” with bulbous bows
 advantages of the catamaran
 Disadvantage is high drag for the vessel
 The design water line is constricted and the centre of
displaced volume is moved further below the design
water line so as to give finer lines at the surface but
without increasing the draft.
 sharp bulbous bow to reduce wave generation.
 The bulbous bow serves the normal purpose of wave
cancellation to minimize wave making drag.
 The combination of finer waterline and bulbous bow
optimized to the bow shape also improves the seakeeping
26-04-2022
 26-04-2022

Features of the Semi-SWATH

 Effect of a bulbous bow to improve both transverse and
divergent wave interference so as to reduce craft wave
making resistance is
 A small reduction of wave making cannot compensate for
the increase of wetted area of the bulbous bow and
associated higher friction resistance.
 By moving most of the displaced volume below the
design water plane forward of amidships and using a
finer form at the water line towards the bow, a sharp bow
and stem is formed at the design water line, thus a small
and sharp bulbous bow may be added which will have a
similar effect to the wave piercing
 26-04-2022

 Improvements in seakeeping for Semi-SWATH

 Significant decrease of heaving amplitude and increased heave
damping force from the submerged hull shape
 Decreased vertical acceleration and seasickness of crews
and passengers, due to the increased pitching period, and
damping moment
 Decreased speed loss in waves, due to the decreased motion
and sharp bulbous bow
 Additional hydrodynamic damping
 Submerged Bow hydrofoil

 Stern interceptor

 M Craft Configuration
26-04-2022
26-04-2022